Sedan Reviews

Hyundai releases a car then within 12 months Kia does it that bit better. This is as immutable as earth's orbit and the timing of the tides; as inevitable as Tony Abbott starting his morning run from The Lodge come September. So it has come to pass with the new Cerato, Kia's take on Hyundai's Carsguide Car of the Year runner up i30.The i30, or Elantra as it's known in sedan guise, should be toward the top of any small car shopping list. Logically, therefore, the Cerato ought to be at or near the top. Yet even the uppermost echelons of the small car class are too crowded for comfortable decisions, so it's no slight accomplishment that the Kia makes itself heard above the throng.Well, some of them do. While the range kicks off at the inevitable $19,990 for the symbolic entry level manual (plus $2K for the auto everyone will buy), the steel-wheeled Cerato S is very much the fleet favourite. Doubtless a nice price will be done for the mass buyers, because from $500 less Holden's Cruze Equipe provides a lot more for someone shedding their own cash.The mid-level Si is where we'd put our dough. From $23,990 for the rather sweet six speed manual, it gets the full cream engine and kit including 16-inch alloys, rear view camera, Bluetooth, artificial but pleasing leather wrapped dash, auto headlights, small touchscreen and six airbags.The SLi adds yet more fruit, but no more substance. The very top model chucks in sat-nav but moves the sticker price north of 30 grand. Yes, Kia has moved on and then some since the driveaway-then-chuck away days of only last decade (there are waiting lists for some models), but are you quite ready to drop the price of a decently equipped Volkswagen Golf on a Cerato? No, didn't think so. And there's no real need.The Si is the sweet spot and a tasty package for the price. It's all sedans until July when the hatch comes online. The Koup (yes, they're staying with that) lobs by year's end.Let's begin with the three mode steering setting that moves the feel through the wheel from ultra-light to vaguely substantial. Then let's move on, because we instantly forgot it. The real story is not knobs and buttons with which German carmakers feel compelled to festoon their cars, but that which you'll never see and will feel daily.An acronym that goes unexplained in car head publications is NVH. It stands for "noise, vibration and harshness" and its absence in the Cerato relative to the previous generation of small cars (we're talking last evade again) is remarkable.Much labour has gone into deadening the roar of Australia's roughhouse roads in the cabin. The Cerato Si has the refinement traditionally expected of something larger and lusher. Even the A pillars (those at the front between the roof and the fore of the front doors) are fitted with an acoustic deadening foam. This and sundry measures besides work so well you'd never know they were there.While the base S makes do with an uninspiring 1.8-litre petrol four, the Si and those above get the altogether better direct injection 2.0-litre four. Good for a solid 129kW/209Nm, it returns an acceptable 7.4 litres per 100km and  a reasonable acceleration time of 9.3 seconds from 0-100km/h as an auto. This alone is worth the ask over the rather wheezy base model.Kia claim that the 50 litre tank will furnish some 650km for the "average" driver between refills. While some Japanese manufacturers, at least those that went to ground during the GFC, still push out five speed transmissions, it's six cogs and nothing less for Kia in manual or auto form. The latter is said to be the "world’s most compact six-speed transmission”, which is nice, and, though laid out in a straight P-R-N-D arrangement, can be manually shifted by moving the lever towards the driver when in D mode. We didn't bother.Kia’s local product team has made the ride and handling characteristics as bespoke as parent company Hyundai will allow. You may not know or care that there are gas-filled dampers front and rear, but you'll appreciate the ride comfort and stability they deliver.The sedan will sell on looks alone. Kia make much of the futuristic styling, but really it's a case of melding a multitude of contemporary designs into a singular whole. There are, if you care to look hard enough, bits of Focus, Mazda3 and Elantra therein to say nothing of Audi tail lights. Somehow the Cerato succeeds in being its own thing, clearly a smaller sibling of the head-turning Optima sedan.It's tight in back of there, though, where 185cm me has to hunker down to save scraping his scone. Nor could I comfortably sit behind me. Inmates won't complain of the quality. The Si is already at the front the class, a