Sedan Reviews

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.  

Audi already has the biggest model range in Australia but has just bumped that up by two (more!). Two absolute pearls if you have a fat wallet to take the hit.  And in a departure from usual Audi practice, the new $168,900 S6 and $179,900 S7 are fully equipped as standard - a big move away from the extensive options list usually offered with this brand. Both cars are “limited editions” restricted to 50 apiece but we reckon that is an arbitrary number that could be increased if needed.  This is a share-pair using the same platform with some aluminium body panels and same powertrain though the S6 is a four-door, five-seater sedan while the S7 is more your five- door, four-seat ‘coupe’ style car with a rear hatch (tailgate). They are medium large in size weighing just under two tonnes and offer high-end performance, luxury, style and quality as well as a raft of Audi technology. ENGINE A V8 replaces the previous howling V10 but outpoints it everywhere thanks to technology. It's a compact 4.0-litre, direct injection V8 with variable valve timing and variable lift as well as two, twin-scroll turbochargers - effectively four turbos. Most ancillaries including the turbos are in the engine vee. Internals are friction modified and it has auto cylinder deactivation when all eight pots aren't required, cutting back to four. Auto stop/start further improves fuel economy also helped by thermal management for optimum running at all times. Fuel economy is rated at 9.6-litres/100km - exceptional when you consider there's some 309kW/550Nm burbling from under the bonnet. More importantly, maximum torque is from a mere 1400rpm. Drive is through a seven-speed dual clutch ‘manumatic' called S-tronic, then by Audi's quattro system to all four wheels with torque vectoring on the S6 thanks to its special sports differential. Torque vectoring monitors wheel spin apportioning drive to wheels with the most grip. Get the picture about technology? It's the same throughout both cars - the communications systems, luxury kit and safety. FEATURES They use the 14 speaker Bose audio system in a noise cancelling mode so you can't tell when it's running on four cylinders. Both ride on adaptive, four-mode air suspension and have imposing 20-inch alloys, digital TV, heads-up display, LED headlights with auto high beam, leather sports seats, electric park brake and reversing camera in their comprehensive features list. Lane departure warning and radar cruise control are two of only four options available. DRIVING We were fortunate enough to drive both S6 and S7 last week and found both to our liking, particularly the gorgeous fastback S7. It really stands out in a sea of conservative sedans and when you plant the right foot - look out. This engine offers superlative performance and in these two cars, is neatly harnessed by adept dynamics that give true sports sedan (adjustable) dynamics and drive feel. They are sharp as a tack through tight stuff and smooth as silk out on the freeway. We wound down the windows often for some aural appreciation. Both cars are into the mid-4.0 second bracket for the 0-100kmh split - despite their bulk. They look powerful at rest with grey body hardware and pumped out guards. From inside, the experience is sumptuous luxury grand turismo style for all occupants. VERDICT Would give the full blown RS Audis a run for their money because of huge torque output at low revs. Sound is stirring, wieldy handling, controlled ride. Heavy. Some people get all the fun... Audi S6 and S7 Price: from $168,900 ($179,900) Engine: 4.0-litre, 8-cylinder, 309kW/550Nm Transmission: 7-speed dual clutch ‘manumatic' S-tronic Thirst: 9.6-litres/100km

I generally only get noticed in traffic when I'm lucky enough to be behind the wheel of something exotic. But not this time.  More than a few noticed me behind the wheel of Nissan's Micra-with-a-boot, the Almera - but for all the wrong reasons. It's not a pretty little runabout, as you can see, but Nissan will be banking on price tags, fuel economy and space as being higher on the priorities list than styling. Money talks at this end of the market, and the ST manual sedan is a bit of a chatterbox at $16,990. It has air conditioning, a four-speaker MP3/CD sound system, power windows, 15in steel wheels, tilt-only adjustable steering, audio and phone controls on the steering wheel, remote central locking. However, there's no cruise control, no USB port and no splitfold rear seat access to the large boot, so the value equation falters a little. There's not really much in the Almera that qualifies as new technology - it has a Bluetooth phone link (minus audio streaming) with wheel-mounted controls, a trip computer (including a maintenance reminder) and an auxiliary input jack for the four-speaker sound system, but no USB equivalent.  