Sedan Reviews

If an M5 sedan is too mainstream but four doors are a must for your driveway, then BMW's M-division has unleashed a new flagship that will fit your bill. BMW's latest M-monster is a four-door - the M6 Gran Coupe, a svelte and muscular coupe with easy rear seat access.Anything around $300,000 that doesn't have an ensuite and off-street parking is not really going to be considered value, but it depends on what price you put on stupendous speed or a features list that could take up the rest of this page. The exclusivity of just 20 cars being on the road might well be worth the extra $70,000 - that's a top-spec 1 Series or a mid-spec 3, remember - over an M5.The Gran Coupe gets quad-zone climate control system and roller sunblinds for the rear windscreen and rear side windows to set it apart from the coupe and add to the extensive features list: ventilated and heated leather seating, insulated windscreen, model-specific 20-inch M light-alloy wheels, alcantara rooflining with a leather trim centrepiece, adaptive LED headlights, full internet and sound system integration for smartphones and electric sunblinds for the rear windscreen and rear side windows.The BMW M6 Gran Coupe also brings with it a couple of sizeable options, among them a 12-speaker $14,000 Bang & Olufsen Surround Sound System, digital radio reception, a heated steering wheel and $4500 for BMW Night Vision with pedestrian recognition.Twin-scroll turbos - two of them - puffing away atop an already-potent V8 is recipe for rapidity, even in a two-tonne Teuton. The engine has variable valve timing and lift control on both sides, as well as direct injection, to generate 412kW and 680Nm (from just 1500rpm through to 5750rpm) to send through the rear wheels. On the other side of the powerplant equation is the fuel economy, which is a claimed 9.9 litres per 100km.New to the M6 range and arriving with the new coupe is the $12,000 Competition pack, available from July which adds 11kW, Competition wheels and gives more aggressivesuspension and power steering tune.The extra grunt takes the sprint to 100km/h down from the standard car's 4.2 second claim by 0.1 of second, or 0.2 quicker to 200km/h - given the "standard" car's gusto it wouldn't really seem worth the extra moolah.The drivetrain goodies also include the double-clutch seven-speed "auto" (with stop-start and launch control) and the active rear differential, which teams with the electronics to get the grunt to ground and distributed to whichever of the rear wheels can best use it.The trend of coupe-styled four-door machinery spawned the 6 Gran Coupe and the M version adds to the imposing presence of the mainstream car.  It has the visible carbon-fibre roof, aluminium door and bonnet panels and plastic front guards - all of which help the centre of gravity and keep weight to about 1.9 tonnes.The Gran Coupe gets a carbon-fibre reinforced plastic rear under-bumper diffuser that wraps around the four exhausts. The stance is low and muscled, with wider track, flared wheel arches and larger front air intakes, the brooding and imposing "coupe" sits just 110mm off the tarmac on 20 inch wheels wrapped in liquorice instead of tyres.Cabin space is for four (although there's a fifth seatbelt, the centre console is broad) and the four occupants are generally well accommodated.At 191cm I can sit behind my own driving position with only rear headroom being an issue, while cargo space is good - not grand - at 460 litres, with a split-fold rear seat function to increase that to 1265 litres should you need it.The full arsenal of safety features as you'd expect at this level - front, front-side and curtain airbags, multi-stage stability and traction control, anti-lock brakes with six-piston front calipers, cruise control with braking function, active front head restraints, auto-dimming mirrors, several cameras, parking sensors, lane departure warning, tyre pressure monitoring,head-up display and auto high-beam function. Or if you are hell-bent on slowing the earth's rotation, you can ante up $24,000 for carbon-ceramic stoppers.Sauntering out of the pit lane and the sense of quiet refinement, the comfort of a big lazy V8 and being snug down truly behind the wheel is a relaxed place to be.Lapping the Sepang track we're testing on doesn't give any sense of ride quality - for that we'll have to wait for local roads - but the clever steering and suspension systems do great things for the Gran Coupe's body control.The front can come under pressure if you're heavy on the brakes, and the rear can slip sideways under duress without too much provocation, but the extra bit of wheelbase and the active rear differential, which teams with the electronic nursemaids to varying degrees, makes it an easy catch with the hydraulic power steering.Some time on the wet skid-pan demonstrated the clever teamwork between the electronics and the clever rear diff, as well as the playful abilities and the immense outputs that can be employed when the restrictions are lifted.With 412kW and 650Nm on offer from the right foot it is an easy game to play, belying its size to some extent - it's no M3 in being nimble in the bends on change of direction, but the torque of the twin-turbo engine makes the M3 feel slow.The brutal straight-line force, which can be unleashed using launch control, slings the big coupe away from standstill to 100km/h in around four seconds, although BMW staffers say 3.9 in the right conditions is not impossible - I'd believe it.As a German ubercar for daily use, we'll wait for a taste of the ride on our roads, but its ability to play hard on a racetrack and obliterate tyres is not in any doubt. Lavish in cabin materials, with no shortage of gear, it's more sledgehammer than scalpel, but not often is blunt force trauma so entertaining.

