Sedan Reviews

Choosing the right car can open the door to the executive floor, or confirm your corner office and that overdue promotion to the big league. Just as the right suit, tie, shoes or watch send a message to management, so does the right car.Working on the basis that you should always dress for the job you want, not the one you have, there are some impressive buys around in the prestige class. And, better than anything, a smart second-hand purchase is a great way to reward yourself.You still need to think about the obvious stuff -- maintenance and repair costs, insurance, fuel economy and resale value -- but driving a tasty import doesn't have to mean a second mortgage. Buying near-new, with just a couple of years on the clock, can open the doors to some impressive cars.Here are three that tick the boxes for the Carsguide undercover crew:(Search for hundreds more choices)HOT TIPSIf out of warranty use a brand specialist mechanic. If you can find a manual you're sure to save even more. Prestige cars cost to maintain so budget for this.2009 BMW 323iEngine: 2.5-litre 6-cyl petrolTransmission: 6-speed autoThirst: 8.8L/100CARSGUIDE SAYSA BMW badge is enough for many people and it needn't break the bank. The upmarket E90-model 3 Series sedan has balanced and subtly arresting style. The 323i (or the E92 325i if you spend $50K) gets a six-cylinder engine and earns more street cred than the four-cylinder 318i and 320i. It's not cheap to own or run, but the 323i still has lots going for it. It has room for four adults, is an exhilarating drive with solid handling, and even the fuel use isn't too bad. A thorough service history is mandatory and new owners are expected to continue this trend.2009 Lexus IS250 PrestigeEngine: 2.5-litre 6-cyl petrolTransmission: 6-speed automaticThirst: 9.7L/100CARSGUIDE SAYSAn underestimated car that's perfect for first-time executive buyers. This particular example is the desirable 2009 upgrade model and gets extra kit such as the heated and cooled front seats and satnav. The IS is similar in size to a 3 Series but more focused on comfort and equipment than performance or rip-roaring cornering. Lexus builds beautiful cars and owners report very good customer service.2009 Mercedes-Benz C280 AvantgardeEngine: 3.0-litre 6-cyl petrolTransmission: 7-speed automaticThirst: 9.4L/100CARSGUIDE SAYSThis C-Class variant is a cut above the 1.8-litre petrol and 2.1-litre diesel models that sold best in 2008-10. Its 3.0 V6 gives punchy performance, at the cost of a greater thirst, as well as a distinctive exhaust note. There is commendable safety and reasonable equipment, although it's not a match for the Lexus.

Someone has been teaching Nissan about mean, mode and median. No matter the chosen values, the new Pulsar sedan occupies the middle ground in the small car class. That’s a major lift on the Tiida that came before it and the Pulsar’s mix of comfort and space makes it a small car worth considering.At $28,990 the top-line Ti is competing with the likes of the Mazda3 SP20, Toyota Corolla, Ford Focus and Holden Cruze.Nissan’s approach has been to craft a plush, accommodating vehicle. It compensates for a lack of sporty looks or handling - that role will be filled by the SSS hatch later this year - by taking four adults and major urban road obstacles in its stride.On top of that, it is packed with gear including dual-zone climate control, Bluetooth with audio streaming, a touchscreen with satnav and a reversing camera.The Pulsar may be a new car, but there’s not much new in the way of features. The CVT is calibrated for fuel economy and, unless the accelerator is on the floor, is far less prone to emit the booming drone that blights similar transmissions.It’s a fairly refined ride at 100km/h, where tyre noise is the biggest intrusion in the cabin. Click the sport button on the gearshift, though, and the perceptible lift in engine response brings a matching rise in noise.A refined look with clean lines and LED running lights on the outside is matched by an easy-to-operate interior. The instrument panel uses a traditional two-dial approach for tacho and speedo - there is no digital speed display - and the audio controls are mounted on the steering wheel, along with the cruise controls.Chrome highlights add upmarket bling and there are smart touches like the well-padded front door armrests. The centre bin is set too far back to be easily accessed by front-seat occupants, though. And the default setting on the fuel consumption is in km/litre, not litres/km.ANCAP hasn’t deformed the Pulsar’s panels yet, so there’s no official verdict on how the small sedan will perform. It has a regulation six airbags and safety software and, with a bigger, stiffer body than the Tiida, should rate as a four or five-star car.The Pulsar excels as an upmarket shopping trolley. It is competent in just about department without being a standout in any of them.The sedan is well-mannered at urban speeds, uses just on seven litres/100km of petrol in real-world driving and the steering is lightweight without being vague. Load a pair of adults in the back and they won’t complain about leg space or headroom.The boot is huge at 510 litres and you’d really have to be packing a load to be limited by the gooseneck hinges. The absence of a port or folding rear seats is a drawback to carrying long items, though.On twisty roads the lack of power and outright handling starts to show as the CVT tries to hold peak torque and the soft suspension induces a touch of cabin-wobble through the left-right turns. Trivial stuff, given most owners won’t be aspiring to chase 370Zs through the hills.The Pulsar is a genuine rival to the Toyota Corolla as a utilitarian vehicle designed to do everything well. It may be “whitegoods on wheels” but the Nissan gives the impression you’ve bought one of those European labels.

