Wagon Reviews

Mitsubishi Lancer is a small to medium Japanese car designed and made to a high quality, making it one of the leaders in the reliability stakes.

While the focus at Benz has shifted to the new, small A-Class, the larger E-Class four door sedan and wagon is the "core" of the company. They've been making E-Class for decades to the point where it's everywhere, in just about every country.For the latest model, Benz asked owners what they thought and implemented many of the suggestions that included a styling tweak, more power, improved economy and safety, more driver assistance features, better value.Benz has delivered on all scores with the mid-life update to the E-Class. The value equation sees prices reduced and some are down by 20 per cent compared to a similarly spec'd previous model. It has the Gorden Wagoner prominent nose with a "four eyed" face, three bar grille with large Benz emblem and more style lines along the body capped with a pair of large tail lights.VALUEThe entry level E200  goes for $79,900 and rolls on 18-inch wheels, gets park assist, blind spot warning, collision warning, sports pack and LED headlights and tail lights.The range goes up to the E400 V6 biturbo at $128,900. It replaces the previous E350 and E500 models. An AMG 63S version arrives later in the year at $249,900 complete with 430kW/800Nm V8 petrol power and all the goodies associated with the AMG brand.Estate (wagon) variants are available in a number of powertrain choices. All offer seven seat capacity. Some of the new E-Class range fall under the 7.0-litre/100km Luxury Car Tax reduction trigger point with commensurate price reductions.DESIGNThe classy interior is better than before with a sports multi function wheel, analogue clock, decorative features and a choice of three two-tone colour schemes. It's simpler to operate, better looking and has more features.TECHNOLOGYFrom the E250 up the cars get adaptive LED headlights while all variants score the exterior sports package popular on the previous model, direct control suspension, cross drilled discs and splashes of chrome inside and out. Technology improvements see 'Command III' make an appearance in E-Class, a system that integrates with the iPhone 5 or Android equivalent for direct internet connectivity.Under the bonnet, the base engine moves from a 1.8-litre turbo petrol four to a 2.0-litre with EU 6 credentials. In the entry level E200, this engine is good for 135kW/300Nm output while in the 250, it's uprated to 155kW/350Nm.Standard transmission across the range is a seven-speed auto driving the rear wheels. The E250CDi diesel retains the strong 2.1-litre turbo diesel engine from before. An E400 twin-turbo petrol V6 is coming soon as a replacement for the previous V8 model. It has a similar output but uses less fuel and generates fewer emissions.There's also an E300 'Bluetec' hybrid with an in-line electric assist motor and a lithium ion battery pack capable of super low fuel consumption. E-Class Bluetec has multi modes including the interesting `sailing' when the car is on electric power alone at freeway speeds.SAFETYDriver assist functions abound and include attention assist, high beam assist, and Distronic cruise control with lane keeping function. It uses a stereo camera to monitor the driving environment, altering the car's dynamics to suit, even to avoid pedestrians or potential cross street collisions. Active park assist makes an appearance for parallel and end on parking. DRIVINGWe drove the first three variants to arrive, E200, E250 and E250CDi. We would be happy with any of them with the sporty E250 petrol a stand out. The new E-Class has poise and control on the road, is quiet and sophisticated and can be super economical.There's plenty of room inside and a large boot. Even the base car will please in performance terms thanks in part to the willing new 2.0-litre engine and slick seven-speed transmissionVERDICTStill the benchmark in the medium large premium Euro segment. Looks better, goes better than the competition  and with price reductions and  extra kit, makes the proposition even more tempting.The complete 2013 Mercedes-Benz E-Class sedan and wagon range is:E 200 2.0-litre turbo-petrol four-door sedan: $79,900E 220 CDI 2.2-litre turbo-diesel four-door sedan: $82,400E 250 2.0-litre turbo-petrol four-door sedan: $97,400E 250 CDI 2.2-litre turbo-diesel four-door sedan: $99,900E 300 Hybrid 2.2-litre turbo-diesel / electric four-door sedan: $109,900E 400 3.0-litre bi-turbo petrol four-door sedan: $129,900E 63 AMG 5.5-litre bi-turbo petrol four-door sedan: $249,900E 200 Estate 2.0-litre turbo-petrol five-door wagon: $86,900E 250 CDI Estate 2.2-litre turbo-diesel five-door wagon: $107,700E 400 Estate 3.0-litre bi-turbo petrol five-door wagon: $137,700Mercedes-Benz E200Price: from $79,900Warranty: 3 years roadside assistEngine: 1.8L four-cylinder, 135kW/270NmTransmission: 7-speed automatic, RWDThirst: 6.6L/100Km, CO2 154g/km

