Sedan Reviews

Lancer has been a Mitsubishi success story and has had to carry its passenger car fortunes with the unfortunate demise of the V6-powered and Australian-built 380 a few years ago. It remains the Japanese importer's best seller with nearly 13,000 units sold this year, ahead of Triton and ASX.Nevertheless sales are down 17.6 per cent so far and nearly a third last month. Mazda3 has a strong lead in this sector with 35,766 sales in 2012 with nearly an 18 per cent share, ahead of Toyota Corolla, Holden Cruze and Hyundai i30. Lancer is seventh. The new Corolla and the next generation Golf are expected to make life tougher for Lancer as well as the others. But Mitsubishi is hitting back with the LX.VALUEValue is the name of the game and the new LX sits at the centre of the campaign. At $23,990 drive away it offers plenty of bang for the buck. It comes with Bluetooth 2.0 with voice activation and streaming audio plus a leather-wrapped steering wheel with audio and phone controls and a new audio system for easier operation and optimum sound.There's also a new 6.1-inch full colour display audio system that also features the rear view camera view. Foibles are few. The USB port is hard to find, there is tilt-only adjustment for the steering and the Bluetooth link can be fussy. To sweeten the deal Mitsubishi offers a five year/130,000km new vehicle warranty, five year Roadside Assist and Capped Price Servicing for the first four years or 60,000km.TECHNOLOGYAlthough not cutting edge, the Lancer has the brand's staple MIVEC variable intake valve lift and timing system within the 110kW/197Nm alloy 2.0-litre engine. The familiar snout of the three-diamond brand is starting to age and needs an update. It looks distinctive enough but is not as modern as the sleeker opposition, especially the new Corolla and the latest crop from Korea.DESIGNComfort has been boosted with heated front seats, a power driver's seat and climate control airconditioning. It comes with 16-inch alloy wheels, side air dams and a host of chrome touches on the radiator grille, boot lid accent on the sedan model, door handles and belt line moulding.SAFETYThere's an extensive array of safety features, including Active Stability and Traction Control, ABS, Electronic Brake Distribution, Brake Assist, and seven airbags, including driver and passenger front, side and curtain, and driver knee airbag to score a five star ANCAP safety rating. The LX also features a reversing camera and reverse parking sensors to improve driver awareness and visibility, along with keyless entry and engine start to make life a little easier.DRIVINGThe 2.0-litre engine is lively and more flexible than the numbers suggest, as well as being close to its ADR fuel-use figure. I finished with a figure of 7.5L/100km, when the company claims 6.9. The five-speed manual is fairly simple to use, not super-slinky, but with good feel and engagement, however it is one short of the normal six-speeder in this class.Most buyers will opt for the continuously variable auto transmission, but I prefer the manual. The cabin is a comfortable space, with climate control for our summer but the heated front seats won't be needed here unless you live on the Tableland and it's winter. It's easy to drive and easy to park with the rear parking sensors and camera a bonus.The steering is light and points well, the ride nicely absorbent and there's plenty of grip. But it's not a sharp handler, like the Mazda3 or Ford Focus, and the stability control kept kicking in when I was getting a bit frisky coming down the Rex Range between Julatten and Mossman. The brakes are great and there's adequate performance for overtaking.The LX cruises smoothly enough with only the coarse bitumen surfaces invading the interior. It's better than previous Lancers but still too noisy. Wind noise is low except for when punching into a head wind. The engine is quiet.VERDICTThe Lancer's age is offset by some worthy features, including a great warranty that provides some level of security. It's not quite up to the dynamics of a Mazda3 or a Focus, rather it's a civilised little all-rounder. The LX is a pleasant small car that will appeal to many and at $23,990 drive away is good value too.Mitsubishi Lancer LXPrice: $23,990 drive awayWarranty: Five years/130,000kmResale: 54 per centService Interval: 12 months/15,000kmSafety: 5 star ANCAPEngine: 2.0-litre 4-cylinder, 110kW/197NmTransmission: Five-speed manual, FWDThirst: 6.9L/100km (on test 7.5L), 91RON, 59 litres, 162g/km CO2Weight: 1285kg

Do you want to buy a cheap new Lexus? If so, then check out the Toyota Aurion. Sales are down 25 per cent to just less than 5000 units so far this year. Aurion is ranked third with 721 sales, down 14 per cent and has just a 15 per cent share of the segment, behind Commodore and Falcon.By comparison its four-cylinder twin Camry commands 40 per cent of the 5700 medium car sector with sales up 23 per cent for the year. The six-cylinder market is a tough place. Buyers are abandoning this once stronghold in increasing numbers for SUVs and small cars. It's a shame because Aussie-made sixes are among the best cars in the world for value for money and are able to devour long distances in comfort and safety.VALUEYes. The Aurion packs the same silky smooth 3.5 V6 as the Lexus IS 350 and the GS 350 in a package $30,000-plus cheaper. But the $52,467 Sportivo ZR6 as reviewed is a much better looking car with a sporty body kit and a more aggressive and individual grille that makes it stand apart.Features include five alloy wheels, 60/40 split-fold seats, multi-information display, eco indicator, display audio with USB input and iPod connectivity, acoustic windscreen, dual exhaust, chrome rear garnish and rocker moulding, sports Optitron (Lexus) instruments and integrated side indicators in the exterior mirrors.There is also power-operated driver and front passenger seats with lumbar support, sports suspension, 17-inch sport alloy wheels, front and rear spoilers, sports diffuser, front fog lamps, metallic/mica paint, paddle shifts, sports pedals, premium three-spoke steering wheel, sports front seats, sat-nav, smart entry/start, automatic high beam, wipers, high-definition headlamps, front and rear parking sensors and automatic dipping exterior mirrors.TECHNOLOGYIt might not have the Lexus badge, but it shares the same powerplant and inside is as close to a high-level Lexus as you will get in a Toyota. The Aurion's not rear drive, which will put off some purists off, but it can be driven in a sporty manner that takes advantage of its silky engine and supple chassis.Output from the 3.5-litre V6 engine is unchanged at 200kW and 336Nm, but a taller final drive accompanies the six-speed sequential-shift automatic transmission. This improves fuel efficiency by 6 per cent to 9.3 litres/100km on the combined cycle, and exhaust emissions are down by 8 per cent. I achieved 12.2 litres/100km on my weekend drive.DESIGNIn reality the Aurion is a V6 version of the Camry with interior and exterior changes. In base versions, the Aurion is very ordinary looking and the Camry looks much better. The body kit, including spoilers and side skirts, is not a cohesive unit. The car was finished in a striking metallic blue paint job, called reflex blue, which made it stand out.The front seats are taller and wider, with more back and lower body support. The steering column has a more natural angle and the relationship between the driver's seat and the accelerator has improved.SAFETYThe ZR6 is packed with gear and among the goodies are seven SRS airbags (including driver's knee airbag), seatbelt warnings on all five seats, vehicle stability control (VSC), traction control (TRC), dual-zone automatic climate-controlled airconditioning and a reversing camera.DRIVINGI was quite impressed when I picked up the ZR6. I was dreading driving a lesser model with that awful cheesy chrome grille. It reminds me of the very forgettable Avalon. The ZR6 will not appeal to keen drivers who prefer big cars, such as the Ford Falcon XR6 and Holden Commodore's SV6, to be rear-wheel drive.But the beauty of the Aurion is that it is a smooth motor car, much more refined than the raw and raucous Falcon and Commodore. Torque steer, when the drive through the front wheels fights the steering, can be a problem but only if you are heavy handed. The ZR6 can be driven briskly and smoothly without being brutal.In fact, it is a surprisingly quick car that can string a series of corners together well and in harmony. Drive it with an even hand and it does not need to result in heavy nose understeer. It tackled the Kuranda Range road well and was quiet and Lexus-like on the highway through to Mareeba.Engine and wind noise was negligible with just coarse bitumen surfaces upsetting the ambience. The smartest part about the ZR6 was the V6 providing instant power for safe overtaking and for effortlessly uphill driving. It was a lot of fun across the unforgiving Springmount Rd between Walkamin and Dimbulah, using the paddle shifters on the steering wheel.There is little body roll and just a hint of safe understeer on sharp corners at enthusiastic speeds. The car points well with a new, stiffer suspension and more rigid body. There's also a new electric power steering unit similar to that in the Lexus RX series. Noise, vibration and harshness (NVH) have been improved through a large number of design refinements.Aurion has what is essentially a double glazed windscreen. Wind flow under the bonnet and the front mudguards has been deflected to reduce noise and new sound-deadening carpets have been added. Double seals have been added to the door glass. The result is a cabin that is whisper quiet even on some of the harsh road surfaces.Inside, the Aurion feels more comfortable and secure and although still short of an enthusiast's choice, it is more involving to drive with an improved driving position, tighter and more confident handling and better steering and brake pedal feedback.The engine is punchy, silky smooth and quiet with just enough exhaust note filtering through to reflect its V6 status. And it is complemented by the seamless and intuitive six-speed automatic. However, the inherent tug of 200kW driving the front wheels remains, as does the irksome foot-operated parking brake.VERDICTThe Aurion is an under achiever and falls under the shadow of the cheaper four-cylinder Camry. But it does a better job, even if it is dearer and thirstier. Nothing beats a nice six and the Aurion's V6 is one of the best in the business. It's smooth, quiet and powerful, making long journeys a cinch. The ZR6 can also be sporty. It provides a refined alternative to the more raw rear-drive sporty numbers from Holden andFord.

