Sedan Reviews

Joshua Dowling road tests and reviews the 2015 Mercedes-Benz C63 S AMG at its international launch.

The top-end marques respond by pushing hard into what was mainstream brand territory only a few years ago.That's why the "big three" — Audi, BMW and Mercedes-Benz — posted better than 10 per cent growth last year in a market that dipped by 2 per cent.It's still a case of you get what you pay for, so CarsGuide has looked at the cheapest (as distinct from best value) entries in the major car segments.This is the cheapest way to buy membership to the prestige club, but it's a basic package. First impressions are good, with the distinctive shield grille helping the supermini stand out. Inside though, only the Alfa badge on the steering wheel hub gives any clue this is a product from a premium brand.Still, Alfas are all about the driving and for the money, there's a spirited 900cc turbo engine matched to suspension that's much improved from the previous series.It is a long way off the perfect prestige car but it is the best buyers can expect at this price point.{C}{C}A Giulietta is a lot closer to what we expect from Alfa than the MiTo, even if it's not the car Alfisti want. The Giulietta adds rear doors and a lot more flair in cabin styling and performance. If buyers can find the extra $6500, this is the Alfa to own... at least until the Giulia heralds the return of rear-wheel-drive Alfas when it launches later this year.The Giulietta's suspension is generally well sorted and the turbo 1.4-litre four-cylinder engine gives this five-door enough fizz to be a fun drive.For CarsGuide, this is the prestige entry point.Now we're cooking. The A3's interior finish looks as though it was assembled using a jeweller's loupe and the materials are a step up from that found in the VW Golf. The design inside and out is minimalist but classy.A turbo four-cylinder engine is paired with a seven-speed dual-clutch auto and has the neat party trick of dropping two cylinders under light load to help achieve a claimed fuel use of 4.7L/100km.The handling compromise is spot-on: breezing over city bumps while still hanging tough through the twisty stuff.The entry level 3 Series is basically a price spoiler for CarsGuide's Car of the Year, the Mercedes-Benz C-Class. Potential owners could save $8000 (the difference between the 316i and the Benz C200) but will miss out on luxury items.Performance won't set the world on fire but the eight-speed auto makes the most of the available urge. It handles well through the corners and around town. A six-speed manual is available for the same price.The faux leather seats look the goods even if they're manually adjustable rather than electric. Standard gear includes dual-zone aircon, 6.5-inch display with satnav and rear parking sensors.The Leaping Cat pounced on the large car segment with the XF, which now trails only the Benz E-Class and BMW 5 Series in sales. There's good reason for that — the 2.0-litre turbo engine is a willing performer, if a touch thirsty, and is backed by a smooth eight-speed auto.Slide into the leather and suede front seats and first-time occupants will be impressed by the party tricks. The rotary transmission control rises out of the centre console and the air vents swivel open.Rear space isn't superb, but the Jag exudes old-world style supplemented by modern technology.Not so long ago you'd have been a fool to consider a Lexus sports car. Now you'd be a fool not to. The RC350 has striking looks — though some won't appreciate the massive spindle grille — and the poise and performance to back it up. A 3.5-litre V6 powers the rear wheels and the 100km/h sprint time is 6.1 seconds despite its hefty 1740kg.A four-year warranty and resale value of 56 per cent after three years are worth noting too.Standard kit includes LED headlamps, satnav, 10-speaker audio and heated/ventilated seats.The poor man's prestige drop-top embodies fun, from the wind-in-the-hair sensation to a sensational handling package. The 1.6-litre engine is no rocket — there's a turbocharged Cooper S for more oomph — but it is a willing performer in partnership with a six-speed manual gearbox (auto adds $2350).Practicality isn't part of the package with minuscule boot space and rear seats that shouldn't be occupied by much more than shopping bags. There's also wind noise and tyre roar with the top up or down.Live with that and the Mini is relatively cheap and extraordinarily cheerful.No, it's not all-wheel drive, but neither are many of its rivals. The 149mm ride height gives the Countryman enough clearance to negotiate rutted roads without challenging the 170mm clearance of an Audi Q3. Neither will be used for off-road duties, so the elevated drive position is the selling point here, along with a big (by Mini standards) 350L boot.It shares its 1.6-litre engine with the Mini Cabrio and rides almost as well, with just a touch more body roll through the turns.The most compelling aspect is the price, which is $8000 less than an Audi Q3 and $14,000 below a BMW X1.The five-door model doesn't quite have the drop-dead looks of its three-door sibling but is a more functional car to live with — and it is $2500 cheaper. The diesels have the lowest prices in the range, as the petrol variant is positioned as the performance model.The 2.2-litre turbo diesel is matched to a six-speed manual, making this front-wheel drive a frugal vehicle to operate. Claimed fuel use is 5.0L/100km There's plenty to admire inside, from the partial leather seats to the soft-touch dash and elegant switch layout. The base model — dubbed eD4 — has a five-inch TFT multimedia screen and rear parking sensors but can't be had with a reversing camera or air vents for the back seat.There are still ways to get a touch of luxury, if not outright prestige, in the major segments.The big all-wheel-drive wagon sits 210mm clear of the road, giving it more than enough room to clamber over kerbs and ride roughshod over piles of snow at the local ski field.Backed by a 575L boot, it is a hugely capable getaway machine.The Volvo is all about cruising in comfort, so the intentionally cosseting ride comes at the expense of cornering ability.The base diesel engine has more than enough go but some expected gear — like a powered tailgate and satnav — require a dip into the extensive options list.

