Sedan Reviews

It's a bit like getting a Christmas In July invitation - you think it's a bit over the top but you'll still take up the offer.“We didn't plan to launch this,'' says Audi Australia's Anna Burgdorf of the S8 slingshot limo, “because we didn't expect the demand.''Indeed, even at a projected one sale a month from when the Audi S8 hits the Australian market in the second quarter of next year, it's still business the company wants. “We expected the S6 or the S7 to take up demand from where the previous S8 left off,'' Ms Burgdorf says. “But we have had a lot of interest - that is, a lot of interest for a $250,000 car.''The S8 continues Audi's plan to reduce the weight of its cars, make them more powerful (though to be politically correct, it's called efficient) and use less fuel.It has the 4-litre twin-turbo V8 engine that replaces the previous S8's exotic V10 that continues to be used as the premium engine for the R8 and Audi-owned Lamborghini's Gallardo.The delay before the S8 arrives in Australia is attributed to waiting for the mid-life makeover model. The A8, which forms the basis for the S8, started in its current generation in 2010. Audi last imported an S8 in 2010 after selling 45 units in its four-year life.VALUEIt's at the top of Audi's saloon-car range so earns a premium price. It's expected to cost about $250,000 when it gets here about May next year, and the only good news about that is it's $14,000 cheaper than the last S8 to be sold here.The previous V10-engined model was a beast but Audi promises the new version will be more civilised and less aggressive on the owner's wallet. High-end features include double-glazed windows, adaptive cruise control, LED headlights, Bose audio, diamond-quilt leather upholstery and a buffed body clothed in subtle bulges, dominant exhaust pipes and 20-inch alloy wheels.DESIGNThe latest S8 - the one we get in May - gets relatively minor upgrades on the current A8, but remain important to differentiate the car and the temperament of its owner. The grille is finished in platinum - rather than silver - and features black slats on the front, bold S8 badges, chrome exhaust pipes and the 20-inch S8-specific alloys open the spokes over black-painted brake calipers.TECHNOLOGYIt's all in the engine. The 382kW/650Nm 4-litre gets two identical turbochargers siting within the vee of the V8. It is technically similar to the RS6's 412kW/700Nm engine, just muted to suit a less frenetic lifestyle. To save fuel, there's cylinder deactivation when cruising and stop-start for traffic congestion.Electronic engine-mount dampers cradle the V8 so you never feel it switch from eight cylinders to four. The engine drives an eight-speed torque-converter automatic to power all wheels. The body is all aluminium with an all-alloy suspension system, electric-assist steering - with drive-select modes - and despite its 1975kg weight, streaks the 100km/h dash in a very unlimousine-like 4.2 seconds. It's also capable of a 10.2 litres/100km average drawing from an autobahn-friendly 90-litre tank.SAFETYThe S8 showcases Audi's safety arsenal and most of the options on lesser models here become standard. The adaptive cruise system is one of the highlights, with the ability to use its radar to pick up danger signs from the front and rear of the car.There's also blind-spot monitor, a driver fatigue system, lane-change warning and so on. The S8 doesn't have an official crash rating.DRIVINGThis isn't exactly the car we'll get in Australia. This is the current car and gets its mid-life makeover - a soft change to the nose and tail but no driveline alterations - in production later this year. It's a chance, however, to feel what a few Australians will be able to buy come early 2014. For a start, though technically similar to the RS6's powerplant, the noise is less dominant and the power delivery less intense.Yet 382kW/650Nm isn't cheese dip and it pumps with immediate response in a predictable, linear delivery. It's more responsive and quicker than the old V10 and 23 per cent more fuel efficient, while carving a massive 54kg off the engine weight. Win, win!There's a lot of sports-oriented gear in the car - real carbon-fibre trim, alloy edging, bold S8 graphics, lowered body, fat bodykit and the paddle-shifters on the steering column - and while the engine fulfils much of the visual promise, it's still restrained.The exhaust growls as it sets off and changes pitch to a roar in proportion to the arc of the tacho needle. It's clearly quick but the cabin is too good at cocooning the occupants. But it's a superb cruiser and on the German autobahns on a quiet day, will double Australia's speed limit without appearing to stretch a muscle.VERDICTNice car but we may be living in the wrong country.AUDI S8Price: est. $250,000Warranty: 3 years/unlimited, roadside assistCapped servicing: NoService interval: 12mths/15,000kmResale: 55%Safety: 10 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 4-litre V8 twin-turbo petrol, 382kW/650NmTransmission: 8-spd auto; constant AWDThirst: 10.2L/100km; 98RON; 237g/km CO2Dimensions: 5.1m (L), 1.9m (W), 1.5m (H)Weight: 1975kgSpare: None