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?WHAT IS IT?The ultimate Falcon GT and the last to come out of Ford Performance Vehicles which was recently brought back into the fold. From now on, they come off the same assembly line as other Falcons at Broadmeadows.HOW MUCH?Wait for it . . . $76,990. That's a lot of dosh for a car that doesn't even get power seats, let alone a driver's window with auto up. The question is . . . does the performance alone justify the price?WHAT ARE COMPETITORS?HSV's GTS and to a lesser extent Chrysler's SRT8 300. After that you can add in virtually anything that's fast and attractive.WHAT'S UNDER THE BONNET?5.0-litre supercharged V8, with 335kW of power and 570Nm of torque. RSPEC features recalibrated suspension, new wider 9-inch rears with 275/35 R19 Dunlop Sports Maxx tyres and, in an FPV first Launch Control.HOW DOES IT GO?A sleeping beast waiting to be stirred. Punch the accelerator and thing unwinds like a big cat, with a roar and plenty of sound effects from the Harrop supercharger.IS IT ECONOMICAL?Hardly. Most of our time was spent travelling up and down the motorway, with an all too brief session stretching its legs on some twisty back roads. Rated at 13.7 litres/100km we were getting 14.8 at the end of 500km it takes premium too.IS IT GREEN?Gets 3 out of 5 stars from the Govt's Green Vehicle Guide (Prius gets 5).IS IT SAFE?No probs. Just like the Falcon it gets a maximum five stars, with all the same safety gear including electronic traction and stability control.IS IT COMFORTABLE?It's a Falcon and that means yes. But little has been done to isolate the driver from the noise, vibration and harshness that comes with car like this it wears you down after a while.WHAT'S IT LIKE TO DRIVE?In black with red highlights including red wheels it looks simply amazing and attracts plenty of attention. Other drivers also pay the car plenty of respect too, moving out of the way without waiting to be asked. The handling in this model is superb, with plenty of grip in corners that inspires confidence.IS IT VALUE FOR MONEY?Not really. This kind of money puts you behind the wheel of plenty of other cars, but arguably none with the same kind of appeal.WOULD WE BUY ONE?They'll be talking about cars like this in reverent terms in years to come. The environment just can't sustain them anymore, so if you want one you'd better get in quick. Something to tell your grand kids about.FPV GT RSPEC Limited EditionPrice: from $76,990Warranty: 3 years/100,000kmCrash rating:  5-star ANCAPEngine: 5.0-litre 8-cyl, 335kW/570NmTransmission: 6-speed auto; 6-speed manual RWDDimensions: 4970mm (L), 1868mm (W), 1453mm (H)Thirst: 13.7L/100km 324g/km CO2

Holden Barinas come from a variety of backgrounds. From 1989 until April 1994, Barina was a Japanese Suzuki Swift with a different name, though it sold in fewer variants than did the Swift. From April 1994, Barina was built by German car maker Opel.Then from December 2005, Barina was produced by the South Korean company Daewoo. These days Daewoo, now GM-Korea, has quite a few Australian engineers and designers so there's plenty of local expertise in them.To further increase confusion, Opel Corsa entered the Australian market for the first time in September 2012 and is the ‘grandson’ of the Barina that used to be built for Holden by Opel.It’s still early days for the Corsa in Australia, but owners of the German Barinas are paying close attention to them. Not only do Corsas have sportier dynamics than the Korean Barinas, the importer is closely related to Holden in back-office operations.Holden Barina is a small car that’s generally tough in its build and put together to a good standard in any of the factories just mentioned. It has earned a good reputation for being simple to drive and park.However, some older models didn’t have power-assisted steering as standard so can be a handful at parking speeds. If you do come across one be sure to road test it at very low speeds to see what you think.The Barina is sold as a three-door or five-door hatchback, or a four-door sedan, the latter not offered at all times. Occupant space in the front seats is fine. Some drivers complain the pedals are too close together in the German versions, others don’t have a problem.Rear seat legroom is rather restricted unless the front occupants are prepared to give up some of their space. Hardly unusual in a car in this class. Boot space is marginal in the ‘Suzuki’ Barina, better in the ‘Opel’ and ‘Daewoo’ versions. Naturally the rear-seat backrest can be folded down to increase luggage room when required.In their Suzuki and Daewoo formats the Barina is mainly aimed at suburban running. The German Opel Barina isn't out of place on country