Mercedes-Benz has given its E-Class a facelift together with a combination of price reductions and extra equipment additions that combine to improve their value, according to Benz, from $7000 to $23,000 depending on the model.Earlier this year we were able to preview the coupe and cabriolet versions of the E-Class models in their home territory. They’ll be arriving here late in the year but have been preceded by the more mainstream sedan and wagon variants.STYLINGMore mainstream they may be but in terms of styling the four and five-door bodied E-Class models lose very little in comparison to their sporty siblings especially with M-B Australia’s decision to only bring in the Avantgarde specification with its big, bold three-point star embedded within the aggressive two-bar grille.External changes for the 2013 E-Class are minor with a new front end featuring one-piece headlamps and revised bonnet and bumper. The rear lights and bumper have also been changed with horizontal LED tail lights giving the new E-Class a lower stance that further enhances its sporty look.INTERIORThe interior of the new E-Class retains the same overall design theme as before but detail changes to the colours and finish of the materials work well and increase the feeling of luxury and sportiness.TECHNOLOGYWe’re used to new technology filtering down from more expensive models but in this case many of the latest features are making their debut in the E-Class prior to being passed up to the upcoming new S-Class.Most of this new technology is centred around what Benz calls its Intelligent Drive system which uses twin cameras mounted at the top of the windscreen, angled outwards at 45 degrees.These combine to provide a 3D view of the area around 50 metres in front of the car and work together with a radar sensor system to operate a range of advanced safety features such as Collision Prevent Assist which alerts the driver to a potential frontal collision and applies the brakes where necessary; Attention Assist (it monitors driver inattention and/or fatigue and issues an alert); Distronic Plus (keeps the vehicle centred within its lane on straight stretches); Cross-Traffic Assist (can detect crossing traffic or pedestrians and boost braking where a collision is imminent); Pre-Safe Braking (detects wayward pedestrians and applies the brakes if required); and Pre-Safe Plus which can recognise an imminent rear-end collision, activates the car’s hazard lights and triggers occupant protection features.Once again we just sit back and marvel at the scope and effectiveness of the safety enhancements that modern car makers are providing, effectively at no additional cost to the buyer.MODELSThere are ten variants in the 2013 E-Class range, seven sedans and three Estates. Prices range from $79,900 for the E 200 sedan through to the spectacular E 63 AMG sedan at $249,900.ENGINESAll engines in the standard E-Class models are now either four or six cylinders and turbocharged with the previous V8 E 500 now dropped in favour of a V6 in the E 400 sedan and Estate. Although the new V6 displaces just 3.0 litres it achieves V8-like performance thanks to the use to twin turbochargers with up to 245 kW of power and 480 Nm of torque all the way from 1400 to 4000 rpm, but with fuel consumption officially measured at just 7.4 litres per hundred kilometres.The E 63 AMG sedan is the only V8 model remaining and it also uses a bi-turbo to reach its stunning peaks of 430 kW and 800 Nm. All E-Class models get seven-speed automatic transmission with steering column mounted shift paddles.Another first for the E-Class, indeed for any Australian Mercedes-Benz model, is the E 300 Bluetec Hybrid. While luxury car rivals such as BMW and Lexus also offer hybrids Benz is the first to do so with a diesel rather than a petrol engine. The combination of 2.1-litre turbo-diesel and battery pull fuel consumption down to a frugal 4.3 litres per 100 kilometres.As before all E-Class Estate models are seven-seaters with the third-row bench seat facing rearwards. Benz are expecting a slight boost in sales with the previous seven-seat R-Class no longer being imported here.DRIVINGWith so many model variants in the new E-Class range our test drive options were limited however we will report in more detail when we carry out our extended tests within the next few months. We were able to drive the E 200 and E 250 petrol and E 250 CDI diesel during the launch in and around Melbourne.Expectations are always high whenever we drive any Mercedes-Benz and the new E-Class certainly delivers even in the lower-specced models. The chassis feels solid and tight and the car is superbly balanced. Ride comfort is firm but comfortable even on some of the coarse surfaces that we passed over.As is normally the case we’d opt for the diesel powerplant with the extra mid-range torque that all keen drivers savour. Having said that the 2.0-litre petrol doesn’t fall that much short if you’re planning to operate exclusively in commuter territory.VERDICTSafer, cheaper, stunning looks. All should combine to keep the new Mercedes-Benz E-Class around the top of the shopping list of anyone looking for an affordable prestige car.The complete 2013 Mercedes-Benz E-Class sedan and wagon range is:E 200 2.0-litre turbo-petrol four-door sedan: $79,900E 220 CDI 2.2-litre turbo-diesel four-door sedan: $82,400E 250 2.0-litre turbo-petrol four-door sedan: $97,400E 250 CDI 2.2-litre turbo-diesel four-door sedan: $99,900E 300 Hybrid 2.2-litre turbo-diesel / electric four-door sedan: $109,900E 400 3.0-litre bi-turbo petrol four-door sedan: $129,900E 63 AMG 5.5-litre bi-turbo petrol four-door sedan: $249,900E 200 Estate 2.0-litre turbo-petrol five-door wagon: $86,900E 250 CDI Estate 2.2-litre turbo-diesel five-door wagon: $107,700E 400 Estate 3.0-litre bi-turbo petrol five-door wagon: $137,700Mercedes-Benz E200Price: from $79,900Warranty: 3 years roadside assistEngine: 1.8L four-cylinder, 135kW/270NmTransmission: 7-speed automatic, RWDThirst: 6.6L/100Km, CO2 154g/km

The Mazda 6, which comes in sedan and wagon variants, with petrol or diesel power, incorporates the full range of Mazda’s efficient SkyActiv technologies.