Now that the LFA supercar has been dropped, king of the Lexus range is the LS600h  about as far away from the LFA as a car can get.But the good news is that to get into the top Lexus, you won't have to spend three quarters of a million bucks, you'll need only $217,900 much of which is taxation. You get a lot of car for the money as the 600 offers a grab bag of technology including a V8 petrol/electric hybrid power plant, all-wheel drive and adaptive air suspension.Mind you, playing in this part of town pretty much demands you have a solid features list. Competition is strong from the Benz S-Class (now and old vehicle), the new BMW 7-Series and the Audi A8.GREENBuyers with a green tinge will appreciate the 600's environmental credentials which see it scoring an impressive 4.5 star rating on the Government Green Vehicle Rating. It scores a five star crash rating.Two models are available, normal; and long wheelbase both in F-Sport spec' which brings with it active stabiliser bars to prevent body roll, Brembo brakes with large discs, BBS 19-inch alloy wheels and a torsen centre differential for the permanent all-wheel drive system.Lexus has moved the LS range more towards the enthusiast driver with the current, spindle grille equipped model. This is interesting because many cars in this segment are not owner driven.SPORTYThe 600 has sporty driving dynamics even though it's a big heavy car tipping the scales at around 2300kg. The chassis is reinforced compared with the previous model and brake feel improved. They put in variable gear steering, multi-mode (5) drive select offering: Eco, Normal, Sport, Sport+ and Comfort at the click of a button. These modes influence the car's dynamics through steering, powertrain and suspension adjustment.ENGINEIt runs a 5.0-litre petrol V8 engine with direct and port injection like the Toyota 86 sports car. Variable cam timing further improves efficiency while extra performance is available through the hybrid-electric drive motor and battery pack. Interesting to see an old school nickel metal hydride battery instead of lighter, newer lithium-ion technology.The engine is actually a bored-out 4.6 litre unit from the LS460. Drive is via an eight-step CVT auto with paddle shift. The combined output from both power generators is 327kW/520Nm  sufficient to propel the big 600 from 0-100km/h in a quick 5.7 seconds in near silence consuming as little as 8.6 litres/100km of 95 RON petrol.Speaking of which, Lexus has made further improvements to its trademark smooth/quiet ride with this new model through better design and more sound deadening material.EQUIPMENTThat other Lexus hallmark  luxury features  is almost completely over the top in this model right down to a front seat ottoman for the passenger.There's a Blu-ray player with screens in the front and two in the back, a Mark Levinson audio system, comprehensive multimedia connectivity, a computer mouse style remote touch system, power adjustment to the seats that are also heated and ventilated in the front, leather, and possibly the largest touch screen in the business at 12.3 inches.Driver assistance features include radar cruise control, blind spot warning reverse camera, park assist, auto high beam and driver fatigue alert.DRIVINGThe drive feel is good if a touch remote. You seem to waft along in a sealed cocoon of luxury that, when it takes your fancy, can be driven like a large sports sedan.The adaptive air suspension is supple but controlled and the active stabilisers keep the big car flat without affecting ride quality. We tried all five drive modes and found auto to be the best.Acceleration is rapid and cruise mode a dream that helps the kilometres tick over in a flash. But there's no stirring exhaust note to speak off and the light steering still feels a tad disconnected.We can't understand why they fit relatively skinny tyres on such a big car because apart from limiting grip, it also looks bad. Cabin ambience is relaxed and hi-tech  a good placed to be. We aren't sold on the new look and suggest the spindle grille needs to be toned down a tad.VERDICTWould we go the Lexus way instead of European? Maybe. The new 7-Series is an impressive vehicle, excellent diesel and petrol engines, the Benz is due for replacement this year and the Audi, well . . .If it was going to be a Lexus, it would be the LS460 in some form. You don't really need all-wheel drive, a front seat ottoman and other superfluous features found in the LS600.Lexus LS600hPrice: from $243,314Engine: 5-litre 8 cylinder petrol and hybrid-electric drive, 327kW/520NmTransmission:  8-speed CVT-auto, 4WDThirst: 9.3L/100km, CO2 219 g/km

Kia's position edges onwards and upwards with a brace of striking cars one after the other. It is fast becoming an inspirational brand instead of one carried by "available and affordable" products.The new Cerato is a classic example, easily one of the best lookers in the small car class any normal person would love on their drive. This is generation three of Kia's small car range though the ‘small’ tag doesn't really apply as it's crept up closer to medium in size. It's nothing like the two, staid-looking earlier versions.New Cerato kicks off with a swoopy looking sedan followed soon by a hatch and a coupe before the end of the year. They are built on a similar platform to Hyundai's i30 model but that's only the basic architecture.Cerato has its own DNA highlighted by the particular style Kia has adopted since stylist Peter Schreyer took over the company's drawing board a few years ago. It looks a million bucks distinctive, trend setting, sexy, classy.And following Kia Australia's localisation program, boasts one of the better all-round dynamic set up on a mainstream small car sold here. Kia Australia has become so good at local set-up of the