Sedan Reviews

The S60's worst enemy is probably Volvo's own XC60 off road wagon. That's because it's only $3000 more and offers the same level of equipment with added utility.

NEWThe Camry might be one of the country's top selling cars, it's hugely popular in the business world, but it rarely gets more than a casual glance from the wider motoring community.It's always been the fall-back car for those who don't really care too much about what they drive. Most know about Toyota's reputation for reliability, and appreciate the resale that comes with the brand, but few care about anything beyond those fundamentals of car ownership.The release of the new eighth generation, Australian-built Camry thus passed by with little fuss being made of what was in many ways a much-improved car. Toyota revised its model line-up, giving more separation to the fleet models and the new sportier models that were aimed more at the private buyer.The Altise was aimed at fleet buyers, while private buyers got to choose from three variants of the newly named Atara: S, SX and SL. The Camry has never been renowned for its looks, it has always sat comfortably at the conservative end of the styling scale, but the new model in 2011 was quite attractive with clean lines and a handsome profile.Inside, the cabin was a much more pleasant place to be with more room and better comfort, and a more appealing dash layout. Beyond the cabin there was a good-sized boot.Power came from a 2.5-litre four-cylinder engine delivering 131 kW and 231 Nm, enough to endow the mid-sized sedan with impressive zip. It was sufficient to keep up in the cut and thrust of city traffic, and still cruise comfortably on the open road.It was also more economical than the old model, with Toyota claiming the fuel consumption was reduced by a full litre per 100 km. Backing up to the engine was a paddle-shifted six-speed automatic transmission, with the final drive being sent to the front wheels.On the road the new Camry was quiet, handled nicely and rode with admirable smoothness. With a full arsenal of safety gear, including seven airbags, ESP, traction control, rear cameras and blind-spot alerts there was no question about it getting all the ticks of approval ANCAP could hand out.NOWMost Camry owners praise their cars. They particularly like the roomy cabin, the big boot and the fuel economy. Those few who criticise it usually complain about the performance of the engine, although there are fewer complaints about the 2.5-litre engine than there were about the smaller engine in the previous model.There has been one recall of the Camry. That was in 2012 when Toyota reported there was a possibility that the fuel hose connecting the main fuel supply line to the engine could have become wrinkled during manufacture. If so, it could result in a hole in the fuel hose that could cause a fuel leak.When checking a car prior to purchase check the service record to make sure all is well in the maintenance department. One thing you don't have to worry about with the Camry is a timing belt change; they have a chain that doesn't require changing.SMITHY SAYSEighth time round Toyota's quiet achiever became a much more desirable car.Toyota Camry 2011-2013Price new: $30,490 to $39,990Engine: 2.5-litre, 4-cylinder, 133-135 kW/231-235 NmTransmission: 6-speed automatic, FWDEconomy: 7.7 L/100 kmBody: 4-door sedanVariants: Altise, Atara A, Atara SX, Atara SLSafety: 5-star ANCAP

Other than sharing names, the Holden Cruze models introduced to Australia in June 2009 bear no relationship to the Holden Cruze 4WD sold here between 2002 and 2006.The 2009 Cruze is a four-door sedan from South Korea, though it has a fair bit of Australian design in its style and also mechanically. Most Cruzes are built in Holden factories in Adelaide, though the initial imports came from a Korean factory.For a supposedly small car, Holden Cruze is quite large and offers good leg and shoulder room for four adults. Three children plus mum and dad is a breeze in Cruze.The Cruze sedan was joined by a five-door hatchback in November 2011. The revised rear end to create the body was virtually all done in Australia and is sold in many countries globally. A station wagon further increased the body options when it was introduced in January 2013.As befits an (almost) local car Holden Cruze is powered by a variety of engines: a 1.8-litre petrol engine, a 2.0-litre, turbo-diesel and a semi sporty unit in the form of a 1.4-litre turbo-petrol. The latter comes with the bonus of a more sophisticated suspension setup and is much favoured by those looking for something out of the ordinary.Buyers originally had a choice of a five-speed manual or a six-speed automatic transmission, with the auto being the most popular. A six-speed manual is offered with the turbo-petrol and diesel models. During our testing we found the turbo-diesel engine to be noisier than average for this class, it also suffers from turbo lag. Changes to later cars made it slightly better, but try for yourself. Quality of fit and finish is good, inside and out.Comfort is generally good and noise, vibration and harshness are well suppressed. Rough roads do