roads provided they are not too rough; corrugated roads can knock them around. They are designed to cruise at 140 to 160 km/h in their home country so dawdling along at 110 km/h in Australia sees them barely raising a sweat.The current GM-Korea Barina isn’t too bad on the rough stuff, but is still better left to the suburban areas. Handling in the European-sourced Barinas is enjoyable and will appeal to the enthusiast. The Suzuki and Korean models can be on the soft side, though a decent set of tyres can make them reasonably pleasant to drive.All Barinas have four-cylinder engines. The Suzuki engine is a 1.3-litre unit (three-cylinder engines used in some Suzuki Swifts but were never installed in Barinas). Though the engine is small, performance is reasonably good because of the light weight of the car.The European-built Opel Barina comes with several different engine sizes. The 1.2-litre engine was sluggish and a poor seller, it was discontinued midway through 1997; the 1.4-litre is the most common engine and provides on-road performance that’s fine for most people.There's also a hot GSi motor in the Opel versions of the Barina. It had 1.6 litres until the 2001 model, then 1.8 litres (re-tagged as the Barina SRi) made it a genuine hot hatch at a pretty modest price.Engines in the current Barina, the South Korean one, have a capacity of 1.2 litres in the low-cost Spark model and 1.6 litres in the others. The 1.2 is on the dead side but the 1.6 provides reasonably peppy performance. These days there’s no high-performance option on Barina, but the Opel Corsa OPC, launched early in 2013 is a great little hot hatch.Five-speed manual gearboxes are probably the best bet unless you are going to be doing a lot of heavy-duty commuting. The automatic in the ‘Suzuki’ Barina is a three-speed unit, that in the German Opel and Korean models a four-speed. The automatic option isn’t offered in all versions of the Opel-based Barina.From November 1997 until late 2000 some three-door hatches were converted into two-door cabriolets by HSV in Melbourne. They are great fun to cruise in when the weather’s right, but their extra weight makes them sluggish in acceleration and handling suffered because of the removal of the roof.The cabriolet is even smaller in the back seat than the others, so is really a two-plus-two not a four-seater. Spare parts prices are generally favourable and there are Holden dealers in virtually all areas of Australia. Those in remote country areas are unlikely to stock every Barina part, so you may have to wait for parts to be shipped from a major city.Barinas are reasonably easy for the amateur mechanic to service and repair, though the underbonnet area is on the crowded side and work can be frustrating at times. Having a workshop manual on hand before you lift the bonnet makes a lot of sense. Insurance charges are generally reasonable, some companies will ask extra for the higher-performance Barina GSi and SRi.WHAT TO LOOK FORThe engine should start reasonably quickly and idle without too much movement. Listen for a rattle when it first kicks over, even if the rattle dies away after a couple of seconds it probably means the engine is badly worn.After the engine has been idling for a minute or so, hit the accelerator pedal and look for a puff of smoke from the exhaust. This could indicate serious engine wear.Make some fast gearchanges and listen and feel for a manual gearbox that baulks or crashes. The problem usually shows up in the critical third-to-second downchange before any others.Automatics that are rough in their changes or which change too frequently, may be due for an overhaul.Check that the brakes don't pull to one side under hard application. If ABS is fitted, feel for a pulsing through the pedal when you push it very hard.Look for front tyres that are worn unevenly. This could be caused by something as simple as poor wheel alignment, but it could also mean the body has been twisted in a prang.Rust is not normally a problem in Suzuki-built Barinas, but if it does get a hold it can make a real mess of the body in a relatively short time. Be wary of this because rust repairs can cost big bucks.Opel cars are significantly better for rust protection and the only problems we have seen are in cars poorly repaired after a crash. Korean cars look to be well rust proofed and are standing up well.To be on the safe side, check for rust in all lower areas of the body, doors and hatchback, as well as the surrounds of the front and rear windows and the petrol filler flap.CAR BUYING TIPSmall cars with low kilometres on the clock have probably spent most of their lives in heavy-duty traffic with their engines cold. This is not good for longevity of mechanical components.