suspension, steering, brakes and tyres that it has the keen ear of head office back in Korea.Unlike many players in the segment, Cerato bristles with new technology including direct fuel injection and variable cam timing on the inlet and exhaust sides to optimise engine output.Three model grades are available in S, Si and SLi variants. Prices are $19,990, $23,990 and $27,990 in ascending order.All three get Kia's clever Flex-steer three mode steering system along with aerodynamic undercar enhancement, front and rear park sensors, six-speaker audio with MyMusic 880 meg music register, multiple wheel controls, Bluetooth phone and audio, aircon, trip computer and a full-size spare.Naturally, the higher grade models get more up to the SLi with leather, dual zone climate control, 17-inch alloys and paddle shift.Two engines are offered in a three model range. Both have friction reduced internals and all-of-life timing chains instead of belts that need regular replacement. The ‘base’ engine in Cerato S only is a 1.8-litre, four cylinder, petrol good for 110kW/178Nm output and as low as 6.6 litres/100km for the six speed manual.The six speed auto uses a tad more. The 2.0-litre petrol four achieves a strong 129kW/209Nm output and 7.4 litres/100km. The auto (+$2000) is a six speeder where most competitors settle for five or a slurring, cheap CVT ‘auto.’Aiming to retain customers as much as win new ones, Kia provides its cars with a five-year unlimited kilometre warranty, a year's roadside assist and capped price servicing for the first five services.Its five star crash rated with all that entails in terms of equipment. The new body is up to 50kg lighter than the previous model but much stronger thanks in part to the use of 63 per cent high strength steel in its construct.New Cerato is smoother and quieter than before with more sound deadening and better noise and vibration isolation. We drove the high range SLi and the base S autos. Both were impressive, particularly the SLi with its 129kW engine and plush interior.It has a European feel to the ride and handling. Indeed the entire car feels European not surprising when you think Kia has a major manufacturing effort in Europe as well as engineering and design facilities.The seats are super comfortable with eight electric adjustments to the driver's pew as well as heating and ventilation. The dash is as good as anything from Europe in design and function with the added benefit of a new fascia in a mock carbon fibre texture along with three other media.There's plenty of room even in the critical rear seat leg room measurement and the boot is big, expandable with 60:40 rear folding seat. It is a fun car to drive, responsive, smooth, well-mannered an accomplished all-rounder. The stying really grabs you viewed from all angles.The red hot small car segment gets a tough new player. Those already there had better be on their toes this new Cerato is a cracking good car.

‘Diesel’ and ‘fast’ are not usually uttered in the same breath when it comes to mainstream cars. Diesel and strong, as in roll on acceleration, yes but fast? Not really. You want serious performance you get a turbo or V8 petrol.But Audi (and Peugeot) have dominated at Le Mans and other ‘Sports Car’ race venues with diesel powered vehicles. Really dominated. It comes as no surprise then that Audi has tapped into this technology for its street cars at the pinnacle of which is the new A6 3.0 TDI biturbo sedan.Not only does it bestow the A6 with serious performance, it also sounds incredible like no other diesel you've ever heard. Diesels are not noted for aural resonance but with an exhaust sound actuator, this car sounds as good as a V6 Alfa on full song but two octaves lower.It propels the 1790kg A6 from 0-100km/h in a scant 5.1 seconds and returns fuel economy in the low 6.0 litres bracket. Pretty good huh?VALUEThe biturbo comes in at $118,800 with a significant Luxury Tax reduction due to the sub 7.0 litres/100km fuel rating. Bose audio is included along with LED headlights, a rear vision camera with excellent park assist system, convenience key and plenty more.TECHNOLOGYThe 3.0-litre V6 is also used in an A7 model and also the forthcoming SQ5 performance SUV diesel. It's an amazing thing. The engine achieves a hearty 230kW and an astonishing 650Nm of torque from as low as 1450 revs. No wonder it gets up and boogies.The two turbos are fitted in series with a small unit handling low speed applications and a larger one taking over from mid-engine speeds. It also has variable valve timing and lift among a raft of optimisation technology that helps it pass Euro 5 emissions regulations. Engine internals are friction reduced as well.DESIGNThe problem with the A6 is that it looks too derivative. Too much like an Audi A4 which costs half as much. Look past that and you have one of the more desirable medium large prestige European cars on the market complete with quattro all-wheel drive, a steel/aluminium composite body, engine stop/start and a silky smooth eight-speed auto transmission with paddle shift.It's a five-seater with a large boot and folding rear seats. The interior is a sea of leather with a stylish and functional dash complete with a retractable large screen touch pad for info, multimedia and car set up via Audi's brilliant Drive Select system.DRIVINGThe drive feel is superb. Hit the accelerator and away it goes delivering possibly the most linear acceleration you can get. There's a moment of hesitation off idle