When it comes to the Chrysler 300, we’ve all heard the put-downs – Yank tank; Mafia staff car and so on. Yet the new model doesn’t deserve any of these jokes. Driving the two larger-than-life vehicles back to back illustrated a breadth of appeal rarely found in a big sedan.Now owned by Italian automobile giant Fiat, Chrysler is aiming to make a bigger dent downunder than before and the new 300 series large sedan was the first product range to burst out of brand new Melbourne headquarters onto the Australian market a couple of months ago.The cars are an eclectic lot, coming in versions from the 300 Limited, to the 300C, the 300C Luxury and the range-topping SRT8. Prices start at $43,000 for the petrol Limited, the diesel adds $5000, and top out at $66,000 for the Hemi V8 SRT 8.We experienced the 300C Luxury 3.0-litre V6 diesel and 300 SRT8 6.4-litre Hemi V8, fine examples from either end of the product spectrum.Thanks to advanced automotive technology, both models tested behaved like much smaller cars, making for a relaxed driving experience. For example, when parking, a reversing camera with guidelines and a park distance alarm system are on hand to take the measurements and tailor the right approach.The diesel takes advantage of Chrysler’s link to Fiat and comes from VM Motori in Cento, Italy, while the SRT 8 (for Street and Race Technology V8) pays homage to the US company’s well-documented Hemi history.The new V6 diesel has lost weight over its predecessor by means of aluminium cylinder heads, while twin overhead chain-driven camshafts have increased torque to 550 Nm between 1800 and 2000 rpm, and power to 176 kW at 4000rpm.The all-new 6.4-litre Hemi V8, one of the world’s most powerful naturally-aspirated V8s, punches out 347 kW at 6100 rpm. That’s 500 horsepower in muscle car terms, and this is most certainly a machine with muscle. It has 631 Nm of torque at a rather high 4150 rpm. Both engines are mated with a five-speed automatic transmission.An upgraded version of Chrysler’s multiple-displacement system now deactivates half the V8 engine’s cylinders over a wider range of operation, lowering fuel consumption from five to 20 per cent depending on driving conditions.As for fuel consumption, at the lower end of the scale the diesel got down to 7.5 litres per 100 kilometres on bouts of motorway driving, while the big petrol job slurped anything up to 29 litres per 100 kilometres in serious stop/start city travel. Oh, dear...A new electro-hydraulic power steering system on the 300C Luxury helps provide improved fuel efficiency and better steering capability. The SRT 8 calls on a fully hydraulic steering system.At night, HID Bi-xenon headlamps project three times the brightness of conventional headlights, while an adaptive system moves the beam from left to right in line with vehicle speed and steering wheel input, and is self levelling in keeping with crests and dips in the road.Inside the passenger cabin, under city-style driving conditions, it was hard to distinguish between the two motors, both producing quick-sharp response to pedal pressure accompanied by little more than a sweet engine hum.More light is let into the cabin by the addition of a quarter-light in the rear doors that, along with a lower belt line and thinner pillars, increases visibility by 15 per cent. The upper windscreen edge is 76mm higher providing improved visibility at traffic lights.The feel and grip of the four-spoke thick-rimmed steering wheel have been enhanced and comes standard with tilt/telescope adjustment for driving comfort. The wheel incorporates cruise control and adaptive cruise control buttons on the front, audio controls on the rear.Information such as satellite navigation, with the one of the clearest 3-D maps around, and vehicle and audio systems, is projected onto a 8.4-inch touch screen on the central dashboard. Of automotive Imax proportions, it is the largest in the market segment. However, the whole thing is let down badly by reflection all but wiping this info out in bright sunlight.     Luxury by name, luxury by nature, expansive seats are aimed at carrying wide-backed corpulent corporates comfortably. There are also acres of legroom back and front, which make the 300s highly attractive to the limo business, and a boot big enough to take several sets of golf clubs, or a generous load of luggage.On the other hand, The Chrysler SRT 8 is fitted with body hugging sports seats, a boon during spirited driving, and sports a discreet boot.-mounted spoiler to hint at the car’s character, while twin exhaust tailpipes make no bones about the potential power under the bonnet.   There’s no ignoring the fact you’re in the SRT 8, with ‘Chrysler’ being etched into the door sills and SRT on the tacho dial and seat backs. The analogue clock, mounted at the centre of the dashboard, a la Bentley, also carries the maker’s name and is a classy cap doff to the past. The Chrysler 300 already has the top rating from the US Insurance Institute for Highway Safety in front, side, rollover and rear crash tests safely tucked under its arm.As well as Electronic Stability Control and Traction Control, standard safety features include full-length side curtain airbags, seat mounted side thorax airbags, driver’s knee airbag duel front seat belt pretensioners, front reactive head restraints.Disc brakes all round have ABS and are augmented by Brake Assist, Ready Alert Braking and Rain Brake Support, the last gently applying brakes to dry out the discs when the wipers are working.Hill Start Assist automatically applies the brakes on inclines to prevent the vehicle rolling backwards. Keyless entry to the car is gained by the holder of the fob merely tugging the door handle. Starting the engine is by means of a dash-mounted button when the foot brake is applied.On the launch of the 300 a couple of months ago the media got to drive the cars on Phillip Island on a sodden racetrack. I recall the rear-wheel drive V8 showed its potential particularly when powering out of corners, wheels spinning freely, the tail wagging enthusiastically.Easing off, the electronic stability control was quick to bring things back in order. It’s just as impressive in day-to-day motoring.Plant the foot and the hemi piped up with a fine deep-throated note perfectly attuned to the car’s sporting nature.Suspension bushes and a rear stabiliser bar help iron out some road harshness over bumps but 20-inch aluminium wheels, fitted with low profile tyres, pick up even minor blemishes in the bitumen.