The 1.5-litre engine is not exactly cutting edge - a 16-valve, double overhead cam unit producing 75kW of power and 139Nm of torque, the latter at 4000rpm. It's not the first time Nissan has come up with an exterior that is noticed for all the wrong reasons - looks part Maxima, part Micra and all out of kilter. The cabin is low-rent as you'd expect in the cheapest car segment, but at 190cm I can find a decent driving position - even with tilt-only steering - and can easily fit my legs in behind my own driving position. However, head room is far less cavernous thanks to the plunging roofline - anyone approaching average adult height is going to become intimate with the roof lining. The cargo space is up there for the segment at 490 litres but is hamstrung by the absence of a folding rear seat back - splitfold or otherwise. The Almera has yet to be slammed into an obstacle by NCAP - it's US cousin the Versa ranks four stars with the National Highway Traffic Safety Administration and "good" under the Insurance Institute for Highway Safety testing regime. There are dual front, front-side and curtain airbags, stability control, anti-lock brakes (front discs but rear drums) with brakeforce distribution and emergency brake assist. Budget motoring rarely presents a sublime driving experience and sadly for Nissan the Almera doesn't change that tune. There's ample space in the front thanks to the tall and somewhat ungainly looking body and despite the tilt-only steering adjustment a reasonable driving position can be attained. The steering is light and it's easily directed in a metropolitan situation - where Nissan says this car will spend the vast majority of its time. Don't look for it to liven up when the roads become rural ribbons of bitumen - this is a suburban machine. The gearshift isn't anything to rave about either - it's too notchy and rubbery - but most will opt for the automatic. Ride quality was a little on the rugged side, which was surprising given the runabout family duties it seems destined for - it's not unbearable but I expected a little more compliance given its metropolitan target market. Rear seat occupants won't want to be tall - headroom at the back is nowhere near as generous as the legroom, thanks to the sloping roofline heading aft. Cargo space is more than ample, particularly given the overall size of the vehicle, but the absence of fold-down seat backs is limiting for larger load carrying.

Ford's Falcon is a rugged family car that copes well with rough and ready Australian bush roads so are very popular out there. They can be on the large side for close city work but have good outward visibility and a reasonably tight turning circle so aren’t too hard to drive in confined spaces. The radical styling of the AU was years ahead of its time when it was introduced in September 1998 and many conservative buyers didn’t like it. Facelifts to create the AU Falcon Series II in April 2000 and to the AU III in November 2001 helped a bit. However, it wasn’t until September 2002 that a major facelift to produce the BA Falcon started to put the Falcon back into buyers’ minds again. The BA Falcon was further upgraded to the BF Falcon in October 2005. Visual differences are minor, but there were significant changes to the transmissions at this time – more about them later. The introduction of the new FG series Falcon in May 2008 lifted awareness, but its shape was on the conservative side (it’s hard to please people…) and sales didn’t return to the record levels Falcon had enjoyed in the past. Falcons have seating for five adults, though four makes more sense because the use of rear-wheel drive means the transmission tunnel takes up a lot of foot room in the centre-rear position. Legroom and headroom are ample for all but the largest adults. Some find the relatively steep slope of the roof in the AU to BF series makes it awkward to get into the car. This applies to both front and back seats in sedans, naturally the back seat of the wagon doesn’t have this hassle. Comfort is very good and passengers can step out of a Falcon after a trip of hundreds of kilometres still feeling fresh and relaxed. The boot in the sedan is rather shallow in the older models and the slope of the bootlid on the