Sedan Reviews

They are the latest – and the greatest – of their current breed: the HSV GTS 25th anniversary edition and the supercharged FPV Falcon GT in its fittest form yet, the limited edition R-Spec.They represent the best from both brands before Holden’s updated Commodore arrives in showrooms in the middle of next year and Ford’s refreshed Falcon in 2014.Although the new-car sales race is more about the battle between Toyota, Mazda, Hyundai and others these days, many Australians still hold their childhood Holden-v-Ford rivalries close to their hearts – even if they’re driving an imported hatch or SUV that better suits their lifestyle.To help keep the dream alive we brought these two V8 kings of the road together for a final fling to the mecca of Australian motorsport: Bathurst.FPV GT R-SpecVALUEThe FPV GT R-Spec starts at $76,990, about $5000 more than the regular GT. For that, you get no extra power – but you do get reworked suspension and, crucially, wider rear tyres that provide much needed gripWhich is why the R-Spec is quicker than the standard GT to 100km/h – the fatter rubber at the rear means it launches better. Ford doesn’t make an official 0 to 100km/h claim but the GT now dips comfortably below the 5-second mark (internal testing showed a time of 4.5 seconds in ideal conditions), making it the fastest Australian-made car of all time.The black bodywork with orange highlights – and a “C”-shaped stripe along the flanks – are designed to pay homage to the iconic 1969 Boss Mustang. This is the most popular colour combination, with 175 made. The remaining 175 R-Spec models were red, white or blue with black stripes.Compared to a regular GT, the R-Spec price is steep – and FPV still charges $5995 for six-piston front brakes on the fastest Falcon ever made. It’s a moot point, however. Ford fans have snapped up all 350.TECHNOLOGYThe GT R-Spec saw the debut of launch control for FPV – on both manual and automatic versions (HSV only has launch control on manual cars). We drove the GT R-Spec manual a few months ago, but on this occasion had the automatic on hand.This may come as a shock to diehards but the automatic is the pick. The six-speed manual loses too much acceleration between gear-changes, and thumps and groans in the process. Muscle car fans may like the manual’s brutish feel but, by comparison, the six-speed automatic GT feels like you’re strapped to a rocket.ACCOMODATIONThe Falcon is roomy and comfortable, it’s just a pity there isn’t more visual differentiation between the GT and the standard models inside (a logo on the instrument cluster and a red starter button).Despite the price the GT misses out on other touches such as auto-up power windows and fully electric adjustment on the front seats (both standard on the HSV GTS).The seats are the same as those used in XR Falcons, but with unique stitching. There’s modest under thigh and lateral support but the lumbar adjustment is good.SAFETYStability control, six airbags and five-star safety mean the fastest Falcon is also the safest ever made. The wider rear rubber improves road holding.But six-piston front brakes should be standard, instead it gets the regular four-piston brakes. Apart from a rear camera, there are no other safety gadgets.DRIVINGThis is the Falcon GT that should have bowed in 2010 when the supercharged V8 was installed – but the extra chassis development and wider rear wheels were delayed by the Global Financial Crisis of 2008.Thankfully, FPV engineers forged ahead to give their mighty supercharged V8 the traction it sorely needed. The suspension is a lot firmer than before – and slightly more so than the HSV – but the net result is a car that has a significantly higher threshold of grip.(The wheels are still 19-inch in diameter as the Falcon can’t house 20-inch rims and still meet Ford’s clearance requirements. HSV has had 20-inch, “staggered” wheels since 2006).The shifts in the six-speed auto are smooth, enabling you to extract the most from the engine, although sometimes it doesn’t kick-down to a low-enough gear.The characteristic supercharger whine sounds superb, as does the V8 Supercar-like exhaust system, which does a good job of drowning out the intrusive tyre noise on coarse-chip surfaces.Overall, though, this is the first Falcon GT I’m genuinely excited about – and the first time I’d consider Ford’s supercharged V8 over its awesome turbocharged six-cylinder sibling.HSV GTS 25VALUEAt $84,990, the 25th anniversary