The orca of the BMW family has landed. And it's not half bad. The M6 is big and bulky but still deadly serious and seriously quick, with the sort of performance you rarely find in a luxury coupe or convertible.The downside is prices that straddle $300,000 and mean an M6 buyer can also consider a wide range of exotics - including Aston Martin and Porsche - and not just make a straight-out choice against a Benz SLS with the AMG treatment.After driving the M6ers at the global press preview in Spain I was not sure how they would translate to Australia and Australian roads. Driving on sand-slicked summer roads in Europe they felt heavy, slightly unwieldy and over-powered in a lot of conditions.But it's possible to drive an M6 in Australia without fear, and also to crack the whip and enjoy the experience - and whip-crack exhaust bangs on serious up changes - without worrying about your license. You can also cruise and collect some smiles, or just go for the whole luxury experience in a car that's wrapped up in leather, carbon fibre - including the roof in the coupe - and a thumping sound system.How does $292,500 sound? What about $308,500? If that's too rich for you, and it likely is, then the orca twins will only ever be a dream. But BMW Australia says the prices for the new Msters are actually slightly lower than the cars they are replacing, and also loaded with a lot more standard equipment.That means everything from a 2+2 cabin to the old-school folding canvas top on the convertible, which comes complete with a roll-up electric wind blocker just ahead of the boot that doubles as the back window when the roof is in place.The M6 deal is sweeter because so much of the car is shared with the M5 sedan, from the twin-turbo engine to the chassis and the latest iDrive infotainment system, but it's still a big and heavy car. BMW Australia says the most-likely rivals are the Benz CLS and perhaps the lovely SL roadster - which I drove and loved as the SL63 earlier this year - as well as the chunky and punchy Jaguar XK-R S hotrod.M6s will never be common in Australia but there are still plenty of people who want one and are prepared to pay their $300k. "We will deliver close to 30 cars this year. As for next year, we would expect to out-perform the predecessor model and that sold 65 cars in the first year," says Piers Scott, BMW spokesman. In total, BMW sold 156 of the outgoing model but it has - slightly - higher hopes for the newcomers."This is the most responsive turbocharged engine in the world. And the benefit is not just the performance, but way better fuel economy," says BMW Australia's M6 product manager, Christoph Priemel. The force-fed V8 is lifted straight from the M5, complete with 412 kiloWatts and 680 Newton-metres from 4.4 litres.There is no such thing as a manual M6, but the seven-speed double-clutch manumatic is driver adjustable between slur and speed shift and the car will thump to 100 in 4.2 seconds with a top speed - if you're prepared to pay a little extra on tyres and things.As Priemel says, the fuel economy is impressive with an official rating of 9.9 litres/100km kilometres for the coupe and 10.3 for the convertible. Look under the M6 and you find an M5, although the wheelbase is a little shorter despite a slight increase in length, the coupe is 20 kilograms lighter, and there is an active differential to improve handling. Extra work went into the M6 to ensure there was enough cooling for the engine room and a late change to the coupe brought a tiny spoiler at the tail edge of the boot.Orca looks big and tough, but still M6 sleek and purposeful. For me, the coupe is a little sweeter without the complication of the flying buttresses at the tail of the convertible, but the design is really about making an impact. That means an aggressive nose, giant alloys and the M division's signature four-pipe exhaust system.Inside, M tweaking includes special seats, a driver focussed wheel and a bunch of switches to control the various engine, transmission and suspension settings. Thankfully, the designers have worked with the engineers to add a pair of programmable M buttons on the steering wheel that allow you to drive sedately at the start, then switch to M1 for more fun, then M2 for extra excitement up to and including a full-on track attack with super-slick shifts and zero intervention by the stability control.We're never going to get an ANCAP rating on the M6ers, but they should rate a five-start tick with all their technology. They might be big and fast, but BMW has built in all sorts of airbags and electronic safety systems that go way beyond standard ESP. The idea is to have fun but always with a safety net, regardless of the roads or conditions. But the only safe place to really run wild in an M6 is at a racetrack. Full stop.The sun is shining on a lovely Brisbane morning as we head for the hills. And the promise of Lakeside raceway hot laps. Heading out of the city, the pod of orcas - close to $2 million worth - keeps close company and there is fun and big smiles as the drivers thump away from the lights and whip-crack the exhausts on the 1-2 changes.But things settle down quickly and there is time to settle into the comfy sports buckets, enjoy the punch of serious zircon, and also marvel at BMW's latest 3D satnav display. There's not a lot of boot room in the M6ers, and you could only carry kids in the back, but it's not intended to rival a Kia Carnival for family hauling.As the road climbs and turns twisty it's time to see what the suspension can do. And it's surprisingly compliant for such a heavy car with such big wheels. It's obviously not a Porsche, or even an SL, but this is a big GT car and not an all-out sporty.As I start to enjoy the drive, I realise the M6 convertible is much more helpful than the M6ers I had driven in Spain, which felt floppy and never really connected with the road. I now realise it was probably the very slipper Spanish roads.This time around, the M6 puts its power down well, turns relatively sweetly - it's not a Toyota 86 in size or response - and is always ready with a brutal twin-turbo thump. It's not a quiet car, but there is minimal disturbance with the top down at 100km/h and you get what you get with wide low-profile tyres on coarse Australian bitumen.The kilometre roll past as easily as you expect in a $300,000 car, and then it's time for Lakeside. The track is very fast with some serious corners, but the orca coupe is right in its element. There is more than enough power for anyone, the brakes handle things surprisingly well, the gearbox is a delight, and the steering has just the right balance between grip and feel.It's not as quick as I remember an Audi R8 or a Nissan GT-R, but it definitely lives up to the M heritage. The weight works against it, and the front wants to push wide at times, but it's a car you could happily thrash on weekends. Not that BMW expect many M6 owners to do it.The combination of road and track time has softened my complaints about the M6, and made me more of a fan. I'm never going to love it the way I do a Porsche Cayman, or crave it the way I do a Benz SL63, but the M6 is better than I expected and definitely better than I thought in Spain.Which just goes to prove that you should never pass final judgement on any car until you get it home. I was only lukewarm on the new M6 when I drove it in Europe, but now I can see it's a good thing and a worthwhile member of the BMW M family. But I'm still not sold on the deal when the price is so high.The M6 twins are not for everyone, but for some people they will be everything they want and need.