Regular readers will be aware that one of our constant gripes is that Australian governments of all persuasions are making little or no attempt to encourage us to switch to low-emission vehicles. So the cancellation, in mid-2014, of the previous $2000 federal government grant on private-use LPG vehicles – including this week's test car, the Ford Falcon EcoLPi – while disappointing, should come as no surprise.The change means that buyers must now pay the full $2500 surcharge if they opt for the cleaner burning LPG fuel over the equivalent petrol-fuelled Falcon. Based on previous calculations by Ford Australia it will take about two and a half years to recoup this amount. In the unlikely event of the current low petrol prices continuing for any length of time then it will take even longer.Unless Ford changes its mind and follows the lead of Holden, who have decided to retain the Commodore name post-local production, then this will be the final generation of the Ford Falcon. And a sad day it will be with more than 3.5 million Falcons being sold since its debut in 1960.The EcoLPi is now available in the entry level Falcon and XR6 models with both sedan, cab-chassis and Styleside ute bodies. Our test was in the XR6 sedan.RELATED: 2015 FG X Ford Falcon six-cylinder vs EcoBoostMORE: 2015 FG X Ford Falcon XR8 review | first driveALSO: 2015 Ford Falcon FG X | the story behind the story The most obvious exterior change is the new global Ford signature trapezoidal grille, which to my eyes doesn't work anywhere near as well in the big Falcon as it does in the smaller Fords. There's also a new chiselled headlight treatment and smoother, wraparound tail-lamps with LED technology on high-end models. The EcoLPi XR6 gets daytime running lights where the standard Falcon doesn't.There's little to distinguish it from the petrol XR6The first thing that you'll notice when you get into the EcoLPi Falcon is a delay of a second or so between pressing the start button and the engine firing up. Indeed, apart from the screw-in fuel cap and a slightly smaller boot (down 71 litres to 464 litres) there's little to distinguish it from the petrol XR6. That boot space is helped by the absence of any sort of spare tyre. A repair kit is supplied.The EcoLPi six-cylinder engine generates 198kW and 409Nm at 3250 rpm, marginally higher (by 3kW and 18Nm) than the same engine when operating on 95RON unleaded petrol. EcoLPi's power peaks at 5000 rpm, 1000 revs lower than the petrol, and so can run out of steam a bit early.Fuel consumption from the Ford Falcon EcoLPi is about 25 per cent higher than that for the equivalent six-cylinder petrol model. The 120-litre gas cylinder can only be filled to about 93 litres as space must be left for expansion of the liquid into gas form. In country running the fuel range can be over 700 kilometres, around town this will drop to about 400-500km.The EcoLPi shares a five-star ANCAP safety rating with the whole FG X Falcon range.Official ADR 81/02 testing with EcoLPi on the combined urban/highway cycle produced figures of 12.6L/100km on the EcoLPi XR6. On a 400km round trip to the NSW South Coast we averaged an acceptable 13.6L/100 km.Similarly, CO2 emissions from the EcoLPi are 204g/km compared with 225g/km from the petrol XR6.In addition to the standard safety features both Falcon EcoLPi models get a driver fatigue warning system; reversing camera; front and rear parking sensors; front seat side-thorax airbags; and with its dynamic stability control recalibrated to match the Ford EcoLPi engine, transmission and suspension.The EcoLPi shares a five-star ANCAP safety rating with the whole FG X Falcon range.We found Bluetooth pairing to be frustratingly complex to such an extent that we almost went to the last resort and consulted the owner's handbook!While such things are an annoyance to motoring journos who change cars every week they will easily become second nature to 'real' buyers and Ford's Microsoft-based Sync2 system certainly offers plenty of leading edge technology including emergency assistance and voice commands to control telephone, music, radio, air conditioning and satellite navigation (package option in XR6).The system is accessed through a high-resolution 8-inch colour touch screen with four large colour-coded quadrants. It's easy to use with minimum distraction time.The driving dynamics so much better than any of the SUVsThere's also digital radio, that is if you live in a city.Coming off a succession of SUV road tests we found Falcon slightly more cramped on entry with the steering wheel needing to be set high and the seat low to avoid knee-scraping. Once underway all that was forgotten with the driving dynamics so much better than any of the SUVs. But that's the practicality vs performance trade-off battle that SUVs are clearly winning and contributing to the Falcon's demise.Out on the open road Falcon EcoLPi XR6 is indistinguishable from its petrol-fuelled partner. Its quiet and comfortable when cruising and with excellent turn-in, plenty of rear grip and minimal body roll even under hard cornering.Unlike other alternative fuels, LPG is readily available right across Australia

