Wagon Reviews

Kia was heading in the right direction with an affordable, durable (in a slightly backyard kind of way) 4WD wagon that made up for Tonka toy styling with stuff that the big LandCruisers got - like a low-range gearbox, full ladder frame chassis and high ground clearance. It was, to families who wanted to inhale the eucalyptus fragrance of adventure, a well-priced, offroad-capable and city and family-friendly car.And the Kia Sorento - one ‘r’ because Toyota licensed the other ‘r’ in its Avalon Sorrento limited-edition special - did quite well on the sales charts. That was, until the truth came out about what these families actually did with their dirt-capable wagon on weekends. 'Sod all'... because the parents were too busy moving children from one sports oval to the next and fighting with the rest of town for supermarket shopping bays. Which made Kia, and all of its rivals, figure that adding all the off-roady bits was all a bit pointless. So the carmakers simply took the bits back.Now its Sorento wagon comes with seven-seat room for the kids and their sports gear for Saturdays and a tall riding stance to locate a parking bay in a crowded shopping complex. The suspension is more compliant and the floor level is lower, so you don't show too much leg while boarding. The girls will also appreciate this feature. It's quieter, easier to drive, has better ergonomics, looks a lot - a real lot, in fact – better.Thanks to sharing engine development with its parent Hyundai, now comes with an excellent turbo-diesel engine and delightful six-speed automatic transmission. This 2.2-litre R-Series four-cylinder drank an average of 8.7 litres/100km on its predominantly city-suburbs route which - given its size and capacity for load - was pretty good. Even better was its verve. Strong from idle to give it a push away from the lights, it breathed second wind at about 2000rpm for a healthy kick that really dazzled neighbouring traffic.The engine is also remarkably quiet and this, together with its elastic power delivery and its choice of six cogs, made it surprisingly smooth and almost unassuming. That said, the engine - which is set transverse with a T-drive for the prop to head to the back wheels - isn't just made for the city streets. It cruises without fuss and the only complaint is that it can occasionally be uncomfortable in its top gear and doesn't easily select a lower cog to ease its pain. It does, however, have sequential shift so individual gears can be locked. You can go over firm sand, it'll run a beach or two and enjoys gravel, but rock hopping isn't its bag. So it's not a big adventure machine but it's still a great package.The rest of the chassis works without complaint. I was pleasantly surprised with the steering that has, thanks to some reworking, lost a lot of its disconcerting vagueness and lifeless feel. It's no BMW now, but it's a heck of a lot better than before. The third row of two individual seats lifts neatly from the cargo floor and will accommodate two adults for short journeys. Though it lacks windows back there, it does get big airconditioning vents (as does the centre row) with its own fan speed dial, plus a storage bin and cupholders.There's more room in the centre seat which adds split, fold and tumble modes plus a recline function for sleepyheads. Parents will appreciate the lower floor height if they're loading babies or toddlers. Most of the niceties mentioned here about the Sorento is thanks to its upmarket Platinum trim level. You can buy a Sorento for $36,490 and it's pretty complete. The Platinum costs $48,990 and while that's a lot of money, it's actually better value than most of its peers.Amongst the Platinum's goodies are two sunroofs - well, a tilt glass with shade-cloth slide at the front and the shade-cloth cove for the rear unit. Kids love it, though, because of the night-sky outlook and airy daytime feel. The audio accepts iPod, other auxiliary appliances and a USB stick. The reverse camera is a beauty with its screen within the rear vision mirror - clever - and the keyless start has a port within the centre console to recharge the key fob.