It’s my belief that for a rounded motoring life a family should run three vehicles: a compact runabout for day-to-day operation; a sporty vehicle for weekend fun runs and a versatile wagon or ute for transporting stuff.Financially a hard ask? Impossible in a single vehicle? Take a look at the latest version of the Audi RS 4 Avant, not only do you get all of the above for convenience but a modern classic to boot.Who will own the new RS 4 Avant? Audi says essentially male and female high achievers who are rewarding themselves; sports active trendsetters. Already lining up are swim star Ian Thorpe and celebrity chefs Matt Moran and Shannon Bennett. Hallowed company by any standard.VALUEThe Audi RS 4 Avant is priced at $149,400. Options, adding up to $7200, on offer include Dynamic Ride Control which, together with the sport suspension plus, reduces body movements mechanically and, therefore, without lag. The system is combined with variable damper control, which can be switched between three stages.In addition, Audi drive select has the ability to turn the kitten into a wild cat through the steering, the S tronic transmission, the throttle valves and the exhaust sound flap.The driver can dial up ‘comfort’, ‘auto’ and ‘dynamic’, and if the car is equipped with an MMI navigation system, a fourth mode, ‘individual’, which can be configured within limits by the driver.Big brakes all round borrow much from the racetrack, especially in the way they dissipate the heat generated under constant hard treatment. Callipers. painted high-gloss black and bearing RS logos, are made of aluminium. Optional are carbon fibre ceramic discs and six-piston callipers in Anthracite Grey.DESIGNWith the body 20 mm lower than the volume A4, the RS 4 Avant comes standard with ten-spoke 19-inch aluminium wheels fitted with 265/35 series tyres. Audi offers optional 20-inch wheels in three styles with 265/30 tyres, two featuring a polished titanium look. All tyres have been optimised for rolling resistance without compromising handling or braking.The already elegant exterior of the RS 4 Avant has been sharpened compared with the A4. Focus of the front is the hexagonal single frame radiator grille, while LED daytime running lights ring xenon-plus headlamps. LEDs are repeated at the rear of the vehicle.The two large, elliptical tailpipe tips of the dual exhaust system are integrated into the diffuser, which extends upward towards a honeycomb insert. The car’s profile features flared side elements with sharp horizontal upper edges, standing in tribute to the all-wheel drive pioneer, the1980 Audi quattro.The interior is totally in black unless fitted with optional lunar silver headlining. Carbon inlays are standard, while the top model takes S sport seats in black leather and Alcantara.Leather trim extends to the multifunction sport steering wheel flattened at the bottom. The shift paddles are in aluminium look. Pedals, air vents, the MMI buttons and many other controls also feature the same finish.TECHNOLOGYThe figures speak for themselves – combined fuel consumption of 10.7 litres per 100 kilometres (responsible runabout); the sprint from zero to 100 kilometres an hour in 4.7 seconds (sports star); and 490 to 1430 litres of cargo room (ute with a roof).Since its inception 12 years ago with the Audi RS 2 the main focus of the RS Avant has been the powertrain and with the latest incarnation, the third generation RS 4 Avant, things are no different.Under the bonnet is a high revving naturally aspirated 4.2-litre V8 punching out 331 kW at 8250 rpm, with 430 Nm of torque available between 4000 and 6000 rpm spearing the top-dog Avant from zero to 100 km/h in 4.7 seconds on its way to a governed top speed of 250 km/h. This can be increased to 280 km/h on request to Audi.Mated with a seven-speed S tronic transmission, backed up by launch control which gets the car off the mark with optimal traction at the push of a button.Power is put to all four wheels via the latest Audi quattro permanent all-wheel drive system with self-locking centre differential which under normal driving conditions sends 60 per of engine torque to the rear wheels. If things become messy up to 85 per cent of the torque can be pushed rearwards, or up to 70 per cent to the front.On top of this an Audi sport differential is capable of distributing power between the rear wheels so that on a bend it directs the majority of the torque to the outside wheel and pushes the RS 4 Avant into the curve, negating oversteer or understeer.Steering