challenge the suspension at times, but for its class Cruze is acceptable. There are Holden dealers just about everywhere in Australia, though you may not be able to get uncommon parts for the Cruze in remote locations. Generally parts can be shipped to the outback within a couple of working days.Cruze is reasonably easy for the home handyperson to do routine work. As always, keep clear of safety items unless you really know what you're doing. Having a workshop manual at your elbow is always a smart move.Insurance charges are a little lower than average for this class, reflecting the fact that a lot of components are made in this country. Premiums don't vary hugely from company to company, but it's still worth shopping around. Make sure you compare the fine print on what you're being offered.WHAT TO LOOK FORAs mentioned, build quality is pretty good as Holden factories were really getting into their stride in challenging European and Korean quality. It still makes sense to have a full inspection by a professional, after making initial checks to the best of your ability.Make sure the engine starts within a second or so of it turning over. Diesels are slower than petrols, but shouldn't take more than about three seconds to get up and running.After running the engine on a light load for a few minutes floor the throttle and make sure it picks up with a minimum of fuss. Automatic transmissions should change gear promptly, and not hunt overmuch from gear to gear.Look for uneven tyre wear, particularly on the front wheels. It could mean hard driving and/or that the wheels have been kerbed and knocked out of alignment. Check the interior for signs of harsh usage, particularly from bored little darlings in the back seat.Look at the condition of the boot, also check the top of the rear bumper as it's sometimes used as a resting place for heavy items while the boot is being loaded.CAR BUYING TIPA good area to start inspecting a car is at the left-front wheel and tyre. That's generally the spot that gets thumped by those who didn't score ten out of ten during parking lessons. And who may not be good at driving either...

What constitutes a luxury car? In days gone by it was lashings of leather and wood grain trim. The new Lexus CT200h has neither, at least in entry grade “Luxury” form

The beauty of this car is the big rear seat. There's oodles of room back there even for tall people with long legs. With more than a metre of rear legroom we even managed to accommodate the needs of a friend with an artificial leg. Rear seat occupants are cosseted with leather-accented seats, NanoeTM-enabled climate control for added comfort and electric rear sunshades as standard equipment.Lexus ES is available in two flavours as a V6 or Hybrid, in Luxury and Sports Luxury grades. Standard features include leather-accented interior, dual climate air, satellite navigation, reversing camera, parking sensors, blind spot monitor, sun roof, 10 airbags, eight-speaker audio, smart entry and start, digital radio, plus Lexus Remote Touch and Drive Mode Select.The Hybrid is $63,00. the V6 is $65,000, the Sports Luxury version of the hybrid $72,000 and the top of the line Sports Luxury V6 tips the scales at $74,000.The hybrid powertrain combines a 2.5-litre four cylinder petrol engine with a 105kW electric motor. The combined output is 151kW with drive to the front wheels, unlike most Lexus cars which are rear wheel drive.The hybrid employs a CVT style auto transmission and can sprint from 0-100km/h in 8.5 seconds. It can operate on electric power alone in reverse and at speeds up to 45km/h in a forward direction. Fuel consumption is rated at just 5.5 litres/100km with standard unleaded.The primary focus was on creating a spacious, comfortable and quiet sedan. But Lexus recognised the previous model was lacking in terms of dynamic ability and engineered a new platform that is more rigid, lighter, longer and lower than what had previously been planned. The overall result is a higher level of comfort and straight-line stability but also a more rewarding experience for the driver.It's designed to get five stars and scores highly in US tests but is yet to receive a rating here. But with 10 airbags and a multitude of safety and driver assistance systems, there's little doubt it will get the maximum five stars. We should point out however the base model hybrid misses out on Active Cruise and the Pre-Collision Safety System that are bundled as a $3000 option pack.Almost ran out of fuel the other day. Got to the servo only to find we'd misplaced our wallet. The low fuel warning light was already on but we had no option other than to return home and get it. Our little adventure had an upside however because we can report that driven normally the car is capable of achieving 850km from a single tank (at the end it was almost dead empty).The ES offers a smooth ride and extremely quiet interior, quiet enough to make conversation easy between front and rear passengers. And while it’s a large interior in which to set the climate, tri-zone airconditioning allows front left, front right and rear seat cabin temperatures to be controlled independently.

