Sedan Reviews

Elvis Presley's role in the movie Kissin' Cousins is memorable not for his maligned acting skills but for confirming that some men just shouldn't go blond.But at least it separated the two characters in the film even though most of us - and I'm sorry to spoil the film for those who haven't seen it - figured out it was the same Elvis in two roles.Much like Hyundai and Kia, the Korean cousins who rarely kiss and insist on dressing in different clothes so buyers can tell them apart. Shared platforms and drivetrains abound with these two but sometimes, just sometimes, there's enough of a change to make an appreciable difference.VALUEThe Cerato sedan is fresh from its February launch in Chicago and though offering more than before, the prices haven't changed. Neither they should - Cerato is hard up against some fierce rivals in a sector where winners and losers are separated by a few hundred dollars.The SLi sedan tested is the mid-spec model and at $25,990 for the automatic, is the best value. A rear camera, 16-inch alloys with full-size spare and six-speaker audio with Bluetooth are some inclusions.Technically it's a simple car - though gets an up-spec engine - with the lure being its practicality, good build quality, nice raft of features and top-deck warranty and excellent five-year capped-price service program that includes - if you keep servicing it at a Kia dealership - a five-year roadside assist package. Damn good.DESIGNThis newbie is 30mm longer, 25mm lower and has a 50mm longer wheelbase than the old sedan. In fact, the wheelbase is now the same as Kia's Sorento SUV and is shared with the Hyundai Elantra.It's a very slippery, good looking shape that was penned in the US but looks more European. The sloping roofline hints at poor rear seat headroom but there's actually plenty of space, primarily because the car is very low.There's a big boot, fold-down-flat split rear seats, quality materials including Golf-esque seats, an attractive dashboard with carbon fibre-look finishes and soft plastics, plus a sporty driving position that is infinitely variable.The downside is the invisible front and rear panels - typical of its contemporaries - but park sensors and a standard rear camera are saviours.TECHNOLOGYThough this could be termed a Hyundai Elantra in new clothes, Kia picks up extra tricks including a peppy 129kW/209Nm 2-litre direct-injection petrol engine.It's a solid engine with a flexible, smooth and quiet manner that works perfectly with the six-speed automatic gearbox. In terms of performance, it is even better with the six-speed manual gearbox.The direct-injection label means better engine efficiency and despite this technology, it's good to see that Kia still specify the cheaper 91-RON grade petrol. Kia claims 7.4 litres/100km. Suspension is tuned in Australia for Australians and though mechanically similar to its rivals, lifts the little car beyond the ordinary.The steering is electric assist with a FlexSteer steering wheel-mounted button to change the feel of the steering. It changes from “comfort” (light) to “normal” and a heavier “sports”.SAFETYThe Cerato ups safety from its predecessor with a five-star crash rating. It also gets six airbags, electronic aids including ESC and hill-start assist, full-size spare wheel, emergency stop signal, rear camera, park sensors, auto headlights and heated side mirrors.DRIVINGIt is quite a striking car because of its low silhouette and ski-slope tail that lifts to incorporate a boot spoiler. It's also low and feels more like a sports car than a family sedan.That's the impression when driving - that if you fail to look back, it impresses as a two-seater. Until the baby in the back seats lets out a cry.This illusion of sportiness extends to how the engine reacts and how positive the car is through the bends. It's a confident car and the engine - though dampened just a bit with the auto box - is strong from idle through to 6000rpm.It can be made to sing at the top end of the rev range - because that's where most of the power is served up - and become a more enjoyable drive when using the manual mode of the automatic.Handling is good - flat and surefooted - but though the steering has input from Australia, the electric assistance is still strangely like a PlayStation joystick. This lack of feel remains even when switching through the FlexSteer's three-modes, adjusting from light to firm. More work needed here, I'm afraid. However, that's the only complaint.VERDICTNeat as a pin and such a good buy at $25,990. Resale value is a bit weak but is outweighed by outstanding warranty, roadside assist and capped-price service.Kia Cerato SiPrice: $25,990Warranty: 5 years/unlimited km, 5-yr roadsideCapped Servicing: 5yr/$262-$535 per yearService interval: 12mths/15,000kmResale: 49%Safety: 6 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 2.0-litre 4-cyl petrol, 129kW/209NmTransmission: 6-spd auto; front driveThirst: 7.4L/100km; 91RON; 177g/km CO2Dimensions: 4.6m (L), 1.8m (W), 1.4m (H)Weight: 1319kgSpare: Full-size

So frenetic is the pace of car innovation that you needn't be a Luddite to feel in need of stepping off this blurring, down-sizing, max efficiency, small engine/high output/low emission fight to the finish of fossil fuel era juggernaut. It's all a bit bewildering. Fortunately there remains Honda.Though it has long since euthanised most aberrant devices in its range - those rorty Integras and hairdresser friendly Preludes - Honda can be relied upon to produce the stately and refined sedan that is the Accord.The very name says volumes. While most makes move into alpha-númeric monikers, this ninth generation Accord perpetuates the detente suggested by the badge on its bum.As we clamber into SUVs and smaller cars as though compelled at bayonet point, there's nothing quite so automotively comfy and reassuring as the four doors of your forefathers.Honda likes them so well that it's going to continue from June 2 with this slightly larger new Accord alongside the ageing so-called Accord Euro, a new one of which arrives they know not when.VALUEAssailed by the GFC, stricken by a tsunami and monstered by Hyundai, Honda has descended from the badge you bought in order to be a cut above the other Japanese (I wonder if they'd still do gold badges?) to a