Sedan Reviews

You might as well skip this. You're going to buy the CLA no matter what the likes of me say. Such a meeting of relative affordability and outright desirability has seldom been seen. The CLA will, as one observer pungently put it: "Sell its tits off," when it arrives for Christmas.For what it's worth, you're unlikely to regret investing in the cheapest ever Mercedes four door. Though at some $50,000 it's a good deal dearer than the same under the skin A-Class hatchback, the CLA sedan - or four door coupe as it is styled - is a good deal more evocative and cooler than something so utilitarian as a hatchback.VALUEWe're barely used to the reality of a fully equipped, good to drive Benz priced substantially under a basic Commodore. Such is the entry A-Class. Carsguide has gleaned that this new and madly stylish departure will start just north of $50K - eight grand under the ridiculous luxury car tax and nine under the Mercedes C-Class, which sells its chest assets off despite it.Benz has been here before, albeit with the two door and too poor CLC, a device to give hairdresser's cars a bad name. The CLA is cut of a very different cloth, essentially an A-Class in a classier suit, but with all that's substantial about that landscape altering model.Standard is a seven speed twin clutch automatic transmission driving a choice of four cylinder turbo petrol or diesel engines and multimedia screen possibly with satnav. The probable starting price is higher than we expected, but Mercedes promise a bountiful kit level, though the desirable options will be plentiful and costly.Initially we'll see the two turbo petrol variants - the entry CLA 200 and the stove hot 250. The former can be optioned with sports suspension and 18-inch wheels to match the latter's handling if not its punch. A diesel follows next year if you must go that way, as does the CLA 45 AMG with all-wheel-drive and blistering performance. You'll go that way if you can.TECHNOLOGYOf the opening lineup, the 250 is that which all with petrol in their veins will desire. The 200 is the one almost everyone will buy and feel satisfied by. Both have a three mode drive system that at a button's push shifts engine response between normal, sport and manual which is operated within strict limits by shifting paddles.While most Mercedes except SUVs remain rear wheel drive, its latest models suffer little from the fact of the one end doing both the steering and driving. All variants get Direct Steer which is smart enough to react to changes in grip, gradient and gratuitous driving.Few cars punch so cleanly through the air. The term "drag co-efficient" may mean nothing to you; suffice that the sharp angled CLA's is one of the lowest of any production car and a major contributor to its exceptionally low fuel use and emissions.The newest versions of Merc's multi-media system brings photo realistic map display, an additional Bluetooth profile to enable net access via iPhone and real time traffic data. Connoisseurs need to know that while the A250 Sport was developed from the get go with the input of that mighty tuning arm AMG, the top CLA lacks that. Mind you, we who drove between Marseille and St Tropez reckon that counts for close to nothing, so adept is the newcomer. Anyway, CLA 250 Sport to sit beneath the full on AMG model is on the way.DESIGNBasically this is the A-Class in a shell sculpted down from the imposing CLS, the model that started the mania for so-called four door coupes. The effect of those accents concentrated in a smaller shape - though one longer than the current C-Class sedan - is confronting."Aggressive" is invariably used to describe the styling of sporting cars - for once the adjective is warranted. Seen live in the metal the CLA is stunning. The shapely nose mirrors that of the hatchback, but we're assured that not a panel is shared.The inside story is, to our eyes, yet more successful even with the lurid and mercifully optional yellow stitching and striped seats of our test 200. The cabin is otherwise a model of class and taste, from the bare centre console and largely unadorned but quality expanses to your front.The five circular vents are the more effective, both functionally and in form, for standing out. It isn't classist to say this defines the difference between a try hard car from the lower orders and a true patrician. It just is. Now to the caveat. No one standing more than 180cm in height will want to sit in the back. In fact, they can't.There's also the minor matter of the driver being barely able to see out the back, so thick are the pillars and small the rear portal. Blind spot alert had better be standard. But this is, of course, a coupe, albeit one with two extra doors than usual and if functionality is too impeded for your liking, Mercedes will sell you a mechanically compatible hatchback.SAFETYWe do tend to go on about active safety and so we should. By that we mean the ability of the car to co-operate with you in not making necessary all those airbags and crumple zones. While the five star cars rating of the A-Class will surely carry over, it's the CLA’s inherent balance and instinctive drivability that will do most to save you from yourself.DRIVINGThere has been considerable disquiet among the petrol sniffing fraternity as Benz and soon, BMW, moves away from the holy rear-wheel-drive paradigm. Likely buyers (ie: real people) are hardly likely to be bothered and even the doom mongers will be hard put to complain.The 200, running the smaller turbo petrol engine, is going to be more than enough for most of us. Never mind that its 0-100kmh time of 8.6 seconds is more than two ticks of the clock behind the guts and glory 250. We talk about torque for the damn good reason that it's far more important than power in most modern driving situations.This is another compact turbo petrol engine that summons all the torque has almost immediately both for efficiency in general running and rapid response when overtaking. That responsiveness is allied to refinement fully in keeping with one of Merc's luxury saloons - the CLS for example.Hastily leaving a toll booth on the test drive (at that point it's a rat race in France) the guttural growl of the engine is almost shocking, so quiet was it till this moment. Mercedes might be after younger buyers, but it's not about to forsake its traditional virtues.That applies to the driving experience as a whole. The 200 is not the sportster of the lineup, though the optional suspension keeps it in that ballpark. It is, however, recognisably of Mercedes DNA. You can well imagine a CLA owner