Sedan Reviews

The 640i Gran Coupe is the Bavarian carmaker's answer to the highly successful Mercedes-Benz CLS, even if it is eight years late. The CLS is in its second generation, while the Audi A7 Sportback has been around for a couple of years.VALUEOn sale now for $194,872.08 drive away, the four-door 640i is about $6500 more than the two-door coupe version, but is $9500 less than the convertible. The V8 650i Gran Coupe is available from about $250K on road, then the M6 range-topping autobahn stormer next year. A diesel version is a possibility. The Gran Coupe also is targeting the far more expensive Maserati Quattroporte, Porsche Panamera and Aston Martin Rapide.Standard equipment on even the most basic 640i includes a 10.2-inch screen for the BMW Professional satellite-navigation system, in-car internet and rear camera as well as tilt-only sunroof, head-up display, electric power steering, Dynamic Damper Control, adaptive LED headlights with cornering function, heated front seats, keyless entry and start, four-zone climate-control, a rear folding backrest, full-length rear-screen LED brake lights (a BMW first) and 19-inch alloy wheels.TECHNOLOGYThe 1750kg 640i Gran Coupe is powered by the same 3.0-litre straight six as the Coupe and Convertible. Using direct-injection TwinPower Turbo twin-scroll forced induction, 235kW of power from 5800 to 6000rpm and 450Nm of torque from 1300 to 4500rpm are delivered to the rear wheels via a ZF eight-speed automatic Steptronic transmission. It reaches 100km/h in 5.4 seconds and the top speed is electronically limited to 250km/h.The combined fuel consumption is 7.8 litres per 100km (7.9 if fitted with the optional 20-inch alloys) and carbon dioxide emissions average 182g/km. Colleagues achieved about 11.5 on the drive around the Far North. Fuel use is aided by the stop-start system at idle, regenerative braking and on-demand ancillary components.Single-piston aluminium floating-calliper disc brakes (vented up front) bring the 640i to a quick stop, helped along by the usual suite of stability, traction and cornering controls, as well as BMW's Dynamic Brake Control, Dry Braking Function, a brake fading system and start-off assist systems. Steering is speed-sensitive electric power-assisted while the standard run-flat tyres are 245/40R19 up front and 275/35R19s at the back.DESIGNThe Gran Coupe can seat five with a smaller person in the middle of the rear seat at a pinch. It's basically a stretched version of the 6 Series Coupe and Convertible, with the same nose and rear and a less raked A-pillar. It sits on a 2968mm wheelbase, 113mm longer than the other 6 Series models. The doors and bonnet are made from aluminium, but the roof is longer and flatter, as well as 24mm higher for better headroom.It is 5007mm long, 102mm more than the 5 Series but 65mm less than 7 Series, 1894mm wide and 1392mm high, with extra dimensions to increasing rear seat legroom versus the two-door models. The rear backrest folds to increase boot volume from 460 litres (the same as the coupe) to 1265 litres. Apart from a different and cosetting centre console layout in an otherwise identical dashboard, the front half of the interior is shared with other 6 Series variants.DRIVINGIt's a slinky, low-slung car and fortunately there is lots of go with the show. The twin turbo straight six can lift its skirt and run with the best of them. Our speed limit of 100km/h comes up in a mere 5.4s and it will storm on to a limited 250km/h, if you dare.Our drive program took us along the Bruce Highway to Gordonvale, up the Gillies Range, across the Tableland with a detour to my favourite section of Springmount Rd between Walkamin and Dimbulah and then to Mt Molloy and down the Rex Range to Port Douglas. The following day was a brief spin from Port Douglas to Cairns.The Gran Coupe follows BMW's mantra as a dynamic driving machine and enjoyed being punted through the twisty bits on the Gillies, zipping around the curves as if on rails with great feel through the steering and plenty of surety in the brakes. The coupe wafts along at 100km/h with nary any noise from the silky smooth engine, some wind rustle courtesy of the big door mirrors but unfortunate road noise over coarse bitumen surfaces. The ride is firm but not unpleasant.It lunged across the undulating and bendy Springmount Rd between Walkamin and Oaky Creek like a grippy rally car, powering out of the tight bends and providing loads of braking when required. Overtaking