Sedan Reviews

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 FOR Be 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 TIP If 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.

NEW The 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 with the 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. NOW It 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 known histories, 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 SAYS If you want real prestige at an affordable price a 'Benz approved E280 Sports Edition could be the answer. 2008 Mercedes-Benz E280 Sports Edition Price new: $98,000 to $106,000 Engine: 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 wagon Variants: 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 car They 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.

Canny motorists are facing a shopping bonanza as car makers start slashing prices to make way for new models. But it's not only outgoing models going cheap - look out for end-of-year sales as well. Any time a carmaker trumpets a new model, these shoppers are there ready to make a financial killing by buying up the old model. Look for sales at particular times of the year. June is traditionally a strong month for squeezing extra savings out of a dealer though, with a buoyant car market and fierce competition, anytime towards the end of any month can deliver a bonus. End of year sales are popular. Dealers always want to sell but the months of November and December provide a chance to discount cars built in the current year. Fighting this are car buyers who want a car built in the new year to preserve resale value. Here's some deals but be prepared for more as the calendar year draws to a close. HOLDEN Deep Purple is no longer a rock band - it's Holden's new colour that is available on a range of cut-price “Z-Series” Commodore sedans, utes and wagons. The new colour is the same as Holden's iconic show car, the Efijy. Different models in the Z-Series line-up get different equipment levels but, as an example, the base Omega automatic is $41,990 but the Z-Series edition costs $39,990. The bonus is that the Z includes a heap of extras within that price, including leather upholstery, 18-inch wheels, rear camera and sensors, leather steering wheel and chrome door frames. The SV6 ute adds 19-inch alloys, carpet mats and leather seats for $38,490, down $1000 on the plane-Jane SV6. The discounts on the VE Holden Commodore range precede the launch early next year of the VF Commodore models. Holden is also running out the Barina five-door manual hatch at $16,490, a saving of $500. TOYOTA You'll have to do some legwork here. The new Corolla is on sale and some dealers still have stocks of the old model. Officially, there's no discount on the outgoing model though some dealers - predominantly NSW and Victoria - have extra stock and have advertised a $18,990 price, $1000 off the list price. Note that the cheapest 2013 Corolla is also $19,990. Toyota WA says customers should discuss pricing direct with their dealer. It's not only the Corolla that may offer savings. The RAV4 gets updated early next year and though there's no official price, dealers will consider offers. On top of that, Toyota has zero per cent finance on Camry, Camry Hybrid and Aurion until the end of the year. HYUNDAI There's a lot of previous-model stock available from Hyundai and buyers can make big savings if they're not chasing the latest car. These include old-stock i30 hatchbacks with $2000 off the normal price and previous Santa Fe SUVs for up to $3000 off. But there are also current models. The big one is the $13,990 drive-away price on the i20 three door which saves $2500. A similar discount is on the five-door i20. The i40 wagon is now from $29,990 driveaway, a saving of about $3000, and the sedan model with automatic transmission is also from $29,990, saving about $2500. Hyundai's popular baby SUV, the ix35, is now from $27,990 driveaway for the Active version, a saving of $1120, while other ix35 variants have been reduced by $500. MITSUBISHI The new Outlander SUV arrives November 18 so Mitsubishi is sweeping out current stock. The "Enhancement Pack" model is an LS version with leather seats, heated front seats and an electric-adjust driver's seat. It has Bluetooth, 18-inch alloys with a full-size alloy spare, six airbags for the front-wheel drive version (up from two) and a cabin styling pack with bright trim to the door handles, console panel and rear door trim. Prices start at $28,990 drive away for the LS front-wheel drive model with five-speed manual transmission. The normal price is $29,340 plus on-road costs so the saving is about $4500. But for buyers who want the new model, register on Mitsubishi's website and there's the chance to win a $1000 Westfield shopping voucher and 15 per cent off accessories for the new Outlander. If that's not tempting, Mitsubishi also has 0.9 per cent finance until the end of this month. SUBARU The 2012 run out has just started for Subaru which has chopped up to $5000 off three models. It replaces its Liberty and Outback in early 2013 as a mid-life makeover that includes upgrades to trim