The small-medium Mercedes-Benz C-Class, while costing significantly more than many cars in its class, is becoming increasingly affordable by the standards of the prestige car market.Though it has been built down to a price when compared with upper crust Mercedes models, the price trimming has been done intelligently and you still get a car that’s well built and uses good quality materials.The C-Class is sold as a three-door coupe, a four-door sedan and five-door station wagon body. Coupes from 2008 to 2011 were called the CLC-Class in an attempt to give them a sportier image. That didn’t seem to work and with the new model of 2011 the C-Class coupe name was revised.This is a rear-wheel-drive car so those travelling in the back seats of sedans and wagons will find themselves a little squeezed unless the front seats are moved forward a notch or two. This situation has improved over the years as the C-Class cars have become slightly larger, but it’s still smart to take the family along during your pre-purchase road test to make sure it suits them.Boot space is good and the big bootlid in the sedans makes it easy to load. The wagon is of the stylish school, with a sloping tailgate that robs the load area of some cubic capacity.Naturally the back seats and boots of the coupes are on the cramped side, but that’s par for the course.Few cars come with such a staggering range of engines as the Mercedes C-Class. Four, six and eight-cylinder engines are offered. The latest petrol engines have direct petrol injection and are significantly better than the older units in terms of performance consumption and emissions. Look for the letters CGI in the car’s title, indicting the new-generation engines. The name Kompressor in the car’s title means it has a supercharged engine to provide extra torque. Later units use a turbocharger rather than a supercharger.The hot AMG models use the V8s and have tremendous performance, but this comes at a cost in high fuel consumption.Mercedes-Benz C-Class with turbo-diesel engines have been sold for many years, long before they became common in other European marques. They have either four or six cylinders. The newer diesels (look for CDI on the badge) are a big advance on the older diesel in smoothness and refinement and once the car is cruising at a steady speed we defy you to pick them from petrol powerplants.The great majority of C-Class Mercedes-Benzes will have an automatic transmission, though you will find some four-cylinders cars have a five-speed manual gearbox, they may cause real hassles at resale time.Luxury levels are Classic, Elegance, Avantgarde and Sport. The latter has firmer suspension for better road feel and will make a nice car for the enthusiastic driver.Spare parts, servicing and repairs are all expensive for a car of this size, but certainly not for a machine with the high prestige rating the Benz affords you. Insurance costs are generally reasonable for a car in this class.It pays to buy a used Mercedes-Benz which has been serviced throughout its life by an authorised dealer. Their mechanics are not only trained to high standards, but are in constant touch with the factory. A car with a full service history will almost invariably command a higher price but be sure the service books are genuine.Mercedes-Benz Australia offers a good used-car scheme on cars up to five years of age. The length of the warranty varies according to the workshop’s assessment of the car.WHAT TO LOOK FORBe sure the steering is positive with no unnecessary free play in the straight-ahead position. There were some problems with the early version of the Brake Assist System (BAS). These should have been rectified by a dealer after a recall. Contact the dealer or Mercedes’ head office to see if this work has been done.Do a visual check of the car inside and out for signs of damage or worse-than-average wear. Pay particular attention to the bumper-bar corners for signs of paint scrapes. Also have a good look at the condition of the seats.Always call an expert for the final say no matter how good the Mercedes appears to be after your own inspection. Either use a mechanic formally trained on Mercedes or a senior inspector from your motoring association. Noisy engines, or units that are slow to start may be about to rack up an expensive repair.CAR BUYING TIPIf you’re considering getting an old prestige car rather than a new, but somewhat mundane, car make sure your budget is up to the task of supporting the higher running costs of the upmarket machine. 

Nissan's Almera ain't pretty with a dated, upright look only a mother could love.Nissan needs to lose the pancake boot, slab sides and kooky face and head hunt a decent designer to give (most of) their cars a lift. This one is like a booted Micra and is a size up on most competitors in the light car segment. That's a positive.We got hold of the $18,990 Almera ST auto and there wasn't a rush to get hold of the keys. The Almera ST is also available in manual for $16,990. Goodies include Bluetooth phone and a multi function trip computer with the reset button in the middle of the instrument pod. The audio is acceptable and there are some wheel controls for audio and phone.It runs the same powertrain as high spec' Micra; a twin cam, 1.5-litre, petrol four cylinder with 75kW/139Nm output. The auto is a four-speeder. Go for the manual and you get one extra cog, something the auto desperately needs.Why? Because it hunts (flicks between gears) between third and fourth incessantly on the highway and particularly on hills unless you push the overdrive off button locking it in third cog. On a short stretch of hilly highway, we left it in D and counted 18 "hunts" from the bottom of the hill to the top -- about eight kilometres further along.This has the effect of increasing fuel consumption alarmingly which was difficult to ascertain because fuel info' is given in kilometres per litre instead of litres per 100km. Nissan says it uses 6.3-litres/100km average. A possibility we think. Engine performance is OK and once you're up and running on the flat, it's relatively smooth and quiet.Then you only have to put up with the totally hard interior bereft of any soft surfaces except for the seats and carpet. The dash has a bulging passenger side for some reason and a control panel cluster in the middle which is easy to use. On the plus side is generous kit (to a point), impressive room particularly in the rear seat and headroom areas. The boot is large and there's a full size spare.You get six airbags and seeing as the Micra scores four stars from ANCAP so Almera should be the same...It has a fairly standard small car feel to the ride with a degree of sportiness. But the drum rear brakes are out of the ark. It's comfortable and composed through turns but don't bother pushing it as you might with a Ford Fiesta. The suspension is a strut front/torsion beam rear which is simple and effective.

