Sedan Reviews

NEW - Suzuki has always been a highly regarded small car brand by those in the know, its small sedans and four-wheel drives having a well deserved reputation for quality and innovation.More recently the company has pumped up its range with new and even better models like the new Swift and the even newer Kizashi, the company's first crack at a mid-sized car.The Kizashi was widely acclaimed for its refinement and on-road character when it was launched. For many it was a revelation. It was only available as a sedan, but there were three models to choose from, beginning with the front-wheel drive XL, the mid-range FWD XLS and the all-singing, all-dancing all-wheel drive Sport.The styling was unremarkable, but inoffensive, with neat lines and balanced proportions and the odd touch of chrome for a highlight. Inside it was reasonably roomy for four, the cabin was awash in rather sombre tonings, but there was everything you could want and a flash of silver brightened it a little.The power was provided by a 2.4-litre four-cylinder engine that generates 131 kW and 230 Nm and provided plenty of punch. The standard gearbox across all models was a Continuously Variable Transmission (CVT) that was generally smooth and responsive, but there was also the option of a six-speed manual gearbox in the XL and XLS. Sport buyers could only have a CVT, the six-speeder wasn't available, which is a pity given the sporting pretentions of the model.But Sport buyers did have the grip advantage of all-wheel drive whereas XL and XLS punters only had front-wheel drive in their cars. On the road the Kizashi was impressively quiet and refined with excellent road manners, balanced handling and good grip.NOWWith the Kizashi just ticking over into its third year on the market there's little to report in terms of reliability concerns, and with Suzuki's past history for robustness there's little reason to be anything but confident going forward.Some owners have reported heavy stone-chipping on their cars, much heavier than other cars, particularly those coloured red or grey. It's unclear if it's a paint problem or just the shape of the car that promotes chipping, but whatever the reason it chips very easily. It not only looks ugly, but it affects resale.Others have reported issues with the CVT transmissions doing odd things, so it's worth checking thoroughly by subjecting the CVT to all sorts of driving situations and observing for any shuddering, slipping, over-revving, and odd noises.Suzuki engines are finely crafted pieces of jewellery and need looking after, so make sure the oil has been changed regularly and doesn't look black or full of gunk when you pull the dipstick. Check the tyres, the Kizashi has a reputation for wearing out tyres quickly, which is perhaps a reflection of its handling.SMITHY SAYSQuiet, refined with great on-road manners the mid-sized Suzuki is definitely one to think about.Suzuki Kizashi 2010-2011Price new: from $30,490 to $39,990Engine: 2.4-litre, 4-cylinder, 131 kW/230 NmTransmission: CVT auto, 6-speed manual, FWD, AWDEconomy: 8.4 L/100 kmBody: 4-door sedanVariants: XL, XLS, SportSafety: 5-star ANCAP  

The Nissan Pulsar is back after a six-year absence – with a 16-year-old $19,990 price. The company has wound back the clock and pumped up the level of equipment in its biggest effort yet to reclaim the small-car crown.It may seem a distant memory but the Pulsar was Australia’s favourite small car in 1996; now the company wants a chance at the top spot as the biggest selling car in the country.The Mazda3 knocked the Holden Commodore off the podium two years ago, but the Toyota Corolla is favourite to win this year’s new-car sales race given that a new model has just been released and the Mazda3 is in runout.Enter from stage left the new Nissan Pulsar and we have a small-car scrap on our hands. The Pulsar made a welcome return to showrooms this week after the boring box-shaped Tiida hatch that failed to meet sales expectations – despite a steamy TV ad by Sex In the City’s Kim Kattrall.Nissan dealers were so furious the Pulsar name was dropped that it pleaded with Japan to reverse the decision. But the Tiida name stayed and sales tanked, so it became a rental car fleet favourite, generally known as the last resort for car sales.By Nissan’s own admission, 71 per cent of small car buyers still remember the Pulsar name. Why it was ever dropped in the first