specifications. There is an all-new Forester also due about February. So the deals are now on the table. The Outback 2.5i manual is usually $37,490 plus on-road costs (say, $5000) but is being rolled out the showroom door for $35,990 including all on-road costs. The same axe has lobbed on the Forester X which is now $32,990 drive-away including leather-faced seats, alloy wheels and fog lights. The normal retail price is $30,990 without the extras and without on-road costs. Subaru is selling the Liberty 2.5i sedan manual for $31,990 drive away with leather seats, electric driver's seat and reverse camera. The car normally sells for $32,990 plus on-road costs. FORD Kuga Trend $35,490 drive away (normally $38,990 plus on-road costs) and the upmarket Titanium is now $41,490 drive away, previously $44,990 plus all on the road charges. The Kuga is to be replaced with a new model in early 2013. Focus Ambiente hatch now $19,990 drive away (normally $20,290 plus costs). The Mondeo Zetec hatch is $33,990 with all costs (usually $37,740 plus on-road fees) and Falcon's XR6 Turbo is down from $46,235 plus costs, to $43,490 drive away. KIA There's a new Sorento SUV so the outgoing model has a $2000 gift voucher attached to its normal retail price. VOLKSWAGEN Is running out stocks of the current Golf VI to make way for the Golf VII due early next year. Volkswagen Australia has set the price of the current Golf 77TSI manual at $20,990 including metallic paint and all drive-away costs. This is a saving of about $5000. The Golf Wagon 90TSI with DSG auto, metallic paint and all drive-away costs is now $29,990, saving about $3500. Note that for small-car wagon buyers, Volkswagen has not confirmed a wagon version of the new Golf. If you want this shape, this could be your last chance. VOLVO The Swede is clearing out its 2012 stock by adding value rather than chopping the price tag. The S60 and V60 entry-level models now come with the upmarket Teknik pack valued at about $4500. But if you specify the Teknik model, Volvo will automatically give you the R-Design pack (valued at $3000) for free. The same deal applies to the XC60 SUV. There's also a deal on S60 or V60 from the dealer's existing stock. Volvo will include free scheduled servicing for three years or 100,000km.

This is how to drive around feeling like you're in a rap video clip. The new Chrysler 300 (the C is used on the mid-spec models but is absent from the entry-level car and the SRT8) has taken a big step forward mechanically but retained some of the head-turning gangsta looks that set it apart from the rest of the blancmange large car segment. The big Yank - now with Italian masters - has waded back into the big-car battle with plenty in its arsenal, including the new 3.6-litre V6 engine hooked up to an eight-speed ZF auto. The 300 Limited starts off with pricing on its side - at $43,000, its features list is well up to the task of taking on the locals. Cloth trimmed power-adjustable (front) seats, a 60/40 splitfold rear seat, satnav, 18in alloy wheels, an Alpine sound system, a leather-wrapped steering wheel with audio, cruise and trip computer controls and dual zone climate control with rear vents. There's also keyless entry and ignition, three 12-volt outlets, automatic bi-xenon headlights and LED daytime running lights, heated and folding exterior mirrors, a tyre pressure monitoring display, parking sensors and a reversing camera. Optional on this base model (but fitted to the test car) is the Garmin satnav part of the sound system. The new petrol V6 engine has been heralded for its efforts in other Chrysler Group products and nothing changes here. The smooth, quiet and powerful 3.6-litre unit has dual overhead camshafts and variable valve timing producing 210kW and 340Nm - Chrysler claims 13.9l/100km around town and 6.7l/100km in highway driving from the 72-litre tank. An overall combined cycle number of 9.4 litres per 100km wasn't quite reflected by the trip computer - we finished our predominantly metropolitan time in the 300 with a 12l/100km figure - not thirsty enough to warrant the massive $5000 price premium for the more frugal diesel. While some of the numbers stack up well against the locals, the Chrysler's trump card is its eight-speed ZF automatic transmission, which gives it long legs on the open road. The only drawback to the slick and clever auto is the shifter - an electronic link to the transmission that requires a deft touch to avoid sliding past Reverse and into Park. The big sedan feels tighter and stronger than its predecessor, with increased use of high-strength steel in the body structure. It's bold, squared-off and handsome - the new 300 is being marketed with phrases like timeless and elegant; it is more elegant in some ways than its predecessor, but maintains the different look that sets it apart from the repmobiles on our roads. This is a big beasty, measuring just over 5 metres long, and 1.9m wide, but 1.5m tall, with a 3.1m wheelbase - and you'll need long arms to reach fully-open doors from a seated position. Plenty of chrome bits, dual exhausts and bling headlights all give it a distinctive look, although more than a few people miss the