slower vehicles was a cinch as the bi-turbos whipped into a frenzy. The straight six emits a delicious growl when prodded but can be eerily quiet at 100 clicks.I almost fell asleep as my co-driver took the wheel between Mareeba and Mt Molloy. Its roadholding and superb brakes came to the fore on the downhill leg of the Rex Range between Julatten and Mossman. Inside is a delight, a cosy cabin with lashings of leather and comfortable seats front and rearVERDICTBMW has done a great job at its first attempt of a four-door coupe even if they are a few yearslate but it's expensive. The GC provides a slinky alternative to the more humdrum 5 and 7 series Beamers. The 640i Gran Coupe continues the BMW tradition of a superb, powerful and addictive straight six power plant. It's more grand tourer than a sporty four-door coupe but having said that it also can be hurried through curves and bends with vigour. The Gran Coupe is all about style with substance.BMW 640i Gran CoupePrice: from $194,872 (for F12 model)Warranty: Three years/100,000kmSafety:  n/aEngine: 3.0-litre 6-cyl, 235kW/450NmTransmission: 8-speed auto, RWDThirst: 7.8L/100km, 181g/km CO2Body: 5m (L), 1.9m (W), 1.4m (H)Weight: 1825kgSpare: None. Run-flats

The new Chrysler 300 SRT8 won’t be winning any beauty awards but that’s not what it’s aiming for – the SRT8 is more interested in showing off what’s hiding beneath the surface.Here's the choice for around $66 grand in the heavy-hitter sedan department; HSV's 6.2-litre, V8 ClubSport at $66,900, Falcon F6 (blown six banger) at $64,390 or the new 6.4-litre, V8 Chrysler 300 SRT8 at a neat $66,000.The Falcon is a livewire that sounds like a vacuum cleaner, the HSV has good credentials and handling like a buckin' bronco while the Chrysler (reviewed here) is a Barry Crocker (shocker) to look at but outguns them all in terms of engine capacity and output. The bulky Chrysler tips the scales around 2.0 tonnes but that doesn't matter a hoot when you have 347kW and 631Nm rumbling up front.It's enough to push the SRT8 from 0-100kmh in the sub 5.0 second bracket. Drive goes to the huge 20-inch rear wheels through a five-speed auto with paddle shift and multiple modes. Variable valve timing and cylinder deactivation help efficiency but the donk remains an overhead valve unit. It likes a drink of premium too with a combined claimed average of 13.0-litres/100km.The cylinder deactivation system operates all the time and isn't the smoothest mechanical system ever invented. Its operation is accompanied by a noticeable graunching noise. But the SRT8 gets up when you select the sports mode and deactivate the over intrusive stability control.Sport mode sharpens up a range of functions converting the big Chry from barge to ballistic. It a remarkable transformation apart from that deactivation system constantly intervening when you get off the throttle. They need to install a dual mode exhaust too because the existing system is neutered. We would like to find out if the sports mode can be permanently selected instead of the car defaulting to nanny mode every time you switch off.The big, ugly Chrysler is a newbie in this company but what have they done to its looks? The previous model had real presence on the road - a large, American car look with overtones of Bentley. This new model has horrible piggy squint headlights, horrible black plastic honeycomb grille and a horrible chamfered rear end that looks like it's been chopped off at an angle by a giant's cheese slicer.And it isn’t much better inside if you like a premium soft-feel environment. Chrysler has perfected a method of skinning hard surfaces with a form of stitched leather for a "classy look." And that's what it is - a look only because the touch is hard-as-the-hobs-of-hell - cheap, nasty.Still, other aspects of the interior are pretty good with a Harman Kardon premium audio system, very large touch screen with satnav and reverse camera, electronic vehicle info' centre, sporty wheel, stunning light blue instrument back lighting, multiple media connection options. We like the numerous Benz-style safety systems too.Pity about the annoying rattle in the vicinity of the right rear door and the lack of a spare. There's plenty of room for five inside and the boot is huge.In normal driving, the SRT8 is a big, comfy limo that pampers passengers to a high luxury level. Let it loose on a tight section of road or racetrack and it's like Jeckyll and Hyde. Lucky it has four piston Brembos all round.