edition of the GTS is $2000 more than the standard GTS and, as with the Ford, gets no extra power. But HSV has added $7500 worth of equipment including six-piston front brakes, blind-zone warning and new, lightweight wheels.The “Darth Vader”-style bonnet scoops and fender vents are borrowed from the anniversary edition HSV Maloo of two years ago. It also gets black highlights and exhaust tips, and 25th anniversary stitching in the seats and badging on the boot and door sills.Only 125 have been made (in yellow, black, red and white). All are sold, and no more GTS models will be built until the updated Commodore arrives in June.TECHNOLOGYIn addition to the aforementioned blind-zone warning (the first on an Australian-made car, it detects nearby vehicles in the adjacent lanes) the GTS has a raft of gadgets that not even Nissan’s hi-tech GT-R and Porsche’s 911 have.The GTS has an onboard computer than enables you to track the vehicle’s engine and suspension performance, G-force, fuel economy and track-trace lap times on every race circuit in Australia – with room to add more.Unlike the two-mode exhaust on the Ford, the HSV’s exhaust system can be switched to loud or quiet via the same interface. Launch control is only available on the manual GTS, but its stability control has two settings: standard, and a track mode that loosens the leash a little.The magnetically-controlled suspension (also used on Corvettes, Audis and Ferraris) has two settings: performance and track mode. A little known feature: the HSV’s cruise control will automatically apply the brakes to control speed downhill (other systems control only the throttle, not the brakes, and the speed can creep).LED daytime running lights and the LED tail-lights were firsts on Australian-made cars when introduced.ACCOMODATIONThe Commodore is roomy, with ample adjustment in the steering and seating to find the perfect driving position. The bulging steering wheel, unique instrument cluster and gauges provide important differentiation from the standard car.The lower seat cushions have good under thigh and lateral support but not as much lumbar adjustment as the Ford. The optional sunroof fitted to the test car robbed our 187cm-tall (6ft, 2in) test-drive companion of headroom. As much as he enjoyed the GTS, it became too uncomfortable and did the majority of his time in the Ford.SAFETYStability control, six airbags, five-star safety and ample grip – and the biggest brakes fitted to a locally-made car – have all the bases covered.Side blind-zone alert is a handy feature (especially given that the Commodore’s mirrors are so small) and the rear camera helps squeeze into tight parking spots. But the thick windscreen pillars still block your view in some bends – and pedestrian crossings.DRIVINGThe HSV GTS is not as quick as the FPV GT R-Spec – especially when the Holden is a manual – but it’s still fun to drive, and capable of a low 5-second dash to the speed limit.The lightest 20-inch rims ever made by HSV trim 22kg from the overall weight and subtly improve steering feel. My favourite part, though, is the crackle and burble of the bi-modal exhaust on over-run and between gearchanges.The brake pedal feel is superb, too. I prefer the HSV’s slightly better damped suspension, and the car is quieter at cruising speeds.VERDICTIn many ways the outcome of this exercise is academic because buyers from both camps rarely switch sides. The good news is that true believers in Ford and Holden have world-class cars to choose from – which wouldn’t exist without the fleet versions of the Falcon and Commodore on which they’re based.Nevertheless, this result may make for difficult reading for Holden fans. HSV has had the upper hand in performance and handling over its Ford rival for some time, but the latest FPV GT R-Spec finally turns the tables.HSV still leads with technology, equipment, all-round refinement and overall capability – but if power and control are the primary criteria, the FPV GT R-Spec wins this contest. Being several thousand dollars cheaper than the HSV simply seals the deal.FPV GT R-SpecPrice: from $78,990Warranty: Three years/100,000kmService interval: 15,000km/12 monthsSafety rating: 5 starsEngine: Supercharged 5.0-litre V8, 335kW, 570NmTransmission: Six-speed automaticThirst: 13.7L/100km, 324g/kmDimensions (L/W/H): 4970/1864/1444mmWeight: 1857kgSpare wheel: Full size alloy (front)HSV GTS 25th anniversaryPrice: from $84,990Warranty: Three years/100,000kmService interval: 15,000km/9 monthsSafety rating: 5 starsEngine: 6.2-litre V8, 325kW, 550NmTransmission: Six-speed manualThirst: 13.5L/100km, 320g/kmDimensions (L/W/H): 4998/1899/1466mmWeight: 1845kgSpare wheel: Inflator kit. Spare wheel $199