old Bentley-esque grille. The cabin is comfortable and roomy, without being as cavernous as you might expect within - four adults are easily accommodated and boot space of 462 litres will carry their gear, although the wheel arches intrude on the load space. While there's no NCAP rating on the big sedan yet, the 300 has stability and traction control, rain brake support (which uses slight pad pressure to dry the brakes when wipers are on), ready-alert braking (that moves brake pads closer to the disc face for quicker brake response if there's a sharp step off the accelerator pedal), hill start assist and anti-lock brakes. There are (thankfully, given the dimensions and the high rump) front and rear parking sensors and a reversing camera. Airbags number seven in total - dual front and front-side air bags, a driver's knee air bag and full-length curtain airbags. In its US homeland, the Insurance Institute for Highway Safety proffers a "good" crash rating and the National Highway Traffic Safety Administration awarded it five stars. Don't buy one of these if you're an introvert, as it is still a head-turner, evidence that Aussies still like large cars, even if they're not buying as many. This is a large machine and certainly feels tauter and less of a barge than its forebears. It has lost much of the lumbering lethargy that afflicted its ancestors as well, due in no small part to the more lively powerplant and improved chassis tune. The driveline provides smooth and quiet daily commutes without drinking heavily, with open-road manners that are more than acceptable as well. It still doesn't have the steering or balance that you might expect from a big rear-drive sedan if you use the Ford and Holden as yardsticks - it is certainly much better but the RWD locals still have it covered for steering response and balance. The cabin is very comfortable, has good storage facilities and the features list is more than worthy, including some clever and not-so clever touches - foot-operated park brakes are not a favourite. The sun visors are very effective - they cover the long door side by means of extensions and a sliding function. Full control by the driver of the sound system comes via buttons on the back of the steering wheel spokes - not a new feature but one that is worth mentioning as it leaves the wheel face a little less cluttered.

Running on ‘the smell of an oily rag’, once an attempt at automotive humour, is no longer a joke when talking about diesel-powered cars. The new BMW 318d, for example, a diesel fuelled sedan, takes up the fuel economy battle to the hybrids. At $56,400, the entry-level 318d limbos under the luxury car tax threshold bar with little to spare but can be tipped over into the higher bracket by a long list of cost options. Standard features include dual-zone climate control, cruise control with brake function, power-operated windows and exterior mirrors, keyless engine start/stop, remote locking with boot open button, Multifunction steering wheel, automatic lights and windscreen wipers, rear Park Distance Control, Bluetooth connectivity for hands-free mobile phone use and MP3 compatible CD audio systems with Auxiliary and USB inputs. Putting the BMW 318d in the ring with such petrol/electric hybrids is a four-cylinder TwinPower turbo-diesel engine that weighs in with a peak power output of 105 kW and maximum 320 Nm of torque. Fuel consumption is just 4.5 litres per 100km on the combined urban/highway cycle. During our week with the new BMW 3 Series entry-level model we managed to get fuel consumption down to just 3.6 litres per hundred kilometres on the motorway and 6.1 in town, which goes a long way to matching petrol/electric hybrids. However, diesels create significantly more CO2 than petrol/electric hybrids. As an example the BMW 318d has a Green Vehicle Guide rating of 118 grams per kilometre, compared with the Toyota Prius at 89 grams. Helping to achieve such low fuel consumption figures in the BMW 318d sedan is a cutting edge eight-speed automatic transmission. All 3 Series models also now feature auto start/stop, as standard, automatically cutting the engine at traffic lights or in stationary traffic to save fuel. Further fuel saving measures include brake energy regeneration that has power for the vehicle electrical system being generated only during braking and overrun. The fitment of electric power steering, that only draws power when assistance is required in cornering, also helps reduce fuel usage. Drivers and passengers have the benefit of the new Driving Experience Control which in the BMW 318d sets the tone with three driving modes – Comfort, Sport, and Eco Pro – working on powertrain, steering, throttle and Dynamic Stability Control settings. Eco Pro, as well as altering throttle response and transmission shift points, keeps cabin heating and air-conditioning, optional heated seats and the exterior mirrors working at optimum efficiency, cutting fuel consumption by as much as 20 per cent. A fourth setting, Sport+, is available if the car is specified with Sport Line, Adaptive M Suspension or Variable Sports Steering option. On the outside, the BMW 318d has the looks of a