Wagon Reviews

Yes, there is a chunky new body, but otherwise the Japanese niche maker has ticked all the expected boxes: a revised four-cylinder boxer turbo, a re-hashed symmetrical all-wheel drive system, and re-designed double-wishbone rear suspension as part of a mechanical package which allows a roomier cabin inside a bigger body.SafetyIt will almost certainly get the maximum five-star safety rating from ANCAP, although there was no need to test its crash performance during a first drive of the B4 2.5 Liberty GT in Japan last week.BodyAt my exclusive drive in the mountains of Subaru's Tochigi proving ground my first impression was the car's 'street presence.' The new Liberty looks bigger and taller all-round with substantial modifications in the sheetmetal.It is over 100mm longer, 50mm wider, 80mm higher and the wheelbase has stretched by 80mm as well, although kerb weight has only risen by 20kg. All that translates into oodles more head and legroom.EngineThe Liberty B4 has a fully-rebuilt 2.5-litre turbocharged boxer engine now making 210kW, up from 191, with torque in the five-speed auto up to 350Nm.Of special note is the redesigned turbo which now sits low down at the front of the engine bay just behind the number plate and a lot closer to the exhaust manifold, a modification that beefs up response while reducing turbo lag.Equipment The optional McIntosh sound system, arguably the best in-car sound system in the world, now plays DVDs and has a 40 gigabyte hard drive capable of storing 2000 songs and a 5.1-channel surround system. Other new stuff includes a 'Lineartronic' constantly-variable transmission, knee airbags, rain-sensing wipers and automatic headlamps, push-button starting and a reversing camera with factory satnav.DrivingThe new turbo engine strutted its stuff and demanded me to drive harder on Subaru's tight winding course, and the car felt more planted than any earlier Liberty.Power delivery is linear and strong with maximum torque coming on tap as low as 2000 revs and staying on the boil to 5500rpm. With almost no noticeable turbo lag, the Legacy's sequential five-speed auto gearbox devours gear shifts with the flick of its polished aluminium paddle-shifters and almost no shift shock. A re-tuned blipping control on the downshifts also delivers seamless entry into corners allowing me to focus more on smoother braking and turn-in. A six-speed manual will also be available.The newly fitted double wishbones do wonders for the suspension, and Subaru rates them as a priority change. The latest electronically-assisted power steering delivers a clear message and the chunky nose tucks in nicely while the rear end stays low and flat, generating more grip than ever before. These new wishbones counteract unwanted camber fluctuations while producing prodigious levels of grip. That equals quicker, more stable cornering.Surprisingly, ride quality has also improved, especially for rear-seat passengers.For more detailed information, see your newspaper’s Carsguide section or check back here later this week.

The sporty RS, for Rally Sport, will continue to be available as a sedan and wagon — Combi in Skoda-speak — with the same 2.0-litre TSI petrol and 2.0-litre TDI engines.VW Group Australia spokesman, Karl Gehling, says Skoda wants to lift interest in the RS locally, which until now has had modest success. Both the VW-sourced petrol and TDI units are proof Skoda is on the right track.ExteriorWhat a difference a new grille and headlights make. Like the Octavia models, the RS benefits with some beneficial styling tweaks ahead of the A-pillar. The bonnet is more pronounced, thanks to some sharp crease lines and the headlights and grille look more purposeful. The honeycomb lower air intake also looks good.As a result, the whole front end looks more dynamic and less conservative than the old model. The rear end gets new tail-lights and a more defined bumper.Inside the cabin gets better materials for a higher quality finish, new centre console and heating controls, as well as a new three-spoke multi-function steering wheel. The heavily bolstered sports seats have new trim.PricingAlthough we're still a few months away from the arrival of the RS, Skoda Australia expects the newcomer to come in around the same prices as the current car. That means a starter around $38,000 for the 2.0-litre TSI manual, topping out around $44,000 for the 2.0-litre TDI wagon.EquipmentRS buyers can expect a 13mm lower sports suspension with