Mitsubishi Lancer is a small to medium Japanese car designed and made to a high quality, making it one of the leaders in the reliability stakes.

Being first isn’t always best but the move is likely to pay off for Audi as it sets the pace in the prestige compact sedan. The A3 might lack the dynamics of a BMW or Mercedes-Benz - and that’s yet to be established, given its rivals haven’t hit the streets yet - but Audi research shows premium compact sedan buyers invest in style and brand.The A3 sedan backs that up with build quality and on-road manners to tempt potential owners behind the wheel and keep them there.VALUEA $3000 premium over the comparable A3 Sportback models adds a 425-litre boot and a similarly large lift in style. Local prices haven’t been finalised - the cars won’t land here until January or February - but expect prices to start around $38,600 for the 1.4-litre petrol that will be sold in Attraction specification, rising to $45,600 for the 1.8-litre petrol and 2.0-litre turbodiesel in the higher Ambition spec.The dual-clutch S-tronic transmission is the default option, with six or seven gears; a six-speed manual is a no-cost special order. Sitting behind the wheel, the car feels more expensive and expansive than the price suggests, to the point potential A4 buyers may decide they can do with marginally less space. Standard gear is fairly basic at this level but Audi has bundled its best features in a variety of packages that cost from $2000-$3000.TECHNOLOGYCylinder deactivation flows to the compact class in the base 1.4-litre petrol launch engine (the same size engine without deactivation will arrive next year). It’s a clever approach that uses camshaft sleeves with two different profiles.When the engine is under low load and running at 1000-4000rpm, the sleeve rotates to avoid activating the valves on two cylinders Audi says it trims fuel use by 0.4 litres/100km and shut down is all but imperceptible, with a tiny jolt when the driver accelerates and the cylinders kick back in.Weight savings are evident across the range and in every area of the car, from an aluminium bonnet to the alloy crank. Audi continues to turbocharge all engines to satisfy power/economy targets to the point even the 1.4 is capable of axle tramp on a wet road yet officially uses just 4.7 litres/100km.DESIGNAudi has gotten kinky and it transforms the A3 sedan into the edgiest-looking sedan in its range. The sharp crease-lines typical of the brand now extend into three dimensions - the shoulder and character lines aren’t creases so much as extruded edges and it gives the profile a genuinely sporty look.Flared guards with a recessed rim enhance the effect. The back is just as distinctive - identifiably Audi but with more character than other models. The VW Group’s MQB chassis let the engineers trim the front and rear overhangs and the body is wider and lower than the five-door A3 Sportback.The interior is at least a match for the quality seen in the larger, more expensive, and supposedly more luxurious A4 sedan. All surfaces are soft touch or hi-gloss contrast inserts and the tactility of the switchgear, from the vents to the electronic park brake is as good as you’ll find in any vehicle.The seats are supportive and a pair of 180cm adults can sit in the front or back, though the centre rear seat doubles as the ski port, so it is hard on the back and will be uncomfortable after more than a couple of blocks.SAFETYThe A3 is a five-star car and the sedan is a step up on the Sportback. Gas-charged struts pop the bonnet to counter ANCAP noting the already-released Sportback poses a potential risk to passengers. Seven airbags are standard, though buyers will pay around $1990 for the advanced safety systems such as adaptive cruise control, lane departure and blind spot warnings.A reversing camera isn’t standard - it is paired with the MMI Navigation Plus package that extends the pop-up infotainment screen from 5.8-inches to 7-inches and adds satnav and auto-parking software. The package is expected to match the $2990 cost on the Sportback.DRIVINGA patchwork of repaired potholes and distinct wheel track ruts make the Hungarian back-roads close to Australian country conditions and the compact sedan shines. The ride is expectedly firmer than Asian cars without being harsh and will only be improved when Audi releases its optional magnetic dampers soon after the car’s local launch.It handles like a small car but rides like a mid-sized sedan and even in the back seat there is little perception of body roll or pitching. Wind noise is subdued but Carsguide suspects the optional low-profile 19-inch rubber fitted to the 1.8-litre petrol car will generate some tyre noise on our coarse-chip bitumen.The steering is light and direct but lacks the feedback of its German rivals, so cornering is based on visual rather than visceral stimulation. The 221kW S3 sedan should arrive in March to satisfy four-ringed fans who want more driving dynamics. A quattro system for the regular 1.8 model will be available at launch for those who want to take advantage of the ski port in the rear seat with trips to the snowfields.VERDICTAudi needs something special to take on the Mercedes-Benz CLA and the still gestating BMW 1 Series sedan. The A3 is that car - at least for those who want a premium sedan that performs but aren’t too bothered about buying a pseudo sports car.Audi A3 sedanPrice: from $38,600 (est)Warranty: Three years/unlimited kmCapped servicing: NoService intervals: 12 months/15,000kmSafety rating: 5 starsEngines: 1.4-litre turbo 4-cylinder, 103kW/250Nm; 1.8-litre turbo 4-cylinder, 132kW/250Nm; 2.0-litre turbodiesel 4-cylinder; 110kW/320NmTransmissions: 6-speed manual, 7-speed dual-clutch auto, FWDDimensions: 4.46m (L), 1.8m (W), 1.42m (H)Thirst: 4.7L/100km, 109g/km CO2 (1.4), 5.6L/100km, 129g/km CO2 (1.8), 4.1L/100km, 107/km CO2 (2.0)Weight: 1250kg-1315kgSpare: Space-saver