They're still the epitome of British pace, space and grace. Although Jaguar is now owned by the Indian company, Tata Motors, the change of ownership hasn’t affected the very Britishness of its vehicles. Back in the 50s and 60s Jaguar used the slogan “Grace, Space and Pace” and while there may be question marks around the rear seat space in the XF there’s no argument about the other two.Jaguar XF 2.0 comes in two variants, Luxury and Premium Luxury. As well as the standard safety features (multiple airbags, enhanced ABS brakes package and electronic stability program) the XF Luxury comes with front and rear parking sensors, brake pad wear indicator, xenon headlamps with LED daytime running lights and rain-sensing windscreen wipers and semi-adjustable power front seats.For an extra $6510 the Premium Luxury adds 18-inch alloy wheels (17-inch in the Luxury), reversing camera, folding side mirrors, full leather trim and fully-adjustable powered front seats. Both models come with an alloy space saver spare wheel.And then there’s the pricing. When the first models in the XF range arrived here in 2008 every one had a six-figure price tag. At $68,900 the new XF 2.0 is not only around one-third cheaper than that, it’s also about $10,000 below the corresponding entry-level models from Audi (A6), BMW (5-Series) and Mercedes-Benz (E-Class).Jaguar’s 2013 model year upgrade also included the option of a new 3.0-litre V6 supercharged engine meaning that all five Jaguar XF engines now have some type of forced induction. Completing the ticking of boxes the price of the XF 2.0 Luxury, at $68,900, is just over $20,000 below that of the equivalent 3.0.Such have been the advances in engine technology in recent years that, despite having a capacity around one-third smaller, the new XF 2.0 produces both higher power (177 kW compared to 172 kW) and torque (340 Nm versus 284 Nm) outputs than the outgoing naturally-aspirated V6.At the same time fuel consumption drops from 10.5 litres per 100 km to 8.9 L/100 km, and emissions from 249 to 207 grams of carbon dioxide per kilometre.Although it’s tuned differently, the engine is the same as that in the Ford Falcon EcoBoost that recently took out the Australia’s Best Car award for Large Cars Under $60,000. It’s also used in the Ford Mondeo, Range Rover Evoque and Land Rover Freelander. In the Jaguar, it gets the added advantage of being mated to an eight-speed ZF automatic transmission, now standard across the XF range.There’s certainly a gracefulness about the XF that sets it apart from its German competitors, both on the outside and inside. Its renowned designer, Ian Callum, has managed to combine a contemporary appearance without losing the traditional Jaguar looks demanded by potential buyers.So there’s a large radiator grille, circular headlights that are faired into the bonnet, swooping lines and a cat-like rear end. We just love the elegant simplicity of the XF’s interior that includes air vents and a mouse-like gear selector that retract when the engine is turned off.There’s plenty of space for front seat occupants, including a surprising amount of headroom. Things aren’t so good for those in the rear seats with minimal legroom when the front seats are at their limit. Headroom does decrease but wasn’t as restricted as we expected.We were able to drive both the Luxury and Premium Luxury versions of the Jaguar XF 2.0 from Sydney to the Central Coast on a mix of motorway, urban and rural conditions. Such was the smoothness and refinement from the new engine that it was easy to forget that it only had four cylinders. There is just a touch of turbo lag but no more than in its competitors.We love the firmer ride of the latest XF and the extra feel for the road that it provided once we hit the back roads, yet it’s had little or no affect on comfort and absorbed the occasional pothole without causing any wincing from the occupants. Even with the four-cylinder engine this very affordable Jaguar has all the hallmarks of an excellent long-distance cruiser.While the route chosen for the test was fairly benign there were enough hills and bends to show that the big Jag to be nicely balanced with responsive steering.The new Jaguar XF 2.0 ticks all the right boxes.