...each one personally signed by chief Horst von Sanden. Letters like this are often about a safety recall or mechanical drama. Not these.They are a personal apology because Benz cannot supply cars to the 500 Australians on the waiting list for its A45 and CLA45 AMG. It's not good news for the frustrated buyers, but it's a reflection of the way Benz has changed from an elitist brand for the right people with no crowding to a prestige company that's running and growing close to the mainstream.Benz still does ultra-luxury and ultra-costly cars like its S-Class limousine and the SLS gull-wing supercar, but more and more people are shopping the brand against a VW Golf or a Holden Calais or something from the middle-class mainstream. So you're more likely to see a three-pointed star on the road, a giant change.There was a time when that emblem on the nose was worth about $15,000 to the group, and a similar bonus for the owner at second-hand time. That's different now, with starting prices from $35,600 for an A180."Think Mastercard. Priceless," company spokesman David McCarthy says of the current value of the Benz badge. "Luxury is not just about price. It's about how the product makes you feel, how well it's made and how well it works." He argues the company is still a prestige brand, even though Mercedes-Benz is currently ranked 12th overall among the 60-plus makes selling in Australia."We are a premium brand in every way. That means premium equipment, premium safety and premium performance. Does that justify a premium? Yes," McCarthy says. "Luxury car buyers in Australia choose Mercedes-Benz more than any other brand, and there is a reason. It's because of the product we offer and where we are positioned. I don't accept that premium and some volume don't go together."How many seats on a plane are first class? Two or three per cent. That's about where we sit, too. We're premium, not premium economy." Lots of top-end stuff technology trickles down through the range after starting life in the S-Class flagship. That's already true of the impressive E-Class, which got a major update in 2013.But it's also true someone driving an S63 AMG that cost $385,000 - before dipping into the extras - is unlikely to be totally happy about the number of three-pointed stars hitting the road in Australia. "I don't agree it's devalued. Someone buying an S-Class might not be in market for an A-Class, but there could be someone else in the family who wants one," McCarthy says.And there is one other point, which also works for the company and its customers. Back in the 1990s, the average age of a Benz buyer was 57 and many had one foot in the grave. These days the average is in the 40s and there are plenty of 20 and 30-somethings in the A-Class family. "Our customers have the choice of luxury, and the luxury of choice," McCarthy says. Price: from $74,900Star rating: 4/5Engine: 2.0-litre 4-cyl turbo, 265kW/450NmTransmission: 7-speed twin clutch auto; AWDThirst: 6.9L/100km  THE LOWDOWN Carsguide's Prestige Car of the year is fun at every level. Though powered by the usual AMG V8, but its turbo four is hugely impressive and the go-faster division has tweaked almost everything to ensure it sits comfortably in the range with cars like the C63 and SLS gull-wing. Price: from $59,990 (C200)Star rating: 4/5Engine: 1.8-litre 4-cyl turbo, 135kW/270NmTransmission: 7-speed auto, RWDThirst: 6.8L/100km  THE LOWDOWN You can get a great deal on the current C-Class and it tops the 3 Series from BMW without much trouble despite hitting its run-out period. But it's the new one you really want. The new C is a condensed S-Class and that means it will easily lead its class as well as delivering more luxury than anything ever seen for its size and price. Price: from $82,900 (M250)Star rating: 3.5/5Engine: 2.2-litre 4-cyl turbo diesel; 150kW/500NmTransmission: 7-speed auto, AWDThirst: 6.4L/100km  THE LOWDOWN When Benz dropped the price of its M-Class starter into the $80,000 range it made a BMW X5 look pricey. The BlueTEC diesel engine loses nothing in performance and provides remarkable economy, while the rest of the package is exactly what you'd expect in a Benz.SECOND-HANDAUSTRALIANS love SUVs, but the best bet in a second-hand Benz is a wagon. The C-Class and E-Class haulers have been remarkably good cars for decades and the latest models bring everything from AMG go-faster ability to a seven-seater cabin in the E-Class.The choice is not as broad because fewer people buy them new, but the rise of SUVs also makes a second-hand wagon a good-value buy. Best of all, when you're driving one you would never know you were driving a wagon and not a sedan - until you reach the supermarket or go to load up the kids' bikes.