One week in the hustle and bustle of city driving is all you need to realise just how far the new Holden VF Commodore has come. We might dream of vast landscapes and open roads (or so advertising agencies imagine) but the real test of a car is how it handles the grind of urban driving.The flagship of the new line-up, the Calais V, is armed to the gunwales to contend with this scenario. Every Commodore can park itself but, as we discover, there is more to the last homegrown Holden than meets the eye.VALUEAbout $10,000 off should be enough to grab your attention. The Calais has dipped to below $40,000 for the first time in more than a decade and the top-line Calais V we've tested here is $48,990 for the V6.The sharper recommended retail prices reflect the real transaction prices people have been paying for Commodores in recent years. Holden is being more open about it to get more buyers into showrooms and behind the wheel.TECHNOLOGYAll new VF Commodores come with self-parking gear and rear-view camera but the Calais V takes the tech to a new level in an Australian-designed car.In case you're wondering, the self-parking party trick tends to work in about three attempts out of five, providing you have ideal conditions. Your speed, the height of the carsalongside and the size of the space come in to play. Our prediction: owners will do it once to show off, then possibly never use it again.The neatest feature is the head-up display (HUD) which until now was exclusive to late model BMWs. It reflects the vehicle's speed and other key information into the windscreen in the driver's line of sight (although it can be switched off if you prefer to be old school).Unlike some other cars, the adjustments for brightness and height for the Holden HUD system are easy to use. Best of all: polarised sunglasses don't make the display vanish (as they do on BMWs). Nice one.There is also a blind zone alert to warn of traffic approaching alongside but out of view over your shoulder. A crash alert system warns if you're about to slam into the car in front. Unlike some other systems, however, the Holden won't hit the brakes automatically. Glad I checked that first.If you have an Android or Blackberry phone you can reply to text messages at the press of a button on the touchscreen. If you have an iPhone you can use Siri to respond via a button on the steering wheel (if the phone is plugged into the USB socket).DESIGNThe middle section of the new Commodore's body is the same as the old one but a nose job and a bum tuck have done wonders for its appearance. The more tapered rear end gives the Commodore a sleeker look and helps slip through the air. The outstanding aspect of the new design, though, is the interior.If you see a new Commodore somewhere it's worth putting your face up to the glass and getting a peek inside (wait until it's stopped). The Calais V gets some nice faux suede on the dash and doors, highlighted by an alloy-look garnish around the air vents. Top marks.SAFETYSix airbags and a five-star safety rating are the norm these days but in the case of the VF it's worth exploring in a little more detail. The score that led to the five-star rating is actually a touch higher than the VE, so there has been an improvement.A few eyebrows were raised when it was revealed Commodores sold in Australia only get six airbags when the US export version gets seven. But that's because seatbelt use is lower in North America than here and, even though belts have finally been mandated in all US states, the old law remains to protect anyone silly enough not to belt up.Holden deserves points for making a rear camera standard on every model but the image quality isn't brilliant, especially at night. The image quality of other rear-view cameras we've sampled recently are better (Mazda CX-5) while some are worse (Honda CR-V). At least a camera is better than none.DRIVINGLet's be clear, Holden hasn't reinvented the wheel here. But it has added some polish to an already well-rounded package. The new Commodore is quieter than before and rides and handles like Commodores used to. It feels smaller than it actually is, a good thing given size is seen as a setback these days.Our test car came from the media launch in Canberra. Before that it had been bedded-in by the same engineers who designed and developed the suspension and drivetrain.Which is why it was disappointing that our car had developed a subtle knock in the front suspension. It was by no means going to cause a catastrophe but it is the same sound we've heard in Commodores before. We thought it had been fixed, especially given the overhaul on the front suspension (now with fancy aluminium bits). So, some homework then.VERDICTThe new Calais V marks a welcome return to form and finally has the price, equipment and upmarket appearance to woo would-be buyers away from the imported competition.Holden Calais VPrice: from $46,990Engine: 3.6-litre V6, 210kW/350NmTransmission: six-speed auto; RWDThirst: 9.0L/100kmDimension: (L), 1.9m (W), 1.5m (H)Weight: 1730kgSpare: Space saver (full-size optional)