boost changes with speed, the electric motor in the steering gear consuming no energy when driving straight ahead. This can cut fuel consumption by as much as 0.3 litres per 100 km.DRIVINGAt the Australian launch the RS 4 Avant was put through a series of tests, including slalom and numerous track laps, by the media at the Sydney Motorsport Park at Eastern Creek and on surrounding public roads.Thanks to the active drivetrain, handling remained neutral, while the electromechanical power steering provided excellent feedback on track and road.Added to this was an Audi bonus: flaps in each of the two tailpipes of the dual exhaust, at higher loads and engine speeds – or at the push of a button in the Audi drive select system – opened to provide a richer resonant sound.And with the dynamic Audi drive select mode active the transmission gets the engine to give a great throttle blip on downshifts. Stirring stuff.VERDICTAt $149,490, dipping significantly from the $170, 000 of the previous model, the new Audi RS 4 Avant adds up to a value package for those wanting versatility with style and sporty performance.Audi RS4 AvantPrice: from $149,400Engine: 4.2-litre 8-cylinder, 331kW/430NmTransmission: 7-speed S tronicThirst: 10.7L/100km

NEWThere's no doubt that the BMW badge is holding its own despite a number of other makes muscling in on the territory once occupied only by the Bavarian carmaker and its cross-country rival Mercedes-Benz.For some, the BMW badge became a little passé when the 3-Series became the car of choice for those wanting to be seen driving a more upmarket machine and they mostly turned to other marques such as Audi and Lexus, but by the number of BMWs on the road the German brand is still one to aspire to.Getting on-board the BMW prestige train, however, requires a sizable bank account. They're not only an expensive purchase, but can cost a pretty penny to maintain.One way to reduce the cost of purchasing one of these luxury machines is to buy used. If you're somewhat impoverished and can't afford the more exotic models BMW offers then an entry-level model like the 528i is a way in.Lookswise the F10 528i that appeared in showrooms in 2010 was a handsome machine, particularly compared to some of the edgy designs that have come from BMW over the past few years. It was smooth, nicely proportioned and with flowing lines that looked the goods from all angles.Inside there was plenty of accommodation for four adults, although squeezing a fifth in somewhat compromised the comfort.Power for the 528i comes from a 3.0-litre six-cylinder in-line engine delivering 190 kW and 310 Nm, and like all BMW sixes is happy to sing for its supper. It's not a fire-breathing monster, rather it's a silky smooth unit perfectly suited to the task at hand, while still delivering decent fuel economy.An eight-speed auto works well in tandem with the six to get the most out of the engine in all situations, and the final drive happens through the rear wheels.While most carmakers have moved to front-wheel drive, mostly for efficient packaging, BMW has steadfastly stuck with rear-wheel drive, which is a blessing for anyone who really likes driving. There's little to compare to the feel and response of a rear-wheel drive car and BMW is right up there with the best.NOWThe 528i is packed with technology, which is fine and dandy when it's working as intended, but no so endearing when it's not. When things go wrong, with things like the eight-speed transmission or any of the myriad electronic systems, the cost of repair can be horrific.While it's nice to experience the glitz that comes with taking your BMW to a factory dealership it comes at a cost, so before buying into the brand you need to weigh up the cost of repairs and maintenance and consider who you might use to keep your machine ticking over at its best.If it's under warranty, no question, use the dealer for servicing, if it's out of warranty consider the option of using an independent service agent who can generally maintain and repair your car at a much reduced rate.Another thing to consider is the cost of tyres. The 528i runs on expensive low-profile run-flat tyres that are likely to come up for replacement while in the hands of the second owner.If those things don't deter you then the good news is that there is little complaint from F10 owners. With the earliest examples having now done around 30,000 km it's still early days, but anyone considering buying a used 528i as they come off lease can do so with good confidence that they will get a good run out of the car.SMITHY SAYSGreat driving, well built, fully featured prestige sedan. Can't go wrong.BMW 528i 2010-2011Price new: $99,900Engine: 3.0-litre 6-cylinderTransmission: 8-speed automatic, RWDEconomy: 8 L/100 kmBody: 4-door sedanVariants: 528iSafety: 5-star ANCAPCOMING UPDo you own a Holden Barina? If so tell us what you think of it by sending your comments to Graham Smith at grah.smith@bigpond.com or Carsguide, PO Box 4245, Sydney, NSW, 2010.