cut-priced one.The Accord's sticker prices are competitive with its main and probably only real rival, the Mazda6. A $31,490 spend gets you into the VTi, with reverse camera, LED running lights and what's called active noise containment. Another $2500 and you add an S to that badge plus the lane watch system, 17 inch alloys, fog lights and bigger audio.Then it starts to get a bit optimistic at $41,990 for the VTi-L, the top spec four cylinder, with its 17s, leather, sunroof and ADAS safety package at another $3K. "A premium package without the premium price tag," Honda says of its top line V6L - except that $51,990 gets you a quite a few premium cars these days.The V6 has a six speed auto over the four cylinder car's five, cylinder deactivation to save fuel, power seats and some juicier fruit. All get an 8-inch multimedia screen, the top variants including satellite navigation with SUNA traffic alerts.Like Mazda, Honda want you to pay for a service every six months or 10,000km while almost everyone else - including the premium brands - do it annually or every 15,000km. Honda and Mazda are also holding out on capped price servicing or warranty beyond three years.TECHNOLOGYWhile it's possibly unfair to suggest Honda has been in self-induced stasis, the Accord runs on engines that don't disconcert with innovation. Small capacity, over-achieving turbo engines are ever more prevalent. Fuel saving direct injection is common or garden. But not here. The 2.4-litre four is claimed to be new but like the V6 that's been carried over for yet another generation, it would be familiar to a Honda buyer of a decade ago.There's the usual marginal improvements to economy (the V6 can de-activate three cylinders now, rather than four) and attempts to bring maximum torque closer to the floor than the ceiling where high revvin' Honda has traditionally put it. Yet neither four nor six return especially good consumption figures against those of the competition, which also run on basic 91RON unleaded. Except those that run on diesel, to which the Accord has no answer.The three four cylinder variants make do with a five speed automatic when six is standard practice and eight is the benchmark. The V6 gets the gears to match its cylinders but can do no better than 9.2L/100km in combined condition testing. Even the new Commodore does better.Yet while not cutting edge, it is effective on the road. And reassuringly familiar.DESIGNThis is the Accord's single most successful aspect, an obvious continuance of its long line but nicely sleek and aerodynamic with it. It also serves to remind that while any bugger can draw an elevated wagon on a napkin after a long lunch and claim it to be an exciting new compact crossover SUV concept, it's quite hard to design a decently proportioned yet functional sedan.The eye-catching newish Mazda6 might well be the item to swing punters back to four doors, just as the first one did 11 years ago. The Accord is less stylised and altogether better for it.The upmarket ambience that once attracted those who couldn't quite crack it for a German car is maintained through the two up spec variants Honda brought to the launch in Auckland, though the cabin materials have been selected for durability rather than tactility. Neither of the affordable variants were on show.All round visibility is as good as it gets in a modern sedan with its necessarily swept stance for smoother running and thick pillars stuffed with airbags. The boot isn't quite so cavernous as a Falcon or Commodore, but it does house a full size alloy spare wheel where ever more comparable cars skimp with a space saver.The SUV devotee might miss the elevated seating position, but a remedy can be sought in learning to drive.SAFETYStandard reversing camera immediately puts the Accord at the head of its class. I was in a $70K BMW 3 Series last week which makes do with graphic display and beeping noises. One of these systems helps save kids. It's not the latter.Indeed safety is not optional in the Accord. No crash test results yet, but as Chinese driveaway/chuck away jobs close in on four stars, we can be assured that the Accord will win the maximum five.The blindspot warning camera is a first for locally available cars. Activated by the indicator stalk it switches onscreen the view of the camera mounted in the passenger’s side wing mirrors. Again you're left wondering why Honda can bring this to a relatively affordable car while no premium brands that preens itself on safety can offer the like even as an option.A safety package including collision anticipating braking and seat belt tensioning is $3K extra on the VTi-L and standard on the V6 - which makes that variant's price seem a whole lot more palatable.DRIVING"Wait until you drive the car.""It makes more sense when you drive the car."So is the slightly beseeching refrain at the briefing. Pleasant to discover this isn't merely code for "please stop asking questions". Pleasant indeed is the operative word for the accomplished and refined sedan.While unimpressed to find the two variants everyone will buy are nowhere to be seen, the V6 which we try first on a long B-road run out of Auckland does indeed do what it says on the tin. A lush grand tourer, the big V6 is mostly constrained but occasionally musical unit that steps up smartly to keep overtaking exposures to the minimum. A free breathing output of 206kW/339Nm is readily summoned but in the main it runs with discretion thanks to the clever cylinder deactivation.Light steering and a heavy nose do not lend themselves to hustling along with any vigour, but again that's not the Accord remit. Crushing open road kilometres at a relaxed and comfortable pace is its thing.Stepping down 10 grand, two cylinders and whole lot of output, the VTi-S is bound to suffer by comparison, but not in the salient departments. All of V6's tactile stuff and most of the safety kit is to be found here and the lesser spend also means milder fuel consumption. It rides more absorbingly than the V6, but just don't try to get where you're going in a tearing hurry. The apparently new engine is even more about unhurried progress.VERDICTA good size comfortable sedan surely has its place, so if you think you need an SUV, try an Accord first. Be interesting to try the more affordable variants.