but once it's up and running whoosh all the way through to the 5200rpm redline then imperceptibly into the next gear.There are about six modes in drive select spanning comfort through to dynamic but we mostly used auto. It has impressive handling and braking too. Offering soft through to firm feel to the suspension, transmission and steering engine. And the sports stability program. This is Australia's fastest diesel and a car that would satisfy any driving enthusiast. It has a classy appearance with 18-inch alloys and attractive body shape and lines.VERDICTOne out of the box. Completely anonymous in the Audi line-up but you'd have one every day over the lesser 3.0 TDI there are two of them. Go figure.Audi A6 3.0 TDI BiturboPrice: from $118,800 Warranty: 3 years/unlimited kmEngine: 3.0-litre 6-cyl, 230kW/650NmTransmission: 8-speed auto, AWDBody: 4915mm (L); 1874mm (w); 1455mm (h)Weight: 1790kgThirst: 6.4L/100km 169g/km CO2

What was Audi thinking when it jammed an anaesthetised gearbox into one of the market's best prestige mid-size cars, its latest A4? Crossing a busy intersection with this gearbox - a CVT than Audi calls Multitronic - asleep under your right foot is one of the scariest manoeuvres I've done in 35 years of car testing.

The name ‘Pulsar’ is back in the Nissan fold, replacing the much-unloved ‘Tiida’ tag to the delight of just about everyone in any way connected with Nissan in Australia - be they owners, buyers or sellers.The subject of this road test is a top-of-the-line 1.8-litre Pulsar Ti sedan. Four doors are the only body type on offer at this time. Pulsar hatch, including the sporty SSS, powered by a 1.6-litre turbocharged, direct injection engine is due downunder mid year.The five new Pulsar sedans range from just $19,990 to the $28,990 Ti we drove, and there is plenty to choose from both in features and price. The new Pulsar comes in three specification levels: ST, ST-L and Ti.The Pulsar Ti has all the advantages of hands-free Bluetooth and MP3/iPod connectivity, six-speaker audio, touch-screen colour display, reversing camera with guide lines and satellite navigation.Pulsar’s 1.8-litre four-cylinder engine develops peak power of 96 kW and maximum torque of 174 Nm. It’s mated with a CVT, resulting in a quiet, continuous delivery of power. They can be ordered with either a six-speed manual gearbox or Nissan’s new Xtronic CVT (continuously variable transmission) offering smoother acceleration and broader gear ratios than a conventional automatic. The Ti we tested comes only with the CVT.Smart Revolution Control keeps engine speed constant even if a driver operates the accelerator pedal roughly under gentle acceleration, while it also smoothes irregularities of vehicle speed on undulating roads. Without the driver noticing, it all adds up to minimising fuel consumption and enhancing drivability.During extended open road cruising ‘our’ Nissan Pulsar Ti used five to six litres per 100 kilometres. In town it recorded nine to ten litres per hundred. While most of the automotive world measures fuel consumption in litres per hundred kilometres, the Japanese do so in kilometres per litre, which is shown in Australian import’s dash displays of current Pulsars. Hopefully, Nissan Australia will have this corrected on future models.The Pulsar has Nissan's new style trapezoidal radiator grille and large wraparound headlights. Riding on 17-inch alloy wheels, the Pulsar Ti’s low stance and belt line add to its appearance of length.Interior space is impressive. New Pulsar has a longer cabin than its main rivals, making for extensive rear-seat legroom than can carry two adults in comfort.Pulsar has a co-efficient of drag of just 0.30, this is partly due to the attention paid to the vehicle’s underbody, with air flow funneled by a large front spoiler past the front and rear wheels via strategically-placed deflectors.A stiff body structure is designed to maximise occupant protection and minimise vibration, while mechanical and road noise have been isolated by sound absorbing materials.Soft-touch segments – dashboard and driver’s door armrest - plus leather seat accents imbue the cabin with a feeling of quality, while the Ti must have close to the most comfortable seats in class. Not nodding off comfy, but long-distance comfy.Gauges, set out on an instrument panel that curves outwards to the doors, are backlit, even in daylight, making them easy to read.Safety systems include front, side and curtain airbags; ABS brakes with electronic brake distribution and brake assist; traction control and vehicle dynamic control.The CVT transmission has what Nissan calls Smooth Start Assist control. This irons out any accelerator pressure imperfections, which makes the car accelerate in a smooth and fuel-efficient manner.During extended open road cruising ‘our’ Nissan Pulsar Ti used five to six litres per 100 kilometres. In town it recorded nine to ten litres per hundred. While most of the automotive world measures fuel consumption in litres per hundred kilometres, the Japanese do so in kilometres per litre, which is shown in Australian import’s dash displays of current Pulsars. Hopefully, Nissan Australia will have this corrected on future models.It’s still early days, but it’s already looking as though dumping the Tiida and reintroducing the Pulsar is paying big dividends in sales. It’s not just the name change that’s doing the work, our week in the Pulsar has impressed us with its competence in many fields.