But the really important question is: what do women want in a car?Finding the answer keeps carmakers tossing and turning at night, because they are well aware that women choose more than half the vehicles sold in Australia. There are all the ones they buy for themselves, as well as the deciding vote on most of the ones bought by households.Sorry, fellas. It’s true. No matter how much you want that souped-up sports car, unless the head of household finances agrees you may as well back away from the vehicle now.One of the earliest attempts to deliver a car for women was the mid-1950s Dodge La Femme. It was actually a 1955 Dodge Custom Royal Lancer under the skin, but the Detroit designers camouflaged that skin as thoroughly as a make-up artist doing Vogue covers.The car was decked out in pink paint, with an interior covered in pink vinyl, set off by pink rosebud tapestry. And to show that this was not merely a cynical marketing exercise, Dodge kitted the car with accessories they thought reflected the growing independence of post-World War II women moving into meaningful career paths - a pink handbag complete with office essentials like a matching powder compact, lipstick case and comb.Sales estimates run as low as less than 1000 cars. And the pink panderer was quickly dropped from the Dodge range at the end of the following year.Australia’s own Carla Zampatti tweaked a Ford specifically for women in the 1980s, but whether it won women - with accessories including a hanging hook for handbags - is still open to question.However, Dodge and Ford weren’t completely on the wrong track. Women want a car to be stylish, but also practical. Luckily, these days there are quite a few vehicles that fit the bill – without playing the pink paint card. These are the best style picks for women today, from a woman's perspective, with the figures for the basic car.Don’t agree with these? Let us know what YOU think women want in a car in our poll at left.LIGHTMazda2Price: from $16,030Engine: 76kW/137Nm 1.5-litre petrolTransmission: manualEconomy: 6.4L/kmEmissions: 152g/kmThe baby 2 has cute and slightly edgy looks, is compact with usable space, and the long doors make it easy to get in the back seat. The auto will be preferred by most, but it adds to the weight of the little car.Close calls: Ford Fiesta from $16,990; Peugeot 207 from $22,490.SMALLBMW 1-SeriesPrice: from $38,900Engine: 160kW/270Nm 2.0-litre petrolTransmission: manualEconomy: 8.2L/kmEmissions: 190g/kmA pocket-sized entry in German prestige – without breaking the pocket. Looks stunning, an amazing amount of room, and great to drive.Close calls: Mazda3 from $21,330; Hyundai i30 from $20,390.MEDIUMFord MondeoPrice: from $31,990Engine: 118kW/208Nm 2.3-litre petrolTransmission: manualEconomy: 9.5L/kmEmissions: 227g/kmThe best thing Ford has brought to Australia in … ever, possibly. Enough space to make you wonder if you’ll ever need a larger car, elegant design and well built.Close calls: Mazda6 from $31,834; Audi A5 Sportback from $78,400.LARGEAudi A6Price: from $74,500Engine: 125kW/350Nm 2.0-litre petrolTransmission: automaticEconomy: 5.8L/kmEmissions: 153g/kmThere’s not a high chic quotient in this class - where the homegrown Falcon and Commodore lean more to aggressive styling - so the Audi’s restrained elegance makes it a clear winner.Close calls: Honda Accord from $36,381Mercedes-Benz E-Class from $80,900.PEOPLE MOVERHonda OdysseyPrice: from $46,166Engine: 132kW/218Nm 2.5-litre petrolTransmission: manualEconomy: 8.9L/kmEmissions: 212g/kmIn a class that’s dominated by lumpy boxes, the Odyssey is a sleek stand-out. It's low-slung, car-like and leading with a fashionable face.Close calls: Citroen C4 Grand Picasso from $39,990; Chrysler Voyager $60,990.SPORTYBMW Mini Cooper ClubmanPrice: from $36,600Engine: 88kW/160Nm 1.6-litre petrolTransmission: automaticEconomy: 6.8L/kmEmissions: 163g/kmA bonsai wagon with go-kart street cred and revamped retro lines, this one will get admiring glances from everybody.Close calls: Kia Cerato Koup from $23,690; Audi S3 from $69,100.CONVERTIBLEVolkswagen EosPrice: from $47,990Engine: 103kW/320Nm dieselTransmission: automaticEconomy: 6.0L/kmEmissions: 158g/kmThe EOS is streamlined and sophisticated, looks equally good with the roof open or closed – and has enough room in the back to get a couple of extra friends in for short trips.Close calls: BMW Z4 from $86,200; Lexus IS250C from $80,150. SUVHyundai ix35Price: from $26,990Engine: 122kW/197Nm petrolTransmission: manualEconomy: 8.5L/kmEmissions: 201g/kmThere’s heaps of practicality but precious little style in the SUV paddocks. But Hyundai’s new compact ix35 proves you can have both. Ultra-modern lines, trim shape and space to spare.Close calls: Jeep Wrangler (medium) from $31,590; Land Rover Range Rover Sport (large) from $99,900.