Forget any connection between this car and the Nissan Altima V8 Supercar – only the name is the same.

The market for littlies is one of the toughest in the business, no more so than in 2011 when Toyota's incoming new Yaris had to face up to more than 30 rivals.NEWA carmaker not only has to deliver a car at a super low price in the class, it also has to have lots of gear, the very recipe that the Koreans have turned into an art form.It's little wonder the Korean carmakers have been the little car rulers for some time now. They really rewrote the rules for cars at the entry level of the market some time ago, hitting the Japanese where it hurts the most.It was only to be expected that a carmaker like Toyota that takes great pride in leading every market segment in which it competes hit back.The new Yaris in 2011 was the company's little car response to the Korean push.Buyers had four models to choose from; there were four models in 3-door and five-door hatch body styles, with a choice of 1.3 and 1.5-litre petrol engines.The range opened with the price competitive YR, then stepped up to the YRS, and on to the sporty ZR before topping out with the feature-packed YRX.An extra 100 mm in length garnered a larger boot and more legroom for the rear seat passengers.Inside there was enough space to feel right at home, the seats were comfortable and all the controls were well laid-out and attractively displayed.Toyota offered Yaris buyers the choice of two four-cylinder engines, a 67 kW 1.3-litre blighter and a larger 80 kW 1.5-litre unit.Both were quite economical after a tune-up by Toyota's engineers, although the four-speed auto seemed a touch out of date.Buyers could opt for the auto or a five-speed manual, but you would normally expect them to go for the self-changer simply for convenience.There was a lot to like about the Yaris, and it didn't disappoint on the road either. It looked good and thanks to local tuning of the suspension handles our roads well too.NOWIt's getting boring to talk about Toyota's renowned build quality and reliability, but the company has set the benchmark that has had others striving to match.Car buyers wanting to buy a no-fuss car have come to rely on the Toyota qualities and that has kept resale values tootling along nicely.While Toyotas are not completely free of troubles, they are generally sound from engineering and build perspectives, something backed up by the relatively few complaints received at Carsguide HQ.The Yaris appears to be standing up well under the stresses of everyday life on the roads, although to be fair the 2011 model is only three years into its life and that means the earliest of the model has only done 60,000 km or so.With so few kays under its wheels it shouldn't be a surprise that there are few complaints about it from owners.At this point it's mainly a check of how well the current owner has maintained the car you're thinking of buying. If it comes with a service record that stands up to scrutiny, great, if not walk away.Fresh oil is the lifeblood of all engines, but it's even more critical today with the tight tolerances carmakers are using.Opt to ignore oil change recommendations and you run the real risk of losing an engine because it's gunked up with sludge.Toyota recently announced a recall of the previous model Yaris for a faulty seat track, but the recall doesn't affect the latest model.SMITHY SAYSLike all Toyotas the Yaris ticks the right boxes in the little car class.Toyota Yaris 2011-2013Price new: $14,990 to $21,390Engine: 1.3-litre, 4-cylinder, 67 kW/121 Nm; 1.5-litre, 4-cylinder, 80 kW/141 NmTransmission: 5-speed manual, 4-speed automatic, FWDEconomy: 5.7 L/100 km (1.3), 5.8 L/100 km (1.5)Body: 3-door hatch, 5-door hatchVariants: YR, YRS, ZR, YRXSafety: 5-star ANCAP

Toyota Camry Altise and Kia Optima Si go head-to-head in this comparative review.