stiffer spring rates, stability control, 17-inch Zenith alloys, boot spoiler on the sedan, sports seats and pedals, climate control airconditioning, three-spoke leather steering wheel and for the first time LED daytime driving lights.Safety gear includes six airbags, active front head rests, tyre pressure monitoring, anti-lock brakes with electronic brake pressure distribution and traction control. A six-speed DSG gearbox will be optional.DrivetrainThe engines and transmissions carry over. Volkswagen fans will love the silky 2.0-litre TSI four cylinder and 2.0-litre TDI, both of which are mated to six-speed manuals or the six-speed DSG gearbox driving the front wheels. Both engines comply with Euro V emissions requirements.The TSI pumps out 147kW from 5100 to 6000 revs and 280Nm from 1700 revs while the TDI manages 125kW at 4200 revs and 350Nm from 1750 revs. The TSI gets 7.5 litres/100km combined while the TDI delivers 5.7 litres/100km. The TSI wins the acceleration stakes with a zero to 100km/h time of 7.2 seconds for the six-speed manual, while the TDI is not too far behind with 8.3 seconds.DrivingVisually, the hotter Octavia benefits from the styling updates of the Octavia range but the 17-inch Zenith alloys really do set the car off. However, look closely and you won't be able to tell the TDI from the TSI. There are no badges to distinquish the pair and it’s only when you fire up the TDI that you realise it's a diesel.On the road, the TDI exhibits some turbo lag low down, which is annoying if you want to press on or are winding through mountain passes. The trick is to keep the turbo “on-song” by selecting a lower gear and then change up early to use the available torque of the TDI.Handling wise, the RS is bias to a predictable and progressive understeer. It's never a problem and most average drivers will back off before the understeer becomes a problem. Apart from the understeer, the RS has a wonderfully balanced chassis and will reward a driver who is smooth and in-tune with the car's handling and its limits.The ride is firm but not uncomfortably so and at high-speeds on the Autobahns it was rock solid and the cabin quiet. Buyers will not be disappointed with either engine. But the TDI proves that it is more than competent to wear the RS badge of honour.For more detailed drive impressions, see your Carsguide print section or check back here in a few days.

With the same smart Euro styling as the i30 hatch, the CW is just a little longer to allow for more room in back, but not too big that it becomes unwieldy and impractical on city streets.DrivetrainLike the standard i30 the CW Sportswagon enters the market with a choice of two engines – a 2.0litre petrol and a 1.6litre diesel. Our test car was the former and it puts out 105kW at 6000rpm and 186Nm at 4600rpm. The automatic CW has combined fuel figures of 7.7l/100km and emits 183g/km of CO2.A four speed automatic transmission with Hyundai intelligent vehicle electronic control (HiVec) with override lockout and lockup torque converter gets power to the wheels.ExteriorRetaining the same Euro styling as the i30 hatch, the CW looks almost identical but for the slightly larger rear side windows and longer rear overhangs – allowing for the wagon.As you’d expect the CW Sportswagon is a little longer and higher than the standard i30 at 4475mm and 1520mm respectively, but is no wider.A 50mm larger wheelbase also contributes to the roomier interior.InteriorHead, leg and shoulder room are marginally larger in the CW – and most of that can be seen in the back. But the difference really is negligible with a combined 52mm increase across all those areas.Hip room has decreased by 16mm. But the significant increase, of course, is the space in the back – this is the wagon version after all. With the back seats up, the cargo area has increased to 415 litres from 340, and with them down it has climbed to 1395 litres, from 1250.Again, the CW keeps the original i30 interior styling. A fresh, clean light and airy cabin, relatively clutter free, minus the Hyundai-of-old cheap and nasty plastics.SafetyOn top of the comprehensive airbag package, the i30 CW Sportswagon comes stacked with all the latest and greatest safety features including ABS, electronic brakeforce distribution, electronic stability control, traction control, and a reverse sensing warning system.PricingThe Hyundai i30 CW range starts at $20,890 for the manual SX and tops out at $28,990 for the automatic Sportswagon.DrivingWigley