Holden’s Commodore was the bestselling car in Australia for many years, though it has slipped recently due to many buyers switching from large cars to compact SUVs. There are hundreds of used Commodores on sale at any one time, so smart buyers can find exactly the model / price / quality they want.Commodore is very well suited to Australian driving conditions, and also has the driving feel many keen Aussie drivers demand. This is a genuine five-seater, though the traveller in the centre-rear seat may find foot space compromised by the bulky transmission tunnel.Boot space is good in the sedan and excellent in the wagon due to the latter’s longer wheelbase. Note that the wagons in the VE range, sold from September 2009, have the same wheelbase as the VE sedan, meaning they miss out on the huge load volume that was a feature of previous Commodore wagons. The latter had a stretched wheelbase platform under the wagons.Ride comfort is excellent, even on rough bush roads. Commodores can be divided into two distinct areas in the models being examined here. In August 1997 the VT series was introduced to critical acclaim.Commodore VT received a minor facelift and mechanical changes to become the VT Series II in June 1999. Commodore VX of August 2000 saw another facelift of the VT. The VX Series II arrived just 12 months later.There weren’t a lot of appearance changes in the VX II, but there were big changes to the suspension, especially at the rear. These gave the Commodore a real sporting feel. Holden introduced the VY Commodore in October 2002.This time around there were substantial styling changes. The VY Commodore was facelifted, this time to become the VY II in August 2003. Finally, the last of this long line of Commodores, the VZ series arrived in September 2004.The introduction of the virtually all-new VE series Commodore sedans in August 2006 saw a touch of European class in the styling and real enhancements to the ride and handling qualities. VE Series II was introduced in September 2010 and had minor external changes.Inside it was a different story, the GM i-Q multimedia system saw an entirely new look for the centre stack with the new touch screen. The system controls full Bluetooth, USB, iPod and MP3 player integration.Powertrains didn’t always coincide with the major body changes. Most Commodores prior to the VZ range have a pushrod V6 engine of 3.8 litres. There's also a supercharged variant of this 3.8-litre, but it was never a real success as buyers of performance Holdens almost invariably preferred V8s. So the supercharged six was discontinued in 2004.The big news with the introduction of the VZ was an all-new six-cylinder engine. A forerunner to the unit fitted to the VE Commodore, it was a twin-cam V6 of 3.6 litres. This powerplant was sold in two formats, one with variable valve and intake timing for a greater spread of torque and improved power, the other a more basic unit.As fitted to the VZ, this new V6 is not as smooth or quiet as it should be. There were some improvements in feel when the engine was installed in the VE, but the engine still disappoints in this area despite several attempts to sort it out over the years.A smaller V6, this time of 3.0 litres and aimed at lower fuel consumption and emissions, was introduced in September 2009. It hasn’t proven all that popular but is a sophisticated unit and well worth considering. There were two V8s in the pre-VZ Commodores; one an old Australian design of 5.0 litres, the other a Chevrolet unit adapted to Holden specifications with 5.7 litres.This Generation III Chev V8 is much better than the old Holden, so much so that resale value of the Holden 5.0-litre suffers in comparison. The Gen III with ‘only’ 5.7 litres was replaced by a Gen IV with 6.0 litres in January 2006, again as a teaser to the upcoming VE Series.Some later Commodore engines are designed to run on a petrol/ethanol mix of up to 85 per cent ethanol. Check with your Holden dealer or get onto Holden’s website to see which engines can take this mix. Prior to the VE series, almost all Commodores came with four-speed automatic transmissions. Five-speed manual gearboxes from this era are on the crude side and not many were sold. Six-speed manuals were offered in the SS range and are understandably more common than the five-speed manual units used in the day-to-day Commodores of the time. The VE transmission lineup was a big improvement; with six-speed automatic transmissions and six-speed manuals. An exception was the dual-fuel petrol/LPG, later pure-LPG powered Commodores that stuck with the old four-speed auto until 2012 when they too got a six-speed.On the sporting side are the Commodore S and SS with firmer suspension, tauter steering, revamped seats and body kits. Not as hot as the HSV Commodores, these Holden models do provide more driving pleasure and come at a pretty moderate price.Strictly speaking the most expensive model in the range isn’t called a Commodore, but the Holden Calais. Calais were usually bought by private buyers, while many lower cost variants will have begun their lives as company cars - perhaps being driven by a careful person, perhaps not…Holden frequently does runs of special editions, the best value of these are arguably the oft-recurring Equipe and Lumina series. Commodores are easy cars to work on with plenty of access to most mechanical components.The good amateur mechanic can do most of their own repairs although it’s best to leave safety related items to professional mechanics. There are numerous electronic components that also require specialist knowledge and/or diagnostic equipment.Spare parts prices are generally reasonably priced and we hear very few complaints about availability from Holden’s widespread dealer network.A network that’s as prevalent in the bush as in the ‘burbs. Insurance is very reasonable for a car of this size and performance, though there can be a significant extra slug for the sportier models, especially if they have supercharged or V8 engines.WHAT TO LOOK FORCheck for brake fade on models before the VE Commodore by doing a succession of hard stops and feeling for a pedal that gradually has more and more travel – don’t forget to check that rear-vision mirror first…Look for oil leaks at the rear of the engine sump and check the dipstick level as some early units had high oil consumption problems.Automatic transmissions are generally OK, but one that is slow to go into gear and/or noisy and harsh in its operation should be treated with caution.Rust is seldom a problem in later model Commodores. But look at the lower areas of the body, doors, tailgate and rear windscreen surround to be sure. Rust is more likely to be caused by poor quality panel repairs than any other reason.Check for previous body repairs by running your eye over the panels, looking for a slightly uneven finish. Watch for paint that doesn't match exactly from one panel to another. Another sign is minute spots of paint on areas that are normally unpainted.Be wary of a Commodore that has been a taxi, though this isn’t nearly as common as in Falcons: look for an engine running on LPG and for spots where signs and meters have been removed.Severe wear in the cabin and boot is another indication of an ex-taxi; though it could also mean the car has been a hard-working commercial car, or even that it has been destroyed by bogan kids.CAR BUYING TIPChecking the condition of the boot can give valuable clues to how the car has been used.