for whom family responsibility has come either trading up to a C-Class or getting an A- or B-Class as a second car to fulfil life's grimmer tasks.Once you've had a Benz in the driveway, you're not willingly going back to the farm. On the first world roads in the south of France, the CLA 200 is to all intents and purposes faultless. The ride won't thrill a traditional Benz buyer, but even on sports suspension it is absorbent without losing dynamic poise.By no means the most involving drive (the manual mode is too apt to block selections - you're best to leave it to pick its own gears in the sport setting), it points and goes where it should when you want it to abetted by completely linear steering.It's looking looking likely that Benz Australia will take a CLA 250 Sport over the 250 with sports enhancements we drove. That means the quicker steering, rorty exhaust and stabiliser bars of the equivalent A-Class added to an already formidable package. The 2.0-litre turbo four puts out a stonking 155kW/350Nm, the latter all from low 1200rpm.It gives the CLA a knockout punch over the deft jabbing 200. Although the transmission's tendency to scale the gears quickly can exasperate, we'd give it an extra half star to add to lesser car's four.VERDICTStill with us? Looks as though you were right in the first place. Where's mine?Mercedes-Benz CLA 200Price: From $50,000Warranty: 3 years/100,00kmCapped servicing: NoplppResale: N/AService interval: 12 months/15,000kmSafety: 5 starsEngine: 1.6-litre 4-cylinder turbo petrol; 115kW/250NmTransmission: Seven-speed auto; FWDThirst: 5.5L/100kmDimensions: 4.6m (L); 1.4m (h); 1.7m (w)Weight: 1395kgSpare wheel: none

It's an oddity of marketing when the Commodore and Falcon suffer plummeting sales because the public no longer want "large" cars

Carsguide will next week head to South Australia to drive BMW's new 3 Series Touring. OK, the wagon is a marginal seller in this part of the world, but it’s been 13 months since the sedan lobbed and that’s quite a wait for a family friendly car that promises to be a good thing.Carsguide has just driven BMW's new 3 Series Gran Turismo, a car that redefines marginal. And mongrelised. Not a sedan, not a wagon, not a hatch, not a coupe, not an SUV - though it has elements of all - the so-called GT is coming our way in late June.    VALUESeldom has this question been so much in the eye of the beholder. You might consider that you're getting three cars for the price of one. Equally you could see it as too much money for not enough of anything.BMW is yet to finalise GT prices beyond saying it will come at premium on the wagon, which in turn is priced above the sedan. That means a price range of $70,000 to $76,000.Aside from Audi's A5 Sportback (a reinvention of the elongated lift back style which was also popular on the last Mazda6) there are no direct rivals, which says something in itself.While the GT ought, at that premium, to provide more, it provides only difference. Four cylinder engines and trim choices mirror the rest of the 3 Series range. The Sport line package - a monochrome interior partially enlivened by silver accents - is most popular. An M-Sport kit comes in late in the year with big wheels and sports suspension.Likewise the 320i with its fast but frugal turbo petrol engine. Yet that was not available to drive in Palermo. The X3 SUV, which has the GT's elevated driving position and storage uncompromised by a whimsical shape, starts at $59,200.The 320i and the diesel 320d open the local batting with the fully tuned 328i lobbing later.Our 3 Series sedans, with the exception of the hybrid, are made in South Africa. The interior quality of these has not impressed. The GT comes from Germany. Would that the proportion were inverse.TECHNOLOGYAs per the 3 Series sedan it’s a tech tour de force with class leading turbo engines and eight speed automatic transmission. The 320i is a case in point, smaller in size than the six cylinder engines for which BMW is famous, but as rapid and more efficient - so much so you wouldn't bother with diesel.Riding on a longer wheelbase version of the wagon platform, the GT requires the same optional enhancements to make it ride decently. It strikes a discordant note that the "sheer driving pleasure" brand no longer comes with an acceptable default setting.DESIGNWe’ve suggested Walter da Silva, the designer of the A5 Coupe was backed over by an outgoing 3 Series Coupe. Certainly its rear end made an impression on him.In designing its belated riposte to the A5 Sportback BMW can't be accused of knocking off anyone else’s work. They've  considered the Audi's appeal and taken the polar opposite approach. It isn't as overwhelmingly ungainly as the 5 Series GT, but that's only because it's a bit smaller.The Gran Turismo is slightly longer and taller than the 3 Series wagon. The front and rear passengers sit higher than those in the sedan but the swooping coupe roof compresses head room. Yet the backseaters can stretch their leg. So again, no real advantage, just a point (and not a very good one) of difference.The tailgate is another of the new wave that responds to a sensor in the proximity key fob. You open it by waving a foot under back end. Great if you're hands are full of shopping or a mountain bike. It's cleverly laid out too with extra under floor storage and space to stow the cargo covers.If only there was more space. Constricted as it is by the funky or fugly shape (take your pick) most self-respecting wagons or SUVs match its load capacity.  You can drop the rear seats, but that's so of any hatchback and doing so means you also drop three passengers. Again, the point is elusive.Are we making too much of this? I don’t think so. The GT demands to be judged on its design. Just as BMW has diluted the driverly virtues that distinguished the 3 Series, the GT suggests they've forgotten what one should look like.The shudder felt on seeing the malformed X6 quasi-SUV now seems premonitory. Far from being a elaborate practical joke that eluded only the Americans who build them and largely buy them, its malign influence has spread. Presumably the 3 Series GT is also aimed at them.Why then build it in right hand drive? Because more models means more sales? Good luck - the Yanks are ignoring the 5 Series GT in the same proportion as Australians. Releasing a new niche variant every five minutes works for Audi because although its entry models aren't much to drive, they look pretty good. At any rate they don’t look like this. The GT falls short on form and function.       