Though their model numbers give the suggestion the Hyundai i40 and i45 are similar in size they are quite widely differentiated. So potential buyers are likely to find their individual choices easy to make.In an interesting marketing move the Hyundai i40 was initially sold only as a station wagon when it arrived in Australia in October 2011. A four-door sedan didn’t reach us for a further eight months.The Hyundai i40 sedan is the subject of this week’s review and we have had a chance to drive it extensively as two different business trips saw us in the seemingly endless traffic jams of Sydney then in a different i40 in Brisbane, around the Gold Coast during the V8 Supercars race and in the hinterland behind our home on the Gold Coast. Now that’s variety for you.Three model variants are offered in the new Hyundai i40 range: Active, Elite and Premium. As with all Hyundai models, the new i40 sedan has a five year/unlimited kilometre warranty. There’s free roadside assist for the same period provided the car is serviced by a Hyundai dealer.All i40 models have Bluetooth connectivity including audio streaming, as well as auxiliary and USB sockets. The Hyundai i40 Active has a single CD player, Elite and Premium have a six-disc changer with a more advanced audio system. Both systems can play MP3 and WMA discs. Elite and Premium models also use a proximity key with push button start/stop.Interior space in the Hyundai i40 has good-sized seats for those in the front. Rear seat passengers will be short on knee room unless those in the front are willing to give up a little of their legroom. Despite the sleek roofline, headroom is good front and rear, even with a sunroof fitted.Each model comes with the option of a 2.0-litre petrol or 1.7-litre turbo-diesel engine. Our test vehicle in Sydney was fitted with the diesel, it has peak power of 100 kW, and torque of 320 Nm between 2000 and 2500 rpm.The vehicle unit we used in our home grounds of south-east Queensland had the petrol engine that has up to 130 kW of power. It doesn’t reach its torque peak of 213 Nm until it’s at 4700 rpm. Many drivers will never rev the engine to these heights, but it does have a good spread of grunt from about 2000 upwards so we didn’t find it lacking.The entry-level i40 Active is offered with either a six-speed manual or six-speed automatic transmission; the Elite and Premium only come with the automatic. Both our cars had the automatic transmission.Standard safety features in all i40 models, sedan and wagon, are ABS brakes with electronic brakeforce assistance and brake assist. The system automatically activates the hazard lights when high brake pressures are applied. Active safety features include cornering brake control, vehicle stability management system and swivelling headlights.Additionally, the Hyundai i40 Elite and Premium have front and rear parking sensors, supplemented in the Premium with a reversing camera. Nine airbags are the biggest feature of the passive safety items.The diesel may be small in capacity but it’s a modern design and we were impressed by its strong torque and the fact that turbo lag is kept to a minimum. The added smoothness of the petrol is attractive, as is the absence of the smell of diesel.Ride and handling are both good, with a sensible balance between firmness and comfort. Cornering is nothing to get excited about, but the Hyundai i40 holds on securely and is well within its limits when driven in the manner likely to be used by the typical buyer.We would probably lean towards the petrol if it was our money, but the final decision is up to you the potential buyer.