place will remain a mystery.In the meantime, Nissan has high hopes for the Pulsar. The company wants to quadruple sales – but in fact it will need to sell 15 times as many small Pulsars as it sold Tiidas last year if it is to overtake the Mazda3 or Toyota Corolla. Good luck with that.The last time Nissan sold a Pulsar for $19,990 it was considered a luxury to have one airbag, a CD player, air-conditioning and central locking (although no remote control button).As a sign of the times – and how much buyers get for their money these days – the new Pulsar comes loaded with six airbags, stability control, cruise control, Bluetooth phone connectivity, remote central locking – and alloy wheels instead of plastic hubcaps.“Australia is the most competitive market in the free world,” the boss of Nissan Australia, William Peffer, says. “At this price, the only inflation is in the tyres.”But the Nissan Pulsar is not perfect in its most basic “ST” guise. It inexplicably misses out on a couple of key features. On the $19,990 headline act there is no USB connection, no Bluetooth audio streaming, and no rear parking sensors. Metallic paint is a $495 option.The back seats don’t fold and the exposed “goose neck” hinges impinge on boot space. At least there is 510 litres of cargo capacity, and Nissan deserves kudos for retaining a full-size spare tyre in an era of space-savers. Oh, and it’s an alloy wheel.The mid-grade model adds larger alloy wheels, rear sensors, a colour audio display, a USB socket and a few other touches. But you have to climb to the range-topping model to get Bluetooth streaming, a rear camera, leather upholstery and sensor-key start.Meanwhile, Nissan still has one of the dearest fixed-price servicing campaigns; each service is dearer than the industry average and requires a visit to the dealer every six months.The Nissan Pulsar isn’t a technology showcase. Its engine lacks direct injection, and idle stop-start. There is no digital speed display. Instead, Nissan has spent money on some bright-work and soft-touches to give the Pulsar a slightly upmarket feel.The big chrome grille on all models is bordered by LED daytime running lights; there are LEDs in the tail-lights as well. At least the CVT auto is a highlight, with a wider ratio than others of this type for better acceleration at low speeds and fuel economy at high speeds. It adds $2250 to the price.The Pulsar is roomy, especially in the back seat which has plenty of kneeroom and a flat floor. The fabrics have a plush feel but seem hard wearing. Most materials have a quality feel, even though they look plain compared to the Toyota Corolla and Hyundai i30.For example, the elbow pad on the door handle is fabric, there is also soft padding on the centre console. Oddment storage is minimal, however, and the Pulsar could do with bigger door pockets, a bigger centre console and more storage forward of the gear lever.Visibility all around is good thanks to large windows and convex mirrors on both sides of the car. Unfortunately, access to the boot is only a ski port, the back seats don’t fold flat for a larger load space.Independent authority ANCAP is yet to publish a crash safety rating for the Pulsar, and it would be unwise to assume five stars because Nissan has disappointed before (the current generation Nissan X-Trail was four stars when its twin under the skin Dualis was five).But all the early signs are good: six airbags, stability control and a big body should equate to relatively strong crash protection. Check the ANCAP website in a couple of months for an updated score. In a word: good. The steering is light and smooth, with a relatively tight turning circle. The engine is responsive, especially when matched to the CVT auto. The suspension soaks up bumps and thumps from the daily grind with ease. The steering feels predictable and secure in corners – whether on the open road in the suburban sprawl.In general terms, the Nissan Pulsar is not astounding – but it’s more than competent. Call it above average. Based on a brief preview drive I would rank the Nissan Pulsar ahead of the Toyota Corolla and the Hyundai i30 – but not ahead of the Mazda3. Check back later for a back-to-back test.The new Pulsar is a welcome return to form for a familiar name, but Nissan needs to address some of the missing necessities in the standard car – their absence takes some of the shine off the sharp $19,990 headline price.