You don’t buy a Mazda 3 to stand out. They crowd most Aussie parking lots and dominate city traffic. The Mazda 3 has been Australia’s top-selling car for two years running.

Combing the small car market for the ‘perfect’ car can be a daunting task, especially with a seeming bazillion to choose from - the top-selling Mazda3, VW Golf, Toyota Corolla, Holden Cruze, Hyundai i30 and Ford Focus (to name just a few).Sent from Thailand, the ninth-generation Civic sedan tested here joins this teeming mass, as Honda aims to strengthen their credentials down under and regain ground lost after the 2011 Thailand floods. But does this little sedan have what it takes to stand out in this crowd?If you’re tossing up between the Civic sedan and hatch, here are some things to consider. Starting from $20,490 the base model VTi sedan is similarly priced to the base model hatch at $20,650 (with $2000 recently chopped off its price).And the mid spec VTi-L sedan is priced at $23,990, $1500 less than the mid spec hatch. Until this year Bluetooth connectivity wasn’t available in the base model hatch, so if you’re looking at 2012 models this is something to consider. Annoyingly the sedan model doesn’t have a hill holder like the hatch variants.The Civic sedan gets a three year 100,000km warranty and is kitted with 12V auxiliary sockets, four speaker audio system, MP3/WMA compatible CD player, USB connectivity, steering wheel mounted controls, cruise control, coloured multi function screen and trip computer, keyless entry, chrome grille surround and remote boot release.The mid spec VTi-L gets 16 inch alloy wheels compared to the VTi’s 15 inch steel wheels and also receives on/off headlights, a chrome gear shifter and a temporary spare.Both variants have a smooth 1.8 litre four cylinder engine with 104kW of power and 174Nm of torque. We drove both the five speed sports auto and five speed manual driving through the front wheels.It comes with an eco button to reduce fuel consumption but you’ll want to switch that off to get the car really going. The combined fuel economy is 6.8L/100Km and the urban is 8.9L/100km. We only drove the Civic in the city, an appropriate environment for a small sedan and gained 9.4L/100km.We prefer the exterior looks of the Civic hatch, as it comes with attractive daytime running lights that give the small car a more aggressive look. But the sedan option is cheaper and has attractive sweeping lines, a chrome grille and the VTi-L's 16 inch alloy wheels are impressive.On the inside the light grey seat upholstery, thought by our passengers as “styled by grandma” is outdated and doesn’t suit the modern dashboard with up-to-date features like push start button and speed dependent display. But on a positive note everything is laid out well on the dashboard and the equipment is simple to use.The interior space is appropriate for a small family but long-legged teenagers probably won’t appreciate the back seat space. The sedan gets 40 extra litres of boot space compared to the hatch’s 400 litre capacity.It comes with dual driver and passenger airbags, brake assist, electronic brake force distribution, electronic stability control with passive steer assist, traction control and engine immobiliser.The Civic sedan has excellent sound insulation, as hardly any road noise enters the cabin. The suspension is also worth a mention, as it glides well over bumpy roads.Both the auto and manual only come with five gears that don’t handle speeds over 80km/h well, so a sixth gear would come in handy on highways. And the auto often doesn’t shift gears well, resulting in reduced power. We recommend the manual, as you’ll have a more enjoyable drive. The manual gear box is precise with easy to find gears that change smoothly.The sedan is a good contender in the small car market, trampling its sibling the Honda City sedan in drive train and exterior looks. While there is room for improvement, especially in regards to interior styling, the Civic sedan makes up for it in price, comfort and drivetrain.