While the focus at Benz has shifted to the new, small A-Class, the larger E-Class four door sedan and wagon is the "core" of the company. They've been making E-Class for decades to the point where it's everywhere, in just about every country.For the latest model, Benz asked owners what they thought and implemented many of the suggestions that included a styling tweak, more power, improved economy and safety, more driver assistance features, better value.Benz has delivered on all scores with the mid-life update to the E-Class. The value equation sees prices reduced and some are down by 20 per cent compared to a similarly spec'd previous model. It has the Gorden Wagoner prominent nose with a "four eyed" face, three bar grille with large Benz emblem and more style lines along the body capped with a pair of large tail lights.VALUEThe entry level E200  goes for $79,900 and rolls on 18-inch wheels, gets park assist, blind spot warning, collision warning, sports pack and LED headlights and tail lights.The range goes up to the E400 V6 biturbo at $128,900. It replaces the previous E350 and E500 models. An AMG 63S version arrives later in the year at $249,900 complete with 430kW/800Nm V8 petrol power and all the goodies associated with the AMG brand.Estate (wagon) variants are available in a number of powertrain choices. All offer seven seat capacity. Some of the new E-Class range fall under the 7.0-litre/100km Luxury Car Tax reduction trigger point with commensurate price reductions.DESIGNThe classy interior is better than before with a sports multi function wheel, analogue clock, decorative features and a choice of three two-tone colour schemes. It's simpler to operate, better looking and has more features.TECHNOLOGYFrom the E250 up the cars get adaptive LED headlights while all variants score the exterior sports package popular on the previous model, direct control suspension, cross drilled discs and splashes of chrome inside and out. Technology improvements see 'Command III' make an appearance in E-Class, a system that integrates with the iPhone 5 or Android equivalent for direct internet connectivity.Under the bonnet, the base engine moves from a 1.8-litre turbo petrol four to a 2.0-litre with EU 6 credentials. In the entry level E200, this engine is good for 135kW/300Nm output while in the 250, it's uprated to 155kW/350Nm.Standard transmission across the range is a seven-speed auto driving the rear wheels. The E250CDi diesel retains the strong 2.1-litre turbo diesel engine from before. An E400 twin-turbo petrol V6 is coming soon as a replacement for the previous V8 model. It has a similar output but uses less fuel and generates fewer emissions.There's also an E300 'Bluetec' hybrid with an in-line electric assist motor and a lithium ion battery pack capable of super low fuel consumption. E-Class Bluetec has multi modes including the interesting `sailing' when the car is on electric power alone at freeway speeds.SAFETYDriver assist functions abound and include attention assist, high beam assist, and Distronic cruise control with lane keeping function. It uses a stereo camera to monitor the driving environment, altering the car's dynamics to suit, even to avoid pedestrians or potential cross street collisions. Active park assist makes an appearance for parallel and end on parking. DRIVINGWe drove the first three variants to arrive, E200, E250 and E250CDi. We would be happy with any of them with the sporty E250 petrol a stand out. The new E-Class has poise and control on the road, is quiet and sophisticated and can be super economical.There's plenty of room inside and a large boot. Even the base car will please in performance terms thanks in part to the willing new 2.0-litre engine and slick seven-speed transmissionVERDICTStill the benchmark in the medium large premium Euro segment. Looks better, goes better than the competition  and with price reductions and  extra kit, makes the proposition even more tempting.The complete 2013 Mercedes-Benz E-Class sedan and wagon range is:E 200 2.0-litre turbo-petrol four-door sedan: $79,900E 220 CDI 2.2-litre turbo-diesel four-door sedan: $82,400E 250 2.0-litre turbo-petrol four-door sedan: $97,400E 250 CDI 2.2-litre turbo-diesel four-door sedan: $99,900E 300 Hybrid 2.2-litre turbo-diesel / electric four-door sedan: $109,900E 400 3.0-litre bi-turbo petrol four-door sedan: $129,900E 63 AMG 5.5-litre bi-turbo petrol four-door sedan: $249,900E 200 Estate 2.0-litre turbo-petrol five-door wagon: $86,900E 250 CDI Estate 2.2-litre turbo-diesel five-door wagon: $107,700E 400 Estate 3.0-litre bi-turbo petrol five-door wagon: $137,700Mercedes-Benz E200Price: from $79,900Warranty: 3 years roadside assistEngine: 1.8L four-cylinder, 135kW/270NmTransmission: 7-speed automatic, RWDThirst: 6.6L/100Km, CO2 154g/km

With the dark clouds of Ford’s folding and Volkswagen’s safety issues hovering over the Australian automobile industry, it has been left to Holden to make a break with the launch of the Malibu, a sunny mid-size sedan. Named after the famous California surfing beach - the car is already sold as the Chevrolet Malibu outside Australasia - the Holden Malibu.In Australian showrooms later this month, the Malibu comes in two trim levels, CD and CDX.  Prices for the highly specified pair will start at a competitive $28,490 for the CD petrol model, the range topping out at $35,990 for the premium CDX diesel, slotting in snugly between the recently upgraded Cruze compact and brand new Commodore large sedan.Like the Commodore, the Malibu comes stacked with standard features including seven-inch colour touch screen with Holden’s MyLink app-based infotainment system, plus reversing camera, rear park assist, sensor key technology and push button start.The entry level Malibu CD rolls on 17-inch alloy wheels and includes steering wheel audio controls, Bluetooth, cruise control, automatic headlamps, power height adjustable seats and electric park brake.Malibu CDX moves up to 18-inch wheels and is dressed up with leather covered seats, the front heated, with eight-way power adjustment, leather wrapped steering wheel, rain sensing wipers (which got a solid workout on launch in Victoria) and dual zone climate control.On the outside, the CDX also picks up front fog lamps, chrome highlights and LED rear lights. The