Is Australia ready for its first $100 grand plus Volvo? It's a tricky one soon to be answered when Volvo introduces a high performance, limited edition, 50 unit run of its striking S60 sedan called the T6 Polestar.Volvo Australia has already had a crack at a Polestar special edition a locally fettled hot-rod wagon back a year or two. It ignited a latent fire of performance car passion at head office in Sweden which quickly decided to go ahead with a pilot program of factory-built, production Polestar S60 sedans. They want to use Australia as a test case for future plans involving high performance models.And Volvo is ideally positioned to build them thanks to heavy involvement in the Swedish Touring Car Championship and other European race series through the compact Polestar operation. It's similar to Renault's RS outfit and others such as Opel OPC.So, what they've done is take a top of the range S60 T6 off the production line, rolled it into a special workshop at Volvo's factory in Gothenburg and replaced numerous standard parts with high performance items.VALUEThe Volvo S60 Polestar is estimated to retail for $115,000, and is equipped to luxury standard with all that brings but the interior is understated.Inside is pretty much standard T6 with a few changes and additional garnishes Sports seats are possibly going to be fitted but the standard re-trimmed pews were fine for everyday driving.TECHNOLOGYThe 3.0-litre engine is a transverse straight six with a new Borg-Warner twin scroll turbo achieving a healthy 257kW/500Nm output.It's sufficient to propel the 1684kg sedan from 0-100kmh in a rapid 4.8 seconds. The launch control system aids acceleration off the mark awhile the revised all-wheel drive system has a rear axle bias for a sportier feel and better acceleration.Fuel economy and emissions remain the same as for the standard T6 S60. The 2.5-inch exhaust system offers a slightly sportier note than the standard model.But there's no paddle shift and the manual shift mode goes the wrong way (on the pre-production cars driven). It's your standard performance re-engineering effort possibly a bit more advanced with a sporty suspension and brakes, more power from a new, bigger twin scroll turbo and ECU changes together with a sports exhaust. They changed the camshafts and tweaked other engine components.Bigger brakes and better tyres form part of the package as well as interior upgrades to the seats and other trim items. It has improved aerodynamics along with a revised all-wheel drive system and six speed auto transmissions.Polestar tested their engineering for the S60 on a couple of concept cars from two years back, the C30 and S60 which were hyper-performance models, boned out and ready for the track.Such is not the case with the TS60 Polestar which retains its luxury flavour enhanced by the extremely well calibrated performance upgrades. The sleek looking sedan retains everyday driveability while delivering blistering performance.DRIVINGOn the road the Polestar is a treat - quick, controlled easy to drive and with a distinctive flavour not found in other Volvo cars.We drove the fastest and quickest road Volvo ever on a variety of roads all of which posed no problem for the sleek Swede.Both Volvo and Polestar point out that the S60 Limited Edition is an everyday car and not a track car though it's very capable on a closed circuit as we found out.Though stiffer than the standard car by a longshot, the Ohlins suspension retains a high comfort level while delivering the sort of ride and feed-back you need for fast motoring.The defining feature of the Polestar S60 is its Ohlins suspension which ushers in the latest technology including multi damper settings and a clever blow off valve for big impacts. It limits the amount of bump thump transmitted into the car while retaining a sporty drive feel and impressive ride control.It can be manually set up simply by turning a dial on each damper unit for harder or softer ride qualities.VERDICTVolvo Australia is still to finalise spec' on the S60 Polestar but we reckon the cars we drove were just right.Volvo S60 PolestarPrice: $115,000 (estimate)Warranty: 3 years/unlimited kmService interval: 12 months/15,000kmCapped price servicing: NoCrash rating: 5 starsEngine: turbo 3.0-litre six-cylinder, 257kW/500+NmTransmission: 6-speed auto, AWDThirst: 10.2L/100km, 243g/km CO2Dimension: 4.63m (L), 1.82m (W), 1.48m (H)Weight: 1648kgSpare: Repair kit/space-saver

The new Lexus GS350 Sports Luxury is designed for those who want the comfort of a five-star hotel and the performance of a sports car in one attractive package. It's a proper sports sedan with improved looks to match the powerhouse that's under the hood.VALUEThe GS350 range kicks off with the Luxury model starting from $ 89,400. For $10,000 more the F-Sport is the middle of the GS350 range and then there’s the range topping Sports Luxury (from $109,400) which we tested.In terms of value for money the differences to its German rivals are most evident in the extra standard features included across the GS350 range. There's an abundance of comfortable soft leather throughout as you'd expect from a prestige manufacturer but also a lot of extra technology thrown in.From the massive 12.3-inch widescreen dashboard display to the heads-up display projected on to the windscreen and the centre console joystick controlling the infotainment system it's all top of the range equipment. Then there's the excellent surround sound system and comfortable 20-way power adjustable front seats that you’ll never want to leave.TECHNOLOGYThe new 3.5-litre engine of the GS 350 pumps out 27 per cent more power (233kW) and 22 per cent more torque (378Nm) than the previous Lexus GS 300, and at the some time it manages to slightly improve fuel economy by 0.1L/100km. It incorporates both direct and multiport injection and provides cracking performance.Mated with a six-speed sequential automatic transmission with paddle shift behind the steering wheel, the GS 350 is capable of accelerating to 100km/h in about 6 seconds.  