well-cut business suit, the result of extensive wind tunnel testing, which also contributes to fuel economy with a co-efficient of friction of Cd 0.26. The car gets down to business with 16-inch alloy wheels. Inside, there’s more space than in the previous model and offers a high quality Sensatec man-made leather trim in beige or black. Focus is on the driver, with the cockpit layout being angled towards them by seven degrees to ensure controls are ergonomically positioned and fuel gauge, speedometer, rev counter and oil temperature gauge are easily visible. This extends to a full colour monitor being integrated into the top of the dashboard for all iDrive operations including information, entertainment, communication and navigation functions. A new Active Protection package is fitted as standard across the new 3 Series. The system is automatically activated above 18 km/h when it gently tensions the driver and front passenger seatbelts. If a crash is likely, the seatbelts are further tightened and windows and sunroof (where fitted) are automatically closed. In the event of a crash the system will also automatically brake the car beyond the initial impact for 1.5 seconds to reduce the likelihood of a second collision. Further safety options include a Lane Change Warning System and Lane Departure Warning System, including Collision Warning that tells the driver of a possible collision during a lane change manoeuvre or if the car strays out of its lane. Performance, on the other hand, takes a hit with acceleration from zero to 100 kilometres an hour taking 9.3 seconds. If you want more performance, opt for the petrol driven 320i which hits the same speed a couple of seconds quicker. While there’s a premium purchase price to pay over the likes of the Prius and Civic, on running costs, the 318d takes the fuel sippers on in a fiscal fistfight. It’s close. With 12 million sales around the world since its introduction in 1975, the BMW 3 Series is into its sixth generation and, with the 318d model adding further appeal, looks set to maintain its spot as a leading contender.

Cool looks and classy handling defines the Kia Cerato, which helps explain why it's the South Korean company's best-selling car around the world. The features list in the range-topping SLi is enough to impress most small car buyers and it comes with capped-price servicing for the duration of the five-year warranty. That doesn't hurt its appeal, either. The Cerato starts under $20,000 but the SLi models top out at $24,055 for the sedan and $24,305 for the hatch. That buys a 2.0-litre car with a decent amount of go, a big boot (in the case of the sedan) and features that run from Bluetooth connectivity to rear parking sensors and climate-control airconditioning. A six-speed manual gearbox is standard, the six-speed auto adds $2200. Rivals include the Ford Focus, Mazda3 and Volkswagen Golf. That's tough company to keep, especially given the Cerato is nearly three-years old. A few age spots aside, nothing has started to sag on the compact Kia. Local suspension tune gives the Cerato a grip on the small-car market it mightn't otherwise enjoy. It is supple enough to let owners think they're driving on smooth roads rather than the chopped-up bitumen that dominates most cities. The engine itself isn't the best in the class and the auto gearbox is likewise OK rather than brilliant. Styling is Kia's strong suit and the Cerato is one of the smarter examples to come off lead designer Peter Schreyer's drawing board. The sharp lines are offset with scalloped door recesses and work well on both the sedan and hatch. The interior is starting to show its age, with relatively hard plastics and red light displays but there's a new model due midway next year that should bring it back on terms with the latest Focus and the Golf Mk VII. Airbags aren't everything, as ANCAP has shown by giving four-bag models five-star ratings. In the case of the Cerato, there are six airbags, stability control and brake assist along with brakeforce distribution to compensate for uneven loads. When it arrived 2010 ANCAP gave the Kia a four-star rating. The Cerato's biggest problem is it looks like a sporty car, so you tend to think of it as one. The red-lit instrument cluster only adds to the illusion, because this car is intended to be a good value middle-of-the-road contender. The engine pulls well down low and through the midrange but tends to whine rather than wind up with heavy applications of the right foot. It is still quick enough on takeoff and the sorted suspension encourages run on windy roads. But the stability/traction control, which happily permits wheel-chirping starts, kills the joy with prolonged intervention the nanosecond a yaw sensor starts to twinge.  That's great for learner drivers and absent-minded parents but doesn't do justice to the otherwise well-balanced car. The steering is likewise engineered with enough play to cope with nervous twitches while going straight at the expense of outright precision. As family transport, the Cerato is a winner. There's room in the rear for long-legged teens, boot space aplenty and it doesn't chew through a tank of fuel around town.