The Tesla Model S is the first battery-powered vehicle that actually makes senseI'm in a carpark in downtown Los Angeles being shown around the Tesla Model S, the electric car from the outfit that made the Tesla Roadster. There are lots of unusual things about this luxury sedan but inside is one thing that has me captivated.VALUEIt's an enormous screen, easily the largest I've seen in a car, angled towards the driver and looking exactly like an oversize iPad. It controls all the functions; there are no buttons. To open the panoramic glass roof, for example, there's a slider graphic you move with your finger, alongside a crisp overhead image of the car. As the glass opens, so does the roof on the image of the car. There are no predetermined positions -- set it anywhere. It's slick.Little icons across the top of the screen direct you to other menus. The logic is child's play, there's internet and you can pinch to zoom. It feels Apple to the core, so I ask. Nope. All our own work, says Asia-Pacific director Kevin Yu, who's back home in California for a few days from his post in Tokyo. There's little missing in the car in terms of expected technical features at this level, with adaptive suspension, three grades of steering weight,TECHNOLOGYYu was one of the first customers when deliveries began in June and his car was No 23 off the line. The first 1200 cars delivered in North America are all Signature models, with a high level of specification and the most powerful, 85kWh battery, which gives a range of 480km. Yu's goes one better: its Performance spec is also very quick: zero to 60mph (96.6km/h) in 4.4 seconds and a top speed of 209km/h.The Signatures have already sold out and Tesla is starting to make standard cars that offer less powerful batteries, although even the 40kWh base car does the sprint in 6.5 seconds and has a 250km range. Tesla is a child of Elon Musk, who created Paypal, and its ethos is shot through with Silicon Valley can-do. Many employees are ex-Paypal, including Yu, and their confidence with the software and battery technology is palpable. “Batteries are a commodity,” Yu explains, “and they're going to get cheaper.”It's how you link them, control them, keep them at a constant temperature and exploit their potential that is Tesla's strength, he says. The recharge plug is hidden neatly behind one of the rear lamps and comes with adaptors for virtually any situation. At home, it can be plugged into a 240V socket overnight or charged more quickly via a special wall-mounted unit. The battery pack forms the floor of the car and helps give structural rigidity. The motor is mounted at the rear to drive the rear wheels.DESIGNThe Model S is a 5m long sedan that weighs 2.3 tonnes. There's cargo space front and rear, and two optional rear jump seats for children mean it can carry seven if required. The Model S, unlike the Roadster, which was a Lotus Elise stuffed full of phone batteries, is unlike anything else on the road. Almost nothing, beyond the window switches and steering column wands that I recognise from Mercedes, is familiar.Where Silicon Valley know-how was not enough, Tesla spread a global net to recruit talent from across the car industry. The design chief, Franz von Holzhausen, worked for Mazda and GM, and can be credited with making a large sedan almost sexy. The cabin has a modern, architectural feel. The seats, incidentally, are by Australian outfit Futuris. It's a convincing luxury statement with plenty of road presence.SAFETYIt comes with eight airbags and, I'm increasingly unsurprised to learn, electronic stability control that was done in-house. No job too big.DRIVINGIts range is such that Yu explains he typically does the 600km from LA to San Francisco with a three-stop strategy, topping up for just 15 minutes at one of Tesla's solar-powered “superchargers”, which cost owners nothing. That's no longer than a typical bathroom-and-drinks break. Because the batteries recharge like the ones in a phone, drawing down a lot of juice quickly when they're most depleted, he could skip one of the stops and spend 30 minutes at one of the stations for a half-fill. It all sounds, well, pretty much like what you'd do anyway on a trip of that distance.But on the stop-start freeway traffic one or two wrinkles do emerge. There's no hill-hold function, so on an incline it will roll back as your foot moves from brake to throttle. At least it doesn't have one yet; when Tesla has written the software, the car will simply download the upgrade from the internet. Another issue at crawling speeds is a stutter when you lift off the throttle. It's the motor reversing polarity, turning into a generator to harvest the deceleration energy. Yu assures me it's noticeable only at 15-20km/h, and when the traffic finally moves it's gone.There aren't many corners on the way to Hawthorne so I learn little about the car's dynamics, although it does have that weight-in-the-floor feel typical of electric cars and that gives a distinctive quality in bends. But I'd be encouraged to explore its potential on a country road. Acceleration is blistering. Eight-lane freeways can be hectic places when you're unsure if your blind spots are covered and rear visibility isn't a strong point, although not a deal-breaker. The Model S will leap between lanes if needed.VERDICTThe Model S outperforms any other electric car available on range, yet is bigger and more practical. 

The new Holden Commodore is the most important new car of 2013. The upcoming VF, and the VF alone, points to the future of motoring in Australia.