It's here, charting a rural back route between the nation's capital and its biggest city, that diesel sells itself. We're doing nothing to add to the state's road fine revenue, nor are we sparing the horses.Being the newest recipient of Audi's biturbo diesel V6, this A7 Sportback has stables full of them putting out 312 horsepower or 230kW and a fat 650Nm from its three litres. Barely animate at the legal limit pulling well under 2000rpm this latest beneficiary of Audi's Le Mans dominating diesel program can return 6.4 litres per 100km in ideal usage less than most popular small hatchbacks. Even by the end of this 340km run, we'll have enough juice in the 75 litre tank for more than week's commuting in Australia's worst traffic.As SUVs outsell cars, diesels are becoming more prevalent in driveways, if only by default. The pulling power and possible economy of diesels make them a default choice for soft- and off-roaders and a no-brainer for buyers from the bush.Yet Australian mornings unlike those in, say, Germany have not come to be filled by the sound a million cold diesels rattling into life. In fact, the take up in diesel passenger cars has fallen off since they started to come online in numbers less than a decade back a wave that included the previous generation A6. That was car showed us diesel could dwell in the same sentence as prestige. Part of it's down to the premium usually asked for diesel variants. More recently the new wave of turbo petrol engines has charted new heights of efficiency. Audi remains one of exceptions to the rule and as the A7 remorselessly reduces the distance to Sydney, it occurs that the petrol/diesel comparison is all but irrelevant a variant this accomplished should be considered on its own merits.Being introduced as the range topper of the A7 and A6 sedan ranges, the biturbo V6 is refined to the point of inaudibility at speed. There's little agricultural about it even at start up. Just as you can fiddle with throttle, steering and suspension settings via the multi-media set up, you can modulate the engine note which is fed into the cabin via loudspeaker. It's an almost worthwhile fixture for its gutsy V8 petrol-like tone, the best sounding diesel this side of a Porsche Cayenne (which employs a twin turbo diesel adapted from none other than Audi).Pushing the previous issue 3.0 TDI down the pecking order, the now range-topping A6 and A7 gain the A8's eight-speed automatic transmission, a happier marriage which does not eliminate doughy throttle response off the mark. Still, it feels more pronounced than it is in reality a 5.3 second 0-100km/h sprint time (5.1 in the lighter A6) is serious sports sedan terrain.Where the A7 it gets lost in the translation from German is (as ever with sportier Audi) in the ride. While it would crush the clicks between German cities with the best of them, the Dynamic suspension setting is borderline unbearable on the B-roads of the so-called Premier State. It's better in that respect when turned to Comfort mode, but the edge is blunted on the bends for which you'd want it. Even on the flat freeway the A7 is too apt to transmit coarse chip irregularities to the cabin.Barmy taxation means both cars, but especially this uber cool liftback, are wildly overpriced next to Audi's own SUV. The top notch Q5 is $75,800 against the $166,795 asked for this optioned up A7. Even its $148,600 starting price looks none too clever. The A6 sedan is $118,800 before you touch the options list.We bet heavily on the same engined SQ5 SUV well beneath this point.Audi A7 3.0 TDI BiturboPrice: $148,600Warranty: 3 years/unlimited kmResale: 66 per centService interval: 12 months/15,000kmSafety rating: 5 starsEngine: 3.0-litre Biturbo V6 diesel, 230kW/650NmTransmission: 8-speed auto; 4WDThirst: 6.4L/100kmDimensions: 4.9m (L), 1.9m (W), 1.4m (H)Weight: from 1750kgSpare: space-saver

Style was the number one talking point during time with the big Audi S7 four-door coupe. We were able to display it at two totally different venues, and it came as no surprise when the bold shape of the hot version of the Audi A7 passed the look-at-me tests with flying colours.High school formals are major social occasions these days, no more so in our home base on the Gold Coast where showing your ownership of the latest and greatest is vitally important to many people. The brand new Audi S7, chauffeured by my partner Julie transported her nephew in fine style. The arrival pageant when the about-to-be adults turn up in a variety of vehicles opens the evenings’ festivities.Students roll up in a variety of automotive works of art, including loud hotrods, beautifully restored classic cars and rich dads’ upmarket German machines saloons. Julie’s car, the just launched Audi S7 coupe, appeared near the top of the list of star automotive attractions as it stood under the lights in its shimmering pale blue paint work.VALUEAudi’s not budging with the S7’s earlier price tag so you’ll still pay $179,900 for the privilege of owning this good-looker. Along with an array of other standard features, the S7 comes with USB/Auxiliary audio inputs, satnav, Bluetooth and steering wheel mounted controls.TECHNOLOGYAudi is using an all-new version of its efficient twin-turbo V8 engine to power the S7. The V8 drives through a seven-speed double-clutch automatic transmission. Again we found the double-clutch automatic transmission wasn’t happy at very slow traffic speeds when the Sport setting was selected, but performed beautifully in the normal setting. If you’re out for an enthusiastic drive make sure