The Volkswagen Golf wagon is a big seller in Germany and although it has conservative local sales expectations a lack of direct rivals could help spread the word about the family oriented Golf.  It's also a small car with medium car aspirations.So much so, that VW hopes buyers looking at the Ford Mondeo wagon, Skoda Octavia wagon and Mazda6 wagon may cast an eye over the Golf wagon.Pricing and variantsThe wagon commands a $2000 premium over the equivalent hatch models and shares the hatches Trendline and Comfortline specifications and equipment.  Prices start at $26,990 for the entry 90TSI, rising to $36,490 for the 103TDI model.Buyers have the choice of four models, a 90TSI manual and seven-speed DSG, 77TDI manual or DSG, the 118 TSI DSG and the 103TDI DSG.VW Australia is unlikely to launch an all-wheel drive version of the Golf wagon.Although available in other markets, a Golf 4Motion wagon, would add too much complexity to the local model lineup, according to VW Australia executives.  Price and positioning could also be a problem, with Tiguan being the company's star all-wheel drive off-roader locally, according to VW Australia managing director, Anke Koeckler.DrivingThe ride is just as composed as the Golf hatch and despite the extra glass area and more open rear, cabin noise is restrained, due in part to an acoustic windscreen, which helps block out wind noise.  The steering is precise and the ride has that deliberate well-sorted European feel about it.  Unladen, harsh bumps are heard rather than felt and the cabin feels secure.The cargo area is well constructed and designed with durability in mind with a hard wearing carpeted floor and plenty of tiedowns. Like may Euro wagons, the sturdy cargo net can be positioned in two locations, depending on the load.  There is a nifty hide-away compartment below the luggage floor and the full-size spare is also a welcome addition.We spent most of the time in what is expected to be the volume seller - the 118 TSI mated to a standard seven-speed DSG gearbox.  The big surprise from this modest powerplant is that it delivers the power and response normally associated with a larger 2.0-litre engine, all from a 1.4-litre four cylinder that is both turbocharged and supercharged.Volkswagen calls it Twincharger and if you haven't driven it take one for a spin.  Families will be won over by the wagon's Germanic practicality, quality and most of all, price of the entry 90TSI.  The Golf wagon is so good, we suspect it might steal a few sales from the Passat wagon. 

In the rush to high-riding soft-roaders, many families have largely ignored a more practical route - wagons.  Heavy off-roaders have taken over the roll as the family bus but in reality a conventional sedan-based wagon will fulfil most duties, unless you absolutely need a seven-seater.For many, a car like the five-seater Holden Commodore Sportwagon will fulfil most duties.  It's a good looking, purpose-built wagon with a roomy, comfortable cabin and a five-star crash safety rating.The Calais V Sportwagon adds a little more bling but serves a similar purpose. The integrated DVD system in the roof is a bonus for keeping the kids quiet and the rear-view camera is a welcome addition to the parking sensors.Under the bonnet the biggest new arrival with the latest Commodores is SIDI - or Spark Ignition Direct Injection - which improves fuel economy and the overall smoothness of the V6.Unlike the previous raucous six, the SIDI engine also sounds quieter. The refined engine is now at a point of its development that it has become a world-class unit.  The economy from the big locally built six is also impressive. We managed in 12s around town with the promise of better highway economy.The changes from the six-speed auto also feel smoother than we remember.  The only mark against the Commodore is the cabin. It has been around since 2006 and is due for a freshen this year.We're use to the thick A-pillars and the guillotine handbrake action but the Calais interior and dashboard is looking tired, particularly when you line it up against Ford's effort with the Falcon G6E.  The wagon's swoopy rear also eats into luggage space but there is no denying it is a handsome vehicle, particularly the Calais V version with its stylish 18-inch alloys.

I was prepared not to like Subaru's first attempt at a diesel.  The Japanese brand has lost my vote when it comes to the new Liberty/Outback styling direction - although the interior is well-equipped and roomier.A drive in a couple of the new-look models from the Liberty/Outback range had shown better interior room and comfort but a dislike for exterior.  I have, however, regained some faith in the brand after some time in the new diesel.Drivetrain and PriceOnly the lack of an automatic transmission - like the 2.5-litre petrol models' continuously-variable transmission or a more conventional automatic - is an oversight.  The Outback 2.0D meets EuroV emissions standards with 160g/km.The claimed combined fuel economy figure of 6.4 litres per 100km is frugal for a family-sized wagon and Subaru says local testing suggests an 1100km touring range of steady freeway driving.We're in the entry-level Outback 2.0D model, priced at $40,490 - a $2500 price premium over the entry-level petrol model - but the 51kg-heavier oil-burner is a manual-only proposition. The new two-litre turbodiesel engine produces 110kW at 3600rpm and 350Nm of torque between 1800 and 2400 rpm, although there's a claimed 300Nm at 1600rpm.EquipmentThe base-model might not have all the bells and whistles but the base-model's sound system is good quality, flooding the comfortable and roomier interior with crisp and clear music.  