The Alltrack represents an interesting move by the ‘do no wrong’ Volkswagen group. Essentially a Passat wagon with a lift kit, it is likely to give some stick to Subaru's Outback, not to mention Volvo's quieter achiever the XC70. All three are cast in the same mold.Alltrack is priced from a very competitive $47,790 which includes an auto. Standard features include satnav, Bluetooth, media device interface, heated front seats, a rear view camera, front and rear parking sensors, fog lights, stainless steel door sill plates with the 'Alltrack' signature, comfort seats in Vienna leather, interior accents in Titanium silver (signature on ashtray cover), pedals in brushed stainless steel and dual zone climate control.Other 'Alltrack' signatures are located at the front and rear of the vehicle and the instrument cluster greets the driver with the signature. 17 inch alloys are standard fitted with 225/50 rubber along with dual chromed tailpipes.It's powered by VW's acclaimed 2.0-litre turbodiesel, hooked up to a six-speed dual clutch tranmission with power fed to all four wheels. The diesel is good for 125kW and 350 Nm or torque, the latter from a low 1750 revs. During normal operation only 10 per cent of torque is channelled to the rear wheels to save on fuel. It can tow an 1800kg load and has a full-sized steel spare. Fuel consumption from the 70-litre tank is rated at 6.3 litres/100km.Alltrack comes with eight airbags, daytime running lights and electronic stability control as standard. Fatigue detection is also standard and detects waning driver concentration and warns the driver with an acoustic signal lasting five seconds; a visual message also appears in the instrument cluster recommending that the driver take a break from driving.We clocked up more than 500km of country kilometres behind the wheel. It's an easy car to live with and easy to drive, with comfortable seats that is suitable to long distance travel. The optional lane departure warning system comes into its own on country roads, but seems a bit haphazard in its reaction (sometimes it works sometimes it doesn't). During our tenure the car returned 8.1 litres/100km, a far cry from the 6.3 quoted (or 5.7 for extra-urban) but with 1500km on the clock it is still a long way from returning its best figures.The car stands 60mm higher and ground clearance is 165mm, more than the road going version but not nearly enough for anything serious. The engine however is protected by a solid engine underbody guard made of a steel plate. This protects the engine, gearbox, oil sump, exhaust system (front section) and various hoses from damage.An 'off road' button accommodates the demands of dirt or other slippery surfaces, automatically activating hill descent control, raising gear shift points and deactivating the engine Stop/Start system. It also introduces a higher threshold for the anti-lock brakes and the electronic differential locks (EDS) react quicker to prevent wheel spin, in parallel with with the engine's torque control (ASR) which is also modified.Likeable car. Looks great and attracts plenty of comment. Well priced and extremely well equipped, it includes a lot of technology for the ask and is likely to appeal to those who tow a boat and/or those who like to tread the path less beaten.

Suzuki's first attempt at a mid-sized car, the Kizashi, couldn't have been much braver. The Japanese company chucked itself into a market that -- in Australia at least -- is becoming more and more competitive.The standard Kizashi is an intriguing prospect, partly because hardly anyone buys them and there doesn't seem to be a good reason for that, apart from badge snobbery. The Kizashi Sport is even more intriguing, given Suzuki's sporting heritage in strange pursuits such as the annual and treacherous Pike's Peak hillclimb in the US.VALUEThe Suzuki Kizashi range starts at $27,990 for the Touring and reaches the $39,990 Sport AWD via the $34,990 Prestige. Suzuki's first ever mid-size car, the Kizashi is a distinctive-looking machine, even with competition from the svelte Mazda6 and technocratic-looking Honda Accord. And it's far better-looking than the Subaru Liberty.It gets a chunky, hunkered down look with lowered suspension and a set of handsome 18-inch alloys. The Sport is also distinguishable by deeper front and rear bumpers, a subtle bootlid spoiler and chrome accents. The Sport is based on the Prestige - both have electric seats, leather interior, sunroof, automatic HID headlights, fog lamps, rain sensing wipers, front and rear parking sensors, bluetooth and USB connectivity and seven speakers for the stereo.As with all Kizashis, the steering wheel adjusts for rake and reach, has cruise control, keyless entry and start, dual zone climate control and trip computer. The interior is particularly