Joshua Dowling compares the new Hyundai Sonata Active with the updated Mazda 6 Sport, Subaru Liberty 2.5i and Toyota Camry Altise.

For those who think the current batch of mid-size sedans – Mazda 6, Subaru Liberty, Volkswagen Passat – may be able to capitalise on the home grown Holden Commodore's demise, Mazda has a word of advice: that trend has already started, and it does not include the mid-size segment car in any dominant form.The question was asked of Mazda's marketing manager, Alistair Doak at this week's launch of the 2015 Mazda6. His response came out of left field. "Besides people coming into Mazda3 from other Mazda product, Holden Commodore is easily the most popular vehicle that people are getting out of into Mazda3," he said.Mazda6 is Australia's second most popular car in the medium segmentWith Mazda3 a major seller in the small car market, along with Toyota Corolla, the shift from large car Commodore to a car in the small car segment defies the logic buyers would come down one rung only to cars in the medium segment. No doubt former Commodore buyers have also hopped into medium and small SUVs, a segment that has been booming for almost as long as large car sales have been on the wane.Mr Doak's comments came as Mazda launched its upgraded Mazda6, the current model of which was released here in December 2012 as the company's flagship passenger vehicle. Mazda6 is Australia's second most popular car in the medium segment, the title of most popular held by Toyota's Camry – a car that has significant fleet sales in addition to private buyers. More than 120,000 Mazda6s have found their way into Australian homes.The headlights resemble the eyes of an angry Bob HawkeMazda6 now comes in seven specification levels with a choice of petrol or diesel engines.We will say one thing after driving the new Mazda6. Don't limit your options to Mazda3 if you are downsizing. Mazda have made vast improvements to the model launched in 2012 that includes a vast improvement in noise intrusion into the cabin, a new front where the headlights resemble the eyes of an angry Bob Hawke, replacement of the conventional handbrake with a small electric park brake and changes to the instrument panel and centre console that give the interior a fresh appearance.While mechanical components are unaltered the suspension has been tweaked with a new structure for the front and rear dampers and optimising bushing shapes for the lower front arms.These changes are a lot more than cosmetic improvements and have a real world impact on the old model. Mazda claim a 10 per cent reduction in NVH (noise, vibration, harshness) on rough chip roads and 25 per cent on highways.We found on the good and not-so-good roads around Albury the Mazda6 has NVH closer to an expensive European marque than any garden-variety Japanese car (not including Lexus and Infiniti) we have driven. A dramatic improvement over the previous model.Changes to the suspension have also changed the car's driving dynamics. It handles corners at speed with a flatter stance giving the driver more confidence in the car's capability and improved passenger comfort. Once again we thought European marque as Mazda6 lapped up the sweeping bends.For our money the diesel is the pick of the two enginesWe drove two sedan variants: 2.5-litre petrol GT and 2.2-litre diesel Touring Safety. Mazda6 comes standard with six-speed auto shifters. For our money the diesel is the pick of the two engines. It is quieter under load, has more torque and is less likely to drop back a gear on steep hills. It feels effortless doing work – acceleration or climbing hills – which the petrol engine audibly lets you know it is toiling to achieve.Mazda's MZD Connect multimedia system that includes internet connectivity has been added to Mazda6 as well as active driving display – a heads up screen that displays vital information such as speed meaning that the driver does not have to take their eyes off the road.The new front is described by Mazda as bold, some would call it aggressive, but to us it looks intentionally angry because of the headlamps. We like it.Mazda also added new i-Activsense technologies that include adaptive LED headlights for improved night visibility, lane assist, DAA (Driver Attention Alert) system for tired drivers and autonomous emergency braking that now includes rearward detection as well as forward.Mazda6 wagon was launched at the same time.