All-wheel drive, stability control and dual front, side and curtain airbags - as well as an airbag for the driver's knees - are the safety feature highlights.DrivingYou wouldn’t know it's a diesel straight away - the engine isn't overly chuggy or rattly and noise suppression is good; Subaru also claims its new single-cradle engine bay design helps reduce noise.It doesn't give the impression of a strong low end - the power delivery is linear and smooth for a turbodiesel powerplant, which might normally have a big low-down shove and then run out of puff at higher engine revolutions.  While the petrol 2.5-litre flat-four produces 123kW and 229Nm, the 110kW/350Nm two-litre turbodiesel offers more torque and a reduced thirst of around two litres per 100km.Subaru says for 25,000km per year at $90 per 65-litre tankful, an Outback diesel owner could save approximately $2500 over 20 months on an equivalent petrol car.The diesel is rated for up to 1700kg braked towing, a 200kg improvement above the petrol model.  But the lack of automatic will deter plenty in this market, as will the issues with the six-speed maual.The gearbox itself is OK to use, the shift action is smooth, but the shifting into third gear can result in the driver's hand hitting the hazard light switch.  It's below par for Subaru, a company which normally gets things like that right.SUBARU OUTBACK DIESELPrice: from $40,490.Engine: two-litre 16-valve DOHC common-rail direct-injection four-cylinder.Transmission: six-speed manual, four-wheel drive using a centre differential with a viscous limited slip differential.Power: 110kW @ 3600rpm.Torque: 350Nm between 1800 & 2400rpm.Performance: 0-100km/h 9.7 seconds.Fuel consumption: 6.4 litres/100km, on test 7.8 litres/100km, tank 65 litres.Emissions: 168 g/km.Suspension: MacPherson strut (front); self-levelling double wishbone (rear).Brakes: four-wheel discs, front ventilated, with anti-lock and stability control systems.Dimensions: length 4790mm, width 1820mm, height 1615mm, wheelbase 2745mm, track fr/rr 1535/1530mm, cargo volume 490/1690 litres, weight 1551kg.Wheels: 17in alloys.RIVALSSkoda Octavia Scout, from $39,990.Suzuki Grand Vitara DDiS, from $35,990.Nissan X-Trail, from $37,740.VW Tiguan, from $36,690.

What is a grey importIt’s a vehicle – new or used — that is legally imported outside the manufacturer’s official import channels.HistoryIn the mid 90’s the various state motoring regulatory authorities and the federal government agreed that a scheme — should be put in place to allow Australians to buy used vehicles from overseas that were never sold in Australia.  The initial focus of the scheme was performance vehicles such as the Toyota Supra Twin Turbo, and Nissan Silvia Turbo. The cars became known as grey imports due to the vast number of grey-coloured cars arriving here as they were often the cheapest available in the auction houses of Japan.  The scheme now also covers any car manufactured before 1989 as well as many people movers, and various diesel models.The rulesCars brought in using the grey import scheme must go through a compliance process on arrival in Australia to conform with ADR requirements, including changing to Australian standard tyres, emissions control gear, and AC gas.Only certain models that are in some way different to any locally delivered example are allowed to be imported under the scheme.  Any other models are hard to comply as the car must go through full ADR testing including a full crash test process.  Some regulations have been relaxed in recent years – for example, the forced replacement of every seatbelt.Why buy a grey import?Most of the models available through the grey import scheme are heavily optioned compared to comparable models in Australia.  High performance turbo engines, rear wheel steering, all wheel drive, and multi-zone climate control air were all common as early as the 90s on even basic models in Japan. Basically, if you could buy a comparable model in Australia you would have paid more-for-less.  The cult status of many grey imports also makes them appealing.  The current plethora of Nissan Skylines on Australia’s roads attests to grey imports popularity.  Choice of turbodiesel powerplants has also driven the grey market when looking at 4WDs and people-movers in car yards.Owning a grey importBack in the early days of the scheme, when grey import dealers were few and far between, it was extremely difficult to acquire spare parts for many of the plenty of spare parts dealers and many manufacturers such as Nissan are able to bring in brand new parts from Japan to suit.  There are also a multitude of specialty vehicle clubs and web forums devoted to these cars with members who are only too happy to help out with parts — or even help with entire engine swaps — for a very reasonable price.The true costsMany people fall for grey imports due to the bang-for-bucks factor.  