Neil Armstrong stride from the previous model and a good deal more pleasant than the $50k BMW 1 Series we handed back this week.Though yet to be crash tested the newbie has been engineered to meet the newly tightened standards of both the European and Australian crash test authorities. Five stars are confidently anticipated.It's painful even for the neutral that in the week poor sales of the Cruze cost 500 Australian jobs another base model car arrives that does not match it. By no means is the Cerato S much in the wake of the Cruze Equipe, but its value deficit is exacerbated on the road. Riding on 16 inch Nexen rubber it can't adhere with the same tenacity as the Holden with its 17-inch Bridgestones. Nor does the six speed auto on offer redeem it in the same way as its fellow Korean sourced but Australian built rival.Kia's localisation work is more evident in the mid-spec Si. This is the point at which the Cerato becomes more than yet another smallish car and begins to stake a pace at the A-list table.Its better (alloy) wheels and rubber are abetted by a bigger and better (direct injection) engine, one that doesn't trouble the Cruze SRi's turbo four for outright performance, but is very much in keeping with the unflustered gait of the very similar unit in Ford's Focus. Dynamically the Kia treads more gently than either, sitting flat and handsome through corners but conveying more information in its body movement and we'd warrant this will please more of the people most of the time.Spend the right amount - neither too much or too little. The Si is toward the top of a hard fought class.

Twenty years from now, the carscape will be vastly different. Electric cars will be commonplace, hybrids will be universal and the Aussie V8 muscle car will be a page in history.But a handful of 2013 cars will have survived the turmoil to attain classic status just as the Ford Falcon GTHO from the 1960s is considered even more desirable today than it was when it first hit the road. Classic cars are not necessarily about horsepower or price.We know a collector who loves the humble, bumbling Morris 1100 in his multi-car garage. The first Toyota Prius is a car to keep because of its place in history. The original Mazda MX-5 from 1989 is just as “classic'' as certain Porsche 911s. The key to classic status is simple: Emotion.A car does a job in the same way as a fridge but it's much more than a machine, from the shape of its bodywork to the touch-and-feel pieces in the cabin and the way it makes you feel when you're driving. The attachment could take the form of the love you feel for a first car, even a humble '50s Beetle, or the satisfaction of finally parking a dream machine -- even a Leyland P76 -- in the garage.Classic cars don't have to be affordable on day one, because depreciation hits everything. Not enough, perhaps, to make the LaFerrari more than a dream but it could help with a Porsche 911 or an Audi R8 that's definitely desirable despite the showroom sticker.Which current cars will achieve classic status? If we really knew, the Carsguide crew would be putting them up on blocks today as investments for the future. But here are some likely suspects:Abarth 695 TributoPrice: from $69,990Engine: 1.4-litre 4-cylinder, 132kW/230NmTransmission: 5-speed sequential auto, FWDThirst: 6.5L/100Km, CO2 151g/kmThe Italian baby is outrageously expensive but this humble Fiat 500 has been touched with the Ferrari wand, which makes it special. It looks wicked and is a hoot to drive. Just plain fun.Holden Commodore SS-VPrice: about $50,000Engine: 6.0-litre 8-cylinder, 270kW/ 530NmTransmission: 6-speed manual or auto, RWDThirst: 12.2L/100Km, CO2 288g/kmThe last in the long line of truly home grown Holdens will soon be one to enjoy, thanks to improved efficiency and an Audi-style luxury cabin. The SS-V and HSV's coming F Series cars will be historic and performance icons.Range Rover EvoquePrice: from $51,495Engine: 2.2-litre 4-cylinder, 110kW/380NmTransmission: 6-speed manual or auto, FWD or 4WDThirst: 4.9L/100Km, CO2 129g/kmThis one is a fashion item, not an SUV. The Evoque is all about the looks, a lot like a Mini, but it is also a great drive and we know the all-paw drive examples will go almost anywhere.Nissan GT-RPrice: from $172,000Engine: 3.8-litre 6-cylinder, 404kW/628NmTransmission: 6-speed auto, 4WDThirst: 11.7L/100Km, CO2 278g/kmGodzilla is already a collector's car, thanks to earlier models tied to the GT-R that won the Bathurst 1000. The new model is a better car, and still great value, but collectors will need to find one that hasn't been battered and abused.Volkswagen Golf GTIPrice: from $40,490Engine: 2.0-litre 4-cylinder, 155kW/280NmTransmission: 