While not quite the forgotten child of the small car segment, Mitsubishi's Lancer has been swamped by a horde of new product.The Japanese brand is looking to put its contender back on shopping lists with a sharply-priced mid-spec model, the LX - available in manual and continuously-variable transmission (for $26,240), we are in the $23,990 manual model.The LX  is based on the entry-level ES but adds Bluetooth (which has voice activation and audio streaming), climate control, a leather-wrapped steering wheel with audio and phone controls (but tilt-only adjustment), as well as a new touch-screen USB-equipped (although it's well hidden) sound system that also displays the view from the reversing camera.Also fitted to the LX are rear parking sensors, heated front seats, power-adjustable driver's seat, leather trim, 16in alloy wheels, side skirts, some chrome trim bits, keyless entry and ignition.It's not bringing any cutting edge bits to market, but the Lancer has the brand's staple MIVEC variable intake valve lift and timing system within the 110kW/197Nm alloy two-litre engine, as well as a reversing camera, which works well enough but looks a little tacked-on.The touchscreen sound system has Bluetooth audio and phone controls, although you appear to have to use the voice control to pair and set up a Bluetooth phone link, rather than also having the option of completing the task on the touchscreen.The familiar snout of the three-diamond brand is, like much of its range, over due - by the company's own admission - for an update, having been around since late 2008.To some eyes it still looks sharp enough but not as pretty as some of its main opposition, the hard-charging Mazda3 sales juggernaut among the more aesthetically-pleasing small car list that also includes both Korean brands.The cabin has enough space for the nuclear family and their gear - boot size at 400 litres is better than some bigger sedans.One of the first small cars to gather a five-star NCAP rating, the LX has seven airbags - front, front-side, curtain and one for the driver's knee - as well as stability and traction control, anti-lock brakes and emergency brake assist.The little manual Lancer was far from the drudgery some expect from this segment, but it is showing its age.The two-litre engine is lively and a little more flexible than the numbers suggest, as well as being close to its ADR fuel use figure - we finished with a figure of 7.9l/100km.The five-speed manual might be a cog short of the segment leaders (Mazda's 3 has a six-speed manual), it's a decent gearbox to use - not super-swift of shift and the clutch took some familiarisation, but my personal preference for a manual over an automatic (or in the Lancer's case a continuously-variable transmission) wasn't undermined by the Lancer's gearbox.The cabin is a comfortable occupant space, with climate control and heated front seats keeping the temperature settled - it's not overdone in terms of design flair and won't be to all tastes, just like the exterior.Foibles are few - the USB port is tough to find, tilt-only adjustment for the steering and the Bluetooth link can be a little fussy to complete, but it was nimble and rode well enough that the rugrats didn't complain.