Cars such as the Nissan 180SX offer great looks and performance for a bargain basement price in comparison to say a Subaru WRX of the same year.  The trade-off comes when you look at the lack of any service history, and possibly wound back odometers.  A full mechanical check (pre-purchase) is a must!Most non-diesel grey imports coming from Japan will require premium unleaded as the quality of fuel in Japan is higher than Australia. And like any performance car they will also need love and attention in the service department too with frequent oil changes.One of the biggest turnoffs for people looking to buy a grey import is the cost of insurance.  There have been a lot of insurers who simply cannot insure them due to their underwriters refusing them. In recent years the situation has relaxed with even heavily modified performance grey imports being insured by several big name insurers.  You should expect a slightly higher premium, or excess at least, than an Australian delivered model, especially if the ‘T’ word – turbo — is added to the end of the model name…SummaryDue to the number of grey imports in the country now and the cult status they have gained no one should be turned off buying an import.  Do your research, trawl the information, get a proper inspection and you could be driving away with a unique, and extremely well-equipped car at bargain price.Top 10 grey importsNissan 180SX and Silvia variantsNissan Skyline and Nissan Stagea Wagon variantsNissan Elgrand People MoverToyota SupraToyota Hilux SurfMitsubishi FTOMitsubishi DelicaMistubishi Evo IV and VHonda Civic Type R EP3Toyota Soarer / Lexus SC400 

The world is spoiled for family car choices. And now Subaru has landed another, with a six-seater wagon called the Liberty Exiga.  It's hard to pigeonhole the newcomer, because it sits outside the usual family-first range of showroom choices in the SUV and people mover classes. It's not a high-rider and it's not a full-on family van.A first glance it looks like a lightly-tweaked Liberty wagon, which it is. But it has six seats and that makes it more like Subaru's heavyweight people mover, the Tribeca.Subaru itself says the Exiga is a development of the Liberty and got the big green light following a successful tease at the Tokyo Motor Show a couple of years ago. It seemed people were interested in a Liberty with more, at least on the seating side.It is being rolled into action as an alternative to a Honda Odyssey or a Mitsubishi Grandis, or even the lacklustre Toyota Avensis, with lots of equipment and a starting price that is well under the Honda but not as sharp as the class-leading Kia Carnival.  It sounds good, but there is a catch. And it turns the Exiga into a bit of a Frankenstein.See, there is an all-new Liberty in Australian showrooms but the Exiga is based on the previous model. And there is some Forester stirred into the mix.  The result is a car which looks good on paper, but is not as good as it should be once you get it into the driveway.Subaru Australia is keen on the Exiga and has set it for the sort of families who have given its brand the best customer-loyalty scores in the country. There are two models and both come with an easy-driving 2.5-litre engine and constantly-variable transmission, as well as a crucial DVD entertainment system for the back seats.The Exiga Premium, which jumps the price from a basic $37,490 up to $41,990, is very well loaded with kiddie-friendly leather seats, satnav, a reversing camera, Bluetooth and iPod links, electric front seats and alloy wheels."Liberty Exiga is a versatile family wagon that adds a new dimension to our mid-size wagon line-up," says Nick Senior, boss of Subaru Australia.  Not surprisingly, he is also trumpeting Subaru's usual five-star ANCAP safety and all-wheel drive. DRIVING - with Paul Gover  I got a surprise when I first jumped into the Exiga.  I expected a car which would drive as impressively as the new Liberty, our Carsguide class leader and a solid Car of the Year contender for 2009, and the Exiga does not.  It is not as fluid, or quiet, or refined and the engine feels less responsive and far less impressive.I immediately got on the phone to ask about the car. And got the news from Subaru Australia that the Exiga is built from the previous-generation Liberty.  So a car that could have been very good is only . . . alright.That is harsh, but Subaru knows better than to fiddle with a successful formula and the expectations of Australians who know and trust the brand. It is good to have a six-seater in the family, and it's likely to be more suitable for more people than the larger Tribeca, but it is not good to have a car with compromises.You can see and feel the difference in the seats and quality of the cabin, as well as a CVT transmission that needs stirring - at least with tasty paddle shifters - and can struggle to keep the car at 110km/h on freeway inclines.But the Exiga is not all bad. It is very quiet, the middle-row seats are comfy and have plenty of adjustments, the cabin is easily converted for storing stuff, and the back-row seats are not nearly as bad as I expected.It is also very easy to park, with an excellent rear-view camera, and the leather seats and DVD player in the Premium test car are right on the money for families. I also like the flexibility in the centre console, which can carry more stuff or a couple of cups, as well as the light steering and the good visibility.It works well as a six-seater for people, but they will have to pack light because there is not much space in the tail. Fold the back seats _ one or the pair _ and things get a lot better, but it is never going to rival a Carnival.The Exiga gets marked down for its failings, and because it does not have the pulling power to win most people away from an SUV, but it will work very well for some families. And, at the end of the day, it's still a Subaru.SHE SAYS - with Alison WardI didn't know what to make of the Exiga at first. It didn’t dazzle me with a fast engine or amazing interior design.  