SAFETYThe five safety stars earned by the sedan extend to this, although it’s customary to test crash cars by the front end not the back as seems to have occurred here. Indeed, such unfortunate serendipity might explain its shape.Standard is a reversing camera, optional is the full surround camera and head up display.  As ever with BMW there is no spare wheel, only run flat tyres, because driving conditions in Australia apparently mirror those of Germany.DRIVINGOf the available test cars only the diesel 320d is of interest to us. The same engine and transmission runs the 520d, to which we've awarded two stars from five.The 3 Series GT is by no means as poor as the marginally bigger, far heavier and more expensive model, but then it couldn't possibly be. On rutted Sicilian roads, all too like those at home, the GT was no more comfortable than any 3 Series without the expensive addition of M Sports suspension. Eight centimetres might not sound much, but that extra height over the sedan is felt when cornering.Still, it does get closer to behaving as a buyer has very right to expect from a car with this badge. Sending all the drive forces to the rear wheels leaves the front free to steer and this simple formula, of which BMW remains one of the few remaining practitioners, works in the form of fluency on back roads and a tight turning circle in town.The eight speed auto isn't easily caught out. It's almost always in the right gear, plucking the optimum from a great, grunty engine that is exceptionally refined and at its best doing highway cruising speed If you associate diesels with coarse agricultural devices, think again. You really ought to drive the 320d next to a 320i.But in another model line perhaps, because if you associate 3 Series with great driving and graceful design, this is not the 3 Series for you.VERDICTBuy the 3 Series wagon or X3 SUV. Or an Audi A5 Sportback.BMW 320D GTPrice: From $70,000Warranty: 3 years/100,00kmCapped servicing: NoResale: N/AService interval: 12 months/15,000kmSafety: 5 starsEngine: 2.0-litre 4-cyl turbo diesel; 135kW/380NmTransmission: Eight-speed auto; RWDThirst: 5.8L/100kmDimensions: 4.8m (L); 1.48m (h); 1.8m (w)Weight: 1540kgSpare: none

Passat is a medium-large German car that appeals to those who refuse to pay big dollars for a similar car from one of the more prestigious marques from the same country. Audi won’t thank us for saying so, but there are quite a few out of sight components that are shared by Passat and upmarket Audi vehicles.The Passat in all its formats offers better than average comfort thanks to well-shaped seats and suspension which is able to soak up just about anything thrown at it. Handling is good, with virtually neutral road behaviour at normal speeds, gradually changing to safe understeer if the big car is pushed hard.In the earlier days almost all Passat imports were four-door sedans but with the introduction of the 1998 model, five-door wagons were offered. Wagons have been a popular choice ever since as their squared off rear end makes for a practical load area.An interesting style called Passat CC was introduced in February 2009. Virtually a four-door coupe in the manner of the Mercedes-Benz CLS, the sleek CC is just right for those who seldom use the back seat but want the convenience of rear doors. The back seat is reasonably comfortable and is certainly much better than that of the typical two-door coupe.Volkswagen went all cute with the marketing of the latest CC when it arrived in June 2012, dropping the Passat from its name and calling it simply the CC. Don’t forget to check out both names if you’re doing a search for the pretty coupe on used-car sites.Engine options show a fascinating variation, with four-, five-, six- and eight-cylinder layouts. The V5 and V6 use an interesting design with a narrow-angle V which enables it to run one cylinder head covering both cylinder banks.Though smaller engines aren’t always accepted by Australian buyers, even the four-cylinder Passats have enough performance for many buyers. Many of the later petrol – and all diesel – Volkswagen engines use a turbocharger to generate significantly extra torque.Volkswagen started a strong push on turbo-diesel engines in Australia in 2006 and these days the company often sells more diesel cars than petrol ones in Australia.A four-speed automatic was used in the pre-1998 model, followed by a five-speed unit with tiptronic. The forward ratios were increased to six with a DSG installation from 2006, and to seven forward ratios from early 2010.All-wheel drive isn't all that common in Australian Passats but gives better traction coming out of corners and on slippery surfaces and is worth considering if you are doing a lot of driving on unmade surfaces, or even on the snow and ice for which it was originally designed.For the revhead, Volkswagen imported the Passat R36 from June 2008. R36 has a 220 kilowatt engine, all-wheel drive and is sold in both sedan and wagon bodies.Volkswagen Group Australia has put a lot of work in recent years in getting its supply of spare parts up to international best practice. Prices are similar to those of other European imports in its class. Similarly, the dealer group has grown markedly in recent years and VW is represented in most population centres of significant size.Passat is a relatively complex machine in the modern manner, but a competent home mechanic should be able to do a fair bit of work on it. Always have a workshop manual on standby, and please leave safety items to professionals.Insurance is generally not expensive but make inquiries from a number of companies as there can be quite a difference in premiums.WHAT TO LOOK FORLook over the condition of the interior in case the Passat has had a hard life. It’s not common in a car like this, but can happen and rectification can be expensive.The engine should start within a second of the key being turned and should settle into a steady idle within seconds. If there is a flat spot in acceleration there could be fuel-injection problems.Check the insides of the front wheels for signs of severe brake dust build up, indicating hard driving. This is more likely on one of the sporting models, but Passats do seem to attract people who like to pedal along hard.Look over the body for signs of crash repairs, especially paint that doesn’t match and panels that don't fit exactly. Check the complete body, including hard to reach areas under the bonnet, in the boot and under the car.CAR BUYING TIPBefore settling on any car it makes sense to check on availability of spare parts and servicing in your home and work neighbourhoods. 