range is available in seven colours, including prestige paint at a $550 premium.Coming out of the Chevrolet design centre in the United States, the Malibu had extensive input from Down Under, with Aussie Mike Simcoe, General Motors International Operations Executive Director Design, overseeing the operation. Two Holden designers were involved in the exterior and interior look of the Malibu, which is based on Chevrolets of the past, including the Camaro, also a product of the Holden design team.Malibu Exterior Design manager, Justin Thompson, led work on the new VF Commodore and says it shares design highlights with the new locally-made large car. “The rear of the Malibu was the first iteration of VF styling as we began to work on the VE replacement,” he said. The interior styling, including sporty Camaro inspired gauges, was the work of a team led by Yan Huang from Holden, while working in the States. She is currently interior design manager for GM’s global advanced vehicles.The Malibu comes with either a 2.4-litre DOHC petrol engine with 123 kilowatts and 225 Newton metres (8.0L/100Km) or 2.0-litre common-rail turbo-diesel with 117 kilowatts and 350 Newton metres 6.4L/100Km. Both mated to a six-speed automatic transmission with ‘Active Select’ manual mode.Importantly, the Malibu rides and handles like an Aussie car thanks to engineering input from Holden vehicle dynamics engineers based at the Lang Lang proving ground. Team leader Michael Barber says, as a global vehicle sold in predominantly left-hand drive markets, Malibu was originally specified with LHD tyres, which fitted to a right-hand drive car can lead to its pulling hard left.This led to the development of a specific right-hand drive 17-inch tyre for the CD, while the CDX uses the 18-inch performance tyre already on the VF SV6 and SS Commodore. The team also came up with a suspension set-up with unique damper tuning ideal for Australian road conditions, both of which came up to scratch during an extensive launch drive in extremely wet conditions.A diesel CDX did exhibit a lightness in the steering, a petrol equivalent not so. The diesel took some time to get into its stride off the mark unlike the corresponding 2.4 petrol which nimbly sprinted from standstill. Road and engine noise were kept at bay from the passenger cabin in both cases, occupants held in well sculpted, comfortable, leather clad seats. Instruments and gauges were well positioned and the touch screen image was as clear as a bell.Generous shoulder space and head room ensured there was no hint of claustrophobia, while rear seat leg room could come up short with taller occupants up front. Soft interior surfaces give the feeling of prestige, there’s ample storage for personal items and cup holders, the largest to take a one-litre container, cropping up all over the place.

The Ghibli will put the wind up Maserati’s luxury large car rivals when it lands in Australia late this year. Most Carsguide readers will only dream of owning a $200,000 car but as the entry model for the range the Ghibli is expected to account for annual global sales of 25,000 by 2015- four times the entire number of cars the company now sells.It has the luxury and performance to satisfy owners, even if it isn’t (yet) fitted with a V8. Just as importantly, it looks different to the crop of German cars that dominate the segment.VALUEThe numbers game puts the Ghibli up against the Mercedes CLS and BMW 6 Series Gran Coupe. It will be more expensive than its German opposition but will add badge exclusivity its rivals can’t match. Standard equipment includes bi-xenon headlamps, an eight-speaker sound system, eight-speed automatic transmission, a reversing camera and powered leather seats with inbuilt heaters and fans. A 3.0-litre turbodiesel will be the starter engine, with a pair of twin-turbo V6 petrols turning up the wick on price and performance.DESIGNA smaller, tauter version of the Quattrporte can’t be a bad thing. It looks more aggressive, too, with the curved bonnet and pronounced wheel arches giving it a predatory stance. Boot space and rear leg room is down on the QP but will still accommodate enough luggage to carry four adults, providing they aren’t all basketballers. Scalloping the back of the front seats would help here without.Despite sharing the Quattroporte’s chassis and drivetrain, the Ghibli’s track is wider and the reduced length - it is almost 30cm shorter - makes it more engaging to look at and drive. The 8.4-inch touchscreen effectively divides the dash into driver and passenger zones and the smell of Italian leather pervades the cabin.SAFETYSeven airbags and enough structural alloys to build an office block should ensure the Ghibli stands if it is involved in a collision. The car is also built without any electronic aids. Only when Maserati is satisfied with the inherent stability of the vehicle does it move to install the electronic aids. Toss in a 50/50 weight balance and there are few reasons why the Ghibli will venture off the bitumen.DRIVINGThe base twin-turbo V6 petrol is a convincing car, despite having “only” 243kW and 500Nm. It hits 100km/h in a claimed 5.6 seconds and stops from that speed in 36m. A ZF eight-speed automatic works well and the engine barks and fizzles on over-run up and down the cogs.Gearchanges in manual mode have to be performed using the alloy paddle shifters and they’re fixed to the steering column rather than moving with the wheel. Ferrari uses the same system based on the principle it saves drivers having to remember which shifter is which when the wheel is cranked over mid-corner. The absence of cabin noise - at least on the Italian roads chosen for the international launch - makes it a genuinely serene environment. The balance superb and the