The final chapter in Ford Australia's muscle-car story is a supercharged, track-focused V8 hot rod. Blast hurrah.This is what you call going out with a bang. The XR8 was finally reinstated to the struggling Falcon line-up last year after it was dropped back in 2010.The supercharged V8 hero arrived too late to save the Falcon, with Ford's local production set to end in October next year, but it will at least give Ford fans something to smile about.The XR8 is essentially a reborn FPV GT-RSPEC, a track- focused muscle car, which has been updated with new styling and some fresh technology.The XR8 is effectively an FG Falcon with Ford's latest corporate designed nose and tail.It looks like the soon-to-be-released Mondeo (sold as Fusion in the US), with a little bit of Mustang mixed in.It has a subtle raised bonnet, instead of the bold power bulge of the FG model, and W-shape LED lights that give the car a more aggressive look.The interior is updated slightly, with a new-look screen, instrument cluster and fresh leather trim (with new seats).It looks neat and clean and everything is within reach, but it also looks very dated.The eight-inch touch screen looks good and has the latest Sync 2 system, which, among other things, means the car can call for help automatically in the event of a crash. There are two USB charger points in the centre console too.There is plenty of room in the cabin and the leather seats are very comfortable. The driver's seat is still too high, even though the cushion has been recut to lower the seating position.The XR8 has satnav and a reversing camera as standard. Unlike the SS-V Redline Commodore, it doesn't get self-parking, but that's unlikely to bother the target market.The XR8 is a snorting muscle carThis is a muscle car, made for people who enjoy their driving. More importantly, the XR8 misses out on a heads-up display, which is a notable omission in a car that requires close attention to the speedo. There is no option of any automatic emergency braking either.The XR8 is a snorting muscle car, but is actually quite refined around town, when driven smoothly. The optional automatic is the best choice for anyone who is going to spend most of their time in the traffic, as the manual is fairly clunky.The XR8 has a stiffer suspension package; the old cars would slump into a corner and float around over bumps.This car is well tied down, and feels sharper and more responsive through corners, helped by its precise, well-weighted steering. The penalty, on bumpy roads, is a jittery ride, bordering on harsh.Wider rear tyres now mean the XR8 is less of a handful and can sling out of corners fast, instead of sliding about.The transmission also helps with the driving experience, intuitively adapting to more enthusiastic driving and extracting the most out of the big V8.This engine is an absolute gem.Not satisfied with a 5.0-litre V8, FPV threw a supercharger into the mix as well.It has a wicked soundtrack, a mix of supercharger whine and exhaust thunderOfficially, it has 335kW, but it actually produces 375kW thanks to a supercharger overboost function that operates almost all the time in all gears, except first. That makes the SS Commodore's 270kW (260kW as an automatic) look and feel paltry. It is a thrill to accelerate and has way more torque than you need in any gear.Buyers should do the odd track day to unleash this beast.It has a wicked soundtrack, a mix of supercharger whine and exhaust thunder, with some cracking and popping thrown in.It is a thirsty beast and expect it to go well above the official fuel economy figure of 13.6L/100km, but hey, this is a hot rod that probably won't be used for commuting.

Korea's Genesis, a new face in the airport limo car park, takes on Holden's flagship. Joshua Dowling adjudicates.

Joshua Dowling road tests and reviews the Hyundai Sonata at its Australian launch.

James Stanford road tests and reviews the Mazda 6 at its Australian launch.

Ewan Kennedy road tests and reviews the Hyundai Genesis with specs, fuel consumption and verdict.