Hooray. The dismal days of the Nissan Tiida are finally over and the Pulsar is back. Even the SSS is returning to local roads, although not from the start of the Pulsar's return.For now, the Pulsar program is all about a compact four-door sedan that is very Corolla-ish in the way it feels and drives, and also carries Toyota-style value pricing starting at $19,990.The born-again Pulsar is slightly more conservative than the new Corolla, and definitely the Hyundai i30 which topped the small-car contenders in our 2012 Car of the Year run-off, but feels solid and sensible.Nissan has big plans for its comeback car and knows there are plenty of Pulsar people - more than 300,000 cars are still on the road and the name rings a bell with 70 per cent of showroom shoppers - who never bought into the failed Tiida experiment."They said this day wouldn't come...," says Bill Peffer, the livewire new boss of Nissan Australia, introducing the car. "We're replacing the Tiida with this car and it's the right decision. The Pulsar is back and it will spearhead our product renaissance. This is the key to our future growth."The Pulsar sedan is being closely followed by the overdue and very welcome Patrol heavyweight and the funky little Juke, as well as a Pulsar hatchback including the SSS. The rollout means something new every two months, with a total of 12 arrivals, over the next couple of years.The $19,990 sticker is the right start in showrooms, particularly as the Tiida was overpriced from the beginning and $20,000 is a serious barrier for value contenders in the small-car class. How good is that bottom line? "It's the same price the car was, 16 years ago," says Peffer proudly.Not just that, but Nissan has built a purchase plan that includes a $299-a-month deal on the Pulsar ST that guarantees the car's future value. At the end of the deal, buyers can leave the key and walk away, pay an agreed balance and own the car, or trade into a new Pulsar."We really think this is the way of the future," says Peffer. There are three Pulsar grades ST, ST-L and Ti, with a predictable walk-up through the standard equipment. Even the ST gets lots of stuff, with alloys, cruise control, led tail lights, a full-sized spare and three years of roadside assistance."This is no entry level car," says Peffer, although the Bluetooth system is only for a phone and not audio streaming. Moving up to the ST-L - from $23,650 - brings a leather wheel, colour for the audio system, front fog lights, LEDs in the headlamps and more.Going all the way to the CVT-only Ti - think $28,990 - means a reverse camera, satnav with eco routing, leather seats, 17-inch alloys, Xenon lamps, and Bluetooth audio.The Pulsar is nothing special by small-car standards, and definitely not by the all-new Volkswagen Golf that lands in Australia this year, but it ticks the right boxes. "The concept of this car was to go, bang, right back into the mainstream," says Grahame Cornforth, chief engineer of the car.He says that - surprisingly - the new Pulsar has a lot of the old Tiida beneath its skin. But there has been lots of tweaking. "We've got wider and lower proportions. We've enhanced the comfort and perceived quality," he says, never referring to the Tiida but instead calling it the "predecessor car"."We're going to a class-up approach with this car. There is a theme of comfort coming through." So there is a lot of attention to detail on the tyres, suspension and sound proofing to make it more like a new Corolla than a Tiida.The engine is a 1.8-litre four cylinder with a longer stroke than previously, as well as things like diamond coating on some parts and variable valve timing. And the car gets electric power steering, as well as a lightweight constantly-variable transmission - the standard choice now for carmakers chasing efficiency - to make 6.7 litre/100km economy.There is a six-speed manual, but probably only for genuine bargain buyers who want to avoid the extra cost of the auto. To zipper the technology, the 6.7 is way better than the 7.8 of the Tiida. "Our concept is to provide a car that's comfortable and competent. We want it to be stress-free yet deliver smooth handling," says Cornforth.The Pulsar looks like a Pulsar, which is a good thing. It's more rounded than many of its rivals, but has a bigger-car look and feel. Inside, it's conservative - it reminds me a bit of some 1980s Nissans in the shapes and styles - but the good thing is that the layout works.Nissan says there is measurably more space for rear-seat passengers, with more leg and shoulder room, and the big boot is claimed to trump a Camry with 510 litres. There is also plenty of soft-touch plastic inside and good attention to detail on the controls and final finishing.Everything points to a five-star ANCAP result across the Pulsar line, thanks to six airbags, front-belt reminders and ESP. The car also feels solid and substantial and, pushing hard through corners, it feels safe and secure.The new Pulsar is bang on target. It's going to be bought by people who want relaxed and predictable motoring, and they will get a big bonus in the cabin and boot space. The original Pulsars were compact funsters, which is what we expect in the upcoming hatch and particularly the SSS, but the sedan is a compact family car. I come to the Pulsar after time with the new Corolla and i30 - as well as the Golf 7 in Europe - so it is facing a bar set pretty high. The preview drive is also short and limited to the artificial roads of a proving ground at Anglesea in Victoria.But several things make an immediate impact. The Pulsar is very, very quiet and it also steps away much more smartly than a Corolla. The first proves that Nissan has done a lot of work on refinement and the second shows that its engine is strong and well matched to the CVT.I find the cabin a bit old-fashioned in design, but there is nothing wrong with the way it all fits and works. And the back seat is nicely roomy. The Pulsar cruises easily at 110km/h, sits firmly on the road, and is predictable and solid - without much enjoyment - through corners. It also brakes well and there is good feedback through the steering.In short, the return of the Pulsar is good news. It's not a landmark car, but it ticks the right boxes and it definitely buries the Tiida. Job done. Now we're looking forward to getting back into a SSS. A car that promises an easy life, affordable motoring, and solid family values. Not the best in the bunch, but definitely worth a look.