says Hyundai claims the new CW is a combination of style and ‘fun’ctionality. Clever. But really it’s just a little longer than the standard i30 and doesn’t look too much different at all. Which in a lot of respects – aside from originality — is a good thing.We all should know by now how much better Hyundai is travelling as far as brand reputation goes, and the i30 is responsible for a huge chunk of that positive feedback. So, the CW – crossover wagon – maintains the same standards and again is a good looking unit with that Euro flare.Arguably the best feature is its size. It’s not as big as a standard SUV, which makes it perfect for a small city dwelling family, but the extra length allows for a decent cargo area even with all the seats up.On the road the CW is a comfortable, firm drive. The quality of the interior now means that not only does it look well made and neatly designed, but nothing rattles.The seats are supportive but maybe a pinch on the flat side and there is more than enough head and leg room in the front and back.My wife likened me to the automatic transmission because it could never decide quite what to do in pressure situations – which, besides being a silly comparison — made merging and overtaking a little worrying at times, but never a panic. We felt a manual would have been a better choice.Everything about this car felt substantial and solid and its now really becoming quite obvious these days that Hyundai are standing proud in a trembling market.Verdict: 7.9/10Halligan says Hyundai is creeping into Honda territory. And it is not by stealth and it is not a slow offensive.The i30CW is a great family car, and it feels more like a car than a small to mid-size people mover. Hyundai are the aggressive movers in the market at the moment and have been able to keep well and truly out of the global recession limelight. I can’t help but think they may come through the other end of the economic downturn as one of the winners.I can’t help but compare the i30 to a Honda as to me it is the closest thing on the market, and I say that as a compliment to Hyundai. With the i30CW, Hyundai have been able to come up with a car that should appeal to hatch, sedan and small people-mover buyers. The overall packaging sits somewhere between all three.While the Hyundai is still just that little bit short in some of the final finishing touches that Honda excel at, (no pun intended), the Hyundai is now close enough that all traditional Honda buyers short be opening their eyes and considering this over say a Jazz. With the best ANCAP safety rating for any Korean built vehicle, achieved through quality design, Hyundai have announced that they will be a force to be reckoned in the mainstream market.My only criticism lies with the transmission, we drove an auto and it was lacking in finesse and had an annoying change pattern. But overall — a great step forward for an automaker on the move.Rating 8.2/10

I still have fond memories of my Alfa Romeo Alfasud Ti.

It's not really a surprise because Skoda is, despite its place in the giant Volkswagen Group, an unproven newcomer in Australia.The Czech carmaker has actually been around for more than 50 years, and had its last big sale surge downunder in the early fifties, but is battling to find its followers in 2009.Which explains a total rethink on its hero car - the family-focussed Octavia - and a new price point for the new year.A $3000 price cut and a stronger emphasis on quality are the driving forces for the updated Skoda Octavia.Skoda has also changed the engine direction on its starter car, trading a turbodiesel for a high-tech petrol-powered Octavia as it cuts the entry level from $29,990 to $26,990. But it is only a 1.6- litre four.The new price leader still comes extremely well equipped, with everything from aircon and alloys to power steering and CD sound, but it's a value push which must also run up against some heavy hitters including the Toyota Corolla, Ford Focus and Mitsubishi Magna.Skoda says its trump card, at least with people who are prepared to put it on the shopping list, is a package that is virtually the same as a Volkswagen Golf but with much better value.There is a new hero car, too, at least until the Octavia RS gets a similar makeover to the shopping cars in the second half of the year.It is a 1.8-litre TSI with turbocharging and direct fuel injection. It is also available with a seven-speed DSG manu-matic gearbox, with a price from $31,490.The flagship still