Audi's RS4 Avant is a good car, but is it much better than its predecessor? Every year I drive about 100 cars, but the actual number is much larger than that. Or much lower. It depends how you count.Most models come in a variety of body styles. If I drive the sedan, does the coupe count as a different car? How about the wagon? Or convertible?The problem multiplies when you factor in engines and transmissions. Both can change the character of a vehicle completely. By the time you get to the differences between the bottom and top of a well-populated range, say the span from a BMW 320i to an M3, there's an awful lot that separates them. But where do you draw the line?VALUEWhen I play the motoring parlour game of, “If I had to buy one of (brand), which would it be?”, the RS4 Avant is usually the Audi answer. Compared with a standard A4 Avant, it has been lowered, has aluminium-rich suspension, a wider track and a sports rear differential.It's a practical wagon that's not too big, not too showy, has all-wheel drive and a big, high-revving naturally aspirated 4.2-litre V8. Just the thing for a trip to Ikea. And since Audi has given up its former ban on producing more than one RS variant at a time, it's also very like the RS5, the RS5 Cabrio and probably some other RSs I haven't encountered yet.Which leaves you wondering why there has been a five-year gap since the last RS4. There is one way, though, that you'll know the difference between the 2013 car and the one from 2008: price. At $149,400 plus on-roads, this one is about $20,000 cheaper. On that basis, I'm prepared to say it's absolutely all new.DESIGNWhen is a new car really “new”? When every last nut and bolt has been redesigned from scratch is one answer. But that rarely happens, if ever. A proportion of the same bits carry over from one generation to the next.Car companies like to gloss over this. Regardless how minor an upgrade, every car is “new”. The term has become so devalued that “all-new” is now the default. And that means “Mostly stuff we've used before” as well.Often, large swathes of engineering are carried over and only the pressed metal is different. If that's indistinguishable, then you're really in trouble. This problem is starting to creep up on Audi. Any Audi you see on the road is unmistakeably from the Ingolstadt maker, so distinctive are its designs.But which one? Is that the new A3 or the old?Inside it's a similar story. The Audi cabin was lauded as best-in-class a few years back. Then Audi set the backrest to a comfortable angle and put its feet up. The materials and layout have barely changed and the novelty of having to press a button umpteen times to change the fan speed has long worn off. Now when I enter an Audi cabin I'm craving innovation.TECHNOLOGYThe newcomers include two of the fastest diesels you can buy in the A6/A7 3.0 TDI, which develop 230kW thanks to clever turbocharging. They leverage Audi's race success with diesels at the Le Mans 24-hour race, which it has dominated since 2006, and employ some of that know-how to hit 100km/h in a whisker over five seconds.They feed an increasing fondness for diesel engines in Australia, with 43 per cent of Audis now sold with one. At 4.7 seconds to 100km/h it's quicker than the previous RS4, too, by 0.2s. A seven-speed double-clutch automatic transmission replaces the previous six-speed unit and the engine has been reworked to deliver 21 per cent better fuel economy.DRIVINGAn A7 example driven to Sydney from Canberra left me cold. The engine sounds good when you're giving it an absolute hiding, but most of the time it doesn't sound like much at all. There's a distinct lack of drama or excitement.The suspension was unsettled by country roads and the ride was poor even in comfort mode. There's the performance of a V8 but the diesel lacks the fizz of an old-fashioned petrol donk and I looked forward to the next day, when the latest RS4 Avant was available.It's terrific to be driving a non-turbo engine for a change and this one revs freely, delivering sound and power in equal measure all the way to 8250rpm. Now I'm sure if I drove old and new back to back the differences would be glaring. I'd probably notice the extra couple of hundred kilos for a start.This one feels