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 diesel version of Chrysler's big in your face sedan, although you wouldn't know it. There is nothing to distinguish the diesel from petrol models which equals no cringe value.How much?At a starting price of $48,000 the diesel will set you back $5000 more than the entry level petrol V6, but it's worth it because you can have your cake and eat it too.What are competitors?Nothing really, not with the same road presence. Perhaps the Caprice, or maybe the Falcon or Commodore but none of them are available with a diesel engine.What’s under the bonnet?The 3.0-litre VM Motori turbo diesel delivers an unparalleled combination of outstanding performance and economy. It produces an outstanding 176kW of power and 550Nm of torque from a low 1800 revs. Featuring a common-rail, direct injection fuel system, variable geometry turbocharger and integrated diesel particulate filter to help reduce fuel consumption and exhaust emissions, the engine is engineered to meet stringent EURO 5 emission standards.How does it go?Impressive. It's hard to believe you can drive a big car like this with this kind of performance that still returns these amazing fuel figures, especially at this price. A German bahnstormer would cost you twice the price.Is it economical?Combined fuel consumption figures are 7.1 litres/100km with 18-inch wheels, and 7.2 litres/100km with 20-inch wheels. We were getting 7.4 after almost 600km which shows it's eminently gettable.Is it green?Middle of the road. Gets 3.5 out of 5 stars from the Govt's Green Vehicle Guide (in comparison the Prius gets 5). Produces 185 or 191g/km of CO2 depending on whether it's running 18 or 20 inch wheels.Is it safe?Doesn't get a rating from ANCAP. But rebadged as a Lancia it scored full points in Euro tests, with seven airbags including a driver's knee bag and features like electronic stability control and electronic pedestrian protection, plus front and rear parking sensors and a reversing camera.Is it comfortable?Big and reasonably quiet. The entry level models features cloth upholstery, leather wrapped steering wheel and shift knob, power front driver and passenger seats with fourway lumbar adjustment, and power front windows, with one-touch up and down.What’s it like to drive?Shame it doesn't get the 8 speed auto like the V6. But then again with this much torque the five-speed is more than adequate. 0-100km/h takes 7.8 secs, with strong low to mid range response as you might expect.Is it value for money?Big chunk of car for the money. In addition, adaptive forward lighting and Bi-Xenon HID Headlamps with auto levelling and daytime running lights ensure premium visibility day or night.Would we buy one?We'd be tempted. Not sure about the styling, but if you like to be different this is the one for you.Chrysler 300 CRD DieselPrice: from $48,000Warranty: 3 years/100,000kmSafety rating: n/aSpare: space-saverEngine: 3.0-litre 6-cyl diesel, 176kW/550NmTransmission: 5-speed auto; RWDBody: 5066m (L); 1905m (w); 1488m (h)Weight: 2042kgThirst: 7.1L/100km, 185g/km

The Infiniti M is a large luxury Japanese sedan with a fair dash of sporting prowess. Though aimed at the American market it’s starting to make waves in the sales races in other countries, including Australia.High-tech features abound in the new Infiniti. Some of these electronic aids are used in other premium European and Japanese cars, but are taken to new levels in the Infiniti. There are a huge number of features within the sub models of the Infiniti M range – GT, GT Premium and S Premium. TECHNOLOGYInfiniti M is offered in three models, the Infiniti M37 is powered by a 3.7-litre 235 kW V6 petrol engine; Infiniti M30d uses a 175 kilowatt 3.0-litre V6 turbo-diesel; and the Infiniti M35h petrol-electric hybrid drivetrain has a 3.5-litre 225 kW petrol V6 and a parallel electric motor that can produce up to 50 kilowatts of power.As is always the way with hybrids, the maximum output isn’t the sum of the two powerplants. In the Infiniti M35h the peak is 268 kW as the petrol and electric motors aren’t both delivering their best output simultaneously.In the way of all electric motors the Infiniti’s produces big torque at low revs, whereas the petrol engine concentrates on mid and upper levels.Every Infiniti M model uses a seven-speed automatic transmission and is driven by its rear wheels. The engine is set well back under the bonnet to achieve good front to rear mass balance.DESIGNStyling leans in the direction of sports sedan, with a low-slung body, high wheel arches and a distinctive radiator grille. We feel the M’s shape is a bit untidy in places, but there’s no doubt that Infinitis stand out from the automotive crowd and that’s vitally important if you’re aiming to attract attention to a new marque, or rather to a revived marque – Infiniti sold a few cars in Australia