6-speed manual or auto, FWDThirst: 7.7L/100Km, CO2 180g/kmThe German pocket rocket is a top drive and the coming model, using the Golf Mk7 body, promises to be even better. The GTI has been a cult car since the '70s and truly great since the 2005 Mark 5.Subaru BRZ/Toyota 86Price: from $37,150/$29,990Engine: 2.0-litre 4-cylinder, 147kW/205NmTransmission: 6-speed manual or auto, RWDThirst: 7.8L/100Km, CO2 181g/kmPeople who love cars have fallen for the Twins, the sports cars that won Carsguide's 2012 Car of the Year. There is a waiting list for both and the keen are paying more than the showroom sticker, because they deliver exactly what they promise at a great price. Pushed, we'd go for the BRZ in Subaru's signature blue.

The Forester has always been a capable vehicle with well thought-out design and excellent build quality. The XT badge also tells you that it has performance. This Subaru AWD felt at home, chewing through kilometre after kilometre and providing passenger comfort on long-haul trips equal to or better than many luxury cars.Indeed, the Subaru Forester XT exhibits many traits of the highly renowned European marques: small engine with big performance, excellent handling and a solid feel. This is a vehicle that has been engineered for the driver and is extremely well suited to Australian conditions.VALUEThe Forester XT 2.0-litre is generously equipped with reverse camera, one touch folding rear seats, premium audio, full connectivity, dual zone climate control, roof rails, xenon headlights and more.The base model XT starts at $43,990 for the manualor automatic, while the XT Premium automatic variant rises to $50,490.TECHNOLOGYWe initially had doubts about Subaru's decision to make CVT the standard transmission (there's no manual shifter) in the high-performance XT Forester. Our opinions changed at the launch of the vehicle in northern Victoria in January.Those who want a sporty drive can use the paddle shifters on the steering wheel to access the eight ‘steps’ in the transmission. We found the CVT seamless in auto and exhilarating using the paddles.The CVT is linked to a new 2.0-litre Boxer engine that has Direct Injection Turbo-charging technology that Subaru claim significantly improves acceleration, fuel and environmental efficiency. The engine belts out 177 kW of power, with 350 Nm of torque between 2400 and 3600 rpm.DESIGNThe Forester XT is nothing really special to look at. It's what you can't see that makes a difference from the previous XT. The aerodynamics have improved by 11 per cent thanks to, among other things, a turbo guard under the engine bay and a rear spoiler. The lower body is also flared and the bonnet is now aluminium. The rear bumper corners have been designed with aerodynamics in mind.Subaru has not tried to re-invent the new Forester, but has made subtle changes throughout the vehicle to improve every aspect of the car. The cab is wider and has slightly more passenger space, the A-pillar has been moved forward by 200 mm which opens out the cab to feel more spacious and improve visibility.The front seats are all new and give more support, something which we found to our advantage on our long-haul trips around the WA wheat belt country. The interior is practical more than princely, but with the use of quality materials is has an all-class feel. Sound intrusion into the cabin is minimal and virtually none of it is engine/transmission generated.What we do like is the overall comfort level that meets the needs of passengers. For instance the doors have water bottle holders that mean even the driver can find the bottle and then replace is easily without taking their eyes off the road. The steering wheel controls are particularly easy to use including the cruise control, a handy feature for long distance travel.The cargo area has four metal tie-down points as well as grocery bag hooks on either side, stopping the dreaded spill of bottles and cans. Auxiliary and USB port and power sockets are all conveniently located. We also like the sun visor extensions – a small but important feature for early morning or afternoon driving in the bush. We used them often during this road test.This is really an SUV with dual personalities. By deleting the bonnet scoop that formerly adorned Forester XT models Subaru has located the new XT in the mainstream.SAFETYAll Subarus imported to Australia have a 5-star ANCAP safety rating.DRIVINGIn two weeks we have just racked up almost 2000 km in a new Subaru Forester XT in Western Australia. On long, straight outback roads with a sprinkling of city driving, gravel roads and a few windy bits thrown in this was our big test in the west. Our conclusion: the new