well-executed and includes generously upholstered leather inserts on the doors and silver stitching unique to this trim level, with perforated panels on the squab and back.The leather seats are soft but slippy and, unfortunately, the front seats are hard and too flat. As this one was fresh from the factory, the leather probably had some stretching to do, but there's not enough support. Front and rear parking sensors are backed up by an in-dash radar display as well as a reversing camera that uses the sat-nav screen. The 6.1-inch screen isn't quite bright enough and looks like an aftermarket unit. It makes up for it by being easy to use and, in contrast to other Suzuki Bluetooth units, is easy to set up. The Kizashi faces serious competition, both direct and indirect. Mazda's new 6 has just arrived, with a very pretty new body. The bottom-of-the-range Sport kicks off at $33,460 and already runs the Kizashi close on equipment. The logical rival in the 6 range is the Touring at $37,500. The 6 has a few more kilowatts and another 20Nm of torque and also carries less weight and uses less fuel. There is no AWD option but there is a diesel engine available.The Subaru Liberty 2.5i trumps the 6 and matches the Kizashi's AWD and CVT at $34,990. It's down on power but is a more relaxed engine than the Suzuki's. The Liberty isn't nearly as well equipped (you'll need to go to the $42,990 Premium) and on the styling front is a bit gawky.  It's less fun to drive, too, but has Subaru's bulletproof reputation to fall back on, as well as a price closer to the Kizashi Prestige.Other players in this size and price bracket include the Volkswagen Jetta and the Hyundai i45. Neither are particularly sporty and in the VW's case, a bit on the small side.TECHNOLOGYThe 2.4-litre VVT four-cylinder engine, shared with the rest of the range, develops 131kW at 6500rpm and brings along 230Nm for the ride. The Kizashi's transmission, a continuously variable unit with a six-speeds for sport mode, valiantly makes the most of the power and torque. Paddles on the steering wheel control the "gears" in the CVT.An evolution of the SX4's, the Sport's AWD system is activated with a dash-mounted switch. When in AWD mode, torque is sent to the rear wheels in response to the stability control system's sensors, as well as information from the steering and engine. Up to half the engine's torque can be sent rearward. Suspension on the Sport is 10mm lower and rides a set of 10 spoke 18-inch alloys wrapped in 235/45 Yokohamas.DESIGNFor a first effort, the Kizashi is a fine-looking car. The wheels are pushed right out to the corners, escaping the long front overhang of many all-wheel drive sedans. While a little tubby from some angles, the overall design is coherent and consistent. The Sport adds chrome trim that works in some places -- but the silver blades on the door look chintzy and wobble. The bright red of our test car magnified the chrome's blinginess.The interior is well put together and is better than most Suzuki interiors by a good margin. There's a lot of space inside, with good leg and shoulder room in the front and good room for two in the back, but centre rear footroom is compromised by a pronounced transmission tunnel. Even with a sunroof, there's enough headroom up front if you're under 190cm, but you'll want to be shorter in the back.The plastics all fit well and barring a couple of colour mismatches, look and feel good. However, if you knock on the dash top, someone three houses down will come to their front door. They're that hard. The boot is a commodious 480 litres and can be enlarged by dropping the 60/40 split rear seats.SAFETYThe Kizashi scored five stars in ANCAP testing. The whole range has ABS, front, side and curtain airbags and a knee bag for the driver. Stability and traction control are standard, as is brake force distribution and emergency brake assist and adds AWD. The Sport is also equipped with a reversing camera, useful from a safety perspective - the very high boot deck obscures the rear view.DRIVINGWith all that weight and a distinct lack of power, the Kizashi Sport is more a touring sedan than sports sedan. The lack of torque means the engine and transmission work together to keep the engine spinning in its upper reaches. As brave as it is, this little red engine was never going to set records.The steering is slightly under-geared, meaning you have to turn the wheel a bit more than is ideal when bombing around the suburbs or flying through the bends. Despite the adjustable wheel, the driving position is hard to get right. The pedals seem a bit too close, bringing to mind Alfa Romeo driving positions from the late 70s. It's not quite that bad, but the short leg/long arm feel is unmistakeable.Suzuki claims a 0-100km/h time of 8.8 seconds, but that