Fuel consumption is a little disappointing in town (quoted at 13.7 litres/100km in the urban cycle) but expect it to drop to 7.4 litres per 100 km during highway cruising. We averaged around 14.5L in our stint in this Lexus.SAFETYThe GS has a five-star crash rating and ten airbags with all the electronic brake and traction aids. Other safety aids include lane keep assist, a blind spot monitor integrated in the side mirrors, plus auto high-beam headlights which automatically dip when detecting oncoming vehicles.DESIGNThe pleasant surprise here is that the car's look improved for the better with the new GS350 range. There¹s an attractive new grille, daytime running lights and 18-inch wheels but the rear end looks a little too Toyota Camry like in comparison with the rest of the package.The interior design is where this car excels as it successfully integrates comfort with function. Controls are easy to use and the seats are so good you might even be looking forward to getting stuck in traffic. The analogue clock in the middle of the dash is something that took a bit of getting used to but it’s reminiscent of older classy luxury cars.DRIVINGIn normal driving the quietness of the cabin really stands out but the exhaust responds acoustically with a sporty note when pushing the revs up. Road noise is kept at a minimum but it¹s the engine sounds that are brought to the front without compromising the luxury feel of the car.It has a solid and direct feel and suspension is compliant over a range of surfaces. For a car of this size the driving dynamics stand out because it feels a lot more nimble than you might expect.Rear-wheel steering contributes to this improved handling. It's just two degrees of turning angle but it's has a huge impact on how the car feels. You forget all about 1740kg kerb weight with the sports mode activated and the car suddenly feels agile and ready to devour the next corner. IIt may not be as ballistic as the BMW 535i but push the accelerator hard and you'll get similar thrills for around $50,000 less.VERDICTWith vastly superior performance than the previous model the new GS350 is fun to drive but also retains the luxurious high quality interior Lexus is renowned for. It¹s packed with features, driving dynamics are surprisingly good and value for money against the German rivals is impressive. This Lexus is definitely worth a look.Lexus GS350 Sports LuxuryPrice: from $109,400Engine: 3.5-litre 6-cylinder, 233 kW/ 378 NmTransmission: six-speed sequential automatic transmission, RWDThirst: 9.7 L/100km, CO2 emissions 225 g/km

Hyundai Accent arrived in Australia in June 2000 to replace the extremely successful Hyundai Excel. Hyundai attempted to push it a bit more upmarket than the Excel and that included a price rise that took it out of the cheap-and-cheerful category. The lower cost Hyundai Getz also stole sales from Accent.So sales of the Accent have never been as high as the Korean importers planned, but there are plenty on the used-car market and if you shop around there are some excellent buys out there.Hyundai’s build quality, which was a bit hit-and-miss in the company’s earlier years, had improved noticeably and the Accent benefited from being an all-new design. The later the car you buy the better it’s likely to be. The main structure of the Accent generally holds up well when subjected to the rigours of rough Aussie roads. Anything that squeaks and/or rattles, particularly inside the cabin, during your test drive should be treated with suspicion.There's good interior room in this small-medium Hyundai and buyers with pre-teen children can use the Accent as a full family car. The boot is roomy and easy to use and has a good shape that’s reasonably easy to load.Hyundai's Accent has good handling and the feel through the steering is better than average for an Asian import. There's some understeer if you push hard but the car is reasonably neutral until then. A good set of tyres can markedly improve things in the handling department and won’t set you back a huge amount of money.Model choices are quite limited because slow sales meant that the upmarket Accent hatchbacks, and all sedan variants were pulled off the Australian market in 2002. The sedan made a return in May 2006 with the introduction of a virtually all-new Accent.In September 2003 the Accent received a facelift to move it away from the somewhat bland look of the original model. This facelifted version is more popular on the used scene and it’s worth paying the extra if you’re looking for a bit of pizzazz in an affordable car.At the time of the 2003 body revamp, the Accent’s engine was increased in size from 1.5 to 1.6 litres. Performance from the new 78 kW unit made the small-medium Hyundai reasonably zippy on the road. It’s still not really sporting, but the car became more pleasant to drive, with shorter overtaking distances and the ability to climb hills with fewer gearchanges.Gearbox options are five-speed manual and four-speed automatic. This means it’s lagging behind more recent competitors with multi-speed manuals and autos. The manuals are generally good in their gearchanges but can bind up at times for no obvious reason. Automatics do sap a fair bit of engine power in a car of this size and are probably best left to those who do a lot of heavy-duty commuting in