So what is this car- an SUV or a people mover? I’m not sure myself, but I think it suffers an identity crisis.Don’t get me wrong, this car is good. It will serve owners well with its six-seat capacity, roomy interior and economical drive.  But body is a bit on the ugly side, reminding me of a gigantic windowed hearse, although inside is better.It’s comfortable and easy to drive.  It handles well, is easy to park and has minimal blind spots.  The entertainment system is the standard easy-to-use touch screen found in the latest Subarus.  So what could this car be good at? It’s all down to the extra third-row seat layout.This allows the Exiga to compete with chunkier SUVs while retaining that smaller car feel. But I cannot figure out why they couldn’t design the second-row seat to include an extra spot This will remain a mystery and a possible deal breaker for some families.  The Exiga will also frustrate families when all seats are taken because there isn’t much boot space left.  Not great for prams, shopping or hiding presents.On value, the leather, DVD player and loads of safety air-bags for less than its rivals makes it worth a look and I hope the Exiga survives.   It’s a ‘bums up’ from me but not sure if it will be for larger families.Score 70/100THE BOTTOM LINE: Good idea, not-so good resultSubaru Exiga 2.5i PremiumPrice: $41,990Engine: 2.5-litre four-cylinderPower:  123kW at 5000 revsTorque: 229Nm at 4000 revsTransmission: Lineartronic Continuous Variable Transmission, all-wheel driveBody: Five-door wagonSeats: SixDimensions:  Length 4740mm, Width 1775mm, Height 1660mm, Wheelbase 2750mm, tracks front/rear 1525mm/1530mmSteering: Speed sensitive rack and pinion power steeringSuspension: Front MacPherson struts; double wishbone rearFuel tank: 65 litresFuel type: Petrol 90-98 RONFuel Consumption: 8.6/100km combinedWeight: 1568kgSpare tyre: Space saver spareBrakes: Anti-skid all-round discsWheels: 17-inch alloysTyres: 215/50 R17Safety Gear: Dual front, side, curtain airbags, electronic stability control, traction control, anti-skid brakes, brake assist, front seatbelt pretensioners, reversing cameraCO2 Emissions: 202g/kmRIVALSDodge Journey 2.7 SXT: 68/100 (from $37,990)Kia Carnival 2.7 EXE: 76/100 (from $33,890)Mitsubishi Grandis 2.4 VRX: 77/100 (from $44,950)Toyota Tarago 2.4 GLi: 75/100 (from $53,250)

Fuel economy has more to do with your mind, the size of your right foot and the type and colour of car you are driving.  Yes, you can do all the maths and physics and work out on paper how an engine, transmission, aerodynamics, weight and other factors can affect economy, but these are theoretical.  They make a statement on paper, but they don't make much of a statement in the real world.I recently drove three Holden V6 vehicles with the new 3.0 and 3.6-litre spark ignition direct injection (SIDI) engines.  The Omega and Berlina of all body styles get the 3.0L engine and the rest of the range has the 3.6L.Holden quotes fuel consumption figures for the Omega 3-litre at 9.3 litres per 100km, down from 10.7L/100km in the superseded model, while the SV6 Ute has the biggest improvement for the 3.6-litre, down 13 per cent to 10L/100km.I drove a grey Berlina Sportwagon (3.0L) which returned 10.5L/100km, an even greyer Calais sedan (3.6L) which yielded 10.7L/100km and a bright-coloured Ute (3.6L) which failed all economy tests with a poor 12.3L/100km.I can't claim to have driven to the standard conditions as laid out for official ADR fuel consumption figures and I can't even claim to have driven the same distance or type of road conditions for each. Yet these figures still reveal a lot about the cars' performance and economy.The first thing of note is how good the economy figures are for the Sportwagon which is heaviest with its big cargo area which I utilised with a loaded-up trip to the dump.  It's not the 9.3L/100km quoted by Holden but it's quite respectable and included the commuter crawl to work for five days, weekend shopping and errands, and very little highway driving.  It's also nowhere near the 6.48L/100km it achieved in the recent Global Green Challenge from Adelaide to Darwin.The Calais is also worthy of note. It performed much the same ‘real-world’ duties — albeit no trip to the dump — and returned almost the same economy figures as the Sportwagon.Both cars appeal to my family nature with their roomy cabin and functional design. Consequently I drove like a family man who needs to get home to his family in the 'burbs every night.Then along came the ute. It was fitted with a tow bar and there was our old beer fridge that blew up and needed carting to the dump, so it was in for some punishment. Plus there was circle work to be done ...Well, not exactly, but with the lighter weight and the bigger engine, it seemed to sprint off the line a little more willingly and dance around in an entertaining fashion in the corners. All this, plus the vibrant metallic orange colour ($500 extra), got me all excited all the way down my trousers to my big right foot.The result was fuel figures that seem to call Holden a liar.  