seems a little ambitious from behind the wheel and is a second slower than the manual Touring. The 70kg weight impost of the AWD system is partially to blame. The upside is that the Kizashi rides comfortably and is hushed when you're moving, except for a bit of tyre noise at speed. The handling is confident and on a stretch of good back road with all-wheel drive switched on, it's a lot of safe fun. It's not exciting, but it's satisfying.The CVT gearbox is impeccably-mannered, and at times feels like a traditional torque converter, with smooth uptake under acceleration. When pushing on, it's best to use the paddles as the CVT doesn't do engine braking and if you're not careful, your speed can get away from you. The plastic paddles, however, are a bit nasty and you need long fingers to easily reach them.On balance, the car is fine in two-wheel drive on everything but wet or loose surfaces – where it needs the AWD system to be sure-footed. But being able to switch it off means you can save a bit of fuel, which is important because we found it impossible to match the Kizashi's claimed 8.4l/100km - we got closer to 12l/100km.VERDICTThe Kizashi Sport doesn't make an enormous amount of sense unless you are going to appreciate the  benefits of slightly better handling and the security of AWD. A lack of manual transmission is also a strange omission. Setting all of that aside, if you forget that it's not really a sporty sedan but a convenient monicker for the top-of-the-range, the Sport does make sense. It's got plenty of gear, is well-built and even stands up well to its moneybags Japanese competition from Mazda, Honda and Subaru.When you remember that Suzuki as a company is much smaller than most of its competition and doesn't have the benefit of a huge global partner to supply it with parts and knowledge, the Kizashi looks even better. While $39,990 might seem a stretch, the Sport is well-equipped, looks great in the right colour and is as much fun as you can have in the segment before a $60,000 price tag with a German accent. And on top of that, you're supporting the underdog.Suzuki Kizashi SportPrice: from $39,990Warranty: 3 years/100,000kmSafety rating: 5 star ANCAPEngine: 2.4-litre 4-cyl, 131kW/230NmTransmission: CVT; AWDThirst: 8.4L/100km, 198g/km CO2Dimensions: 2.7m (L), 1.8m (W), 1.5m (H)Weight: 1600kg

Ford is leading the charge on scrapping the Green Vehicle Guide rating system as it is getting a fraction of the government business compared to its car making rivals Holden and Toyota.That’s because most of Ford’s locally-made models fall below the cut-off mark as they have higher air pollution ratings. Bulldozing the “eco” rating system will help the Federal Government's newly appointed car salesman -- the former boss of Ford in Indonesia, William Angove -- to convince government agencies around Australia to “buy Australian”.All this as private buyers have flocked to better, cheaper and more economical imported cars. So far this year Ford has sold 3300 locally-made cars to governments across Australia compared to Toyota’s tally of 4100 deliveries and Holden’s order book of 9200 cars, according to confidential figures obtained by News Limited.Only one of the three new Fords developed with $42 million taxpayer dollars – the most basic LPG Falcon – earns a high enough rating to make it onto the purchasing lists for some government departments across Australia. For example, NSW state fleet has a minimum “pollution” and “greenhouse” score of 13.5 (out of 20) for all but emergency vehicles.But the four-cylinder Falcon (13 out of 20) and diesel Territory (9 out of 20) don’t make the grade. (The new LPG Falcon does comply, scoring 15 out of 20.) Government fleets are allowed to buy vehicles below this score, but if they do they won’t meet their environmental targets. So, this is the most likely motivation for Ford wanting the star ratings removed from the Federal Government’s website. It would cost millions of dollars to re-engineer the cars to meet the stringent standards.As it is, Australia's vehicle emissions targets fall way behind the rest of the world. Removing an easy-to-understand environmental rating system for cars would put Australia even further behind.YOUR TAXPAYER DOLLARS AT WORK:Percentage of sales to government of locally made cars (January to November 2012).Ford Falcon four-cylinder: 7 per cent (115 sales)Ford Falcon six-cylinder: 9 per cent (1132 sales)Ford Territory: 10 per cent (1424 sales)Holden Cruze: 13 per cent (3593 sales)Holden Commodore: 16 per cent (4528 sales)Holden Caprice: 20 per cent (276 sales)Toyota Camry: 13 per cent (3223 sales)Toyota Aurion V6: 11 per cent (876 sales) 

Mazda 6 has grown ever larger with each new model and is now similar in size to Toyota Camry and its six-cylinder brother the Aurion.