to juggle between the two settings when you reach town.DESIGNThe first time around we only had the Audi for that single evening, but have just been able to spend a week in it for further evaluation (at least that’s my excuse!). Again we found it to be a real star in the styling stakes. We took it for an evening cruise down south into NSW and stopped at one of our favourite cafes that’s a pleasant pleasant place to end the day. The number of people who stopped and looked over the Audi coupe would have made its designers extremely pleased.The bold grille, big wheels and added details in the luxurious cabin leave no doubt this is the high-performance version of Audi’s largest sports coupe.DRIVINGThe big Audi coupe is not just about show, though, there’s plenty going on under that shapely bonnet that also deservers discussion. Though the high speeds for which Audis are designed are not possible in Australia, buyers downunder will appreciate the extra urge from the tuned V8 engine and the sporting feel given by dynamic suspension and steering settings.The S7’s scintillating performance is backed up by an engine note that’s great to listen to and on more than one occasion we found ourselves slowing down and dropping the transmission down a few gears so we could enjoy the push-in-the-back acceleration and the quality of engine sound.The chassis dynamics are offered in several stages by courtesy of a sophisticated electronic air suspension system so the driver can opt – by way of the MMI (Multi Media Interface) infotainment system – for the ideal setup for their personal mood and the condition of the road.The sleek big four-door sports coupe has plenty of engine power and an abundance of road grip. Ride comfort is generally good, but on rough and ready Australian backroads, particularly on coarse-chip surfaces, it can be on the noisy side. Keen drivers are hardly likely to complain, but if the passengers start to comment on these matters may we suggest you consult the owner’s handbook on the various suspension settings on offer?VERDICTThe new high-performance Audi S7 coupe is an excellent addition to the Audi A7 range and seems sure to attract the attention of those looking for the S7’s clever blend of sporty and elegant motoring.Audi S7Price: from $179,900Warranty: 3 years/unlimited kmCrash rating: n/aEngine: 4.0-litre 8-cyl, 309kW/550NmTransmission: 7-speed auto, AWDDimensions: 4980mm (L), 1911mm (W), 1408m (H)Weight: 1945kgThirst: 9.6L/100km, 225g/km CO2

The Ford Fairlane and LTD are luxurious long-wheelbase versions of the Falcon that provide stretch out legroom in the back. They offer excellent value for money for those wanting to transport four adults, or perhaps two adults and a pair of hulking teenagers.They are better suited to four occupants than five because the centre-rear seat’s foot-space is compromised by the transmission tunnel. As all the extra wheelbase has gone into the rear passenger area the boot space is about the same as that of the Falcon. The boot is large, but on the shallow side.Once upon a time Fairlane and LTD had completely different external styling to the Falcon so people didn’t realise where they came from. This lifted them in the prestige stakes and made them big sellers for many years.However, from the launch of the BA models in July 2003, the elongated Fords looked almost identical to Falcons. Potential buyers hated this and many switched to long-wheelbase Holdens instead. Buyers stayed away in droves and the big Aussie Fords tumbled from their position as kings of the market and were discontinued at the end of 2007.Quite a few were in stock as new cars well into 2008 and may be passed off as 2008 models, this isn’t accurate as it’s the year of build that dictates a car’s age, not the date of first registration. Ride comfort is excellent and the big Fords come into their own on rough and ready Aussie country roads.These Aussie machines can show the big name European cars how to soak up harsh road surfaces with a minimum of fuss. Though they are very large cars the limo-like Fords are reasonably easy to drive. They can be out of place on inner city streets and in tight carparks so try that sort of area as part of your personal road test.Sixes and V8 engines are offered in both models with the V8 being the more common in the LTD and the six in the Fairlane. The six-cylinder powerplant is often the better choice unless you are a revhead as it has been significantly upgraded over the years and doesn’t lag all that far behind the V8. Expect a six-cylinder Fairlane or LTD to use about 10 to 15 percent less petrol in the six than a V8.Many drivers just love the lazy, easy-going travel only a V8 provides. The big V8 engine scores in its heavy towing ability, though the six isn't as far behind as you might expect. Engine capacity on the six-cylinder is 4.0 litres, with the engine being revised many times over the years. The V8 had a capacity of 5.0 litres until the launch of the BA series in 2003, when an all-new design went up to 5.4 litres.The newer engine is far superior to its predecessor, in performance, economy and emission levels. A four-speed automatic transmission was used in Fairlanes and LTDs until the BF facelift of 2005 introduced a six-speed unit. The latter is a far better design and combines good off-the-line acceleration with a lazy, mile-eating high-ratio sixth gear.Fuel consumption is markedly lower with the six-speed unit on country trips and on motorways. Many LTDs began their lives as government, fleet or hire cars and will have generally led an easy