Kia has launched the third generation of its Cerato sedan. As with the previous model, the sedan variant has been released in advance of the bigger-selling hatch. However, this time the delay will be minimal with the five-door due within the next two or three months. The upgraded two-door coupe version, sold as the Kia Koup, will be released late in the year.Ironically the Cerato launch came on the same day that GM-Holden announced significant job cuts at its Adelaide factory, primarily because its locally-made Cruze is struggling to compete against imported cars such as the Cerato because of the high value of the Australian dollar. Despite recent price cuts the entry-level Cruze is still $1500 dearer than the comparable Cerato in what is a very price-sensitive and intensely competitive market.As we’ve come to expect from South Korea the third-generation Kia Cerato ($19,990 plus on-road costs) is well-equipped. Standard on all models are cruise control, Bluetooth; Auxiliary and USB sockets; and steering wheel mounted control.The first thing that we do when testing cars nowadays is to pair our smartphone to the car’s Bluetooth connection. It’s often a frustrating experience with every manufacturer using a different method so we were delighted to be able to get both the telephone and audio streaming off and running in less than a minute.A satellite navigation package including traffic information and DVD player displaying on a 7-inch LCD screen, will be added to the options list for the SLi with the next production run, starting this month.The Si gets the bigger engine; 16-inch alloy wheels; reversing camera; smart key with push-button start/stop; chrome highlights; premier interior trim; 4.3-inch LCD computer screen; and automatic headlights.The range-topping SLi gets larger (17-inch) alloys; LED rear combination lights; LED daytime running lights; leather trimmed seats; powered driver’s seat; paddle-shifters with the automatic; dual-zone climate control air conditioning; and heated front seats.The last feature, and it may just clinch the deal for some buyers is, that like all Kia models, the new Cerato comes with a five year, unlimited kilometre standard warranty.The price of the entry-level Cerato S is only $600 more than the outgoing model but that’s not an apples-for-apples comparison because it now comes with a smaller engine with a new 1.8-litre (110kW/178Nm) replacing the previous 2.0-litre (115kW / 194Nm) unit.The higher specced Si and SLi models each get an upgraded direct-injection 2.0-litre engine with 129kW and 209Nm.Although a diesel engine is available in some countries Kia Australia has no immediate plans to bring it here. All three variants come with the choice of manual or automatic transmission, both six-speed.New Kia Cerato sedan is longer, wider and lower than the outgoing model with shorter overhangs. All of which make for a sleeker styling aimed at the 20-something buyer.It’s also lighter by an average of 50 kilograms for reduced fuel consumption. Inside the dashboard is simple, well-designed and functional.Although it’s classified as a small passenger car – along with 44 other models in what is a very crowded and competitive market segment – the Cerato is a genuine mid-sized family sedan. At 4.56 metres long it has enough legroom for four adults to sit comfortably, although it’ best if the rear occupants aren’t particularly tall because Cerato’s coupe-like styling does seriously reduce rear headroom.Standard safety features include Electronic Stability Control with traction control, ABS brakes, electronic brakeforce distribution and brake assist; Emergency Stop Signal which activated the hazard lights on emergency braking; front and rear parking sensors; and six airbags.We were able to test the third-gen Cerato during its launch in the NSW Hunter Valley. Our first impression was how solid a feel there was to the car, almost up there with the best of its European rivals ... but at a lower price.Surprisingly for such a major tourist region the Hunter Valley has some awful roads, just the thing for testing ride and handling. The new Cerato, like all Australian Kia models, had a considerable amount of local input and it shows with an impressively smooth ride over some badly corrugated roads. Handling is safe rather than exciting as expected from a car of its type.The Cerato’s safe handling, simple yet functional design, range of features and warranty may just clinch the deal for some buyers.

Toyota Corolla Ascent and Holden Cruze Equipe 1.8 go head-to-head in this comparative review.

Large sedan cars may not be flavour of the year but don't be deceived - most fit your family perfectly and can make economical sense.Sales of the big-car segment are down almost 30 per cent as buyers gravitate to smaller cars and SUVs. But the trend may be based more on a presumption that large cars are simply too large for the city.The truth is that this trio of family cars are similar in length, space and towing ability. They have turbocharged four-cylinder engines, automatic transmissions and seating for five adults and generous luggage areas.Yet there's a technicality. One - the Falcon - is regarded as a large car and the other two are classed as medium-size cars. That's despite a difference in length of only 225mm - the length of an envelope - and a marginally wider body.Why is a Falcon in this comparison? Because with the 2-litre, four-cylinder EcoBoost engine it makes a solid rival to the Mazda6 and the Hyundai i40.Diesel versions of the Mazda and the Hyundai are chosen