like a heavy car. It would certainly be more than simply, “It's been a long time since I've filled up -- 21 per cent longer than I thought it would be.'' But it wasn't possible to do that, so the way I feel about the RS4 is unchanged.On one hand, it has the sort of performance any enthusiast would like in any vehicle, regardless of function. It's a wagon, but it goes like stink. If you must go shopping, then it might as well be in one of these. It's a prize fighter in civvies who knows he can whip anyone in the room. Because of that, it's the sort of car you end thinking can be exploited fully only on a track.Then you go to a track and it's confusing because it doesn't seem quite right there either. The all-wheel drive system is amazing and you can feel it shuffling torque from front to rear as grip levels change. In some fast corners this can also be a bit disconcerting. It's not the simple equation delivered by a rear or front-drive car, where you get a sense of its limits.In an RS4, it's difficult to work out where they are. The all-drive system always seems to have tricks up its sleeve. The result is invariably that you go steaming into corners a bit too quickly and get understeer -- going straight on when you want to turn. You're going faster in the first place because it's possible, and because it's difficult to tell how fast is too fast.I remember this from other performance Audis and perhaps it's a question of familiarisation. A few laps wasn't enough last time and isn't enough this time.VERDICTIs it new? Well, some of it is. The bits that deliver an extra 18kW and burn less fuel. In approach and much else, it's the same.Audi RS4 AvantPrice: from $149,400Vehicle: Performance wagonEngine: 4.2-litre 8-cylinder petrol, 331kW/430NmTransmission: 7-speed dual-clutch automatic, AWDThirst: 10.7L/100km 

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?What is it?This is the recently upgraded flagship of the Lexus fleet, now available in four variants. The car we drove is one up from the 'base' model with a luxury slant as opposed to a more sporty flavour. It leaves precious little to be desired in terms of pampering passengers.How much?The Sport Luxury goes for $192,400, about ten grand up on the kick-off price.What are competitors?Competitors include the Mercedes-Benz S-Class, Audi A8, BMW 7-Series, Jag XJ.What's under the bonnet?Plenty of poke from a revised 4.6-litre petrol V8 with direct dual injection (like the Toyota 86), variable cam timing, variable cam lift on the intake side and other tech stuff to achieve 285kW/493Nm output. Transmission is an eight speed auto - silky smooth, adaptive and with paddle shift. Drive is to the rear wheels.How does it go?Quick for a big luxo-barge. Stops the 0-100kmh clocks in 5.9 seconds and has plenty of performance ready and waiting especially in Sport and Sport+ modes on the drive select system which also offers Eco, Comfort and Normal. Ride and handling is impressive too due in part to the adaptive air suspension, big brakes, and multi links at all four corners. Scores 19-inch tyres this time around.Is it economical?Surprisingly so for a two tonner. We saw better than the claimed 10.7 litres/100km. It dipped into the 8.0s on the highway but averaged mid 9.0s in mixed driving without trying too hard.Is it green?Moderately so, EU5 engine.Is it safe?Five star or equivalent.Is it comfortable?Supremely so right down to the front passenger's ottoman seat, seat heaters and coolers including the back seats which electrically recline, privacy blinds on the rear three windows, radar cruise control, awesome Mark Levinson audio with a bazillion speakers, largest info/satnav screen in the business. Multiple seat adjustment, electric wheel adjustment, supple ride, no noise at all pretty much.What's it like to drive?Felt like a chauffeur. But still pretty good from the driver’s seat. Unreal in the back pews if you can score a driver. Watch the Blu Ray, turn on the seat heater, recline and take a nap....Is it value for money?Against the competition yes.Would we buy one?No, unless we could afford a chauffer.Lexus LS 460 Sport LuxuryPrice: from $190,664Engine: 4.6-litre 8-cylinder petrol, 280kW/493NmTrans: 8-speed sports auto, AWDThirst: 11.1L/100km, CO2 261g/km