So unless you are competing in the Global Green Challenge, fuel economy is largely going to rely on your attitude.  It also helps to have a sedately coloured family sedan or wagon.If economy is not your soul goal, but simply a happy side benefit, then you may be pleased to note that these new engines are also more powerful.  Holden claims the power output from the 3.6 is up 15kW to 210kW. And even though the new 3-litre is the smallest Commodore engine in more than 20 years, it still develops a healthy 190kW.The engines sound quieter and more refined. That is until you stamp on the loud pedal and then they wick up the volume quite pleasingly.  Cabin noise may also be decreased by Holden's use of new low-rolling-resistance Bridgestone tyres and the 50rpm reduced idle speed on the 3.6. It all helps economy and comfort levels.It should also be good news that they now all come with a six-speed automatic transmission rather than some of them being hitched to the old four-speed sludge box.But it isn't.  I can't believe I am saying this, but I don't like the six-speed transmission.  It feels like it has an overactive thyroid gland, too willingly dropping down one or even two gears at the hint of extra throttle.That may be great for performance, but not necessarily for economy or driver fatigue.  I found it quite annoying how much the transmission jumped around, even though it is quite smooth in its changes.There is simply no need for such volatile gear changing. After all, the small engine has 290Nm of torque pulling power and the bigger engine has 350Nm, up 30Nm from the previous engine.  Surely this torque can be used to draw the car up a hill or cope with a little extra throttle without shifting gears.

Subaru has put the finishing touches to its Liberty range with the arrival of the Exiga wagon.The family-friendly Exiga six-seater is much more than Subaru's traditional wagons — and while Subaru Australia is at pains to avoid the poison chalice description of people-mover it makes no apologies for the niche nature of the latest addition."Liberty Exiga is a versatile family wagon that adds a new dimension to our mid-size wagon line-up," Subaru Australia managing director Nick Senior says. "It means we have now got the Exiga for families needing the flexibility of a six-seat cabin, we have five-seat Liberty wagon and for those with a more recreational focus we've got the Outback range."Pricing and sales Sales targets for the new model, which starts at $37,490 and runs up to $41,990 for the Premium trim, are modest at between 50 and 75 a month, particularly given the value equation of the car which comes in at up to $7000 under the price of the equivalent Liberty wagon.Some of the price difference is in equipment level variance but much of it is down to the Exiga not sitting on the new generation Liberty platform but rather on a hybrid of the Liberty and Forester/Impreza underpinnings."With the same safety levels across all these vehicles (five stars) it comes down to a lifestyle choice," Senior says. "With the depth in our medium wagon range we can meet the needs of the vast majority of customers."Fit-out and equipment The six-seat layout is not exactly what Subaru Australia had hoped for when the initial planning of the Exiga was undertaken but with the lack of a centre rear lap-sash seat belt — and no engineering development planned to provide one — the seven-seat version available in the Japanese domestic market is not a starter for Australia.Without the extra seating capacity the Exiga does boast a roomy interior and executive feel to the cabin while Subaru Australia has not stinted on the trim levels. The base car comes with the company's Lineartronic CVT (constantly variable transmission), a DVD entertainment unit with two radio headsets (more are available as accessories) for the rear seat passengers, ABS, EBD, six airbags including curtain bags, stability control, dual zone air-conditioning, rake and reach adjustable steering, individual forward and aft adjustment on the centre-row seats, rear seat recline, 16-inch alloys, and DataDot security.The Premium model adds leather trim, 17-inch alloys, power front seat adjustment, Bluetooth enabled, satellite navigation and reversing camera.Driving The Exiga cabin, at least in the Premium model we have experienced, is a nice place to be. The seating is comfortable in the front, just as comfortable in the second row and adequate in the rear for a couple of adults short-term. Children or those of smaller stature would be very comfortable riding the third row for any length of time.While the luggage space when all the seats are deployed suffers similar shortcomings to most other six- and seven-seat models it is better than many in that it is quite useable for a jaunt to the