adaptive suspension markedly stiffens up the ride, though it comes at the expense of occupant comfort. It is far more supple in normal mode but can then be caught out by unanticipated ripples or potholes at high speed.The higher-spec V6 wasn’t available at launch in rear-wheel drive guise and Australia won’t get the AWD system. For those who prefer to lubricate their social conscience by buying an economical luxury car, the diesel will arrive early next year.VERDICTThe Ghibli is a great car at a good price and will give luxury car buyers a more exclusive option without a major price premium. It still needs a V8 to satiate our preference for hi-po luxury cars and give the range a halo car.Maserati GhibliPrice: from $195,000 (estimate)Warranty: 3 years/unlimited kmCapped servicing:  NoService interval: 2 years/20,000kmSafety: not rated; seven airbagsEngine: 3.0-litre twin-turbo V6, 243kW/500NmTransmission: 8-speed auto, RWDThirst: 9.6L/100km, 233g/km CO2Dimensions: 4.97m (L), 1.95m (W), 1.46m (H)Weight: 1810kgSpare: Space-saver 

Although this car is a hybrid it should not be confused with fuel misers like the Toyota Prius. In this case the term hybrid translates into performance and plenty of it, with 268kW of power on tap. Think of the electric motor as a new age turbocharger.VALUEInfiniti is the luxury arm of Nissan -- just as Lexus is to Toyota -- and says it aims to offer something that set it apart from other prestige brands. At $99,900 our M35h GT Premium sedan is the most expensive of the sedans. But, with the S Premium diesel model priced the same, it makes for an interesting choice.The hybrid comes with a swag of luxury appointments like leather, wood grain dash, heated front seats, a heated steering wheel, satellite navigation and a hi-end Bose sound system. The standard wheels are smallish 18s with 245/50 Dunlop Sport Maxx tyres and an alloy space saver spare is supplied. The 16-speaker Bose system features active noise cancellation just like some headphones.TECHNOLOGYThe drivetrain consists of a 3.5-litre petrol V6 that puts out 225kW of power and an electric motor with another 50kW, for a combined total of 268kW (and fuel consumption of 6.9 litres/100km). Maximum torque from the petrol engine is 350Nm, with another 270Nm from the electric motor but a combined torque figure is not provided. It's the same acclaimed 3.5-litre V6 that has seen service in Nissan's 350Z sports car but that has now ben upsized to 3.7 litres. The engine is hooked up to a 7-speed auto that allows the driver to change gears manually, although steering wheel change paddles are absent.DESIGNThe goal is luxury with a sporting bent. If you're in the market for a Benz or a Bimmer, you might want to give this one a look, particularly if you're after something a little different. With drive to the rear wheels the hybrid does the dash from 0-100km/h time of 5.5 secs and is billed as the fastest-accelerating production hybrid in the world.SAFETYIt's designed to get five stars and does so from the American National Highway Traffic Safety Administration (NHTSA) which some might say is a tougher standard than we've got  but as yet it does not have a rating from the Australian NCAP organisation.Suffice to say the car comes with blind spot warning, lane departure prevention, and forward collision warning automatically brakes if a collision is imminent.DRIVINGMove off slowly and the car creeps along in near silent, full electric mode. Apply some pressure to the accelerator and the petrol engine springs to life. Punch the accelerator and it takes off with a satisfying growl from the twin exhausts. This car is a chameleon, a car with two very different personalities. A knob allows the driver to dial in four drive modes: Standard, Eco, Sport or Snow. With each setting the system adjusts throttle sensitivity and transmission mapping to help optimise performance. It's quiet inside but perhaps not as quiet as a Lexus, and this changed quickly over coarse bitumen that generates quite a bit of tyre noise. We clocked up more than 600km behind the wheel at a rate of 8.8 litres/100km.The steering is light and the car is prone to wander unless the driver's attention remains focused. The active cruise control system can be annoying and the speedometer reading seems conservative. Because of the hybrid battery pack's location behind the back seat the boot is cut short but deep, smaller than you'd expect in a car this size.VERDICTIt's comfortable enough and it's certainly got plenty of get up and go, but does not generate the kind of excitement that is going to make you run out and buy one.Infiniti M35h GT PremiumPrice: from $99,900Warranty: 4 years roadside assist, 100,000kmEngine: 3.5L six-cylinder, 225kW/350NmTransmission: 7-speed auto, RWDThirst: 6.9L/100Km, CO2 159g/km

We all know that Volvos are quite good to crash. But no-one buys a Volvo to go fast or just for the enjoyment of driving. Until now, perhaps.Thanks to a Swedish company called Polestar, and an Australian push for performance that includes - yes, really - V8 Supercars racing from 2014, there is something new, fairly special, and definitely memorable, in the Volvo catalogue. It's an S60 the company is pitching up against a spread of go-faster hero cars including the brilliant BMW M3 and sledgehammer Mercedes-Benz C63.The Volvo S60 Polestar will never seriously threaten the M3 or C63, but it's a fair bit cheaper and capable of cracking along fairly briskly without flicking your bowls' hat off the parcel shelf or going soft on safety. It will even sprint to 100km/h in 4.9 seconds and has to be held back to 250km/h at the top end.It's not cheap at $109,950, but it is exclusive with just 50 copies. And it's coming first to Australia because Volvo Car Australia knows its