in the mid 1990s before disappearing off the radar until mid 2012.Sound reduction in the cabin not only has the usual strengthening and noise damping items, but also uses active noise cancelling of the type seen in headphones used by travellers. Working in conjunction with Bose, a longtime expert in the field, Infiniti engineers have managed to further reduce interior noise.A disadvantage of having the engines set well back is that the gearbox intrudes into the cabin, resulting in relatively limited foot width for those in the front seats.SAFETYInfiniti drivers who don’t adjust the car’s outside mirrors correctly are looked after by a blind-spot warning system. Infiniti also tries to look after drivers who aren’t paying attention. If they wander from their lane the Infiniti M will apply the brakes on one side of the car to help steer it out of danger.Other Infiniti safety features include Intelligent Brake Assist (IBA), Forward Collision Warning (FCW) and Pre-Crash Safety Belts (front seats only). Should you still crash the Infiniti M has dual-stage front airbags, seat-mounted side impact airbags on the front seats, and roof-mounted curtain airbags.Radar cruise control is very simple to engage and seems to read the driver’s mind the moment it’s switched on.DRIVINGThe big Infiniti sports hybrid has immense amounts of torque for climbing hills with ease and overtaking with maximum safety. The engine placement results in excellent handling balance that we really appreciated in the challenging roads on which we reviewed several Infiniti M models.Ride comfort is generally good, though some harsh Aussie roads did let bumps come through at times. To driving enthusiasts this occasional lack of comfort is probably acceptable; passengers may not agree, so it’s wise to take them on your initial personal road tests.Steering is precise and nicely weighted and gives the driver the feel that the car is very much working with them.VERDICTWe have driven several models in the Infiniti M range, including all three power trains, and have come away impressed by their sporting nature.Infiniti MPrice: from $85,900Engine: 3.0-litre turbocharged V6 diesel; 3.7-litre V6 petrol; hybrid 3.5- litre V8 petrol plus electric motorOutputs: 175kW and 550N (M30d); 235kW and 360Nm (M37); 268kW combined (M35h)Transmission: seven-speed auto, rear-wheel drive

NEW - Going shopping for an Accord you were confronted with two quite different models bearing the same badge. There was the Accord V6 for those who wanted a more cossetted ride, and the Accord Euro for those who preferred a more spirited, engaging drive.The Euro was smaller than the V6, had sharper handling and only came with a four-cylinder engine, albeit a spirited one. The new model Euro introduced in 2008 looked much the same as its predecessor, but it was in fact all new, with a new platform and a new body to boot. The upside was that it was longer, wider, with a longer wheelbase and wider track, and it was stiffer. On the downside it was heavier.Inside, it was roomy and comfortable for both front and back seat passengers with good leg and headroom, but the boot was rather small, made worse when the full-sized spare wheel ate into the available space, and the back seat couldn't be folded if you wanted to cart long items. New double wishbone suspension appeared at the front and rear with variable rate shock absorbers and there was speed-sensitive steering.The four-cylinder engine was modified for increased power ands a modest increase in torque, with a small reduction in fuel consumption as well. There was a choice of a six-speed manual and a five-speed automatic, and for a few more bucks you could have paddle shifting on the steering wheel.All models had plenty of standard equipment. The base car came with dual-zone air-conditioning, cruise, power windows and heated mirrors, six-CD sound, leather-wrapped steering wheel, alloy wheels and a full-sized spare. Move up to the Luxury and you got leather trim, a sunroof, heated seats, powered front seats, rain-sensitive wipers, high intensity headlamps, front and rear parking sensors and fog lamps. Both were also comprehensively kitted out with safety features with eight airbags, ABS braking and ESP electronic stability control.NOWHonda is a highly respected brand and Accord is a most respected model, one sought after by used car buyers looking for a trouble free run for a number of years, and for good reason. Euro owners have few gripes about their cars, the earliest of which will now have around 75,000 km showing on their odometers.Hondas are generally well engineered and solidly built, so they generally hold up well in the long term, providing they are looked after and well serviced. They have a reputation for being expensive to service and replacement parts are generally held to be on the expensive side, but by using an