AU reduces its practicality. It’s easy to load thanks to a good-sized opening. The BA is noticeably better, though still on the shallow side. Falcon station wagons are great load carriers as they are built on a longer wheelbase than the sedan so they have a long, wide, practical cargo area. The rear end of the BA is virtually identical to that of the older AU. Ford chose not to do an FG variant of the wagon. Instead, it created a Series III BF model to sell alongside the FG sedans. It wasn’t a success and was discontinued in 2010. Handling is surprisingly good for a car of this size and mass. You wouldn’t call it agile, but Falcons hold on when cornering at speeds far above those likely to be attempted by most drivers. Ford's six-cylinder engines all have a capacity of 4.0 litres but come in several formats, including one with a turbocharger. An interesting variant on the six-cylinder is a dedicated LPG engine. These are very common in taxis, but less so in private cars, with the exception of Victoria, and the engine is all but indistinguishable from a petrol unit to drive. It’s quite a bit thirstier than the petrol, so fuel range suffers. The standard AU six-cylinder unit is good enough, but the BA’s six-cylinder is noticeably smoother and offers even better performance. Ford fitted a 5.0-litre V8 to the AU, but it didn’t have a lot more performance than the six-cylinder units and was on the thirsty side. Much better were the BA bent eights: there was a choice of two, each with a capacity of 5.4 litres, one with a single-cam cylinder head, the other with a twin-cam setup. An impressive four-cylinder turbocharged engine was introduced midway through 2012. It has plenty of power and torque and lower fuel consumption than the big engines. The four’s lighter weight gives the big car a nicely nimble feel during cornering. Automatics were all four-speed units until the launch of the BF, when a sophisticated six-speed ZF unit was installedlpg The ZF was originally only fitted in the topline variants, with the rest of the range using the four-speed. With the introduction of the FG Falcon in May 2008 all received the six-speed auto, with the exception of the LPG power models, which stuck with the old four-speed unit. A six-speed auto was finally installed behind the new design of LPG engine in July 2011. Manual gearboxes are rare and probably best avoided in all but the sporting XR6 and XR8 as they can affect resale value. The manual was a five-speed until the October 2005 BF series, when a six-speed was installed. Prices for spare parts, servicing and repairs are very reasonable and there are Ford dealers just about everywhere in Australia. Most spare parts for the Falcons covered here are readily available, although a few bits on some older cars may have to come from a wrecker. These are very simple cars to work on, with plenty of underbonnet and undercar space. We recommend having a workshop manual at your elbow before starting the work. Insurance prices are generally very reasonable and premiums for the everyday models are invariably at the lower end of the scale. It will generally cost more to cover a V8 Falcon than a straight-six, and be dearer again for a turbo six. WHAT TO LOOK FOR Rust is far less of a problem in these newer Falcons than old ones. To be on the safe side, check the door lower corners, door sill panels, mudguards and bootlid. If you do find serious rust the car may have been badly repaired after a crash. Many thousands of used Falcons will have been taxis at some time in their life. Be wary of one running on dedicated LPG, while these are quite common in Victoria, they are rare anywhere else in Australia. Signs of an ex-taxi are vinyl, rather than cloth, upholstery, severe wear both inside and out, holes where signs and a taximeter have been removed, and possibly a paint respray. Engine wear is indicated by a reluctance to start and by smoke from the exhaust and/or oil filler cap when the engine is revved. Four-speed automatics can cause problems on hard driven cars, especially the older models. Check they change gears cleanly and don't hunt up and down through the ratios. Be suspicious of any automatic that’s slow at going into gear from Neutral or Park. Listen for a whining differential when driving at around 60 to 90km/h. Check the cabin for damage caused by wild kids. In station wagons have a good look at the load area for signs of commercial use. CAR BUYING TIP No matter how good a car looks on the surface it may have problems under the skin, never buy without a full inspection.  