After months of hype the new Holden Commodore is finally on the road. The first new model in seven years and the last homegrown Holden of all time arrives in showrooms next week with price cuts of up to $10,000.The starting price of $34,990 winds back the clock by more than a decade -- and reflects the prices people have really been paying for years. The more transparent price list is a gamble Holden hopes will bring more buyers back into showrooms to consider the Commodore one last time.Importantly, the new Commodore is not a bare bones proposition. In fact the contrary is true. To compete in the most over-crowded new-car market in the developed world Holden has loaded every model with self parking technology, a rear view camera, a touchscreen display that can reply to text messages at the press of a button -- or on voice command.The new Commodore is without a doubt the most hi-tech car designed, developed and engineered in Australia -- but in many ways it’s also the Commodore that Holden had to have.It might share its core -- the doors, roof and glass -- with the previous model but there are big changes under the skin that reduce weight, save fuel and improve safety, quietness and refinement.Holden confirmed earlier this year the VF Commodore is due to bow out in 2016. What we now know is that this will be about the same time its arch rival the Ford Falcon reaches the end of the line.But the difference, for now, is that Holden plans to replace the iconic Commodore with a globally-developed front-wheel-drive four-cylinder sedan that it says will wear a Commodore badge. Given that every mainstream Holden has been rear-wheel-drive since the first one in 1948, this VF Commodore really does mark the end of an era.Which is why Holden has used every resource available to it in the massive General Motors empire, including a new electrical system that has opened up a raft of technology to move the Commodore not only up with the times but ahead of the imported competition.This would be a good point to acknowledge the significant input of former Holden boss, Detroiter Mark Reuss, who is now the head of General Motors in North America, and his deputy Briton Alan Batey, who ran Holden after him. Both executives took their passion for and knowledge of Holden with them to their new assignments in the US and helped “sell” the Commodore to their hierarchy to revive it there as a Chevrolet.Without the small but significant US export revival of the Commodore, which starts later this year, the VF model would not have anywhere near the technology it has been given.Their successor, Holden boss Mike Devereux, the British-Canadian who spent most of his working life in Detroit before running GM operations in Dubai and now Australia, made sure the Commodore lived up to their expectations.If you think Devereux looks feisty in front of the TV cameras when he’s barracking for the Australian car industry, you can imagine what he’s like at motivating staff to build a better Commodore.Holden doesn’t like talking about it much, but build quality has been a concern for Commodore for years. I should know, I’ve owned four of them. Not one of them was fault free.To that end GM sent quality expert and chief engineer Greg Tyus from Detroit to Australia to make sure the bad habits of old have been kicked. Here’s hoping he and his colleagues at the factory have been successful.If we’re paying Australian car manufacturing workers five times more than those in Asia and 50 per cent more than those in Germany and the USA, they ought to be doing a world class job.Now all that’s left to know is what the new Commodore is like to drive. To paraphrase former Australian prime minister Ben Chifley, who launched the original Holden in 1948, “she’s a beauty”.By far the biggest improver is the base model Evoke, partly because the previous Omega was wallowy and underdone, but mainly because it shines a spotlight on all the Commodore’s massive gains.It’s quieter, more refined and nicer to drive than before. It handles corners well, just like Commodores used to. And it wants for nothing. It is so well equipped and so well presented you could be forgiven for thinking you were in a luxury model.But the highlight for me was the V8 SS sports sedan. Sure, power is unchanged from before, but it feels more lively and more responsive thanks to the retuned and better quality suspension and nicely weighted electric power steering (that doesn’t feel lifeless as other EPS systems do) that add the finishing touches to the Commodore.One job for the facelift, though. On the Series II VF Commodore no doubt due in a couple of years, please Holden can the SS get the bigger brakes from the US police car? They bolt right on, and you've already paid for the development of them. Now that would be a finishing touch.This reporter is on Twitter: @JoshuaDowling