Forester XT sets new standards for the medium SUV segment in performance, comfort and handling.The XT’s 2.0-litre is a terrific engine that is at its best when it is needed most: accelerating for high speed overtaking, particularly the B-doubles on WA's Great Eastern Highway. At times we were surprised at just how fast we were going when passing slower vehicles and the stability of the vehicle when making the manoeuvre.VERDICTWhen you combine Forester XTs long-leg performance with superb handling, along with the practical benefits of being a nicely proportioned wagon and AWD for safety and reasonable off-road ability, the Forester XT has just about created it's own niche. At 110 km/h Forester XT's engine is idling over at just 2000 rpm. We like it, a lot.MODEL RANGEForester 2.0i: $30,990 (manual)Forester 2.5i: $32,990 (automatic)Forester 2.0i-L: $33,490 (manual), $35,990 (automatic)Forester 2.5i-S: $43,990 (automatic)Forester 2.0D: $35,490 (manual)Forester 2.0D-L: $37,490 (manual)Forester 2.0D-S: $43,990 (manual)Forester 2.0XT: $43,490 (automatic)Forester 2.0XT Premium $50,490 (automatic)Subaru XT 2.0Price: from $43,490Engine: 2.0-litre 4-cyl, 177kW/350NmTransmission: CVT, AWDThirst: 8.1L/100km, 187g/km CO2Crash rating: 5-star ANCAPDimensions: 4595mm (L), 1795mm (W), 1735mm (H)Warranty: Three years/unlimited km

Ewan Kennedy road tests and reviews the used Chrysler 300C.

Thankfully, HSV saw the error of its ways mid last year and re-introduced the 'entry level' ClubSport or Clubbie as it's affectionately known.Cashed up bogans love this car which has almost legendary status in certain quarters. Sure, the R8 and GTS are "better" but the Clubbie is the 'everyman' hot Holden, as is the Maloo ute which also made a comeback last year. HSV had been inexorably edging upscale with its range edging towards the hundred grand mark. That's a far cry from the original HSVs 25 years ago which were essentially Commodores with more powerful engines, bigger wheels and stiffer suspension.Starting from $64,990 the new ClubSport picks up HSV's 20-inch Pentagon alloy wheels to complement an already impressive list of standard features; sport/touring suspension, ESC with competition mode, four-piston brake package, sat nav, rear park assist and reversing camera. It also had other cool kit features like dual zone climate control, enhanced Bluetooth and a four way adjustable electric driver's seat.We like the look of it inside and out and the standard equipment is generous. Great seats, plenty of info feeding back to the driver and the EDI is excellent. Heck, it even has a decent boot and rear seat legroom. Standard features on the Clubbie (and Maloo) include HSV's 6.2 litre, pushrod overhead valve, LS3, Generation 4, V8 which delivers 317kW of power and 550 Nm of torque. A six-speed manual is standard with an optional six-speed auto an extra two grand. We would go for the auto every day because it delivers rapid fire changes up and down the range but misses out on paddle shift.The ClubSport effectively includes all the major features of last years R8 with the exception of HSV's Enhanced Driver Interface (EDI), which will be available as a factory-fitted option.The automatic car we drove was optioned up with a bimodal exhaust system and the EDI system to add an extra element of fun to driving this big, boofy V8 sedan. It consumes an alarming amount of fuel hovering in the mid to high teens per 100km and it’s premium too. Still, most of these cars would be funded through companies so what's it matter.At 1800kg, this is a big, weighty car but one that's still capable of putting away a 0-100kmh sprint in around 5.0 seconds. Engage the competition mode and you can really feel the Clubbie's power pushing you into your seat.It rumbles, squats in the rear end, lifts its nose and bellows en route to stopping the clocks in a more than respectable time for such a big beast. But in this case, it's spoiled a tad by the oversoft suspension and steering that could offer a bit more feel. We reckon the optional six piston brakes should be standard though the four pots fitted do a pretty good job on the road. Track day the Clubbie and you'd find the end of the brakes before finishing the first lap.Though the bimodal exhaust sounds good at idle, it's too quiet on the move unlike most of the European V8 sports sedans that get better the harder you drive them. You can punt the Clubbie fairly hard on a winding road limited by its weight and in this case, the softish suspension.This model is due to be replaced later this year when the 'F' range of HSV cars comes down the line possibly with a 400kW plus supercharged 6.2-litre V8. Now that would be something else again.