NEW - There has never been any doubt about the performance of the WRX, it's always been brutally fast, but there have been times when it's been felt that its looks fell short of the mark.Any complaints about its looks were answered in 2010 with the release of a mean looking new model that should have silenced the critics. One look at the bulging front and rear guards filled with big alloy wheels was enough to tell you the WRX was back in form after the rather soft-looking previous model.There was also a sedan version of the STi and it featured a large rear wing that added to its menacing image. The standard WRX packed a pretty mean punch with 195 kW and 343 Nm thundering from its 2.5-litre turbocharged flat-four engine.If that wasn't enough there was the even hotter STi, which delivered 221 kW and a massive 407 Nm. Among the differences that boosted the output of the STi was variable valve timing on both the inlet and exhaust cams, whereas the base WRX only had variable timing on the inlet cam.If you ticked the regular WRX box you got a five-speed manual gearbox, but had you have checked the STi box you had the choice of 6-speed manual or 5-speed sport-shifting auto. The catch was that if you went the auto route you got an engine with 57 Nm less torque.All WRXs had all-wheel drive. All but the auto had an electronically controlled centre diff, the auto was mechanical, and all had a front limited-slip diff. Along with the pumped-up guards the wheels were moved out to give the WRX a larger footprint, which aided its and handling.In STi guise the suspension was lower and boasted different spring and shocks rates, a heavier roll bar along with bigger brakes that all add up to more fun at the wheel. It also got lighter alloy 18-inch wheels compared to the 17-inch wheels on the standard car.Safety was covered by six airbags and electronic stability control; enough to have it rated five stars by ANCAP.NOWBuying a used WRX demands caution, not because it's plagued with problems, but simply that it's a high performance car and usually bought by people who like to drive it hard and fast.Look for signs, not of use as such, but of abuse. Brakes, clutches, suspensions, wheels and tyres can all take a hammering when driven by an uncaring owner.Certainly look closely for modifications that might have been made to mount roll cages etc., also look for modifications to engines in search of even more performance.If you find any, and they appear dodgy, walk away and keep shopping. Only consider a modified car if you can verify the bona fides of the person who did the work.It's also critical that a high performance car like the WRX is fastidiously maintained, so thoroughly check the service history of any car under consideration.Given a mechanically sympathetic owner and regular servicing the WRX is pretty much bulletproof was the overall report we got from the trade.SMITHY SAYSEven more bang for your buck, the WRX is back in town.Subaru WRX 2010-2011Price new: $39,990 to $59,990Engine: 2.5-litre 4-cylinder turbo, 195 kW/343 kW; 2.5-litre 4-cylinder turbo, 221 kW/407 Nm (STi)Transmission: 5-speed manual, 6-speed manual (STi), 5-speed auto (STi), AWDEconomy: 10.4 L/100 km (WRX), 10.6 L/100 km (STi)Body: 4-door sedan, 5-door hatchVariants: WRX, STiSafety: 5-star ANCAPExpect to pay: $30,500 to $32,000 for the WRX and $46,000 to $48,000 for the WRX STi

It’s the car Nissan buyers have been waiting a long time for after the Japanese maker's failed experiment with the odd French-Japanese Tiida sedan and hatch.Nissan took a huge risk to drop the widely known and respected Pulsar tag for the quirky Tiida. But buyers stayed away in droves with sales last year down to 3059 from a high of 13,756 in 2007. In its hey day the last Pulsar sold about 20,000 a year.However, Nissan is expecting much better from the new Pulsar with sales in its first full month in February of 1275 placing it sixth on the sales chart and ahead of Volkswagen's Golf and the Ford Focus . . . and that's just the sedan, with the bigger selling hatch to come later this year.Interestingly, Westco Nissan sales manager Pete Dodds said half of their sales so far had been previous Pulsar owners, and not Tiida drivers, with the last Pulsar selling here eight years ago. He said Pulsar owners were loyal and patient.VALUEThe ST-L CVT auto is $28,990 drive away and is packed full of gear, including 16-inch alloy wheels with a full size steep spare, a single CD player with MP3 capability, auxiliary input jack, AM/FM radio and USB/iPod connectivity, a 4.3 inch colour display, six speakers, air conditioning, cruise control with steering wheel controls, remote keyless entry, power windows, leather steering wheel with audio controls and a Bluetooth handsfree phone system.It also comes with height adjustable driver's seat and tilt and telescopic adjustable steering column, LED daytime running lights (not automatic), trip computer, stability and traction control, engine immobiliser, Anti-lock Braking System (ABS) with Electronic Brakeforce Distribution (EBD) and Brake Assist (BA), six airbags, front fog lights and a rear spoiler.TECHNOLOGYIt gets a 1.8-litre four-cylinder engine, producing 96 kilowatts and 174 Newton metres of torque. Drive comes through the front wheels and owners have the added addition of a CVT transmission in this particular model.DESIGNFirst impressions of the Pulsar four door are the mini-Maxima looks and a roomy interior and boot.The Pulsar's dashboard is simple and well presented with the speedo and rev counter and other dials refreshingly clear and easy to read.The multi-function display between the dials is frustrating because it does not show more than