needs to be more than just the safety-first car company in a land where people still like cars and like to drive."In short, we see this a sa driver's car. And car built to work in all weather, all season and all roads, every day, and not just on the perfect day," says Hans Baath, the Swedish head of Polestar, at the S60 launch this week in Brisbane.It's also a test case, a first, to see if the car has potential for other countries and if Volvo should do more stealth work on its other models. "Choosing Australia was quite simple for us. It's a country were the car is a vital part of everyday life. There is a huge car culture here."VALUEThe bottom line is $109,950 and that's a lot when you can get a T6 all-wheel drive for $65,490 and a Teknik-tweaked version for $75,490. But Volvo wants shoppers to consider it against an M3 at $155,100 and a C63 at $154,900.The car picks up a bunch of Polestar stuff but, in reality, it's a conservative package. All the Polestar improvements are done on the regular S60 production line, unlike companies like HSV that need to get base cars into their workshops to do real improvements.Volvo calls it a Q-car - a tag snitched from the Q-ships of the World Wars, which were cargo ships with big guns - but these days it's probably better to describe it as a stealth fighter. It is definitely flying under the radar and the only giveaway - on around a quarter of the cars - is bright blue bodywork that salutes Sweden's motorsport racing colour.The only option on the Polestar car is a sunroof for $2650 and there are only 50 cars in a limited run. For now, at least.TECHNOLOGYAny turbo car is relatively easy to tweak, but the trick is getting the package balanced. It's about engine output first, but also ensuring the car doesn't turn into an unruly, fire breathing beast. There is no risk of a runaway here, for Polestar has been a performance partner at Volvo for more than 20 years and the only external changes to the engine are a free-flow exhaust. The rest is down to computer programming.The end numbers are 257 kiloWatts and at least 500 Newton-metres - obviously more - linked to a tweaked Haldex all-wheel drive system that picks up launch control, but with an engine that still won't rev to the redline and a six-speed auto that shifts faster but has no flappy paddles and a touch-change that's set for cruising not sporting.The big development on the Polestar car is Ohlins suspension that's both firmer and more compliant than a regular S60. It's even adjustable if, as if, you take the car to a racetrack. There are also bigger and better brakes, with 19-inch alloys and sticky Bridgestone Potenzas.DESIGNEven in bright blue, the Polestar Volvo is a stealthy car. There is a tiny rear spoiler and a deeper dam under the nose, as well as big alloys covering impressive brakes, but that's about it.The cabin is disappointing with only a build number and a tiny Polestar badge in the top of the shift lever. The seats are standard, so is the trim, and there's nothing to remind you that you've splashed more than $100k on the car.In a lot of ways it's like the Aurion Sportivo. So, a bit naughty for someone in the midstream of motoring but definitely not nasty. "This is the thinking man's performance sedan. We didn't go big on the external modifications," says Matt Braid, managing director of Volvo Car Australia. "The bodywork changes are for a reason. It's not about winning the brochure wars."SAFETYNothing changes on the safety front, which means five-star NCAP protection and a bunch of driver assistance schemes. But, really, this is an S60 that should do even better because it has more grip, better brakes, and is likely to be driven by someone who is actively conducting the car and not just dozing at the wheel.DRIVINGWithin 200 metres I know the S60 Polestar is not a threat to an M3 or a C63. It's brisk from the lights, with a solid mid-range turbo shove, but there is none of the excitement or theatre of the German master blasters. It's not nearly nasty enough.So I settle back to enjoy the car, and find it surprisingly enjoyable. The big improvement by the Polestar team is in the chassis, which is both rigid and compliant - a combination that's rare in a car that starts life as a front-wheel drive family bus.The car copes brilliantly with bumpy roads, sits down tight without crashing or banging, and is enjoyable to hustle - but not hassle - over some winding and undulating mountain roads out of Brisbane. It's a grand tourer with panache, although the bright-blue bodywork prevents any really stealthy attacking.But push harder and things are not so good. There is no support in the front buckets, the auto gearshift is counterintuitive for a performance car, the brakes start to stink, and the safety-net settings in the engine means it will not hold a gear or downshift on demand.So Polestar has done some great work, but I can feel the limitations of a conservative company and the need to run the car down the regular S60 production line. There is no chance to be really daring, just a bit different.Polestar began as a race team and the company clearly knows how to get a result, but this time has only produced a solid midfielder in a class studded with winners. It's a good effort for the first time in the event, but more work - and more daring - is needed to really score.VERDICTNice, not nasty, in a class where nice cars are not enough and real drives expect a bit more passion.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