In one week we went straight from the entry level 3-Series model to the top of the line - from the 320d to the 335i Sport. The contrast was big but the elements for which BMW is famous shine through - sporty drive feel, high tech engines, quality fit and finish, arresting style.  But the 335i Sport we had was something special, almost the M3 you'd have when you're not having an M3... or can't afford one. The 335i Sport isn't a V8 like the current M3 having much more in common with earlier six pot versions - potent six pots at that. Only this time, there's a twin-scroll turbo bolted to the exhaust to stir things up without giving the car a drinking problem. Infact, the petrol powered 335i Sport is a smidge away from qualifying for the Luxury Car Tax reduction, missing the 7.0-litres/100km cut off point by recording a depressingly close 7.2-litres. It would make a difference of a few thousand dollars to the price. Never mind, for the asking price of just under $100 grand, the 335i Sport delivers driver engagement in spades along with sporty dynmics and almost rude performance, rated at an impressive 5.5-seconds for the 0-100kmh sprint. And don't forget, this is an automatic executive sedan, albeit, with an eight speed auto driving the rear wheels. Is it too many cogs? No, you can barely feel or hear the changes up or down the scale and the paddle shift system is linked into the car's drive-mode select system giving a range of operation choices right through to full sport with throttle blip on the down change. The car gets an electronic diff lock for better traction and a sports suspension set-up, in this case with optional adaptive suspension. Needless to say it was a sharp piece of kit. That 3.0-litre turbo engine, with variable valve timing and lift is good for 225kW/400Nm output, the latter at barely above idle. It translates into super strong acceleration and quick response across the entire engine rev range. Even sounds pretty hot - a mad six cylinder wail not unlike those earlier M3s. But this car is tailored for executive suits who want luxury with their sporty sedan car and to that end, the 335i is crammed with goodies expected of this breed of buyer. Leather, voice control, high end satnav, bi-xenons, on board computer, premium Harman Kardon audio, full connectivity, dual zone climate, cruise with auto brake,electric seat adjustment.  In line with BMW's green aspirations, the 335i also gains auto stop/start to save fuel in traffic, regenerative brake energy , eco pro systems optimisation to deliver the best economy and stuff like electric power steering.

In its mind-boggling ability to multi-task, the latest Subaru is the automotive equivalent of a platypus. Made from parts of other models and sitting 50mm higher than its peers, the city-bred sedan with farming aspirations stands alone. Perhaps not since the German Army in 1941 sat a Volkswagen Beetle body atop an all-wheel drive platform (Type 87 Kommandeurwagen) have we had his curious mix of an innocuous sedan with a serious off-road bent. But the Subaru Liberty X is more than a four-door skin with an Outback drivetrain. At $44,490, it is a remarkable showcase of state-of-the-art safety systems and gives Australians access to a car that will avoid pedestrians, other cars and those infuriating moving bollards. It will seat five people, is at the pinnacle of automotive safety, is comfortable, relatively fuel efficient, loaded with features and even well built. It can be all things to almost all men - and women - and though it's a combination of other car models, it is as bizarrely adaptable as Australian fauna and clearly would have been the automobile of choice of Charles Darwin. VALUE Affordable is the keyword here. The Liberty X is based on the top-line Liberty model but gets the high-riding suspension from the Outback wagon. It suits country folk, motorists with challenging driveways and owners who for some reason have less flexible bodies. The X's extra seat height makes it easy to get in and out. Standard fare is impressive, starting with the Eyesight technology but adding 18-inch alloys, a superb McIntosh audio, sat-nav on a 200mm touch screen, electric front seats with heaters, leather upholstery and sunroof. It costs $44,490 for the 2.5-litre model but for more oomph, the 3.6-litre model is $55,990. DESIGN Subjectively, the latest Liberty isn't as pretty as its predecessor. But it is noticeably wider in the cabin and offers more rear-seat room. The extra 50mm ride height looks a bit strange but definitely makes access to the cabin much easier than the standard Liberty. The dashboard is hard plastic but cleverly doesn't look low rent, while switch layout is good and the electric parkbrake is a boon. I'm disappointed there is no split-fold rear seat which would have better suited the car's do-anything role. Leather seats are nice but, again, cloth would be more durable. TECHNOLOGY Eyesight is Subaru's name for a camera and sonar-based radar system that detects objects in front of the moving car. Only Volvo has something similar. The system includes adaptive cruise control, lane-change monitor, lead vehicle start alert and an autonomous pre-collision braking system with emergency brake assist. Brilliant. The 123kW/229Nm 2.5-litre flat-four engine is adequate and helped by a CVT auto - with paddle shifters - that doesn't have the horrible vices of some of Subaru's peers. The AWD system is constant, so it always has all wheels driven which is grippy on gravel roads and wet bitumen. SAFETY Eyesight (see Technology) tops the bill but there's more. The car has a five-star crash rating, seven airbags, auto wipers and lights, a reverse camera and wiper de-icers. The spare is a temporary tyre.  DRIVING It drives like any other Liberty around the city but corners and side winds make a subtle impact in the way the car holds the road. It's typical of a car with extra ground clearance and is the reason why some (expensive) SUVs have adjustable suspension that lowers the vehicle at high speeds. There is a bit more body roll through corners and side winds buffet the car. The light steering feel is excellent for parking though the Liberty has quite a wide turning circle. Quietness and comfort are very good with low wind and tyre noise. The engine is adequate and some buyers may prefer the more sparkling 3.6 model for an extra $11,500. Off the mark the 2.5 feels weak but has stronger mid and top-end delivery. The CVT auto displays its characteristic elastic-band engagement when accelerating but isn't as crude as some rival makes. The Liberty X is as accomplished in the dirt as its Outback sister. The high 200mm ground clearance makes it tall enough to avoid dirt-road and track undulations and rocks while the long-travel suspension offers a cushy ride. It'll find its way down to the beach but is better in the company of a more traditional 4WD. VERDICT I like it. It has the style of a sedan (though not a particularly pretty one) and has an enviable go-anywhere ability, but undoubtedly its biggest feature is the Eyesight technology.