If capped priced servicing sounds like cheating, modern car design is just too damned homogenous to your eyes, then some left-field classics might get the blood pumping.Trawling the darkened depths of the Carsguide website found some interesting old - and some not so old “time” machines on the market.For the price of a mid-spec four-cylinder small car there are vehicles on the market that stand well apart from the shopping-trolley crowd.As beefy Brits go this is one of the beefiest - the Jensen Interceptor was a four-seater grand-tourer with a Chrysler V8 under its elongated snout.Only a handful - in global terms - were built in the UK during the 1960s and 1970s, and some made it to Australia, so the chances of seeing one driving the other way are minimal.The rounded rump was a distinctive look for the Jensen and it also had the distinction of being the first all-wheel drive sports coupe.Glass's Guide says the rear-wheel and four-wheel drive models were available here from 1970 through until 1976 (when imports ceased) in the 6.2-litre and 7.2-litre forms, hooked up to a three-speed automatic and priced at a little over $22,000 when they were new - Holden had the HQ Monaro on offer around the same time and its retail price ranged from $3800 for the 4.2-litre V8 manual to just under $5000 for the 5.8-litre three-speed automatic model - nowadays, mint versions of the latter can fetch upwards of $60,000.De Tomaso is one of those interesting Italian brands - born in 1959, it was involved in motorsport (including a brief and nasty stint in F1) as well as owning brands like Bugatti and Ducati.It went into liquidation in 2004 and was briefly back in business before controversy again had the brand in trouble and it was up for sale in 2012 - it keeps threatening a 21st century revival.The two-door Longchamp was born from the same chassis and drivetrain as the Deauville four-door, using a 243kW/440Nm 5.8-litre Ford Cleveland V8 that also powered the more svelte Pantera.A top speed of well over 200km/h and an opulent interior were among the car's highlights, but given its $65,000 new pricetag it want to have plenty.A total of 409 Longchamps were built (395 coupes and 14 spiders) until 1989, with only a couple per year built during the final years.One for the locals - while many remember the much-be-spoilered Walkinshaw VL SS Group A (with a 180kW/380Nm five-litre V8 and priced at $45,000) that kicked off the Brit's relationship with Holden Special Vehicles.The red VL SS Group A was the last Commodore produced by Peter Brock's Holden Dealer Team - Holden's relationship with Brock went sour in 1987 after Brock and his crew came up with a device known as an “Energy Polariser” and fitted it, as well as other features not tested by Holden.There was a little less hoopla when the VN version popped up in 1990, sporting a $68,950 asking price in the showrooms, it packed a 210kW/400Nm five-litre V8 hooked up to a six-speed ZF gearbox (borrowed from the Chev Corvette), weighed in about 200kg heavier but was draped in less-polarising (if you'll pardon the Brock pun) bodykit styling.Track versions of the car were reportedly quicker in a straight line but not as good on the bends as the VL's bodykit actually worked, providing downforce.The VN was the final Group A, part of the era of Australian production-based touring car racing that was slaughtered by the all-conquering Nissan GT-R.The build-run never made it to the planned 500, with 302 seeing the light of day, based on a Berlina but fitted with a Momo leather-wrapped steering wheel, velour interior trim, sports seats and instruments, Bilstein dampers, a limited slip diff and a Mongoose remote control alarm.1970 Jensen Interceptor coupePrice: $24,990Engine: 7.2-litre V8Transmission: 3-speed autoThirst: 20L/100kmOdometer: 78,547kmThe big Jensen coupe was rare and expensive car when it was new - it sold new for just over $22,000 but was hand-built and had airconditioning, alloy wheels and power windows. At the time it