independent Honda mechanic to maintain your car, particularly once the warranty has run out, those concerns can be alleviated.Make sure the car you are considering purchasing has been regularly maintained with oil and filter changes as recommended by the factory. Honda engines, like all modern engines, require a diet of fresh oil to stay healthy. Skip oil changes and you're risking a major meltdown when its vital arteries inevitably clog up and restrict the oil flow. The Euro requires Premium unleaded, so be prepared to pay a few cents extra at the pump.SMITHY SAYSWell built, with sporty handling and a zippy engine, the Accord Euro is for the driver in the family. Buy with confidence.Honda Accord Euro 2008-2011Price new: $34,990 to $44,990Engine: 2.4-litre, 4-cylinder, 148 kW/230 NmTransmission: 5-speed auto, 6-speed man, FWDEconomy: 8.9 L/100 km, PULPBody: 4-door sedanVariants: Base, Luxury, Luxury NaviSafety: 5-star ANCAP

The Toyota Cressida is back, but it’s wearing a Hyundai badge. Hyundai has made a lot of progress over the past decade. As a present to itself, and to show the rest of the world what it was truly capable of, it built a luxury sedan to take on the likes of Lexus in North America.In much the same way as the original Lexus limousine aped the design of the Mercedes-Benzes of 21 years ago, the high-brow Hyundai also has hints of Mercedes-Benz. The trouble is Hyundai seems to have copied the old ones, not the new, shapelier ones. The grille on the big Genesis sedan even looks like it could have a German part number.But beyond the conservative styling is a symbol that shows how serious Hyundai is about, well, being taken seriously. Apparently the next generation sedan will adopt a sleeker appearance, but Hyundai Australia says it has not yet confirmed it for Australia.VALUEIn North America the Hyundai Genesis sedan starts at just $34,200 for a V6 model – that’s cheaper than a Holden Commodore. But the V8 we drove started at $46,200 – still cheaper (and bigger) than a Holden Calais.With these prices you can see why the Australian car industry is struggling under the weight of cheaper imports. But back to the Genesis sedan. If it were to go on sale in Australia it would likely cost between $50,000 and $60,000 because it would come with the works.This would put the Genesis up against the BMW 3 Series, Audi A4 and Mercedes-Benz C-Class – a tough sell, regardless of how much bigger and more powerful the Hyundai is.TECHNOLOGYThis should be Hyundai’s technology flagship but it’s getting a bit long in the tooth in North America and so it doesn’t have many gadgets. It doesn’t have lane-keeping, auto braking, blind spot warning – the lines on the navigation screen don’t even swivel as they do in other cars these days.Only the driver’s seat gets cooling as well as heating; other top notch cars give the front passenger the royal treatment as well. Alas, the Genesis sedan at least gets pretty nifty power window switches, unlike the Genesis coupe which gets rather ordinary ones. Next!DESIGNFive seats and a big boot. There’s plenty of room in here and the leather is not as plasticky as can be found in some Japanese limousines. The materials are of a higher quality finish than found in regular Hyundais, a good indicator that the company is capable of even better than what Australian buyers have seen so far.Visibility all around is good and most mod-cons are covered when it comes to air-conditioned comfort – the front can be split between the driver and the passenger, and the rear seat can set another temperature again. Talk about keeping the peace. Perhaps we should get world leaders to go for a ride in this.SAFETYAirbags galore and a good stability control set-up (necessary on such a big, wieldy, powerful car). As mentioned before, however, there’s nothing ground breaking here because it’s now so old. The next one promises to have more fruit.DRIVINGLet’s start with the good news. The 5.0-litre V8 engine is silky smooth, matched to a creamy eight-speed auto. With those gushing words, you get the idea. The engine and gearbox are good, which means I’m priming for the bad news about the rest of the car.The grip and the handling are fine – but you only realise that from the passenger seat, because the steering really is quite poor. It feels as though the steering wheel is connected to the front control arms via two ropes: one to go left and another to go right. That’s an exaggeration of course, but not much of one.If the brilliant Genesis coupe shows what Hyundai is capable of in the future, the Genesis sedan is a stark reminder of how bad it has been in the past. Remember the woeful reviews of the original Hyundai i45 sedan? That car feels a peach compared to the steering on this.Thankfully we know Hyundai is a fast learner; if we were to get the next generation Genesis sedan, it would be better than this. It has to be.Hyundai Genesis sedanFrom: $60,000 (estimated)Safety rating: five starsWarranty: five years/unlimited kmBody: five-seat sedanDimensions (L/WB/W/H): 4986/2936/1889/1476Weight: 1835 to 1884kgEngine: 5.0-litre V8 (320kW/510Nm)Transmission: eight-speed autoPerformance (0 to 100km/h):  5.3 seconds