Anything with the number ‘300’ on the speedo dial has to be a serious machine. Not that the needle of such a car, the new Audi S4, for example, will ever see speedo’s end.By agreement with government in Germany, its country of origin, the vehicle is electronically limited to 250 kilometres an hour. Still, the dial does have the heart racing at first sight.At $120,440, the S4 3.0 TFSI quattro S tronic sedan is shaded by the S4 Avant 3.0 TFSI quattro S tronic which adds $3500 to the bill.I loved the Audi pick of programmed music in the test vehicle. The $1550 Bang and Olufsen Surround Sound System with 10-channel amplifier and 14 speakers - a total output of 505 watts - brought out the best of everyone from Marvin Gaye to Lana del Rey. It even polished the primitive techno of Kraftwerk.Standard is a redesigned Sports steering wheel in S design, multi-function, wrapped in leather. Optional is a flat-bottomed tiller adding even more sporting cred to the car. Additional options include sport differential and damper control, dynamic steering, plus adaptive cruise control. It all makes for better ride, handling and happier passengers.In conjunction with the navigation system, an additional mode, ‘individual’, is also included, allowing the driver to specify, within limits, his or her own profile of preferred settings.The Audi S4 sedan we have been testing for the past week has had a facelift, with changes to headlights, bumpers, air inlets and the choice of colours. On the outside, the hexagonal single-frame grille, wedge-shaped headlights hooded by LED daytime running lights, LED rear lights, new bumpers and integrated boot-lid spoiler are all clues to the model updates.With spots for five occupants, the split rear seat backs can be folded in two steps without removing the head rests, doubling the cargo volume to 962 litres. Tie-down rings are sturdy chrome plated solid metal.The test car sported optional power S sport seats featuring extra-supportive side bolsters, integrated head restraints and embossed S4 in the seat backs. S4 badges also can be found on door sills, while aluminium-look shift paddles and pedals complete the picture.But, it’s the technical advancements that keep the hot Audi topping the charts. Most important are quattro drive with torque vectoring and electromechanical power steering, while the S sport suspension and 18-inch wheels give the new S4 added road grip.The S4 TFSI engine is a joy to behold. The supercharged V6 pumps out 245 kW of power and 440 Nm of torque between 2200 and 5900 rpm. The sedan sprints from zero to 100 km/h in 5.0 seconds and reaches an electronically limited top speed of 250 km/h, all the while dual twin tailpipes trumpeting a stirring fanfare from the finely tuned motor.Around town the fuel consumption of this very efficient engine usually sits in the 11 to 13 litres per hundred kilometres range, not bad for the performance it gives you. On the open road you can get it below eight litres per hundred without too much tip-toeing. That’s impressive.The S tronic seven-speed dual-clutch transmission sends the power to the quattro drivetrain with self-locking centre differential and torque vectoring. An electronic control system offers two types of operation - D (Drive) or S (Sport) – for drivers to shift between using the gear lever or steering wheel-mounted paddles.Powertrain apart, the Audi S4’s star turn is its steering. Well weighted to provide maximum feedback to the driver, it can be varied by up to almost 100 per cent from most direct in city traffic to much less so at high speeds where the system chips in to help the driver when cornering at the handling limits, if necessary, reducing both oversteer and understeer by means of load.Ignoring the top speed – please do not try it at home – it’s the sharp acceleration that comes to the fore when wanting to overtake. It’s merely a matter of tapping the downshift paddle to put the S4 in a position to pass with plenty of safety.Ventilated discs, 320 mm up front and 300 mm at the back, are worked on by black composite callipers, ensuring that heat is dissipated to maintain optimum braking efficiency, whether parking or putting in the ‘welly’ on the open road.The driver, at the touch of a button, is further blessed with Audi’s own Drive Select system, offering, through the accelerator, transmission shift points and power steering boost, the choice between ‘comfort’, ‘auto’, ‘dynamic’ and ‘efficiency’ modes.It had me sold.

NEWThe Mercedes-Benz E-Class one of the business world's favourite cars, it's solid, roomy and the three-pointed star on the bonnet sends the right sort of messages to the rest of the community.Enter the E280 Sports Edition that was designed to add some sporty spice to the luxury express. Basically, 'Benz bundled up a number of its most popular options into a pack and flogged it off at a bargain basement price. The company reckoned you could save $11,000 over the same car with equipped withthe options bought individually.The E280 Sports Edition was offered in sedan and wagon variants, with the choice of petrol and turbo-diesel engines. If you ticked the petrol box you got a 3.0-litre V6 that boasted 170 kW and 300 Nm, had you gone for the diesel you would have got a 3.0- litre V6 turbo-diesel that peaked at 140 kW and 440 Nm.Whichever engine you chose you got a seven-speed automatic transmission with paddle shifting. The Sports Edition also brought lowered sports suspension, perforated front discs and 18-inch alloy wheels. There were some other sporty enhancements, more for looks than function, things like a rear lip spoiler, a sporty gearshift lever, alloy pedals, and chrome exhaust tips.Inside, it had sports seats with power adjustment with memory settings, and they were trimmed in sporty black leather with contrasting stitching. There was plenty of other gear as well, like the multi-function steering wheel with controls for just about everything, as well as Sat-nav, DVD player, and great sound system, and parking assist so you don't bump into anything else.That was on top of cruise control, auto sensing wipers, auto headlights, and a glass sunroof. It was also packed with safety gear, such as ABS, ASR skid control, BAS emergency braking, ESP stability control, and a host of airbags. In short it had the lot.NOWIt was hard to believe that the silver E280 Sports Edition sedan Mercedes diverted from its Approved Pre-Owned program to give us the chance to appraise it was four years old and had done a tick under 40,000 km. It looked, felt and smelled factory fresh. The silver paint was unblemished, the interior pristine, the only thing we could find that hinted at its used past was a few very minor scuffmarks on its 18-inch alloy wheels.Handing over the keys to