here simply because they're better than their petrol counterparts in terms of performance and economy. The Falcon has a petrol engine - there's no diesel option - and though sales of the Falcon nameplate are on the slide, I think the EcoBoost model is a hidden gem.On the sales chart, the new Mazda6 has a 20 per cent stake in the medium-car class, well ahead of the Hyundai i40 with 6.5 per cent and second only to the Toyota Camry (27.6 per cent). Hyundai sales are expected to grow as it stops selling the i45, a sedan very similar in specifications to the i40. Ford's Falcon has 24.8 per cent of the large-car segment and though it is more popular than the Mazda6, its sales are falling and now about 27 per cent less than a year ago.Yet the EcoBoost Falcon has a lot of redeeming features. The engine is so good that few drivers would think it was a four cylinder. It has better economy than its six-cylinder sister - which incidentally is exactly the same price ($40,835 for the G6) - and cheaper to service ($835 for three years versus $885).The Hyundai i40 is the Euro-styled sedan with the choice of a so-so 2-litre petrol engine or, as tested here, with the far more enjoyable 1.7-litre turbo-diesel. It's roomy, very well equipped, comfortable and looks great.New boy on the block, the Mazda6, is a big car with clever engineering aimed at low fuel consumption and emissions. But it's a smart diesel-fuelled sedan that neatly combines family accommodation with a sporty driving character.The specifications here are mid-range that avoid the low-rent equipment list and appearance. You won't be embarrassed driving into the portico of the Hilton in any of these. But for buyers who want more, each has another, more expensive, model with additional indulgences.VALUEEach costs around $40,000 and while that may be a bit above what a family may want to spend, the price buys a lot of car and - in general - a lot of features. But I'm a bit disappointed with the Falcon G6.The feature list is good but pales against the other two. You have to spend a further $6000 to upspec to the G6E to get a reverse camera, leather seats, sat-nav and other bits - all of which are standard in the Mazda6 Touring and Hyundai i40 Elite. It is the area of value-for-money where the Aussie falls down, certainly not in the engineering department where the EcoBoost not only provides more verve, but feels more sure-footed.There is a similar feature list in the Mazda and Hyundai, including dual-zone climate-control airconditioning, trip computer, high-end audio (the Mazda boasts the most with an 11-speaker stereo) and leather upholstery. In this list, the Falcon G6 gets only the trip computer.Capped price servicing is available at Hyundai and Ford dealers and the Korean kicks it up a level by its five-year, unlimited distance warranty which the other two can't touch.However, over three years, the Ford is the cheapest to service. Mazda doesn't have capped servicing but is well behind the eight-ball as customers increasingly demand a transparent service deal.Subaru is the other company without the program - though it may soon start - while Volkswagen started its program a few days ago.WINNER: HyundaiDESIGNThe Ford is a well-balanced, logical design that in the FG MkII version is almost European in its lines. The deep grille helps stamp its authority on the road while the cabin is neat and friendly with a driving position that suits most shapes. Because it's taller than its rivals, it's also a far easier car to get in and out of and that especially suits older people.The Hyundai and Mazda are less conservative than the Falcon and clearly show they are products of the current era with long, low and sleek bodies. Hyundai's i40 is a cleaner design than the outgoing i45. Its dashboard is busier than the Falcon and there's some misplaced switches, but I appreciate the space offered by using a small electric park brake switch - rather than the bigger manual hand brake lever - and plentiful cupholders.The Mazda feels more like a sports car and some (larger) drivers thought the driver's zone felt a bit cramped. Part of that is illusion created by the near-all black dash. Regardless, it's the best dash here - not because it's simple, for it's not - but because it has all the right stuff in the right place.WINNER: MazdaACCOMMODATIONThe Falcon wins the boot wars with a 535-litre area (rear seat up) but has a space-saver spare wheel which helps gain extra room. By comparison, the Hyundai has a full-size spare and a 505-litre boot and the Mazda (with a space-saver) has a smaller 438-litre boot.The Mazda's smaller luggage area is despite the car having 105mm extra length and a 60mm longer wheelbase. It's a pity Mazda didn't continue with its flexible Mazda6 liftback model, though it argues space-watchers will opt for the wagon.The Falcon has the longest wheelbase - though is only 8mm more than the Mazda6 and 68mm up on the Hyundai - which helps make its the more accommodating for rear seat room and boot space. Blame my body if you must, but I felt more at home in the Falcon.The seats are softer, the driving position more “open” and roomy, and it's easier to adapt to the larger glasshouse, the extra visibility and the simpler dashboard environment.WINNER: FordTECHNOLOGYFord's EcoBoost tag is applied to its turbo-petrol engines, in this case a 179kW/353Nm 2-litre unit that is also used in some Focus and Mondeo models as well as by Volvo. It's brilliant - so much so that a driver can barely pick it from the common 4-litre six-cylinder Falcon engine. It