Nissan is pulling a Toyota (Lexus) with its parallel premium brand called Infiniti. It took Lexus years to make inroads into the local market and even now, pales against the Germans. But obviously Nissan thinks Infiniti can cut it with the big boys as the brand lobs this month with a couple of dealers and a couple of cars; the FX, a mid-size luxury SUV priced from $83,900 and the M medium large luxury sedan from $85,900. Infiniti's full dealer network is yet to be established - at least one in each capital city and possibly a few in major regional centres. Infiniti execs are pretty confident of success with their American-centric cars. The two on offer first up have plenty of appeal and are really different from anything else on offer. The FX is up against Audi Q7, BMW X5/X6, Mercedes ML and Lexus RX. It comes fully equipped as standard unlike German competitors which have extensive and expensive options. The M sedan competes with the Audi A6, BMW 5 Series, Mercedes E-Class and Lexus GS offering generous luxury equipment levels, way beyond what the competition offers as standard. But metallic paint is $1500 extra...Both vehicles have a four year/100,000km warranty and a generous roadside assistance program with provisions for accommodation, accident coordination, alternate vehicle supply. FX has been around for quite a while and consequently, has older technology. It is powered by a choice of V6 petrol or diesel engines and a 287kW petrol V8 of 5.0-litres rated at 13.1L/100km. The M is all V6-powered with a choice of petrol, diesel or hybrid power trains. The hybrid is the performance model with a total output of 268kW. It's more economical than the diesel and will also operate in full electric mode up to 100km/h if there is enough battery charge. All models have seven-speed automatic transmissions with downshift rev matching and paddle shifters. Drive in the FX is on demand all wheel drive depending on available traction. It defaults to rear wheel drive with the front axle engaged as needed. The M is a conventional rear-wheel drive only. Digital technology abounds in both vehicles especially in the M. Both have Bose audio and the M gets a noise cancelling system to assist quiet running. Incoming cabin air goes through air-conditioning with humidity control, aromatherapy and a grapeseed polyphenol filter to decrease allergies. Four wheel steering is featured on the top of the line M and the FX has an auto tailgate. They are Japanese-made vehicles specifically designed for Americans which explains the overt styling with plenty of chrome and a macho look to the frontal area. Aussies should like them.  The FX looks lower and wider than a BMW X5 for a dynamic, road-holding appearance. The M is a touch of S-Type Jag in feel and appearance. Rear seat room in both vehicles is generous and there's plenty of boot space in both models except in the M hybrid which suffers battery intrusion in the boot. Five stars from Euro NCAP for the FX but the M has yet to be tested. There is more of a sense of being in a Lexus than a German car from inside both vehicles - high quality build, tasteful amounts of bling, a quiet environment and a feeling of super-refined engines.  They are performance oriented vehicles, underlined during our test drive. All engines offer strong performance across a wide rev range matched by sporty handling in both models. High levels of grip doesn't mean a harsh ride, as it’s "plush" over broken patches of road. The Bose noise-cancelling system works a treat, aided by double-glazed windows. The M sedan will appeal to those looking for something different. And the FX is a big, luxury SUV that will appeal to those looking for something different.