serious traffic.These days Hyundai is a fully established as part of the Australian automotive scene. The dealer network is large and widespread, though as is often the way in a car in this class, representation in the bush can be on the sparse side. We have heard of no real complaints about the cost of servicing or spare parts.The Accent is a simple design and has good underbonnet space, so it’s easy enough to work on. A lot of routine work can be done by a good home handyperson, though safety related items should be left to the professional. It’s always a good idea to have a workshop manual on hand before starting your own servicing and repair work.Insurance charges are moderate and there doesn’t appear to be a great deal of difference between companies as to the premiums they charge. Shop around but, as always, make sure you are doing a full apples-with-apples comparison before making your final choice.WHAT TO LOOK FORWe have seen Accents reach 200,000 km without any real problems. These cars had obviously been driven sensibly and serviced by the book - ask to see the full service records. Look over the interior, including the boot, for signs of rough usage. This may be a sign that other out of sight areas have also been mistreated.Rust isn't normally a problem, but look at all the lower body areas and around the front and rear windscreens to be safe. Any cars we have seen with rust in their bodies have been poorly repaired after crashes.Do an engine check for easy starting and smooth idling. Where possible this should be done with the engine cold, preferably after it has been sitting overnight.Feel for a manual gearbox that baulks during fast gear changes, especially during the three-two down change.Turn the steering wheel all the way from one side to the other whilst travelling at a very low speed and listen for clunking noises near the front wheels. These probably indicate the universal joints are worn.CAR BUYING TIPSellers will ask more for cars with a full service history, but it’s generally worth the extra outlay. Having paid the higher price it’s smart to keep its logbooks up to date. That way you can get most of your added investment back when it’s time to trade up. 

Price-sharp Chinese entrant Geely swipes the used-car market with the classy small Emgrand EC7 sedan.The national importer of Geely, Perth-based Chinese Automotive Distributors which is part of the multi-franchise John Hughes Group, this week pinned a $14,990 drive-away sticker on either the sedan or its hatchback sister.The cars arrive about September, first in WA then progressively around the country via about 20 dealers starting in Queensland and NSW this year and Victoria and other states in the new year.Geely, which owns Volvo, is one of China’s biggest car companies and the biggest publicly-owned concern. Many rivals are government owned. Geely has a presence in WA with its $9990 drive-away MK 1.5 hatchback but because it doesn’t have electronic stability control - to be mandated on all passenger cars in Autralia from January 2014 - it is being phased out in December.The next Geely is this car - the EC7 (called Emgrand in domestic and some export markets) - which comes as a hatchback or sedan. It will be followed next year by an SUV.VALUEThe $14,990 drive away price and three-year or 100,000km warranty are instant head turners. The price buys a slick, Cruze-size sedan or hatch with a strong crash rating, six airbags, leather upholstery, 16-inch alloy wheels and full-size spare with Bluetooth and iPod connectivity.For $1000 more, the luxury version adds features including sunroof, sat-nav, rear-park sensors, six-speaker audio (the base has four speakers) and electric driver’s seat. The only downside is it comes in - initially - with only a five-speed manual transmission. An auto will be added next year.DESIGNThe EC7 has conservative, trim lines in both sedan and hatch though subjectively looks classier as a sedan. The boot is huge, aided by a split fold rear seat. Leg and headroom equal or exceed the class average and leather is a standard fit, even though it feels more like vinyl.The dash is simple yet effective and though hard plastic abounds, contrasting colours and subtle trim overcome any tactile disappointments. Nice touches include the push-button boot release on the dash. The overwhelming impression is that this is a more expensive car.TECHNOLOGYSimplicity is the key. Geely is one of the few Chinese car makers to build engines and transmissions as well as the bodies. Its four-year-old factory in south-eastern Hangzhou Bay - one of two exclusively making the EC7 - is Japanese-level squeaky clean and run to military-grade order with European robots and hundreds of workers that produce 120,000 cars a year.But the car’s specs are simple - 102kW/172Nm 1.8-litre four-cylinder petrol with variable-valve timing that drives a five-speed manual gearbox (a CVT auto comes next year) to the front wheels aided by four-wheel disc brakes and hydraulic-assist steering.SAFETYThe car has a four-star Euro-NCAP rating but is to be tested to ANCAP standards. The distributor is adament it won’t get less than four stars, or he will pause the launch date - set for September - and get it fixed until it reaches that rating. There’s also electronic stability control, six airbags, heated side mirrors, full-size spare (on an alloy wheel), ABS brakes and electronic brakeforce distribution and the Luxury model ($15,990) gets rear park sensors.DRIVINGExpectations can be frustratingly anti-climatic. Take my planned drive in Geely’s new EC7 sedan that didn’t materialise. Instead, I was a passenger as a test driver shook down a car that had minutes before rolled off the production line. The rough test track that attempted to unbolt my skeleton didn’t produce a squeak or twist in the chassis and didn’t meet expectations of a lightly-built car that was underpowered, noisy and harsh-riding - all attributes coincidentally of Korea’s first car, the Hyundai Pony (later rebadged Excel), that I tested in Perth in the early 1980s.Aside from myself and the driver, passengers were Queensland construction manager Glenn Rohrig (at 186cm tall) and the CEO of multi-car Brisbane-based franchise Motorama, Mark Woelders (183cm). All are impressed by the leg and headroom, ride comfort and quietness. This car will sell for less than $16,000 drive away and though it is - initially - only a manual, Mr Woelders predicts strong demand.