was more than double the cost of a V12 E-Type Jag and at least four times the price of an HQ Monaro. Such is the profile of the odd British beast, it was even featured as a classic car in the Gran Turismo 4 game.Phone: 02 9119 54021983 De Tomaso Longchamp 2+2Price: $30,000Engine: 5.8-litre V8Transmission: 4-spd autoOdometer: 23,000km The Italian luxo-coupe with a muscular Aussie heart - the engines were sourced for the car from Australia when the US sources for the beefy V8 dried up, and Australia supplied the engines until V8 production ceased in the late 1980s. Hooked up to a four-speed auto, the Longchamp has air conditioning, power steering, power windows,remote central locking, cruise control among its leather-trimmed interior - when new it sold for $65,000, which was about the same money being asked for a Mercedes-Benz 380 SE V8 sedan.Phone: 07 3188 05441990 HSV VN Commodore SS Group APrice: $58,990Engine: 5-litre V8Transmission: 6-speed manualOdometer: 152,364kmThirst: 16l/100kmNot as famous as the VL but a genuine Aussie musclecar nonetheless, the HSV VN SS Group A popped up with a six-speed manual (a vague but strong gearbox borrowed from the Corvette) as well as upgraded brakes and bodykit. Capable of a sprint to 100km/h in 6.5 seconds and a 14.5-second quarter-mile, this example is number 83 of a planned 500-car build run, but the economy brought it to a halt at 302. The VN Group A SS came with air conditioning, a Mongoose alarm, 17in alloy wheels, cruise control, central locking, a limited slip diff and a chunky Momo leather steering wheel.Phone: 02 9119 5606

We turn the spotlight on the car world's newest and brightest stars as we ask the questions to which you want the answers. But there's only one question that really needs answering -- would you buy one?This is the recently revised Kia Optima medium size four door sedan, the good looker that nails it in styling terms putting Kia above much more fancied players in the car game.It's on the larger side of medium and seats five in relative comfort - with a big boot and the facility of a four door sedan body. Though selling at a steady rate, Optima lifted Kia right up there as soon as it appeared. Good value, great looks, acceptable performance and impressive dynamics.The mid-spec' Optima SLi we drove goes for $34,990 and is a sister ship to the Hyundai i45 that was discontinued due to lack of interest a few months ago.Heaps of them: Camry, Mazda6, Mondeo, Accord, Pug 508, Liberty, Kizashi.Power comes from a 2.4-litre, direct injection, variable cam timing, petrol four cylinder good for 148kW/250Nm output. Drive goes to the front wheels via a six speed auto.Really well, not a powerhouse by any stretch of the imagination but competent and efficient offering plenty of poke off the line, in the middle and right up to the higher rev range. Can become a tad noisy when worked.Rated at 7.9-litres/100km of regular unleaded but we achieved better than that on a long freeway run.Reasonably so.Five stars plus other safety kit.Excellent ride/handling compromise thanks to local input. Wheel/tyre package changed on this model with higher profile sidewall tyres bringing more compliance, higher comfort levels for everyday driving. Slightly toned-down wheels still look pretty cool though. Best satnav in the business.No complaints at all. The auto makes smooth slick shifts and almost predicts the driving conditions. Stability control stays on too long. The engine has enough kick for most applications and the Optima actually feels engaging to drive. If only all carmakers carried out as high a level of local calibration.All things considered yes. Generous kit including cruise, 7-inch colour TFT info screen, trip computer, alloy pedals, multiple storage options, excellent audio, Bluetooth phone and audio, some driver assist features like hillstart assist and reverse camera, auto dim rear view mirror, cornering lights and speed sensing auto door locks.Absolutely on the short list. You'd be mad if you didn't.