Why drive when you can be driven? With its Ghost EWB, Rolls-Royce is appealing to the chauffeured classes. The hotel driveway is crammed with cars that catch the eye: Maseratis and Bentleys, lots of Mercedes and BMWs. And one Rolls-Royce. It's outnumbered, but commands the forecourt with an effortless patrician air. Not to mention colossal presence. This could be a hotel anywhere, of course, because luxury cars speak a universal language of affluence. But in China, where this gathering happens to be, it's a snapshot of a moment before its wealthy buyers became the most influential. When taste was still determined by the West. In a few years, after the elite in the world's largest market have worked their purchasing magic, this forecourt will have changed. The rich are different from you and me, and China's rich are different again. They like limousine-length vehicles. They prefer to be chauffeured and their self-esteem is measured in legroom and long bonnets. Expansive rear seats bristling with gadgets are more important than an ability to beat all-comers away from the lights. China's car market may be slowing to a simmer but luxury demand remains on the boil. This year, observers expect growth around 20 per cent - double the overall rate. Rolls-Royce is one brand alert to the opportunities. In 2011, its centenary year, China overtook the US to become its largest single market and Beijing its top dealership. At the 2011 Shanghai motor show it launched a car in China for the first time: the Ghost Extended Wheelbase, an XXL edition of its junior limo. The Ghost EWB, as it's known, arrives before the upcoming Ghost Coupe makes its pitch to Western buyers. It's a sign of priorities to come. The standard Ghost was the main reason last year's sales soared to a record 3,538. VALUE For Australian buyers the Ghost EWB is a less formal, less expensive option to the million-plus Phantom. It plays country manor to the Phantom's stately home. The latest Rolls-Royce Ghost starts at $645,000. TECHNOLOGY From behind the wheel, the Ghost EWB loses little to the standard car, with the same 6.6L turbocharged V12 and the same giant strides to reach 100km/h in five seconds. DESIGN The EWB reinforces the Ghost's claim to Chinese attention. Its extra 17cm is all in the back and the car's proportions are sweeter as a result. The rear doors open gatewise for dignified entry to a commodious compartment with all the toys you could want. Everything opens and shuts, is heated or cooled. The wraparound lounge poweradjusts. The doors swing shut at the push of a button and feet sink into lambswool rugs. There are rear screens and a 16-speaker hi-fi, frosted glass and ambient lighting. Everything is weighty and substantial, from the bull's-eye aircon vents to the tiniest piece of trim. DRIVING You hear the engine if you put your foot down but nothing disturbs the serenity of the cabin and a sense that the car is looking after things. Forget sports buttons and suspension settings, it doesn't have any. Just put it in D and let Rolls decide. Power delivery is smooth and relentless. It's got adjustable damping, active anti-roll bars and a whole lot more. Its refinement and comfort are first-rate. Of course the steering is slow and lazy. Of course it needs a football field to turn around. Around town it's an urban sailboat, only a bit more floaty. But if you're on the bridge (or the recreation deck if Chinese), the world is spread out below (some SUVs excepted). VERDICT The Ghost defers only to the Phantom in being a paramount statement of luxury motoring. Ghost EWB, the Chinese luxury buyer awaits. Rolls-Royce Ghost EWB Price: from $645,000 Warranty: 4 years Safety rating: not tested Engine: 6.6-litre 12-cyl petrol; 420kW/780Nm Transmission: 8-speed auto, RWD Body: 5399mm (L); 1948mm (w); 1550mm (h) Weight: 2360kg Thirst: 13.6 L/100km, 317g/km CO2

Four-door coupes make a lot of sense in today’s world. As the baby boomers get older and their limbs get stiffer they want the convenience of a four-door sedan, but love the idea of driving a sleek, stylish two-door coupe. Mercedes-Benz began the four-door coupe trend with its CLS in the early years of the 21st century. Volkswagen’s Passat CC was the first of the affordable cars in the class. In an interesting move the German giant has decided not to call the all-new model a Passat, but simply a ‘CC’. Giving it a market niche all to itself within the extensive VW range. VALUE The CC range consists of two models in Australia. The 125kW/350Nm 2.0-litre turbodiesel delivers 125kW/350Nm via the front wheels and is priced from $54,990 while