the car Mercedes-Benz media man David McCarthy told us the car had been subjected to the company's extensive 116-point exterior, interior and mechanical check and would normally have gone straight onto a dealer's lot as an Approved Pre- Owned car with a price tag of $55,000. Instead it was given to us for an extended test drive.The Approved Pre-Owned program is an affordable way to buy into the prestigious brand if, for whatever reason, a new car is out of reach. It allows buyers to confidently purchase used cars with knownhistories, most serviced from new by Mercedes-Benz dealers, with a two-year unlimited kilometre warranty and full roadside assistance, for the price of a new Holden Calais.The E-class is a substantial car, reserved, but elegantly styled and packed with presence. It's also suitably reserved inside with understated black tones and a splash of dark woodgrain to provide an appropriate highlight. The seats, powered at the front, are trimmed in perforated black leather. They've comfortable and supportive, with heaps of adjustment in every direction to find the optimum position for every body, and once found they can be etched in the electronic memory.There was no wear to be seen anywhere, there were no scuffmarks, nothing had worked loose, and there were no rattles or squeaks to be heard anywhere. Our car had the 3.0-litre V6 petrol powerplant. Like the rest of the car it was understated, smooth and quiet. There was a slight lag in response when you hit the go pedal, which meant you needed to anticipate your moves in traffic so you didn't miss the gap, but otherwise it performed well.Once woken up it goes hard. Watching the fuel consumption read-out in the dash hinted at the might of the E-Class, varying as it did from around 9.0 L/100 km on the open highway to as much as 14.5 L/100 km in congested city going. That compares to the company's official claim of 9.7 L/100 km on average.The average over the time we had the car was 11.0 L/100 km. The 7-speeder was also smooth and unfussed, the shifts subtle when left to do it for you. There was also the option of shifting manually, by either using the lever or the paddles behind the steering wheel. A momentary shudder when engaging Drive from Reverse was the only blemish we observed.On the road our E-Class felt solid and substantial, the steering was comfortably weighted with a nice reassuring feel of contact with the road. As part of the Sports pack the E-Class rides on 18-inch wheels, which are wrapped in low-profile run-flat tyres, usually a sure fire recipe for a hard and uncomfortable ride, but in this case the ride is surprisingly comfortable and road irregularities are absorbed without fuss.By the time we handed it back, we'd done a touch more than 2000 km in all sorts of conditions and it was hard not to be impressed with the E-Class. It was as tight as a drum, there were no rattles or squeaks, and the car drove impeccably.SMITHY SAYSIf you want real prestige at an affordable price a 'Benz approved E280 Sports Edition could be the answer.2008 Mercedes-Benz E280 Sports EditionPrice new: $98,000 to $106,000Engine: 3.0-litre V6 petrol, 170 kW/300 Nm; 3.0-litre V6 turbo-  diesel, 140 kW/440 Nm.Economy: 9.7 L/100 km (V6 petrol), 7.5 L/100 km (V6 TD)Transmission: 7-speed automatic, RWD Body; 4-door sedan, 4-door wagonVariants: Sports Edition Safety; 5-star ANCAP

In the 20 years since its introduction the Falcon XR6 has become the quintessential Australian performance car, blending the robust and reliable Falcon driveline with the refinement and sophistication once only available in an imported European GT. There were plenty of doubters when it was originally launched, lots didn't believe a six-cylinder car could win over a market that worshipped at the altar of the V8.But it has and the XR6 and its sizzling sibling, the XR6T, have become firm favourites with Australian buyers. As the latest in the line, the FG is perhaps the best of the bunch. Based on the FG Falcon released in 2008 the FG XR6 and XR6T use the basic Falcon four-door architecture, but build on it with a range of mechanical and cosmetic upgrades that transform the family Falcon into an impressive driver's carThey can be identified externally by specific grilles, bumpers, fog lamps and alloy wheels, while inside they feature sports seats, instruments, alloy pedal covers and gear shifter on manual models. At the XR6's heart is the Falcon six-cylinder engine that puts out 195 kW and 391 Nm, which is linked to a five-speed auto, six-speed auto or six-speed manual.Underneath the suspension was retuned for a more taut, sportier drive. The XR6T, with a whopping 270 kW and 533 Nm on tap from its turbocharged version of the 4.0-litre six-cylinder engine, was a blistering drive.It was much more overt in its intent than was the mo re reserved XR6. In addition to the turbocharged engine the XR6T also had a limited- slip differential, upgraded brakes, larger alloy wheels, and the option of a ZF 6-speed auto to handle the engine's output. On the road both models were sure-footed and smooth, with a comfortable ride.Build quality has long been an issue with the Falcon, but the FG seems to be better than most of its predecessors and doesn't appear to attract the same level of owner complaint. Still, it's worth doing a thorough inspection all over the car looking for signs of possible build quality issues, and have them fixed before you take delivery.Mechanically the XR6, with its fundamentally stock drivetrain is sound and little goes wrong with it on a regular basis. The issues that affected earlier models have mostly been resolved and don't appear to affect the FG. Thoroughly test the auto transmission when on a test run and make sure it shifts smoothly, without reluctance and that there's no thumping of shuddering through the driveline. Repairing the 6-speed auto is a very expensive business, something to be avoided. Consider having the auto transmission serviced on cars with high mileage.Also take note of any brake shuddering, which could indicate new pads and rotors are needed. Rotor and pad replacement are a fact of life with the Falcon, and should be factored into the running costs. Checking the XR6T needs an even more thorough inspection, as enthusiast owners would have driven them hard.Listen for knocks and clunks in the suspension, check the clutch for signs of wear, like a low take-up, slipping, shuddering etc. Like the XR6 thoroughly test the automatic transmission, which is likely to have come under extreme pressure from enthusiast drivers. Anyone looking to buy a potential classic should consider an XR6T.Safe, sound sports sedan with all the performance you could want, and more in the turbo model, which is a potential future classic in waiting.