A tax cut, low ownership costs, outstanding performance and luxury accommodation for five people. It's not a negatively-geared property but one of the most comfortable, fastest and longest point between two fuel stations.It's a win-win situation. The only catch is the $148,600 for the Audi A7 Bi-Turbo diesel to start the ball rolling. This is Audi's third, and most expensive, A7 with the extra dollars supporting an extra turbocharger for the V6 diesel engine, extra chassis components to compensate for the extra oomph plus a higher equipment level.VALUEDistinction has its price. The A7 is no cheapie and even the frugal fuel economy and the tax savings - it avoids luxury-car tax because of its low fuel consumption - will take some time to compensate for the $5000 premium over the A7 petrol model.The A7 is mainly a styling exercise - see also the Mercedes CLS and BMW GT models - and canny buyers realise the equivalent bi-turbo A6 is about $30,000 cheaper. The change could buy an extra car.DESIGNThis is a big car, its swoopy lines making it hunker down to 1.4m high and stretching to 5m in length. It's not the easiest car to enter and exit and rear seat headroom won't take anyone higher than 1.8m.The rear seat was built for two but recently changed to three, so the centre is a rather uncomfortable perch. Boot space is excellent in length but shallow as the tail slopes down towards the bumper.Dash treatment is superb with easy-to-rear screen and switches. Quality is brilliant and little touches like the four ventilation outlets for the rear passengers shows thought.TECHNOLOGYThis is more than just bolting on another turbocharger. Now the smaller turbo pumps until 2500rpm, then starts handing over the boost duties to the big turbo that takes over from 3500rpm.Peak torque of 650Nm is from a very low 1450rpm and flat to 2500rpm, while the 230kW of power hits at 3900rpm and assists in the sparkling 0-100km/h time of 5.3 seconds - about a second quicker than its rivals.This engine is also in next month's SQ5 SUV. There's all-wheel drive, big 19-inch wheels and a sophisticated multi-link suspension set up.SAFETYA five-star crash rating, lots of electronic aids, constant all-wheel drive, 10 airbags, reverse camera and park sensors, heated mirrors, xenon headlights though the spare is a space-saver.DRIVINGIt sounds meaty at idle, without the typical diesel clatter, but squeeze the accelerator pedal and this transforms into a guttural roar.Audi has upspecced the exhaust with a loudspeaker so it sounds nothing like a diesel and more like a big-bore petrol V8 that is tuned to within a millimetre of its life. It's an addictive sound that may cause owners to become unwary fodder for speed cameras.You have been warned. It's such a responsive machine, from the locomotive torque of the engine to the rapid upchanges of the torque-converter auto to the firmness of the electric-assist steering.It boasts excellent handling, ride comfort that is compliant rather than plush, and it quickly endears itself to the driver. The downside is its size and limited driver visibility, though the sensors do help.VERDICTDistinctive car for the individual owner. Sensational performance and features but the A6 equivalent is the better buy.Audi A7 TDI Bi-TurboPrice: $148,600Warranty: 3 years/unlimited, roadside assistCapped Servicing: NoService interval: 12mths/15,000kmResale: 47%Safety: 10 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 3-litre V6 bi-turbo diesel, 230kW/650NmTransmission: 8-speed auto; constant AWDThirst: 6.4L/100km; 169g/km CO2Dimensions: 5.0m (L), 1.9m (W), 1.4m (H)Weight: 1850kgSpare: Space-saver

Hyundai i40 Elite and Mazda 6 Touring go head-to-head in this comparative review.

If you want to know the difference between a small SUV and a medium SUV, multiply the length of the vehicle by its width.