one type of information at a time, nor the selected cruise control speed and has an old-style digital clock display.A height and reach adjustable steering wheel makes finding a comfortable driving position easy, although the back angle adjuster is a fiddly lever instead of a better rotary knob. All the main switchgear falls naturally to hand and there is a solid feel to the ventilation controls.A nice soft-touch surface atop the dashboard and, while some cabin plastics feel and look a bit cheap, there is an ambience of quality and robustness about the Pulsar's interior. The kevlar-like metallic plastic on the ST-L's centre console and door trims is a pleasant contrast to the smatterings of black.As well as a bin beneath the front armrest there are a couple of cup holders and an ashtray-like covered recess. The glove box has a deep storage area.There's stacks of room in the rear with lots of knee room, a large central arm-rest, a pair of air vents and a quarter-light window improving the outside view.The enormous 510-litre boot is class-leading, better than some bigger cars such as the Holden Commodore but there's no folding rear seats for larger objects and a lump in the floor by the full-size spare wheel. Old-style goose-neck hinges will impinge on a tightly-packed boot.DRIVINGThe Pulsar is easy to drive and park. I'm not a fan of CVT automatics but this new generation is much better and only becomes annoying when you give it full force acceleration. Otherwise in moderate driving it is quiet and unobtrusive. There's a lack of manual changes with just a low ratio and the Sports mode giving the driver a say on proceedings.It feels reasonably nippy round town and solid on the open road. The Pulsar is built for comfort, not speed, and is a bit soft when pitched into corners, gets a bit floaty and ultimately runs wide or understeers. There was no point pushing its limits on the Rex and Kuranda mountain range roads.It is safe and competent enough, with well-weighted, direct and accurate steering, but does not inspire enthusiastic driving. The hatch, especially the SSS hot hatch, should appeal to press-on steerers.The Pulsar proves that automatic continuously variable transmissions or CVT are getting better and the unit in the Nissan ($2250 extra on the ST and ST-L, standard on the Ti) features innovations that give it a good spread of ratios and make it one of the best operators in its class.The Pulsar's brake pedal has a light, progressive action that results in a smooth everyday driving experience. Despite producing a below-average 96kW from its 1.8-litre engine, the CVT Pulsar delivers adequate performance and never felt struggling up hills.The trip computer of the test cars on the launch showed fuel consumption in kilometres per litre instead of litres per 100 kilometres, which apparently can be changed in the settings.Astonishingly, the ST-L test car on a drive which included around Cairns, to the Northern Beaches, up the Kuranda Range to Mareeba, Mt Molloy, Julatten and down the Rex Range to Port Douglas and Cairns displayed a figure that translated to 6.8L/100km, just .1L less than the official figure. Incredible.How much the CVT contributes to the Pulsar's efficiency can be compared to the manual's official combined consumption figure of 7.2L/100km, a 7.5 per cent increase.The return of the nameplate brings value for money, reliability, roominess, comfort and economy. If you want a sporty drive, look elsewhere or wait until the hatch and the SSS arrives mid-year. The Pulsar sedan is a practical, fuss-free daily drive. Pluses are a spacious and well-presented interior, value for money, a good CVT auto, economy, clear instruments, quietness and smooth cruising.VERDICTPulsar owners will love the new Pulsar and Tiida drivers will wonder what they have been missing out on.Nissan Pulsar ST-LPrice: from $25,900 (plus onroads)Warranty: 3 years/100,000kmSafety: not testedEngine:1.8-litre 4-cylinder, 96kW/174NmTransmission: CVT auto; FWDThirst: 6.71/100km, on test 9.2; tank 52 litres, 91RON ULP; 160g/km CO2Dimensions: 4.6m (L); 1.8m (w); 1.5m (h)Weight: 1265kg

Audi was really the first to bring all-wheel drive quattro systems to their cars, wagons and SUVs, with others following suit, particularly Subaru. The first quattros soon dominated world rallying and the all-paw systems were quickly adopted by other manufacturers.Today Audi and Subaru are among the few offering a wide range of all-wheel drive vehicles in their ranges from small cars through to large SUVs. While the A4 is also offered in front drive, it is a better car with the quattro.VALUESales of the A4 are up 30 per cent this year but still behind the Mercedes-Benz C-Class and BMW's 3-Series. It's a good start to 2013 after sales fell 11.6 per cent last year.The A4 was updated last year with the review car, the 2.0 TFSI quattro coming with satellite-navigation, Xenon headlights with LED daytime running lights, keyless entry and push start button, electric front seats and 18-inch alloy wheels.Other goodies are front and rear parking sensors, 10-speaker sound system, automatic lights and wipers, cruise control, electric front seats, power windows, mirrors and steering, leather upholstery and steering wheel, Bluetooth and climate airconditioning.Options on the car included very expensive metallic paint ($1650) and a $5800 S-Line sports package with sports suspension and front seats, special alcantara fabric and five-spoke alloy wheels. On the road it is $78,973 as tested.TECHNOLOGYThe 2.0 TFSI quattro is the pick of the range. Audi lopped a nice $8000 off this variant and, while the engine is unchanged, its 155kW/350Nm outputs were hardly an issue.For