There was a time, not so long ago, when no one would dare attempt to crash the Holden-Ford party that for so long defined the Australian market, but that's all changed.NEWNo longer are the Commodore and Falcon the dominating forces they once were, their influence is on the wane big time if you look at the latest sales numbers.Today's buyer has much more choice as other carmakers have edged into the market and consumers have chosen to downsize to slightly smaller models, like Kia's Optima. The Korean carmaker clearly saw the trend and landed its mid-sized sedan in an attempt to win over some of those moving away from the big two.Kia rolled out two models in the Optima range, beginning with the Platinum that came packed with just about everything you could want, and followed by the more modestly equipped Si. The attractive sedan not only looked good, it was able to seat five adults in decent comfort, even in the back. Add to that a good-sized boot and a split-fold rear seat and you had a pretty impressive package.The power package consisted of a 2.4-litre four-cylinder engine and six-speed automatic transmission that delivered a good combination of performance and economy. The good news was that local engineers tuned the suspension for local roads, and the result was impressive.While it was impressive on the road, it was also well equipped to handle a crash with front, head and side airbags, ABS brakes, emergency brake assistance, traction control and ESP stability control. It was also impressively equipped with climate controlled air, cruise, leather upholstery, Xenon headlamps, CD sound and a host of other features.NOWKia has been one of the notable makes in recent times and few Carsguide readers have had cause to contact the desk with complaints. Cars sampled in recent times have all been well built and solid on the road, devoid of rattles and squeaks that can ruin the experience of stepping up to a later model.The earliest examples of the TF Optima will have now accumulated up to 50,000 km, so the showroom gloss has yet to fully fade. Even so it's important to conduct a thorough examination of any car under consideration for purchase. All cars, no matter the make or model, or sticker price, can have problems, even from new.Before handing over your cash go for a longish drive with the seller and observe closely for any odd noises, vibrations, bangs and bumps that might suggest something untoward is lurking under the sheetmetal. Drive the car at various speeds from walking pace to highway cruise, accelerate softly and more aggressively, let it idle, use the power steering, check the brakes, and put the automatic transmission through its paces.If anything that appears unusual is detected consider having a mechanic or your motoring club check the car for you. In addition to driving the car lift the bonnet and check for oil leaks. While you're at it run through all the features on the car, the power windows, central locking, sound system, cruise, air-conditioning etc. to make sure they're working as they should be.Having thoroughly test driven the car and carefully inspected it without finding any glaring faults you can buy the Optima with confidence.SMITHY SAYSRoomy, well equipped mid-sized four-door that can be approached with confidence. 3.5 starsKia Optima 2010-2012Price new: $30,490 to $36,990Engine: 2.4-litre, 4-cylinder, 148kW/250NmTransmission: 6-speed automatic, FWDThirst: 7.9L/100kmBody: 4-door sedanVariants: Si, PlatinumSafety: 5-star ANCAP

I know what you’re thinking: not another electric car story. But, please, hear us out. This one is a little different – it’s “normal” to drive.It’s brought to us by Tesla, the electric-car start-up co-founded by Elon Musk, the entrepreneur who set up PayPal, sold it for a tonne of cash, and now launches rockets into space under contract for the US government.His side project is to accelerate the adoption of electric cars by promising to address the big problems: driving range, recharging and price. We’ve heard the promises before but, shock, horror, this one delivers.To learn more about the technology, Tesla started five years ago with an electric roadster (based on a Lotus sportcar) that could out-sprint a Porsche to 100km/h.It then broadened its reach by contracting electric-vehicle technology to Toyota and Mercedes-Benz – the world’s biggest car maker and the inventor of the automobile. Not bad to have in the resume.Not it has built its own, ground-up model: a sleek five-door luxury hatch about as big as a BMW 5 Series sedan.The Model S went on sale in