“The quality of the car is much better than I expected,’‘ he says. “It has exceptional ride and quietness and is a fantastic, quality package.’‘ Mr Woelders says there remains a market for a manual transmission car though expects the upcoming automatic to signal volume sales. “As a used-car alternative, it has a strong warranty and safety features. Certainly, to a degree, it will affect our used-car operation.’’VERDICTImpressive effort and one well worth considering.GEELY EMGRAND EC7Price: from $14,990 drive-awayWarranty: 3 years/100,000 kmResale: n/aService interval: 10,000km/12 monthsCapped price service: NoSafety rating: 4-starSpare: Full-sizeEngine: 1.8-litre 4-cyl petrol 102kW/172NmTransmission: 5-spd manual, front driveBody: 4.6m (L); 1.8m (w); 1.5m (h)Weight: 1296kgThirst: 6.7 1/100km; 91RON; 160g/km Co2

Build it and they will come. That’s the rationale behind Volvo Australia’s decision to fund the development of a 50-car run of a Polestar-enhanced S60 sedan that Carsguide believes will cost around $115,000 when it arrives in late June.It’s a calculated toss of the dice for both the local arm of the Swedish carmaker and the Polestar performance division. If they get it right, Volvo won’t just be seen as a maker of safe cars and Polestar will have graduated from motorsport specialists to a factory performance outfit along the lines of RenaultSport.The rest of the Volvo empire is closely watching the Australian pilot programme to see if they too want a piece of the Polestar pacesetter.VALUEThe cost of the car has yet to be finalised but Braid says the price will be well north of $100,000. That buys Volvo’s top-spec S60 T6 R-Design with added drivetrain and suspension upgrades that have to be driven to be appreciated. Interior updates are limited to the steering wheel and seats.Polestar acknowledges the inside needs a more upmarket look to differentiate the product but says the first step is to concentrate on how the car drives, rather than how it looks. Audi’s S4 sedan is the closest competition at $120,000 … and with less Nm than the Volvo it lacks the mid-range surge of the Swedish car.TECHNOLOGYThis is the first Volvo to carry a Polestar badge on the front grille. Polestar has previously fitted its discrete blue-square logo on the rear of vehicles that have undergone ECU and transmission software upgrades but they can’t compare to this S60.The (manually) adjustable Ohlins suspension and chassis updates - a stiffer strut brace and upgraded anti-roll bars - have transformed the car into a seriously quick steerer without affecting compliance around town. The ECU upgrades and a bigger turbo endows the S60’s 3.0-litre six-cylinder engine with 257kW and 500+Nm and the transmission tweaks have accelerated the shift times of the six-speed auto in sports mode.The Haldex all-wheel-drive system has also been tuned to send more torque to the rear wheels and helps give the Volvo a 0-100km/h time of 4.9 seconds using the launch control program.DESIGNThe custom wheels, black side -mirror covers, front splitters, a boot spoiler and rear diffuser are the visual cues this isn’t a regular S60. It is all fairly discrete to the point the “doof-doof” crew that pulls up alongside in a locally built V8 won’t have much of an idea they’re about to be hosed by a Volvo.  The seats have more bolstering in the sides and a grippy alcantara covering to stop backsides from shifting on the seat.SAFETYThe S60 is one of the safest mid-sized sedans on sale and Polestar’s upgrades have only enhanced that reputation. Improved suspension and brakes should ensure features like the six airbags and ultra-strong passenger cell aren’t needed. A “City Safe” collision prevention assistance program visually and audibly warns the driver of imminent crashes with vehicles in front.DRIVINGThis is one attractive Swede, visually and viscerally. Hit the starter button and a muted snarl announces this Volvo has an attitude, an impression that is only reinforced by the off-the-line acceleration.  The surprise is that’s the least of this show pony’s tricks. Polestar doesn’t want to challenge Benz’s AMG or BMW’s M divisions in terms of outright power, or what Braid calls “brochure bragging rights”.They do want a car that is more refined for day-to-day driving but can stick with the above duo when the roads start to wander off the straight and narrow. It will take a comparo to show if that’s the case but a seat-of-the-pants assessment indicates Volvo might just manage it on the right stretch of tarmac.Track days will be a different story though. The transmission is the weak link in an otherwise race-ready package. Having already limited the amount of torque the Polestar crew is prepared to pump out of the engine, the auto isn’t quick enough to kick down on hard corner exits.Manual mode isn’t much more responsive and the shifter is counter-intuitive, with a push towards the dash to grab a higher gear and a pull