the extra outlay over the base model you get the rear-biased quattro all-wheel-drive system and, as good as Audi's front-drive system is, the four-wheel-drive set-up feels safer, with tenacious levels of grip when the going gets trickier.The turbocharged engine is a gem and the double clutch gearbox is a delight except at low speeds. The quattro should return 8.8L per 100km. I saw 10.3 in a mix of spirited driving, highway cruising and around town.All A4s are now fitted with an electro-mechanical steering system that cuts fuel use by a claimed 0.3 litres per 100km. While the improvements to economy are great, the steering is still too light at lower speeds around town.Also on board is is the good S tronic dual-clutch automatic, which is much better than the "multitronic'' CVT, always revving to the redline in sport mode and changing down when braking hard into a corner.But there are still moments of hesitation at low speeds, particularly when reversing out of angle parks and the fear the car will slide into the kerb until the transmission engages.DESIGNThe A4 is a handsome and contemporary sedan with subtle changes inside, including new headlights with LED daytime running lamps incorporated in the design.Up front, the A4 is roomy and the driving position comfortable, but it's tighter in the rear seats for tall people, although about standard for the segment. Boot space is voluminous.SAFETYOn the safety front it's packed with passive and active systems, including eight airbags, stability, traction and various braking electronic devices, ABS brakes, an electronic parking brake and tilt and reach adjusting steering wheels.DRIVINGOn the open road it's better, with more weight and artificial feedback dialled in, while levels of grip from the surefooted quattro drivetrains proving confidence-inspiring on twisting and soaked roads such as the Kuranda and Rex ranges. It sits flat on the road.On my favourite piece of tarmac between Walkamin and Oaky Creek Farms the Audi quattro was fantastic and I was able to string together a series of the bends well, with plenty of grip and grin. In fact, the chassis could do with more power. Bring on the S4.The suspension is pliant, and road noise is subdued on most surfaces except coarse bitumen. Engine noise is low as is wind roar.VERDICTThe Audi 2.0 TFSI quattro is a nice all-round package offering sportiness, luxury and practicality. It can be driven hard and be a lot of fun or a pleasant cruiser. At just under $80K as tested it's a competent and quality package.Audi A4 2.0 TFSI quattroPrice: from $64,500Warranty:  3 years/unlimited kmService interval: 12 months/15,000kmEngine: 2.0-litre 4-cyl turbo, 155kW/350NmTransmission:  7 speed double clutch auto, AWDThirst: 7.0L/100km, 159g/km CO2Dimensions: 4.70m (L), 1.82m (W), 1.42m (H)

It might only be seven years since the small car market had a Pulsar among its contenders, but it feels like longer. The little-Nissan-that-could slid out of the local range after almost 30 years here, in favour of the oddly-named Tiida, which was supposed to replace it but never pulled it off - not even with the cougar-esque Kim Cattrall salaciously spruiking the new breed.At its peak it sold 13,756 (in 2007), but by 2009 it had dropped to 10,059 - less than a quarter of the Corolla's sales. It nearly halved the following year to 5491 (in 2010) but last year managed only 3059 sales - even the Patrol outsold it.The Pulsar name recognition was strong enough to warrant its return and we're back in its mid-spec ST-L sedan.The mid-spec ST-L ask $23,650 for the manual or ups the ask to $25,900 for the CVT model.For that you get room for five rumps in decent comfort, bootspace for the associated cargo, air conditioning (but not climate control), a USB/auxiliary-equipped six-speaker sound system, Bluetooth (for the phone only), a leather-wrapped tilt-and-reach adjustable steering wheel with phone, cruise and audio controls, 16in alloy wheels, power windows, what Nissan calls "premium" cloth trim, LED maplights and a trip computer.The 1.8-litre engine is nothing spectacular when it comes to new technology, sporting variable valve timing on both sides of the spark.The continuously-variable transmission offers some clever bits to smooth out the take-off and engine rev changes to help keep the journey serene, but the fundamentals aren't new.It promises better fuel economy over the manual - 6.7 versus 7.2 for the six-speed manual - but it still feels like driving a manual car with a slipping clutch that puts some off.There's more than a bit of the bigger Altima as well as the old Maxima in the Pulsar so pundits will pick the Nissan heritage and with nameplate recognition that tops 70 per cent, the Pulsar has much in its favour.It's inoffensive to look at - after the Tiida's tilt at the worst-dressed title it would want to be - and the styling hides its roomy interior, just don't let the rear lip spoiler goad you into believing the S of ST-L stands for sport.Even at 190cm I can get into a comfortable driving position and venture to the backseat without fear of crushed lower limbs, with only limited headroom a concern in the back. Cabin width on the Thai-built machine would limit it to four full-sized adults but it would be of no concern for space.Performing the duties of a family hack, the Pulsar performs well enough, with more than enough bootspace to swallow the school and sports bags easily as well as accommodate the rugrats in the back seat.Cargo capacity is good despite the presence of a full-size spare - 510 litres is considerable in the large car class where Commodore sedan makes do with 496 litres and no standard spare, but neither the Pulsar or