For some people, fast just isn’t fast enough. That’s why there are several levels of Ferraris and Porsches from which to choose.The formula has not been lost on the mainstream brands, which use highly profitable and highly desirable performance cars to subsidise more affordable models in the range, while boosting their brand image.For example, Volkswagen is currently cutting the guts out of the base model Golf at $22,990 drive-away, including metallic paint, and dealers can’t even afford to throw in floor mats apparently.But, in the same breath, Volkswagen increased the price of its Golf GTI by $500, because it’s an in-demand model (with up to a four-month wait) and VW figures buyers in this price range can comfortably cough up another $500, to $41,490. The top-line Volkswagen Golf R stretches the friendship further, costing in excess of $50,000 (although, as we discovered, as a cut-price BMW M5, it’s worth every cent).Which brings us neatly to the Subaru WRX STI released this week. It’s the more potent version of the regular WRX, cooked up with the customary ingredients: bigger brakes, bigger wheels, a bigger engine and a bigger turbo. Oh, and how could we forget, a bigger rear wing.But there is one critical element missing: the epic price gap. Since the very first STI was released locally in 1999, Subaru has gotten away with whacking a massive $20,000 premium on top of the regular WRX for the STI version. Not any more.VALUESanity has prevailed and the new Subaru WRX STI is $10,000 cheaper than before, to a starting price of $49,990. That’s still $11,000 dearer than the standard WRX, so Subaru executives won’t be turning up to soup kitchens with an empty cup anytime soon.The new price point is aided in no small part to an artificially devalued Japanese Yen, a strong Australian dollar, and the realisation that Subaru couldn’t possibly justify such a ridiculous premium amid the current competition: the Volkswagen Golf R, etal.But Subaru shouldn’t pat itself on the back too firmly. All of the STI add-ons equate to only about a $5000 premium (brakes, wheels, tyres, and more robust drivetrain hardware). Subaru has even saved money in the engine department. It’s the same turbocharged 2.5-litre four-cylinder that’s been used in the STI for the past seven years.The engine has barely been touched; power is unchanged. Furthermore, the STI’s engine is likely cheaper to build than the one in the regular WRX, which is a fancy new direct injection unit. But Subaru can get away with charging more than the sum of the STI’s parts because enthusiast buyers will pay.As before, there are two models in the range. Standard fare on the $49,990 version includes cloth-covered sports seats, navigation, a rear view camera, a sensor key, a premium sound system, dual zone air-conditioning, and a liberal application of STI badges, one of which is tastefully illuminated in the centre console (albeit in pink). The STI gets the bigger brakes that the regular WRX also deserves: Brembo four-piston calipers up front and two-piston rears, and 18-inch alloy wheels.The luxury version, priced from $54,990, gains leather seats, a sunroof, bespoke BBS 18-inch wheels, heated mirrors and front seats, and electric adjustment for the driver’s seat. A six-speed manual transmission is standard. As before, automatic transmission is not available. Subaru has increased the number of dealers the STI is available through nationally (up from 12 to 20).But Subaru still lacks fixed price servicing (maintenance intervals are 12,500km or six months, whichever comes first) whereas Volkswagen and others give buyers transparency and peace of mind. Resale values of the WRX STI take a bigger hit than the regular WRX because you’re starting from a higher price, although this may improve with the new model. Time will tell.Used examples in original condition (resist the urge to modify the exhaust, engine and suspension; apart from potentially voiding the warranty, it’ll dent resale value) with a perfect service history and low kilometres (45,000km) can fetch 50 per cent of their RRP after three years (average).TECHNOLOGYThere is a tricky boost pressure and G-force display in the digital screen on the top of the dash. Meanwhile Subaru uses its “Si Drive” dial to adjust the sharpness of the throttle response, although it doesn’t deliver any extra power.DESIGNThe canyon between the stunning Subaru WRX concept car and the showroom