Volvo is returning to Australian race tracks entering the V8 Supercars series from next year. But in the meantime it has the hottest Volvo to hit our roads since the turbocharged R models of the late 1990s. In fact, the S60 T6 Polestar is the fastest and most powerful Volvo road car of all time.Volvo’s been here before, switching safety for sex. It’s all designed to help reverse perceptions about its staid image. Volvo road cars have improved over the years but the image hasn’t move with them.For its latest campaign Volvo has teamed with its Swedish race team Polestar to add some extra urge to its already quite quick S60 T6 turbo road car. Volvo has built 50 special models, the first of their type in the world. If Australians take to it, more may follow both here and overseas.VALUELet’s get the bad news out of the way first. This is an expensive car. At $109,950 plus on-road costs it is $40,000 (or more than 50 per cent) dearer than the S60 T6 on which it is based. Ouch.For that you get a larger turbo, race-tuned Ohlins suspension (the same brand used by the Lotus F1 team and found in Lamborghini road cars), lightweight 19-inch wheels and Bridgestone RE050 tyres (the same type fitted to Porsches, Ferraris … and the new Holden Commodore SS).Standard fare includes everything that Volvo can fit to an S60 sedan, including radar cruise control, crash alert and crash avoidance (it will slam-on the brakes below 50km/h if you’re about to hit the car in front). Then there is blind-zone alert, automatic high beam dipping, and the standard count of six airbags and five-star safety. The only option is a sunroof ($2650) but the decision has already been made for you. The 50 cars in the first batch of S60 T6 Polestar sedans have already been built; only 10 have sunroofs fitted.TECHNOLOGYA bigger turbo and a bigger exhaust are self-explanatory. More air in and more air out equals more power, times a higher fuel bill and a bigger smile. The brakes are showroom standard “floating” calipers with a large-ish discs but the brake pads come from racing experts Brembo. To be frank, at this price Volvo should have gone the whole way and fitted Brembo calipers as well. The Volvo S60 T6 Polestar stops ok, but the brakes are the Achilles heel of the car if you want to drive it in the same way Volvo wants you to.The big news is the suspension. There are 20 settings to choose from on each of the four shock absorbers. The problem is you need to be handy with a spanner and don’t mind getting you suede slacks dirty. To adjust the front shock absorbers you need to turn the steering wheel on full lock and reach up into the gusset of the wheel housing and fumble your way to the adjustment point with a tiny tool that, helpfully, comes with each car.Adjusting the rear is a little more civilized: you can do this via the boot. Just watch your slacks and your tweed jacket on the dirty bumper bar as you lean in. Hopefully, one day, you’ll be able to do all this at the press of a button (as you can in a top-end Audi, or a humble HSV). The last piece of the Polestar’s party tricks is the launch control, but ther is a catch. Only Volvo could come up with so many safety measures that you’re discouraged from using it.In true anorak fashion you have to click through a complex menu on the dash, then pat your tummy and rub your head (or is it the other way around?), stomp on the accelerator and the brake and then you have three seconds to unleash the engine’s fury. Or you could ignore all this and just floor the accelerator. The result is pretty much the same.DESIGNThe Volvo S60 T6 Polestar looks stunning in sky blue (the three other colours are black, white and red). The charcoal wheels set it off too. But apart from the discreet Polestar badges on the boot, grille and gearknob, you’d be hard pressed to pick it from the standard version.We’re not sure if this is a blessing or a curse. Volvo owners may prefer the understated look. Either way there is room to add something to make it look a little more special. From the inside, the Volvo S60 T6 Polestar looks exactly the same as the regular model (but for the build number on the steering wheel).The seats are nicely shaped, good to look at and sit on. But back-seat room is cramped compared with the competition. I love the design of the Volvo “floating” centre console panel but I still bang my knee on it every time I get in one.SAFETYIt’s a Volvo. Next.DRIVINGThe turbocharged in-line six-cylinder engine (mounted across the engine bay like a large dog sitting on your lap) enables the car to do the 0 to 100km/h dash in 4.9 seconds -- the same as the latest HSV Clubsport and on par with its German and Japanese luxury competition. Thankfully Volvo has resisted the urge to make it sound like an aftermarket European hot rod. The exhaust doesn’t drone at freeway speeds or around town. Tick.Power is plentiful and comes from low revs. It’s quite elastic on winding roads, never out of breath and always wanting to surge ahead. It is genuinely exhilarating. Which is why it’s disappointing that the brakes aren’t bigger or able to handle more punishment. Room for improvement here. The steering has been completely overhauled from the standard model (which was too heavy at some speeds and too light and vague at others). It’s a big improvement but and more than adequate but still not best in class (BMW, Lexus and Mercedes steering systems feel better and more intuitive).Then there is the suspension which, let’s face it, is at the core of how the car feels. We drove it on public roads on the middle settings (10 out of 20, front and rear, whatever that means). It was firm but not uncomfortably so. Things only started to really get busy at low speeds in bumpy city streets. The good news is that if you don’t like it after your test drive, you can ask Volvo to soften it a little.VERDICTThe best Volvo road car so far -- but it needs bigger brakes and a sharper price to complete the package.Volvo S60 T6 PolestarPrice: $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