New life has been breathed into Alfa Romeo in Australia with the switch of control to the Italian head office; previously they were being brought in by a private importer. Price cuts and the introduction of new models have sparked buyer interest in new Alfas and Fiats.Sadly for sellers, but great news for buyers, the aforementioned change has resulted in lower prices on the used Alfa Romeo market.Though it’s supposedly just another mid-sized family car, the Italian designers of the Alfa Romeo 156 gave it plenty of verve in its design. Not only does it look great, the chassis has superb dynamics that appeal to those who really like to get out there and drive.Handling is what Italian cars are all about and the Alfa Romeo 156 doesn’t disappoint. It has a willingness to turn into a corner and once in there it has tenacious road grip. Steering is prompt and sharp and this car communicates to the driver as though it’s a sports machine.Few family sedans cry out to be taken for a run on your favourite bit of road early of a Sunday morning, but this Alfa Romeo just loves that sort of treatment.Despite looking like a sleek two-door coupe the Alfa 156 has four doors. The back doors are so well hidden that many don’t even realise they are there. The rear door handles are disguised as air extractor vents and we once had the experience of someone trying to get into the back of a 156 by squeezing in through the front doors.Once you’ve located the door handles, it’s reasonably easy to get into the back seat of the Alfa Romeo 156. However, the sporting heritage of the car’s shape shows up here and it doesn’t have the biggest of rear seats. Indeed the area back there is probably best left for children.The boot is also on the small side for a family car. The station wagon’s load area is a bit of a joke if you regard it as being a full wagon - but makes sense if you think of it as a coupe with an extended load area.Naturally, the Alfa wagon is much easier to load than the luggage area of a conventional two-door coupe. The Alfa Romeo 156 first arrived in Australia in February 1999 in sedan format with the station wagon being added in August 2000. In October 2003 the 156 got a major facelift that saw the traditional Alfa shield grille become considerably larger and stretching right down into the bumper. The tail was beefed out and a bit more brightwork added to the body.Power in the standard Alfa Romeo 156 range is provided by either a four-cylinder 2.0-litre or a 2.5-litre V6. The four-cylinder was upgraded to JTS specification midway through 2002 and we reckon it’s the one to buy. It not only has even more response, but also uses less fuel.In the usual Italian manner, the four-cylinder engine is the sporting unit aimed at the press-on driver, whereas the V6 is the luxury cruising unit. There is, of course, more acceleration from the V6 than the four, but the eagerness to work hard has been toned down.The Selespeed automated manual transmission used on many four-cylinder Alfa 156s, can be frustratingly slow and lumpy in the lower gears. We feel it’s better to buy a five-speed manual, but many have learnt to tolerate the Selespeed because they use their Alfa to commute in traffic. Try before you buy.The Alfa 156 V6 has a four-speed fully-automatic unit with semi-sequential options.An ultra-hot, very-expensive 156 GTA joined the range in August 2002. With a highly-tuned 3.2-litre V6, six-speed close-ratio manual box, bold body kit, big wheels tyres and brakes, it’s a real delight to drive. Look out for torque steer though, as it can try to take control of the wheel at times. The GTA didn’t sell all that well and was quietly discontinued in Australia in June 2004.Alfa Romeo is firmly established in Australia and there are a reasonable number of dealers. As is often the way with European cars, dealers tend to be concentrated in the major population centres and scarce in the bush.Servicing and spare parts prices are about average for this class. You can do some of the routine, non-safety items yourself but the engine bay is crowded and skinned knuckles aren’t unusual. Insurance can be expensive so make inquiries before falling head-over-heels in love with this Italian machine.Alfa Romeo 156 was replaced by the Alfa 159 in June 2006. The 159 is significantly larger so its introduction didn’t have the usual adverse affect on resale values that often occurs when a new model supersedes an old.New-generation Alfa Romeos are better built than the older models, however, we still see the occasional rough one, so be careful. We recommend that you always call on a professional before buying a car like this, although you can weed out the obvious duds by doing some initial checks yourself.A car like the Alfa Romeo 156 can fall into the hands of hard drivers because their very nature means they cry out to be driven to extremes at times. Signs of hard driving include severe wear on the tyres and lots of brake dust on the inside of the wheels and on the suspension inside of the guards.Look for body repairs; most easily spotted by mismatched paint on adjacent body panels, uneven gaps between panels, paint overspray on non-painted parts and ripples in what should be smooth metal.Make sure the engine starts easily and idles smoothly from the moment it gets going. Naturally the V6 will be smoother than the four, but the latter shouldn’t be rough.Engine performance from the 2.0-litre Twin Spark unit isn't great, but if it seems below par the engine could be suspect.A manual gearbox that isn't light in its action could be due for repairs. Do some fast changes from third down to second and feel for a reluctance to shift, or for funny noises.During your road test look for steering that wanders and feel for brakes that don't pull the car up evenly.Sports sedans don’t always get driven in a sporting manner, but it can be hard to pick which has received harsh treatment. A professional inspection should be regarded as essential. 