reality has been well documented. Sadly, the STI does little to bridge the gap and may have even committed a bigger sin: an over-reaction to the sedan’s blandness.The main visual difference between the regular WRX and the STI is the plastic picnic table mounted on the boot-lid that doubles as a wing and can been seen on Google Earth satellite view. The big wing wasn’t cool in the 1990s and looks even more ridiculous now. Fortunately, Subaru has decided to make the STI’s wing a “delete option” for the first time.If you buy the car with a wing and then change your mind, be warned. The wing is tapered at each end to handle airflow over the car, so you can’t use it as a table. The coffee mugs would slide off. Check the magnet on your fridge for the local council’s next hard rubbish collection date.SAFETYSeven airbags and a five-star safety rating carry over from the WRX and the rest of the Impreza range. Stability control has two settings -- standard mode and a racetrack mode -- as well as ‘off’, which should be only used on a track and only by the brave. A rear view camera is standard (the same as that found in the WRX) but the screen is small and there are no parking sensors front or rear (even though they are standard on the cheapest VW Golf GTI).DRIVINGLet’s cut to the chase. The new Subaru WRX STI has exhilarating performance and goes a considerable way towards redeeming the underdone WRX’s reputation. In fact, with its power, grip and brakes, it’s what the WRX should have been. If only Subaru could find a way to create a step above this car it would have a truly compelling line-up.The STI’s aging 2.5-litre engine may have redefined turbo lag in the modern era, but once revs rise above 3500rpm and pull all the way to 6500rpm, the car thrusts with such force that your body is obliged to release a shot of adrenaline to give your brain sufficient power to keep up with what’s going on. The turbo engines on European rivals deliver better overall performance over a broader power band. The STI’s narrow power delivery defines its character -- and makes it feel faster than it really is.Subaru says the WRX STI can do the 0 to 100km/h dash in 4.9 seconds but, using satellite-based timing equipment, the best we could achieve (without melting the clutch) was a time of 5.7 seconds after numerous gallant attempts.The STI’s weight gain and the lack of a slick-shifting twin-clutch transmission blunt acceleration. It means the STI is now not as quick as the Europeans which can achieve the same feat in a real-world, neck-breaking, 5.0 seconds. Nevertheless, the WRX STI is still a blast. The six-speed manual gearshift is smoother than before, which is a good thing as you row through the cogs to keep the revs in the engine’s sweet spot.The STI’s steering is heavier than the regular WRX but more communicative. You can really feel the front wheels clambering over the contours in the road under hard acceleration. It delights the senses. Grip from the Dunlop 18-inch tyres is impressive -- in the wet or dry -- and the ride comfort over bumps is excellent by performance-car standards.The only caveat is that, at suburban speeds, the STI’s suspension can feel a little “busy”, although not firm. It’s not a deal-breaker, but nor is it an amazing feat: the STI’s rivals ride on 19-inch or 20-inch wheels and tyres these days and still deliver comfort.The STI’s four-piston front brake calipers and large discs ensure there is ample stopping power, time and time again. The brake pedal also has a much more precise feel than the regular WRX. The sooner the base model WRX gets these brakes, the better.Downsides? The interior is all but identical to the regular WRX but for some STI logos and, although the appearance and quality seem better than before, they’re still not a match for the Europeans.Nor does the over-sized rear wing suddenly transform this fairly bland sedan into a visual heart-starter. The very fact that there’s not much to differentiate the STI from the regular WRX highlights just how much extra profit margin there is in the STI. But as long as performance cars delight the senses, buyers will open their wallets and sign on the dotted line.VERDICTThe new Subaru WRX STI may not win any style awards, or attract buyers of European cars due to its gruffness, but its many loyal disciples will continue to appreciate its exhilaration and eccentricity -- even if it’s not quite as quick as its rivals.