the US late last year and is due in Australian showrooms by the end of this year.VALUEThe Nissan Leaf is $50,000 and is the size of a Pulsar hatch. The Holden Volt is $60,000 and the size of a Cruze sedan. So Tesla offering a large luxury sedan from $60,000 is something of a minor miracle.The line-up has two other models, with more power and more driving range as the price increases to $70,000 and $80,000 respectively. The RRPs are realistic because Tesla has had significant funding from the US government. But the company insists it will be viable within a few years.Australian pricing is yet to be confirmed but the top-line Model S will likely cost $80,000 to $100,000.The company plans to build up to 100,000 electric cars a year, after ramping up to 25,000 in its first full year. Tesla bought an old Toyota factory that was sold cheap in the wake of the Global Financial Crisis. It helps that Elon Musk is friends with Toyota boss Akio Toyoda.TECHNOLOGYTesla has ingeniously integrated the battery pack into the completely flat floorpan, the core structure of the car. The design is likened to a skateboard because it enables Tesla to add other body types to the same simple layout at a later stage (a seven-seat SUV-style vehicle is due next).The large electric motor fits neatly at the rear and is available with a choice of two power outputs. Three types of battery pack are available for three levels of driving range (260km, 370km, 500km).Tesla keeps the batteries cool by using smaller lithium-ion cells than other electric cars. But the coolest part of the car has nothing to do with being electric: it’s the massive 17-inch touchscreen that’s in the dash.It controls radio, air-conditioning and navigation – which has the option of using Google Earth or a stencil map. Google search will also navigate to the nearest point of interest.Other cool stuff: the door handles retract when the car is parked and when you’re on the move (to reduce wind resistance). The aero rating is an industry-leading 0.24cD, the third best in history and the slipperiest automobile on sale today.It’s other party trick: a “supercharger” that enables the Model S to be topped up in less than an hour. Normal recharging is up to 8 hours.ACCOMODATIONThe Tesla Model S looks small but it’s massive inside. The boot (894 litres) is bigger than that of many SUVs.The big screen TV takes some getting used to but you can dim the display with a few taps of the screen.On close inspection you can see some component sharing: the indicator and wiper stalks, steering wheel and power windows switches are borrowed from Mercedes-Benz.SAFETYIt’s fellow start-up Fisker, not Tesla, that’s in the news for having its electric cars catch fire. That said, Tesla did recall 439 roadsters in 2010 for a potential fire fault – with the standard 12V battery, not the lithium-ion pack that powers the car.Tesla says it has not had a report of a fire risk since and tests its vehicles to Toyota and Mercedes-Benz standards.The Model S passes US crash test requirements but is yet to be tested by Euro NCAP. The company forecasts a five-star safety rating based on internal testing. Eight airbags (two front, two knee, two side and two curtains) and stability control are standard.DRIVINGHere’s the big surprise. It goes like a V8 AMG Mercedes, accelerating hard instantly. And then, miraculously, it doesn’t run out of puff.Most electric cars have a bit of zip at first but then suffer an asthma attack. The Tesla Model S feels like it could go forever. Unfortunately, speed limits dictated that we wouldn’t find the limit of its potential.The other thing that had me scratching my head was how well the Model S handled bumps even though it rides on massive 21-inch wheels and low-profile tyres. It felt as smooth as a Rolls-Royce but handled with the finesse of a BMW.Key to its success is the fact that it has the centre of gravity of a sports-car. Because the battery pack is also the floor, it’s barely 12cm off the ground and makes light work of the low-slung aluminum body.On the California coast road I’m not cursing the traffic, I’m praying for a red light so I can feel the acceleration again. It’s epic. AMG and HSV drivers won’t know what hit them. When we eventually head for the hills, the handling feels agile, the steering direct.The brakes, supplied by Brembo, have an impressively normal feel – unlike other electric cars that tend to have an initial dead spot before biting too hard. If Tesla can make decent brakes on an electric car, why can’t other manufacturers?The Model S may seem an oddity to the mainstream but enthusiasts and those with a passing interest in cars should ignore this car at their peril.If this is the electric car of the future, count me in. 

Had the new Mazda 6 been here a little earlier, we feel sure it would have taken every Car Of The Year accolade - it's that good.