life in their early years, having been serviced by the book and cared for by professional drivers who took pride in driving them.On the other hand quite a few Fairlanes will have been taxis in their earlier years so may have done a lot of work. The big Fords are relatively easy for an amateur mechanic to work on, though some of the luxury extras are complex so will require a professional operator. Spare parts are very reasonable in price and there are dealers in virtually all areas of Australia, no matter how remote.Insurance costs are low, very low if you compare the local Ford long-wheelbase limos with the upmarket stretched variants from the German marques. We have seen some Fairlanes dressed up to look like LTDs, particularly in the older models, and carrying LTD price tags. If you are in doubt get in touch with your Ford dealer and quote the VIN (Vehicle Identification Number) for a confirmation.WHAT TO LOOK FOREarlier Fairlanes and LTDs weren't as well-built as they should have been. Check for parts that don't fit correctly, or rattle and squeak on bumpy roads. Later cars are better, but can still have had a hard life. Don’t forget to check the rear seat area as carefully as you do the front. These cars generally get a fair bit of use back there. All the more so if a Fairlane or LTD has been a taxi at one stage in its career.Check the body for signs of rust, these days this is only likely to be present if previous crash damage repair hasn’t been done correctly. Engines should start within a couple of seconds even when cold and should have a smooth idle straight away.Look for smoke from the exhaust, this will be at its most obvious when the accelerator is floored quickly, and feel for any hesitation under acceleration. Make sure the automatic transmission isn't hesitant about going into gear from Park or Neutral and doesn't make unnecessary changes.Listen for a whine from the differential at moderate urban speeds and when cruising at about 100 km/h to 120 km/h on the open road. It’s usually most obvious when you lift gently on and off the throttle a few timesCAR BUYING TIPBig cars are dirt cheap these days due to their high fuel consumption, but often the low purchase will more than compensate for the extra fuel you need to buy. 

VW Passat Alltrack and Audi A4 Allroad go head-to-head in this comparative review.

It took Nissan more than six years to redress a brainsnap it had when discarding the Pulsar name in favour of Tiida....eeuuw! Good sense has prevailed and Pulsar is back for 2013, initially in sedan form with a hatch following in three months.Keenly priced from a starting point of $19,990 - the same price as the Pulsar 16 years ago. New Pulsar is styled like a scaled-down Maxima and is actually quite a large car for the class.Three grades are available; ST, ST-L and Ti. All three get alloy wheels, air conditioning multiple wheel controls, cruise, six air bags, Bluetooth phone, power ancillaries and a full size spare.Audio streaming is only on Ti which also gains satnav, leather, 17-inch alloys and other goodies - in CVT only. CVT adds $2250 in the two lower spec' models and metallic paint is an extra $500. Competitors are Corolla, Cruze, Lancer, Civic, i30, Focus and numerous others in the "small car" segment.Components from Tiida have carried over into the Pulsar - tweaked or refined to suit the new car. But there's not a lot of new technology in the engine, transmission or chassis or any driver assist features for a tech-savvy customer. It's all pretty straight forward, tried and true stuff.The 96kW/174Nm engine is a heavily revised 1.8-litre petrol twin cam from Tiida with a longer piston stroke and other changes to improve drive feel and possibly fuel efficiency.There's variable valve timing on inlet and exhaust sides and friction reduction inside the engine for incremental gains to performance and efficiency. Two transmissions are offered; a six-speed manual and CVT "auto".The latter has no sequential shift mode at all but is modified for better overall performance and cruising. Best fuel economy for Pulsar is 6.7-litres/100km for the CVT and 7.2 for the manual.It rides on a strut front and torsion beam rear suspension - same as Tiida but the stiffer chassis features a longer wheelbase and wider stance that yields benefits in terms of ride comfort and interior room.Though the rear seats don't fold in the Pulsar sedan, it has a large boot - possibly the largest in class. The critical rear seat legroom measurement is generous - once again, possibly best in class.We drove the ST-L manual and Ti and found the car to be pretty much as expected - the new order family sedan. It has little sporty pretence and is calibrated for comfort above all else. That's a plus for everyday driving on our rough roads.The 140kW Pulsar SSS hatch coming will take care of the sporty angle. Pulsar sedan makes a bit of engine noise under acceleration but is quiet cruising. The longer stroke engine feels slightly breathless once revs exceed 5000rpm. But there's plenty of punch lower down for driving in traffic or everyday conditions. The interior looks good with multiple materials and textures and a modern attractive design. We feel the lack of folding rear seats is a major oversight even though the boot is large. Wait for the hatch perhaps. We like the styling that's accentuated by clever use of LED lighting front and rear.New Pulsar should have wide appeal and the name has currency even after seven years. It's a bit nondescript but that's how many buyers want their car. Go for the CVT every time.