the petrol all-wheel drive 3.6-litre V6 starts from $64,990. In a cheeky move Volkswagen is aiming the CC at the upper crust German marques, albeit at the lower specced versions of standard sedans, not the coupes. The local importer says it would just love to steal buyers from the Audi A4, BMW 3 Series and Mercedes-Benz C-Class. TECHNOLOGY Volkswagen CC comes with the choice of two engines – a 3.6-litre V6 FSI petrol putting out 220 kW of power and a 2.0-litre TDI common-rail turbo-diesel delivering 125 kW. Both engines produce 350 Nm of torque, the petrol between 2400 and 5300 rpm, the diesel from a low 1750 revs. This V6 FSI powertrain can accelerate the big coupe to 100 km/h from rest in just 5.6 seconds, the sort of acceleration that required a gas guzzling V8 engine only half a generation back. On test we found the VW CC using only eight to ten litres per hundred kilometres around town. Getting petrol consumption below seven litres per hundred when touring was simple with a bit of attention to economy driving. Both engines sit beside a six-speed DSG double-clutch automatic that has a semi-manual mode using either the gear lever or steering wheel-mounted shift paddles. DESIGN New generation Volkswagen CC follows the latest VW design theme at the front with its ultra-neat nose having a slim horizontal shape in the grille and head and foglights. These blend well with the lowset bonnet. Viewed from the side the CC has sleek lines that pull the shape into a low profile admired by all who commented on the car during our recent week’s review. The large VW badge in the bootlid acts as the boot handle and also houses the rear-view camera. Thus keeping up the uncluttered look that’s such a feature of the rest of the CC. Despite the low, sleek exterior, cabin headroom has not been compromised. There’s 955 mm (949 mm with panoramic glass roof) in the front and 922 mm in the rear seats. It comes as no surprise that we found ourselves closer to the roof in the CC than in a conventional four-door sedan, but at no time did we feel cramped. Friends in the back seat for a mid-range trip made similar comments about their seating positions. Those in the rear compartment greatly appreciated being able to get in and out through normal doors, instead of having to crawl past folded front seats as is the norm in a two-door coupe. They added that you have to be aware of the lower than average door opening, particularly when getting into the CC. Soft-touch cabin surroundings and leather trimmed seats continue the feel of the exterior quality of the Volkswagen CC. We really loved the optional ambient lighting system that provides a relaxing lounge-like atmosphere at night. The boot is relatively shallow if you compare it with a four-door sedan of the same size, but that’s to be expected. Cleverly, the boot can be opened by making a kicking movement under the rear of the car making life much simpler when both hands are carrying stuff. You need to have the key in your pocket or bag so that the CC senses you’re authorised to open the bootlid in this manner. SAFETY Standard safety features include Driver Fatigue Detection; Side Assist that warns of vehicles in blind spots if you haven’t set the mirrors correctly; Lane Assist that prevents unintended wandering between lanes by intervening in steering; and City Emergency Brake function. DRIVING Our test car was the petrol, which not only has the extra smoothness provided by a V6 engine and petrol injection, but also VW’s 4Motion all-wheel drive system. The latter provides added traction on slippery surfaces or when pulling sharply out of a side street into a small gap in heavy traffic. Just the thing for helping us make time during the school holiday period on the Gold Coast where we are plagued by dithery drivers slowing us locals up. Apologies to all you folks from down south who do the right thing... On road handling and comfort are good, with a nice compromise seeing the CC riding well on all but the roughest of sealed surfaces. Even when it did hit near-Outback roads and Australia’s notorious coarse-chip surfaces it wasn’t overly upset. Handling is neutral at normal driving speeds and remains so even when we started to push our test CC hard on our favourite stretches of hilly roads. Go really hard in a sporting manner and you can feel the heavy front engine location pushing it into marginal understeer. But a lot of that is cancelled by the all-wheel-drive system. VERDICT Volkswagen CC’s not really aimed at full-on sporty coupe drivers, but will certainly please those who look at cars as mere providers of transportation.