beach, a shopping trip or some very lightly-packed travels.Fold the seats down using the 50:50 split of the third row and luggage concerns disappear. Utilise the 60:40 split of the second row and you could move house with the Exiga.Aesthetically the Exiga lacks the immediate charm of the Liberty. It is not unattractive but gives the clear impression of being the progeny of a Subaru that enjoyed a dalliance with a Honda Odyssey.Dynamically the Exiga loses little to the Liberty it shares a nameplate with. The overall impression is, not surprisingly given its genesis, a little softer and less focussed than the new Liberty range and the nature of a CVT can rob a car — any car — of the feeling of get-up-and-go with its seamless acceleration. You can always use the shift paddles set behind the steering wheel to pretend the gearbox has ratios.That doesn't make the Exiga sluggish — it isn't, and the proven 2.5-litre engine with its 123kW and 229Nm is a nice match to the car.Steering is light but pleasantly precise and the ride well suited to Sydney's broken road surfaces with plenty of compliance in the damping without any tendency to wallowing.Subaru claims a fuel economy of 8.6L/100km in combined cycle driving.Subaru Liberty Exiga Price: From $37,490Engine: 2.5L/4-cylinder Boxer; 123kW/229NmTransmission: CVT automaticEconomy: 8.6L/100km (combined cycle) 

People who think nothing can beat an HSV GTS probably need to get out more. Time in an E63 AMG from Mercedes-Benz would also help ...This car is subtle, like your average sledgehammer. And affordable, like a private jet. But there is no denying the E63 is another benchmark car from the brand with the silver star, thanks to a muscular makeover on the latest E Class sedan that contributes a 386kW V8 engine, AMG's manual-style seven-speed gearbox, massive brakes and tyres, and the sort of body bulges — as well as a twin-pipe exhaust — that step it away from the luxury car schmoozers.Somehow the engineers at AMG Mercedes have even managed to tickle a 12 per cent fuel economy improvement over the previous E63, a result claimed as a class win for sports sedans with more than 377kW in the engine room. Not that most owners will care, except to calm their green friends.Yes, the E63 will cost around $230,000 when it lands in Australia next year. And that's much more than double the ticket for a GTS, even though the silver star car only has an extra 61kW.But once you spend time with the E63, and the people who created it, you appreciate the cost and the complication of doing a job on a car like the E Class.Still, just to keep you going, the belter Benz has to be roped down electronically to a top speed of 250km/h and will thunder to 100km/h in just 4.5 seconds. If it was taken off the leash it could easily do 307km/h and that sprint time is possible with four passengers and some luggage on board."If you look at the car, only the body is still from the Mercedes mother ship," says Mario Spitzner, number two man at AMG Mercedes, speaking at the company's base at Affalterbach in Germany. "It's a real fun car. It should go well in Australia. You people are very emotional about our products."The emotion in the E63 comes from the same sort of engineering makeover that was done first on the pocket rocket C63. The latest go- faster C was the first time AMG was allowed by Benz to really tweak the basics of a car, particularly the suspension, to make more than just a Mercedes with a monster motor.This time, the E has been re-engineered from the firewall forward with everything from unique suspension pieces to AMG steering. As well as the usual brake-and-wheel work at each corner, sports seats and pieces in the cabin, and a thumping exhaust note.The objective is to create — whisper it — BMW-style steering response and cornering balance, but still with the kick you get from a hand- built V8 with 630 Newton-metres of torque.The gearbox is an AMG first, still an automatic but with the torque convertor replaced by a wet clutch for really quick shifts and manual- style response to the paddles behind the wheel. There is even a race- style launch system.Driving The E63 sits solid and relaxed at 200-210km/h on an autobarn run to the Frankfurt Motor Show. There are three people aboard, with a boot full of luggage, and life is relaxed and easy.It would be better if we could find an English-language radio station but the company is great, even if the Benz boss eventually slips off to sleep.So there are no questions about the ability of the E63 on home ground. It is an absolute belter of a performance car yet still has Benz luxury and E Class space.But it is likely to be too firm for broken Australian roads and the performance will be wasted against 110km/h limits. And there is the price . . . "We already have people queued and waiting for this car. They just want it," says David McCarthy of Mercedes-Benz Australia.They will get a vehicle which is blisteringly quick, incredibly refined and more than different enough to stand out from the rest of the Benz family. Particularly when you hear the roar of the 6.2-litre V8 through the car's active exhaust.The new gearbox is also an excellent development and proves that manuals are over-rated in this sort of go-fast car. Although I never managed a full-on race start ...