Commodore Z and Chrysler 300 Ltd go head-to-head in this comparative review.

Turbo power is coming to the Kia range. And, after a test drive in the United States this week, it can't come soon enough.The car we drove was the stunning looking Optima, but instead of the usual 2.4-litre engine this one was fitted with a more powerful, 2.0-litre turbocharged motor. It pumps out just over 200kW of power and is much more satisfying to drive, with considerably more torque that kicks in much earlier in the rev range.The figures tell the story - 250Nm at 4250 versus 365Nm at a low 1750 revs. Made only in left hand drive until now, Kia has managed to overcome the engineering impediments to building a right-hand drive version which is starting to roll off the production line as we speak. Optima is due for an upgrade shortly, so the timing couldn't be better.CONFIRMEDAlthough he confirmed the company was looking at turbocharged engines - and had been interested for a long time - a spokesman for Kia explained it had a number of options - not just the Optima. One of those is a turbocharged version of the cool, two-door Cerato Koop (Cerato is called Forte in the States where it is Kia's most successful model).A new Cerato starts to roll out in Australia from early in the new year, kicking off with the sedan, then the hatchback and finally the coupe.THE KOOPThe spokesman said the 150kW turbocharged engine from the Hyundai Veloster would slot straight into the Koop. By way of explanation Kia is owned by Hyundai and the two share much of their architecture. But before giving either option the green light, Kia would first have to put together a business case for approval by head office in Korea.“It's not my decision but if asked the question I'd have to look at what is best suited to our market,” he said. He added there would be no need to have a naturally aspirated variant as well as a turbo. “It (a turbocharged Koop) may not be a best seller but it would create important interest for our brand,” he said.THE SEDANNo one has seen the new Koop as yet -- it won't make its debut until later next year - but the sedan showed its face this week at the Los Angeles motor show. The Kia equivalent to the Hyundai Elantra, it is cast in the same mould as the Optima, with sleek sporty lines and the signature Schreyer face.Longer, lower and wider, the second-generation Cerato is 30mm longer (4560mm), 14.0, 15.0 or 16.5mm lower (1435, 1445, or 1460mm) depending on market and 5mm wider (1780mm), with the wheelbase extended by 50mm (2700mm) making it the longest in class. It will be hooked up to Kia's six-speed auto, which delivers an ideal combination of power and economy.NEW FEATURESThe hydraulic steering has been replaced with adjustable electric steering that allows the driver to set the level of assistance. Other options include stop and go which shuts down the engine at traffic lights, as well as heated and cooled seats, a hated steering wheel and satellite radio - we certainly won't be getting the latter at this stage.New Cerato can accelerate to 100 km/h in as little as 8.5 seconds, reach a top speed of 210 km/h while using a claimed 6.5 litres of fuel per 100km – depending of course on model. Boot capacity is increased to 421 litres (SAE) – the largest in class. Kia Australia has just about finished tuning the ride and handling to meet Aussie tastes, a feature sought after by customers.GT POSSIBLEAnother turbo option is the gorgeous Pro_c'eed GT hatch from Europe, a highly spec'd model that also comes with a turbocharged power plant. As to the introduction of an entire line of sporty vehicles, much the same as Hyundia's recently announced SR range, the spokesman said there were no plans at this stage. As yet, it does not sell enough cars here to support such a move.THE DRIVEFrom the word go it was apparent that the turbocharged Optima is much better to drive. It's quicker off the line and pulls more strongly in the mid range and, with much more torque - the transmission isn't nearly as busy as in the 2.4. Although it was fitted with the same 18 inch wheels as the Australian model, the ride was much smoother on American roads. In Australia, we reckon the 17s are a better option. One major difference between the two models is the electric parking brake that replaces the foot operated brake in our cars).VERDICTThe addition of turbocharged models to Kia's Australian line-up will attract attention and buyers. The cars look great and the extra power will enable them to compete at a higher level, especially with its German competition. It just has to be careful it does not cannibalise sales from other models.