the Commodore can do splitfold rear seats? There's only a ski-hatch but no more, why?While ANCAP are yet to smack the new Pulsar into anything - or vice versa - it has the staple amount of safety gear. Dual front, side and curtain airbags, four-wheel disc brakes with anti-lock, brakeforce distribution and emergency brake assistance systems, stability and traction control.All occupants get lap-sash belts and there are LED running lights on the front and LED tail lights, but you'll have to ante up for the top-spec Ti sedan to get a rear camera or reversing sensors - gear that would be worthwhile given the high rump.Having just driven the new Corolla in CVT form, the Nissan's similar transmission felt like it hooked up quicker and flared a little less under load than the Toyota, however there was odd small jerk or shudder - not enough to be bothersome but something perhaps that needed attention.The drivetrain is no neck-snapper - again, they've left plenty of room for the SSS to wow crowds when it arrives - but it does the job at a reasonable pace without too much (normal CVT flaring aside) fuss until well up the rev range.The CVT gets a Sport mode as well as the lower-gear L option via the selector, but no more choices for the driver beyond that. The engineering boffins have left plenty of scope for the SSS - the steering in the ST-L is feather light and an easy twirl around town, with a useful turning circle too, but anyone wanting details from the front wheels is going to have to wait for the sports hatch.Ride quality is something of a selling point - there's not masses of body roll in corners when pressing on either - but the seat comfort and suspension are admirable. So is the refinement when it comes to cabin and engine noise, or the absence of it, at least until the revs are heading towards the redline; but the new sedan feels solid and has a quality feel to the interior.To quote the Eagles, there's a peaceful, easy feeling to the new Pulsar and that's just what many want in this segment - fuss-free from A to B.

Ignore the middle child at your peril when it comes to buying the family car.
 The large-car segment is in the doldrums and everyone has skipped to SUVs or small cars, but one area overlooked to the detriment of many car buyers
is the medium segment.
The word is getting out. Last year, medium-car sales grew 15 per cent to just over 87,000 24,000 more than in the large-car segment.
 The numbers went close to overtaking the larger-vehicle segment last year, falling short by just over 2000 units.
The middle-sized segment has shown steady growth in the past decade, finishing 2002 with just under 39,000 vehicles. Camry ruled the roost then too, with the Mazda6 and Subaru Liberty the best of the rest.
 But size matters don't let anyone tell you otherwise and the reps in the medium segment now are well sized for family transport.
Camry has been the dominant force in the medium segment, with plenty of fleet interest in the petrol and hybrid versions, but the most recent incarnations are a long way from the bland brigade that went before.
 The hybrid version carried a more reasonable price tag than the Prius trailblazer and it's more than big enough for family duties.
Toyota's Camry Hybrid is 110mm longer, 98mm wider, 107mm longer in wheelbase and 109mm taller than the original VB Commodore, although the VB weighed in at 1220kg 400kg lighter than the petrol-electric Camry Hybrid, but batteries, airbags and other equipment quickly add to the number on the weighbridge.
As Toyota was slowly bringing its Camry out of a narcoleptic haze, Honda and Mazda were well on the way to applying defibrillators.
The 6 and Accord Euro both offered willing powerplants, decent chassis balance, acceptable ride quality and an enthusiastic edge to the car's demeanour when required.
 Mazda kicked off the 21st century with a change to the 6 and has not looked back since.In August 2002 it arrived in Australia, bringing a pulse back to the segment.
The Accord Euro lobbed on Australian showrooms the following year, leaner and more nimble than the larger V6 Accord, giving open-minded buyers some real food for thought.
(Search for hundreds more choices)2011 Mazda6 Luxury Sports hatch
Engine: 2.5-litre 4-cylinder petrol
Transmission: 5-speed automatic
Thirst: 8.8L/100km
 CARSGUIDE SAYS 
"The car that marked the beginning of the Zoom Zoom Mazda renaissance shed the cardigan image with a great handling chassis and looks that didn't start a snoozefest. With the new model now on sale sans hatchback, this is the only way to get a 6 with the liftback boot. Features include dual airbags, anti-lock brakes and stability control, rain sensing wipers, parking sensors, dual-zone climate control, satnav and leather trim."  2007 Honda Accord Euro Luxury
Engine: 2.4-litre 4-cylinder petrol
Transmission: 5-speed automatic
Thirst: 9.4L/100km
CARSGUIDE SAYS
"Another Japanese mid-sizer with road manners to amuse the driver. With sharp looks, a reasonable list of safety features and bells and whistles, the Accord Euro found favour and awards in the medium segment. The Euro cosseted a family with its dual-zone climate control, 17-inch alloy wheels, heated front seats, dual front, side and curtain airbags and leather trim."2011 Toyota Camry Hybrid sedan
Engine: 2.4-litre 4-cylinder petrol-electric hybrid
Transmission: CVT
Thirst: 6L/100km
 CARSGUIDE SAYS
 "Better value than the Prius trailblazer, the Camry has space for a family, the fuel economy of a shopping trolley hatchback and driving manners that are surprisingly good. At its best in the city and suburbs, when braking can charge the battery, the green Camry is a surprisingly pleasant machine."