back to drop down the cogs. Polestar is already looking at paddle shifters and a dual-clutch transmission but that will take time, given the company’s insistence on testing to OEM standards. And at this stage, Australia is the only country to request the car, which limits the development budget.VERDICTPolestar’s take on building a driver’s car has produced what is probably the most family friendly four-door sedan doing the rounds. It lacks the feral ferocity of its European rivals but the AWD system gives it an edge in marginal conditions and in the right hands it will embarrass some of its better-known competitors.FACTOIDA Northern Territory man is the first to stake a claim on the S60 Polestar, having rang his local dealership to put down a deposit within hours of the first story appearing on the internet.Volvo S60 PolestarPrice: $115,000 (estimate)Warranty: 3 years/unlimited kmService interval: 12 months/15,000kmCapped price servicing: NoCrash rating: 5 starsEngine: turbo 3.0-litre six-cylinder, 257kW/500+NmTransmission: 6-speed auto, AWDThirst: 10.2L/100km, 243g/km CO2Dimension: 4.63m (L), 1.82m (W), 1.48m (H)Weight: 1648kgSpare: Repair kit/space-saver

Subaru Liberty has been a popular seller in Australia for more than 20 years and has attracted loyal buyers partly because it’s just that little bit different from the mainstream. Not only with its boxer engine and all-wheel drive but also because of its well-earned reputation for toughness and reliability.The latest, fifth generation, Liberty was launched in 2010 with annual tweaks to keep it up to date ahead of the next generation model which is still a couple of years away. The model year 2013 Liberty arrived here late last year with some minor styling changes, handling improvements and extra equipment.TECHNOLOGYAs before Subaru Liberty comes with a large choice of variants in either sedan or wagon bodies starting with the 2.5i then 2.5i Premium and 2.5i GT Premium. For 2013 there’s a new model called Liberty X with extra ground clearance which sits in between the standard Liberty and the more rugged Outback. There’s also a seven-seat people mover called Liberty Exiga.As before, two petrol engines are offered with capacities of 2.5 and 3.6 litres although the latter, a six-cylinder unit, is now only available in the Liberty X. The upgraded four-cylinder 2.5-litre has managed the now-common combination of increased power and torque with reduced fuel consumption and emissions.Each of the changes is marginal, power up 4 kW, torque up 6 Nm, fuel consumption down 0.4 L/100 km and CO2 emissions down 11 g/km to make for more efficient vehicles.The Liberty 2.5i GT Premium gets a turbocharged version of the 2.5-litre engine with 195 kW of power and 350 Nm of torque between 2400 and 5200 rpm.Manual transmission (six-speed) is now only available with the 2.5 GT Premium which also has the option of five-speed automatic. The 3.6X only gets the five-speed auto while the lower-specced models all have CVT with paddle shifts.VALUEAnother big selling point for the 2013 Liberty is its price. With help from the high value of the Australian dollar against the drop in the cost of the Japanese yen, Subaru has been able to trim prices with the new entry-level Liberty 2.5i automatic sedan $1000 cheaper than its previous manual equivalent and so $3000 cheaper than the comparable automatic.DESIGNExternally the new Liberty gets a new grille, front fog light surrounds and re-designed alloy wheels. Inside there is a revised steering wheel design, one-touch lane-change indicator and electro-luminescent gauges with an integrated 3.5-inch colour monitor.SAFETYSubaru's EyeSight safety system has now been extended further into the Liberty range. Originally only available in the flagship Liberty 3.6R Premium it now comes as standard in the Premium, GT Premium and Liberty X models.Using stereo cameras mounted inside the windscreen on either side of the interior rear vision mirror EyeSight scans the road ahead and uses triangulation to estimate distances and angles of objects in front of the car. This information is sent to a computer that calculates which objects merely have to be monitored in case things change and those that require immediate action.Where EyeSight anticipates a potential collision with an object in front of the car the computer can activate the brakes. If the speed difference between your car and the one it's approaching is less than 30 km/h it can prevent a collision, above that speed a collision will take place, but the consequences will be less severe.Other standard safety features include seven airbags and Subaru’s Vehicle Dynamics Control system incorporating ABS brakes with brake assist and electronic brakeforce distribution, stability and traction control, hill hold and reversing camera.Also standard are alloy wheels, leather-trimmed steering wheel, Bluetooth telephone and audio streaming, auxiliary and USB jacks, and voice activiation. All models above the entry level 2.5i and the manual GT Premium get Eyesight and satellite navigation.DRIVINGOn the road Subaru Liberty has a real luxury feel to it enhanced by improvements in Noise, Vibration and Harshness (NVH) levels. Even in the standard 2.5i it really does feel like the kind of car that you could cruise in all day with confidence and emerge fresh and comfortable at journey’s end.VERDICTWhile it’s not what you call a driving enthusiast’s car (have a look around the Subaru showroom and check out the WRX and BRZ if that’s what you want) but nevertheless the underlying driving experience is one of confidence in the key areas of handling and safety.

Graham Smith reviews the 1998-2008 BMW 3-series E46 as a used buy.