With 12 million sales around the world since its introduction in 1975, the BMW 3 Series is the Bavarian marque’s best selling car. It has recently been launched in its sixth generation and looks set to continue its popularity, especially with its generous suite of standard features. As well as a standard features list that’s longer than many times in the past, BMW also offers a range of trim and equipment options – Sport Line, Modern Line, Luxury Line, for example – to add more class to the car, while the M is on the list for the serious driver. These option packages combine the variety of accessories and extras the company had previously found to have the most boxes ticked when buyers made their individual choices. Thus making choices less complex than in the past. A full colour monitor that’s integrated into the top of the dashboard for all iDrive operations has information, entertainment, communication and navigation functions on offer. Below, on the centre stack are buttons for the dual zone climate control with the iDrive controls at hand on the centre console. Bluetooth is standard and the BMW Professional six-speaker and this audio unit also incorporates an MP3 compatible CD drive. The new BMW 3 Series comes with a choice of three petrol (two fours and a six-cylinder) and two four-cylinder diesel engines ranging in capacity from 1.8 to 3.0 litres. Despite its excellent fuel efficiency, the BMW 320i we tested has plenty of performance. Its 2.0-litre four-cylinder TwinPower Turbo engine pumps out 135 kW of power and 270 Nm of torque, 20 kW and 70 Nm more than the motor it replaces. At the same time it clips 2.2 seconds off the sprint time to 100 kilometres per hour - covering it in an almost sporting 7.6 seconds. BMW has long been one of the leaders in minimising carbon dioxide output from its cars. All models in the new 3 Series have a start/stop function that automatically cuts the engine at traffic lights or in stationary traffic. BMW says this is a first for the class. Further fuel saving measures include brake energy regeneration that ensures power for the vehicle electrical system is generated predominantly during braking and overrun. Electrically assisted power steering that calls on power only when needed in cornering also helps reduce fuel usage. An Eco Pro mode that alters throttle response and transmission shift points can be dialled up by a driver really keen on cutting their impact on the environment. As well as keeping the draw by heating and air-conditioning to a minimum it also controls the use of the (optional) heated seats and the door mirrors working at optimum levels. BMW has measured a cutting of fuel consumption by as much as 20 per cent when Eco Pro is used. Axle weight distribution is the optimum 50:50, giving the 320i the balance and handling ability to give the owner a high-level driving experience. Talking of driving experience, the new 320i features BMW’s own Driving Experience Control which, via a switch on the centre console, can shift between four driving modes – Comfort, Sport, Sport+, which pretty much are self explanatory, and Eco Pro as just described. An Adaptive M Suspension, available as an option, lowers the car by 10mm and brings in electronically controlled damping that adjusts for road surfaces and driving conditions. In a first for the segment, an eight-speed automatic transmission incorporating Sports Automatic function with steering wheel-mounted paddles, is standard. The close cog ratios mean that in fully auto mode it’s almost as if the car has a constantly variable transmission. If it’s playtime the driver seeks, use of the shift paddles go some way to upping the driving input but the tranny gives the impression it is still in control. Safety is never far from BMW’s mind and a new Active Protection package is fitted as standard across the 3 Series. The system is automatically activated above18 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. BMW ConnectedDrive also offers optional technology to help drivers and avoid any potential collisions. This includes a full-colour head-up display in which key driving information is projected onto the windscreen in the driver’s field of vision. Further safety options include a Lane Change Warning System and Lane Departure Warning System, including Collision Warning that warns the driver of a possible collision during a lane change manoeuvre or if the car strays out of its lane. The all-new BMW 3 Series is slightly larger than before. Greater cabin dimensions particularly favour rear passengers where extra space has resulted in 15 mm more leg room and 8 mm more headroom and larger door openings for easier entry and exit. We tried the seat for size and while it’s certainly better than before this is still not exactly a spacious car for five adults. Three kids and two grown ups works nicely. The driver is made to feel very much in control of any BMW model, with the cockpit layout being angled towards them to ensure controls are ergonomically positioned and fuel gauge, speedometer, rev counter and oil temperature gauge are easily visible. The choice of standard upholstery is between beige and black Sensatec man-made leather trim. Dakota hides are an option. An excellent prestige car at a modest price for its class, the BMW 320i provides a lot of driving pleasure, yet achieves this with a minimum of damage to the air we all breathe.