Nissan Maxima is the largest car sold in Australia by the Japanese giant. For some reason it’s frequently overlooked by those shopping in the family car scene.Maxima is about the same size as the Toyota Aurion and isn’t a lot smaller than the Commodore and Falcon. It’s well worth including on your short list.The Maxima can carry four adults and a child with ease. Five adults will fit if they don’t mind doing some squeezing up, but that applies to all cars of this size.Though it's not quite as good on really rough corrugations as cars that are specifically built for Australian roads, it copes reasonably well with Aussie dirt roads. Ride on smooth surfaces is quiet and comfortable.Handling is softer and less responsive than that of the local sixes, but the Nissan is safe and predictable and will suit all but sports sedan enthusiasts.Nissan couldn't seem to make up its corporate mind on how the Maxima should look; it was somewhat unusual in the pre-1995 models but then went mainstream for a few years.Maxima from late 2003 then went the radical route in its shape, something that increased buyer awareness and certainly helped sales. But the 2009 model went back onto the conservative track, though it is still a handsome machine and suits many shopping in this usually conservative class.Maximas prior to the 2003 model, use a 3.0-litre V6 engine. From the 1995 model, a twin-cam 3.0 was installed. It has plenty of low-down torque and immediate throttle response so appeals to drivers of cars set up in the Australian fashion. The twin-cam engine is also noticeably smoother and quieter than the old single-cam one. The 2003 Maxima received an excellent 3.5-litre V6 and it’s better still.In 2009, Nissan Australia made an interesting move introducing a small 2.5-litre V6 as an option to the 3.5-litre unit. The smaller engine has more performance than you might expect, but traditionally buyers of six-cylinder family cars in Australia want plenty of grunt and the 2.5 may disappoint those people.Nissan Maxima is unusual in having a manual transmission option in a market that’s normally auto-only. However, the manual was only offered during 1995 and 1996 and only in the lower-cost model. This five-speed unit is not common and could be difficult to resell. Then again, if you are doing a lot of country driving where few gear changes are required, a manual will save on fuel.The automatic transmission had four forward ratios until becoming one of the early adopters of a continuously variable transmission (CVT) in 2006. The CVT gives a little more performance and there's some reduction in fuel consumption. But not all may like the different sound and feel it displays. It's an acquired taste so give it a good long road test if you haven’t experienced a CVT before.Maxima model names have a somewhat confusing history. The lower-priced versions, called Maxima M in the pre-1995 models, Maxima 30J until October 1996, Maxima 30S Touring, and currently Maxima S, come well-equipped, with air conditioning, alloy wheels, power windows, cruise control and a quality stereo.The topline cars, tagged Maxima Ti then Maxima 30GV, then back to Maxima Ti again, are positively luxurious, with power-operated front seats, leather trim (not used in all early Ti models) and ABS anti-lock brakes. Additionally the 30GV and later Ti variants have climate-controlled air conditioning, a power sunroof, dual airbags, a built-in alarm system and foglights.From 2003, the lower-cost model became the ST-L, with the Ti tag being retained by the upper-crust variants, a further upgrade to the Ti is called the Ti-L and is loaded with good gear. Spare parts prices are often a little higher than average for this class, reflecting the fact that the Maxima is fully imported. We hear very few complaints about prices so owners obviously consider them acceptable.The good home mechanic can do some of their own maintenance and minor repair work on older models, later ones are pretty complex in places. Underbonnet access is good but make sure you have a workshop manual before diving in too deep.The Australian Nissan dealer network is long established and works well with outlets in virtually every area, even those deep in the outback. The latter may not always keep spare parts on hand for the Maxima so you may face a wait if unlucky enough to have problems in the bush.Insurance charges, though usually higher than for Aussie family sixes, aren't excessive. There can be a bigger than average range of premium charges so it's smart to take time to shop around.WHAT TO LOOK FORThe engine should start almost the moment you turn the key and idle smoothly and quietly immediately.A smoking exhaust is probably a sign of expensive wear – and the older Maximas are often getting towards their use-buy date.If the automatic transmission is slow to go into gear or harsh in its changes it could be due for an overhaul – though you may get away with simply having it serviced.Check the brakes pull up the car in a straight line and that one wheel doesn’t lock before the others. If ABS is installed you should feel a pulsing through the pedal during hard braking. If it’s too harsh have an expert look it over.Make sure there are no suspension noises when the car is driven on rough roads. This could indicate the car has had a rough life in the bush.Look for body damage or repairs following a crash, an inspection of the front tyres for uneven wear and a look over the seats, door trim and carpets for signs of rough use.Always have a professional do a final inspection as these are relatively complex cars and it’s easy to miss some items.CAR BUYING TIPIf shopping for something out of the ordinary try looking for a car club featuring the model.The gals and guys there can be a superb source of information.