Few things will make your neighbours weep as much as parking a new BMW in your driveway. It is one of the preferred weapons of mass jealousy that is guaranteed to scorch all adjoining brickwork with the silent heat of envy.But is it all about the badge or is the smaller BMW set worthy of praise above similar-sized - and half-priced - cars from Korea, Japan and even Australia?VALUEPay $62,600 for this BMW 320i Touring and drive away in a pretty German-built wagon that has less occupant and cargo room and similar performance agility as an Aussie-built $29,040 Holden Cruze Sportwagon. But technical data dismisses how the BMW feels to drive, the sensible and clinical precision of the switchgear and the way the cabin integrates with its occupants.Standard kit includes dual-zone airconditioning, electric tailgate, trip computer with central monitor, reverse camera, 17-inch alloys and leather-look upholstery. It's not actually a lot for the bucks - see Hyundai i40 or Mazda6 - and the option list is enormous and candy to a buyer dazzled by the badge.But don't think a BMW is expensive to own - smart buyers can opt for BMW's pre-paid three-year service plan from a fixed $1045 for three years/60,000 km up to $1569 for five years/100,000km. That's better than some Japanese models. The 320i resale is a respectable 53 per cent, equal to the Mercedes C-Class but up slightly on the equivalent Audi.DESIGNThis is an impressive-looking wagon that oozes style. Few rivals can do the same and makes even the Mercedes equivalent look frumpy. It is, however, small. The boot is standard at 495-litres and with the 40:20:40 seats folded down, is 1500 litres. The Cruze, by comparison, is 686 to 1478 litres. The rear-drive layout is the culprit, intruding its mechanicals into the interior.Until BMW's smaller models go front-wheel drive from late next year, not much here will change. Dash design is functional and BMW increasingly applies logic to the once-complex iDrive information system. It's now dead easy.I love the electric tailgate to aid full-handed shoppers, think the materials and fabrics used are first class, acknowledge that four run-flat tyres need no spare and admire the fact that BMW makes really good cars despite knowing that most buyers miss the point and only own one for the prestige of the badge.TECHNOLOGYApparently we're running out of petrol and cars are polluting the planet. All car makers are keen to dissolve these accusations. BMW equips the 320i with a stop-start system (for those who came in late, this turns the engine off when the car is stationary, then automatically restarts to save fuel), regenerative braking (engages the alternator/generator when braking or coasting to charge up the battery) and has an economy mode in the drivetrain's four-mode program.The 2-litre engine is the same as in the 180kW/350Nm 328i but is dumbed down to 135kW/270Nm. Fuel economy is claimed at 6.2 L/100km, not much different to the 328i. The engine has a single, twin-scroll turbocharger and features direct-petrol injection. It's attached to a slick eight-speed auto with paddle shifters.SAFETYPretty much standard for its class, the 320i gets a five-star crash rating, eight airbags, electronic stability and traction control, cruise control with a braking function, park sensors front and rear, LED tail lights, heated mirrors and a reverse camera. It has run-flat tyres with a tyre pressure monitor.DRIVINGYes, first impressions are that this is a small car. The seating position is more like a sports car - precisely what BMW aims to achieve - and for tall drivers, there's not a lot of room in the footwell. It certainly feels cosy and that's magnified by the small-diameter steering wheel and the body-hugging curves of the seat.Ergonomically it's spot on. Like an iPhone 4, it's intuitive and that allows the driver to concentrate on enjoying the car. Despite electric-assist steering, it's as sharp as a Gillette through the corners. The 320i appears to be down a bit on power but the eight-speed box, paddle shifters and the strong mid-range delivery means it won't disappoint the enthusiast.BMW is up to about generation-five for the run-flat tyres and they have matured from hard-riding rubber rings to some with decent compliance. The car rides a bit firm but no occupant should complain.VERDICTWell-appointed car that's fun to drive. But its low height makes it awkward to get in and out and at $62,600-plus, has a lot of like-size rivals with better value for money.BMW 320i TouringPrice: $62,600Warranty: 3 years/unlimited km, roadside assistCapped servicing: NoService interval: 12mths/15,000kmResale: 53%Safety: 8 airbags, ABS, ESC, EBD, TCCrash rating: 5-starEngine: 2.0-litre 4-cyl turbo-petrol, 135kW/270NmTransmission: 8-spd auto; rear driveThirst: 6.2L/100km; 95RON; 145g/km CO2Dimensions: 4.6m (L), 1.8m (W), 1.4m (H)Weight: 1445kgSpare: Repair kit