Mitsubishi Australia’s introduction of the keenly priced Mirage five-door hatchback has rekindled interest in the larger and more luxurious Mitsubishi Lancer range of cars. The Lancer is significantly bigger than the Mirage, and is a size down on the now defunct Mitsubishi 380 sedan.While the Mirage is aimed at those looking for a suburban car, the Lancer can make long country trips with ease. In these times of downsizing, the Lancer has to some extent filled the slot left by the much-missed 380. Unless the kids are large teenagers Lancer owners tell us their cars are large enough suit their needs.Mitsubishi’s Lancer which starts at from $19,990 is built to a high quality and has earned a well deserved reputation for running for year after year without missing a beat.The semi-sporty Lancer VRX (from $29,990) that was our road test car for the last week has the convenience of Bluetooth, steering wheel controls and a smart key, so is bang up to date despite the fact that it’s been on the Australian market for over five years.Typically the Lancer’s 2.0-litre four-cylinder petrol engine will use about seven to nine litres per hundred kilometres on motorways and in gentle cruising on flattish roads. Around town this is likely to rise to nine to eleven litres per hundred. These are good numbers for a mid-sized car with good interior volume.The manual gearbox felt a bit on the notchy side at first, but we found that we soon settled into its way of doing things and liked the semi-sporting feel it provides.There's the option of a continuously variable transmission (CVT) which is likely to be the choice of a large number of buyers. Like all CVTs it can be an acquired taste, but once you’re used to its different operation, particularly the droning sound it produces under hard acceleration, you will probably cease to notice it’s different to a conventional automatic.Lancer’s front seats are well shaped and spacious enough for all but the largest of Aussie backsides. They provide decent support for moderately hard cornering and are easy to get in and out of.The back seat can accept three adults, but is better suited to two and a child. Legroom is good without being outstanding and it will be necessary for those in the front to move their seats forward if there are tall people back there.The cabin has plenty of stowage areas for the bottles, mobile phones and assorted bits and pieces we all tend to carry around these days.The small-medium Mitsubishi’s boot can take a handy amount of luggage and it can be expanded by flipping down the split-fold rear seats. These are fitted across the complete Lancer range. As well as the sedan we tested, Mitsubishi Lancer is also offered as a stylish hatchback.Lancer’s body styling is significantly different to its many competitors in what is one of the toughest of all vehicles classes in Australia. The stylists have given it a front that slants forwards rather than backwards in a manner we really like. A neat lower air dam and bold bonnet creases that flow into the A-pillars give it a neat and purposeful look. The squared off shape of the rear bumper and the way it tapers around visually shortens the overhang.Inside, the double-domed instrument binnacle and deep dial cluster work well both from an aesthetic and ergonomic point of view. The dash trim has a soft touch that gives it a feeling of substance, again making it feel like a larger more upmarket car than it really is.Stability and traction controls were specified by Mitsubishi Australia as standard in the Lancer for quite some time before they became mandatory in this country.The Lancer sits confidently flat when you drive it around corners with a bit of verve. However, there is a less than compliant ride at times when you hit rough bush roads. The suspension is relatively firm so probably won’t please everybody. We suggest you take a Lancer for a decent test drive on suitable roads to see what you think.Lancer’s steering is well-weighted and responsive and driving enthusiasts will enjoy the experience in what is after all a practical family sedan. Those who enjoy their driving will appreciate the control the suspension offers and, while you really wouldn't call it a sports sedan, it comes closer than you might expect.And if you've got upwards of $56,990 to spend you can get behind the wheel of a Lancer Evo, a machine with a huge amount of performance.