drives the rear wheels through a six-speed sequential auto transmission and at this point the chassis is virtually identical to the other Falcons.The turbo-diesel Hyundai and bi-turbo diesel Mazda are front-wheel drive cars also with six-speed automatics. The Hyundai is the smallest engine at 1.7-litres though is a crisp and torquey unit pushing 100kW/320Nm.The Mazda6's engine is part of the company's SkyActiv technology and has two small turbochargers driving a 2.2-litre engine with 129kW/420Nm. The car has a new capacitor energy storage system to boost battery power to cater for the stop-start system. SkyActiv is also applied to the suspension and body and while it rides as competently as the others, its big impact is in vehicle weight.At 1503kg the Mazda6 diesel is 145kg lighter than the Ford and 123kg down on the Hyundai. This affects handling as much as fuel economy and, in the latter department, the Mazda6 averages a mere 5.4 litres/100km. In comparison, the Ford's figure is 8.1 L/100km and the Hyundai is 6.0 L/100km.WINNER: MazdaSAFETYBuyers, especially those seeking a car for the family, demand top-shelf safety. These three don't disappoint with each having a five-star crash rating and plenty of sheet metal to help ward off intruders.Electronic stability and traction control, brake assist and ABS brakes, a rear park sensor and a minimum of six airbags (the Hyundai has nine) are standard.The Hyundai and Mazda add reverse cameras and front park sensors, while the Hyundai gets daytime running lights.Only the Hyundai has a full-size spare wheel though Mazda has an “adult-sized” temporary spare that puts more tread on the road than some motorcycle-tyre sized examples.WINNER: HyundaiDRIVINGDon't think that a diesel always falls behind a petrol engine in terms of driver enjoyment. The Mazda is the best performer in terms of linear power delivery - it has two turbochargers and their urge is felt right down from idle with a strong kick in the mid-range, just about where you want to be when overtaking another car. It's the biggest-capacity engine here but the story is about its torque. At 420Nm, it's a real pumper that makes driving so effortless and - at speed at least - so quiet.The Hyundai's engine is also a very predictable unit but it doesn't have the capacity or technology of the Mazda and isn't as responsive. I'll add that driving the kids around the suburbs isn't a race and the Hyundai does the job more than sufficiently.For real engine smoothness and quietness, however, it's hard to beat the Falcon's EcoBoost unit. The silky way the petrol engine produces its power also benefits the gearbox's upchanges which are also less detectable than the Mazda or Hyundai. But that is more likely attributable to the torque-rich, low-speed character of the diesel engines.There's nothing wrong with the Hyundai's delivery, it's just not as quick as the others.  The fact that the Falcon is the only petrol-fuelled car here means it can't keep up with the miserly consumption of the Mazda and Hyundai diesels.Ride comfort goes to the Falcon, mainly thanks to its softer foam in the seats but also because of the more spacious driving position. The suspension is more compliant and less prone to low-speed bump harshness that was evident - marginally - in the Hyundai and Mazda.The Falcon's steering is more positive and has excellent road feel compared with the electric-assist steering of he others that tended, in some cases, towards vagueness. But the Falcon is hampered by weight.By comparison, the Mazda feels lithe and eager and the driving position is bait to go out and enjoy the car. Top marks to the Hyundai, but it doesn't evoke the Mazda's lust for having fun in a car.WINNER: MazdaVERDICTThe Falcon's engine is its shining light. The car makes sense but its feature list is poor and so its value for money suffers.The Hyundai's ownership costs and extended warranty will give confidence to long-term buyers, as will its solid engine and meagre fuel thirst.The Mazda and Hyundai are neck and neck but across the line, the Mazda gives more. It's a big car but it is both comfortable and very driver friendly while its technology is spot on for today's market.It does, however, need to have a capped-price service deal. More importantly, it was the one I really wanted to drive.Ford Falcon EcoBoost G6   Price: from $40,835Warranty: 3 years/100,000km, roadside assistResale: 40%Service interval: 12mths/15,000kmService cost: Capped price, $835 for 3yrsSafety: 6 airbags, ABS, ESC, EBD, TCCrash rating: 5-starsEngine: 2-litre 4-cyl turbo-petrol, 179kW/353NmTransmission: 6-spd auto; rear driveThirst: 8.1L/100km; 95RON; 192g/km CO2Dimensions: 5.0m (L), 1.9m (W), 1.5m (H)Weight: 1648kgLuggage: 535-litresSpare: Space-saverHyundai i40 Elite  Price: from $39,590Warranty: 5 years/unlimited kmResale: 44%Service interval: 12mths/15,000kmService cost: Capped price, $987 for 3yrsSafety: 9 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 1.7-litre 4-cyl turbo-diesel, 100kW/320NmTransmission: 6-spd auto; front driveThirst: 6.0L/100km; 159g/km CO2Dimensions: 4.7m (L), 1.8m (W), 1.5m (H)Weight: 1626kgLuggage: 505-litresSpare: Full-size steelMazda6 TouringPrice: from $40,350Warranty: 3 years/unlimited kmResale: 50%Service interval: 6mths/10,000kmService cost: NoSafety: 6 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 2.2-litre 4-cyl turbo-diesel, 129kW/420NmTransmission: 6-spd auto; front driveThirst: 5.4L/100km; 143g/km CO2Dimensions: 4.9m (L), 1.8m (W), 1.5m (H)Weight: 1503kgLuggage: 438-litresSpare: Space-saver