Renault's red hot Megane RS 265 is about as good as it gets in terms of hot hatches, one of if not the best handling front-wheel drive cars on the face of the planet.But for many people the three-door rocket is a little too hot, especially for those with families who need something a bit more restrained and a bit more practical.Enter stage right the Megane GT 220 wagon from the Renault Sport go-fast department that adds rear doors and a luggage area capable of carting the family trappings.It's not the full monty, but perhaps represents a workable solution for those who like their cars.The GT boasts a 162kW turbocharged 2.0-litre engine (220 horsepower in the old money) and sports tuned chassis, together with some visual enhancements to match. The only thing missing from a practical point of view is an automatic.VALUEIt's a limited edition and Renault has secured a couple of hundred GT 220s, each with a numbered plaque. Arriving in June the wagon will be priced from $36,990, with grab bag of goodies that can be added as part of a Premium pack for another $5000 there are no other options.The wagon is already well equipped in standard form, with dual zone climate control, fog lights, auto lights and wipers, daytime running lights, rear parking sensors and flashy black 18 inch alloys. The Renault Sport trip computer, carbon-fibre look dash, aluminium foot pedals, red-stitched leather wheel and 8 speaker audio system are icing on the cake.The pack adds two-tone leather front seats, a panoramic sunroof, high-powered bi-xenon head lights, front parking sensors, plus a reversing camera. Satellite navigation and lane departure warning round out the package.TECHNOLOGYAlthough it misses out on an auto, it will be Renault's first model to feature fuel-saving, stop-start technology. The 2.0-litre turbocharged engine, essentially a detuned version of that in the RS, produces 162kW of power at 4750 revs and 340Nm of torque from 2400 revs.The engine is paired with a six-speed manual only. In terms of performance, the dash from 0 to 100km/h takes 7.6 seconds and it has a top speed of 240km/h. The wagon has a 60-litre tank, uses 7.3 litres/100km and takes premium unleaded although 98 is recommended.It weighs in at 1464kg and the chassis is based on the Sport chassis available for the Megane RS, with suspension that has been tuned specifically for the task along with specially calibrated electric steering. The glossy black 18-inch wheels are different, but the tyres are the same 225/40s as those fitted to the RS. The brakes have also been beefed up, with 320mm ventilated Brembos at the front and 260mm solid discs down the back.DESIGNAt 4.7 metres the wagon offers a load length of 1670mm with the rear seats folded and 1100mm between the wheel arches, with 994mm behind the rear bench seat. The front passenger seat can also be folded to accommodate extra long objects.SAFETYGets a full five stars for safety and a full complement of six airbags, including curtain airbags unlike the Clio and Clio-based Captur that makes do with four. Electronic stability and traction control are standard, along with ABS, brake assist, brake force distribution and hill start assist.DRIVINGPerformance is strong. Obviously not as strong as the RS 265 but strong enough to satisfy most enthusiasts minus the hardcore edge of the RS. That edge by the way begins to grind after a while if it's too harsh which is why many manufacturers offer electronically modulated suspension and drive trains.In reality you can drive the GT hard with confidence and there is plenty in the tank for overtaking, so it won’t' get caught on the wrong side of the road.VERDICTNo complaints here. Renault's forte is special editions and this is another worthy edition. Too bad it doesn't come with the option of an auto, but that is not going to stop enthusiasts from buying it though it could make it a little harder to get through to the keeper.Renault Megane GT 220Price: from $36,990Weight: 1464kgEngine: 2.0-litre turbocharged, 162kW/340NmTransmission: 6-speed manualThirst: 7.3L/100km0 to 100km/h: 7.6 seconds

Holden’s Commodore was the bestselling car in Australia for many years, though it has slipped recently due to many buyers switching from large cars to compact SUVs. There are hundreds of used Commodores on sale at any one time, so smart buyers can find exactly the model / price / quality they want.Commodore is very well suited to Australian driving conditions, and also has the driving feel many keen Aussie drivers demand. This is a genuine five-seater, though the traveller in the centre-rear seat may find foot space compromised by the bulky transmission tunnel.Boot space is good in the sedan and excellent in the wagon due to the latter’s longer wheelbase. Note that the wagons in the VE range, sold from September 2009, have the same wheelbase as the VE sedan, meaning they miss out on the huge load volume that was a feature of previous Commodore wagons. The latter had a stretched wheelbase platform under the wagons.Ride comfort is excellent, even on rough bush roads. Commodores can be divided into two distinct areas in the models being examined here. In August 1997 the VT series was introduced to critical acclaim.Commodore VT received a minor facelift and mechanical changes to become the VT Series II in June 1999. Commodore VX of August 2000 saw another facelift of the VT. The VX Series II arrived just 12 months later.There weren’t a lot of appearance changes in the VX II, but there were big changes to the suspension, especially at the rear. These gave the Commodore a real sporting feel. Holden introduced the VY Commodore in October 2002.This time around there were substantial styling changes. The VY Commodore was facelifted, this time to become the VY II in August 2003. Finally, the last of this long line of Commodores, the VZ series arrived in September 2004.The introduction of the virtually all-new VE series Commodore sedans in August 2006 saw a touch of European class in the styling and real enhancements to the ride and handling qualities. VE Series II was introduced