It seems to be the season for the return of old automotive friends. In the last few weeks we have attended the relaunches of Infiniti, Mirage, Astra, Barina (now called Corsa) and Beetle – and now the subject of this review, the all-new Nissan Pulsar.It’s likely that over a million Australians have owned Pulsars – 250,000 as proud new car buyers and the balance buying them as used cars as they changed hands several times over the past four decades.Nissan Pulsar has had a mixed history in Australia; though Japanese sourced it was once built in Melbourne and shared parts with Holden’s Astra. Most were fully imported from Japan. Some were called the Nissan Tiida instead of Pulsar – much to the disgust of those charged with the task of selling the car with the bizarre name with the double ii.Now called the Pulsar again, and this time around made in Thailand, the all-new Nissan looks set for the long haul in Australia and even stands a chance of becoming the number one selling vehicle in this country.Don’t believe us on that latter statement? Consider this, the biggest selling car in Australia for the last two years has been the Mazda3, one of the Pulsar’s closest competitors. The Mazda3 is getting on in years and the all-new Pulsar and its arch-rival Toyota Corolla wouldn't mind nudging it aside.The biggest selling point of the new Nissan Pulsar is that it’s priced at $19,990 – the same price as listed way back in 1996. Since then the Pulsar has grown in size and now comes with far more in the way of luxury and safety equipment than it did 17 years ago. The high value of the Australian dollar comes into the equation but the aforementioned tough tussle at the front of the sales race certainly comes into play as Nissan chases buyers.Even the lowest cost model, the $19,990 Pulsar ST manual, has 16-inch alloy wheels; cruise control; a six-speaker stereo with MP3, and Aux jack; keyless entry; and power windows and mirrors. This is far from being a stripped-down model and may have all the fruit that many buyers need.Paying an extra $3660 puts you into a Pulsar ST-L which has front foglights: a rear spoiler; different 16-inch alloy wheels; and daytime running lights. Inside, there’s a higher level of cloth trim; leather details on the steering wheel; USB connectivity; a colour screen for the infotainment system; and fancier facings on the dashboard;The topline $28,990 Nissan Pulsar Ti adds 17-inch alloys; leather trimmed interior; satellite navigation; and dual-zone air conditioning. The Ti comes as standard with a CVT automatic transmission, whereas you have to pay $2250 extra to get that unit over and above the price of the six-speed manual in the lower grades.On-road costs have to be factored into all these prices.Probably the biggest feature of the all-new Nissan Pulsar is its interior space. There’s excellent legroom in the rear and my six-foot frame was quite comfortable when sitting behind itself – if that doesn’t sound too Irish. Most cars in the next segment up from the Pulsar don’t have that much rear space and this Nissan could easily act as a full-size family car even if the kids have hit the huge-teen stage.The boot is very large at 510 litres, again making the Pulsar more than suitable for use as a family sedan.Power comes from a 1.8-litre four-cylinder engine developing up to 96 kilowatts of power. Peak torque comes in at a sky-high 4800 rpm where it’s an impressive 174 Newton metres.The high revs required to get the maximum grunt out of the engine are somewhat misleading and during our introductory road testing out of Melbourne we found the engine pulled strongly from 2500 rpm and even worked smoothly at just 1500 rpm if you didn’t want it to accelerate hard. It’s happy to hold onto gears when climbing all but the steepest of hills.Primary safety gear in all Pulsars includes VSC and ABS with brake assist and electronic distribution. Secondary safety sees the fitment of six airbags.Ride comfort is pretty good, though the Pulsar did get bumped around by some poor quality Aussie back roads. Tyre noise on all but coarse-chip surfaces was minimal, with the Nissan being particularly smooth and quiet on good quality motorways.Handling is competent enough, without actually having any pretensions to sportiness. Those wanting the latter will have to join the queue of keen drivers waiting for the return of the Pulsar SSS late in 2013. This will have a turbocharged 1.8-litre engine developing 140 kW, as well as sports tuned suspension and steering.At this stage all new generations Nissan Pulsars have a four-door sedan body, five-door hatches will begin importation in May or June. Prices and specs on these haven’t yet been made public.A car with a full-sized interior, reasonable performance and good build quality for only $19,900? We can see the new Nissan Pulsar selling up a storm.