in September 2010 and had minor external changes.Inside it was a different story, the GM i-Q multimedia system saw an entirely new look for the centre stack with the new touch screen. The system controls full Bluetooth, USB, iPod and MP3 player integration.Powertrains didn’t always coincide with the major body changes. Most Commodores prior to the VZ range have a pushrod V6 engine of 3.8 litres. There's also a supercharged variant of this 3.8-litre, but it was never a real success as buyers of performance Holdens almost invariably preferred V8s. So the supercharged six was discontinued in 2004.The big news with the introduction of the VZ was an all-new six-cylinder engine. A forerunner to the unit fitted to the VE Commodore, it was a twin-cam V6 of 3.6 litres. This powerplant was sold in two formats, one with variable valve and intake timing for a greater spread of torque and improved power, the other a more basic unit.As fitted to the VZ, this new V6 is not as smooth or quiet as it should be. There were some improvements in feel when the engine was installed in the VE, but the engine still disappoints in this area despite several attempts to sort it out over the years.A smaller V6, this time of 3.0 litres and aimed at lower fuel consumption and emissions, was introduced in September 2009. It hasn’t proven all that popular but is a sophisticated unit and well worth considering. There were two V8s in the pre-VZ Commodores; one an old Australian design of 5.0 litres, the other a Chevrolet unit adapted to Holden specifications with 5.7 litres.This Generation III Chev V8 is much better than the old Holden, so much so that resale value of the Holden 5.0-litre suffers in comparison. The Gen III with ‘only’ 5.7 litres was replaced by a Gen IV with 6.0 litres in January 2006, again as a teaser to the upcoming VE Series.Some later Commodore engines are designed to run on a petrol/ethanol mix of up to 85 per cent ethanol. Check with your Holden dealer or get onto Holden’s website to see which engines can take this mix. Prior to the VE series, almost all Commodores came with four-speed automatic transmissions. Five-speed manual gearboxes from this era are on the crude side and not many were sold. Six-speed manuals were offered in the SS range and are understandably more common than the five-speed manual units used in the day-to-day Commodores of the time. The VE transmission lineup was a big improvement; with six-speed automatic transmissions and six-speed manuals. An exception was the dual-fuel petrol/LPG, later pure-LPG powered Commodores that stuck with the old four-speed auto until 2012 when they too got a six-speed.On the sporting side are the Commodore S and SS with firmer suspension, tauter steering, revamped seats and body kits. Not as hot as the HSV Commodores, these Holden models do provide more driving pleasure and come at a pretty moderate price.Strictly speaking the most expensive model in the range isn’t called a Commodore, but the Holden Calais. Calais were usually bought by private buyers, while many lower cost variants will have begun their lives as company cars - perhaps being driven by a careful person, perhaps not…Holden frequently does runs of special editions, the best value of these are arguably the oft-recurring Equipe and Lumina series. Commodores are easy cars to work on with plenty of access to most mechanical components.The good amateur mechanic can do most of their own repairs although it’s best to leave safety related items to professional mechanics. There are numerous electronic components that also require specialist knowledge and/or diagnostic equipment.Spare parts prices are generally reasonably priced and we hear very few complaints about availability from Holden’s widespread dealer network.A network that’s as prevalent in the bush as in the ‘burbs. Insurance is very reasonable for a car of this size and performance, though there can be a significant extra slug for the sportier models, especially if they have supercharged or V8 engines.WHAT TO LOOK FORCheck for brake fade on models before the VE Commodore by doing a succession of hard stops and feeling for a pedal that gradually has more and more travel – don’t forget to check that rear-vision mirror first…Look for oil leaks at the rear of the engine sump and check the dipstick level as some early units had high oil consumption problems.Automatic transmissions are generally OK, but one that is slow to go into gear and/or noisy and harsh in its operation should be treated with caution.Rust is seldom a problem in later model Commodores. But look at the lower areas of the body, doors, tailgate and rear windscreen surround to be sure. Rust is more likely to be caused by poor quality panel repairs than any other reason.Check for previous body repairs by running your eye over the panels, looking for a slightly uneven finish. Watch for paint that doesn't match exactly from one panel to another. Another sign is minute spots of paint on areas that are normally unpainted.Be wary of a Commodore that has been a taxi, though this isn’t nearly as common as in Falcons: look for an engine running on LPG and for spots where signs and meters have been removed.Severe wear in the cabin and boot is another indication of an ex-taxi; though it could also mean the car has been a hard-working commercial car, or even that it has been destroyed by bogan kids.CAR BUYING TIPChecking the condition of the boot can give valuable clues to how the car has been used.

It's been five long years since Audi had an RS4 Avant in the arsenal. The new one carries on from the earlier car as a wicked compact carry-all with plenty of attitude and enough schtonk under the bonnet to keep Benz's C63 AMG wagon honest - at a saving of about six grand.TECHNOLOGYThe $149,400 RS4 Avant might not have the cubes of the 6.2-litre Benz but it's nearly as fast thanks to a pearl of an engine beating under the sleek bodywork.It's a 4.2-litre naturally aspirated V8 petrol unit with direct fuel injection, variable valve timing and the capacity to rev as high as 8250rpm. It means the Audi RS4 gives you gorgeous long runs through each of the seven cogs accompanied by one of the most stirring exhaust notes you'll hear this side of a V8 Supercar.And, Audi provides a 'dynamic' mode with open exhaust to its drive select system just to make sure you get your full dollar's worth. Something else in the RS4's favour over the Benz is quattro all wheel drive and a seven speed dual clutch manumatic transmission called S-Tronic - with paddle shift of course.The engine is good for 331kW/430Nm and a 0-100kmh sprint of 4.7 seconds. It consumes an average of 10.7 litres of 98 premium per 100km which is good all things considered. Some concession to the environment is made with the Audi RS4's regenerative energy harvesting from braking and deceleration but there's no stop/start plus the car weighs in at a portly 1800kg.EQUIPMENTThat's partly explained by the generous level of Audi RS4 Avant kit inside that features radar cruise control with braking, Nappa leather sports seats with power front adjustment, Bluetooth phone and audio, carbon dash inlays, a superb flat bottom wheel with multiple functions, park plus with reverse camera and an auto tail gate.There's plenty of driver assist stuff including blind spot warning and cornering lights. The drive select system has four modes including `Individual' which allows drivers to choose precisely how they want their RS4 Avant to feel.DESIGNIt's a striking looker too highlighted by big 19-inch alloys and recurved LED daytime driving lights in the current Audi idiom. Some undercar components are in aluminium to cut weight and the suspension is quite sophisticated with a type of double wishbone front and multi link trapezoidal at the rear.Large brakes are fitted with six piston calipers up front. Plenty of options are available including three Dynamic Sports Packs selling for $7200.DRIVINGThe drive experience is impressive. We tried a number of settings and opted for auto mostly with dynamic when the mood took us. It gets out of the blocks rapidly hussling up through the gears with an exhaust burble on the up change, a throttle blip on down changes.Ride quality is impressive even on the hardest setting. All dynamic functions including the brakes and steering are top shelf allowing experienced drivers room to explore when the opportunity arises.It's low and lithe to look at but comfortable too with room for five at a pinch and a large load space down the back. The auto tailgate is handy as is the radar cruise control and convenience key that unlocks the car at a touch of the door handle. Start is by dash button. Keep the key on your pocket.VERDICTSuperb package - practical, good looking, sexy, sporty, super performance and handling. Now, back to reality, where's that Corolla...Audi RS4 AvantPrice: from $149,400Warranty: 3 yearsWeight: 1870kg0-100Km/h: 4.7 secEngine: 4.2-litre 8-cylinder, 331kW/430NmTransmission: 7-speed S tronic, FWD Thirst: 10.7L/100km