While there are fears for the future of the once staples of Aussie motoring, Ford's Falcon and the Holden Commodore, Chrysler proves there is life in the old dog yet. The second generation 300 is here, better than before, still with its Mafia staff car looks. It's big American six, V8 and diesel motoring at its best.The 300C is not a large seller here but sales are on the rise. There are about 70,000 sold a year in the US, nearly double that of 2011 and more than twice that of the Commodore. Economies of scale and the high level of sales means it will continue to be built, while our big cars look uncertain.In Australia there about 1200 300s sold a year, well down on Commodore (30,000) and Falcon (14,000). It's well up on 2011 (360), although the old model was not available for several months, and the 874 in 2010.The review vehicle was the 300C, one up from the base Limited, currently $45,864 on the road. The 300C is $52,073 drive away and it comes with the 3.6-litre Pentastar petrol V6 engine and a class-leading eight-speed ZF automatic transmission.Among the 300's features are rain brake support, ready alert braking, electronic stability control, hill start assist, all speed traction control, and ABS four-wheel disc brakes, seven airbags (including next generation multi-stage front air bags, driver inflatable knee-bolster air bag, supplemental front seat side airbags, supplemental side curtain front and rear airbags).Other goodies are a rear 60/40 folding seat, a cargo net, a leather-wrapped steering wheel and gear shift knob, power front driver and passenger seats with four-way lumbar adjustment, power front windows with one-touch up and down, adaptive forward lighting and Bi-Xenon HID headlamps with auto levelling and daytime running lights, heated side mirrors with power fold function, 18-inch aluminium wheels, a tyre pressure system, rear parking sensors and camera, keyless entry and stop-start button, an alarm, steering wheel-mounted audio controls, a 506 watt amplifier and nine speakers, satellite navigation, CD, DVD, MP3, a USB port, heated and ventilated leather seats, automatic wipers and headlights.It's packed with gear normally reserved for a vehicle of $100,000-plus. Underneath is a Mercedes-Benz E-Class chassis and suspension, while outside are the macho American looks.Inside there are 1930s art deco touches with better quality plastics. The cabin is fantastic at night when the glassy deco-like analogue instrumentation illuminates with an eerie pale blue metallic glow that's glorious, contrasting with the large centre touch screen that's 21st century in design and execution.You sit low and wide with great shoulder and leg room. Ahead of the driver is a dashboard laid out logically. The thick indicator stalk on the left is all Benz with wiper controls. The simple gear lever action is also all Benz, but finicky to work and I couldn't for the love of me change up or down manually. There are no paddle shifters.The steering wheel is large and a bit cumbersome and the horrid throwback foot-operated park brake requires gymnastics levels of left knee articulation. The brake pedal was too high off the floor as well and the front seats lacked support.The rear doors are wide-opening and there's a good amount of room all round. The 462-litre boot is big and boxy and easy to load and unload. The rear seats fold so longer items can be loaded into the cabin.The 3.6-litre Pentastar V6 is a gem, responsive with a nice sporty growl under acceleration. It features a high-pressure diecast cylinder block in a 60-degree configuration, dual overhead camshafts with roller finger followers and hydraulic lash adjusters, variable valve timing (for enhanced efficiency and power), multi-port fuel injection, and dual three-way catalytic converters (for reduced emissions).There's 210kW of grunt at 6350rpm and 340Nm of torque at 4650rpm. The engine returns impressive fuel economy of 9.4L/100km overall. I saw 10.6L over a weekend of driving, including up and down the Kuranda Range and across my fun piece of tarmac between Walkamin and Dimbulah.That's better than the four cylinder Honda CR-V I drove the weekend before which used 10.9L. The Chrysler only had 16km on the clock when I picked it up.The V6 can reach 100km/h in 7 seconds and roar on to 240km/h if you dare. I was suitably impressed with the refinement of the 300C. Road, wind and engine noise levels were low, even on coarse bitumen and when punching into a head wind.At parking speeds the electro-hydraulic power steering feels heavy, artificial, and slow, even though the turning circle is a tight 11.5m. When it comes to changing direction, there is no point hurrying the 300C around corners. The standard 18-inch rubber certainly looks the part and will stick to the road like glue. But the steering feels low geared, is not particularly sharp, and quite disconnected to the road.It's not a sports handler yet tackled the undulating and bumpy stretch of road between the Arriga sugar mill and Oaky Creek Farm quite well. It remained stable and flat and loves the open highway. There's pliant ride quality with bumps both big and small soaked up ably by the massive tyres.