has a 2-litre turbodiesel engine, with pricing from $33,990.As usual, the Octavia comes as both a liftback and wagon, and the body changes for the new model are modest. Lamps and a little more, but nothing like a full model change."The focus is on refinement. The old car wasn't that bad, no it was good, but this is better," the head of Skoda in Australia, Matthew Wiesner, says."It's in line with how we're evolving. We're premium, with value. And this lifts us to the next level."Skoda is actually running against the sales trend after two months of 2009, improving its year-over-year results by about 7.5 per cent when the overall market is down by 15 points. The Octavia is making the running, although the funky Roomster is also in the mix and there are evolving plans for the luxury Superb and the compact Fabia further into the future."It's simple, it's honest, it drives well. The Octavia is still a medium-sized car, but with this price we're driving down into the top end of the small-car market. We're pushing down, not driving up," Wiesner says.He admits Skoda has done better with its higher-priced niche cars, particularly the Octavia RS, but needs to convert more customers to create the critical mass essential to success. Even so, he is not about to get into predictions."We don't mention targets. You look at volume, yes, but also how the brand is evolving," he says."Would we have liked to sell more cars last year? Yes. Definitely. But we had to try a few things, we had to test the market.""Now we are moving to the next level."DRIVING:A blindfolded test drive in the latest Octavia would peg it as a Volkswagen. Or maybe an Audi.So it's a good car and the new price makes it a good deal.The cabin quality is first class and a match for Japanese cars at a similar price, the chassis is solid and stable, and the mechanical packages work well. Even the $26,990 car comes with six airbags, ESP stability control and a new-style sound system that morphs into a satnav display in the higher models.Skoda claims the car is a half-size about the $20,000 compacts, but it is really a Golf with a bit more boot space. It's a quibble, but it needs to be said.The DSG gearbox is also a bit jerky, as I have found in the latest Volkswagen Golf, particularly when parking or trying to ease away on a slight uphill grade.And the 2-litre diesel gets along well with heaps of torque, but is well behind the class leaders on refinement. In short, it rattles.The performance of the 1.6 is nothing special but the 1.8 petrol motor goes well and is well matched to a car with a lot of cornering grip for a family hauler, the seats have good support, and there is a lot of standard equipment.In reality, the updated Skoda workhorse - both sedan and roomy wagon - is a reworked Volkswagen that happens to be built in the Czech republic. It's a good car that should do better in Australia, and will do better once people are prepared to take a (slight) risk on the brand and badge.The sharper new price could be just the right bait to land them.Price: from $26,990 to $38,290Body: five-door liftback, five-door station wagonEngine: 1.6-litre four cylinder petrol 75kW/148Nm; 1.8-litre four cylinder petrol 118kW/250Nm; 2-litre turbodiesel 103kw/320NMTransmission: 6-speed manual, 7-speed PDKEconomy: 7.8L/100km (1.6); 6.7L/100km (1.8); 5.7L/100km (2.0)Star rating: 7/10

That about sums up the fortunes of Volkswagen's other brand in Australia.And, after driving the latest Octavia, you've got to wonder what it is the Czech arm of company has go to do to get across the line?The cars look terrific, perform very well and outpoint the opposition in almost every department — but the company is still struggling to register a blip on the Aussie radar.Maybe the simple truth is that there's nothing it can do to get noticed? Maybe it's just got to keep plugging away, making sure to dot the i's and cross the t's — maybe it's just a question of time.The new Octavia, available in liftback and wagon forms, is a quantifiably better car than the one it replaces, particularly the way the cars are finished inside.At the same time it has lost none of the sporty dynamics that come with a company that has a long history in motorsport.Drivetrains and pricePrices for the new Octavia start at $26,990 for the 1.6-litre liftback, a car that looks like a sedan but is actually a hatch with a rear that opens to reveal an enormous boot.The engine itself is a lift from the previous Golf and is paired with a five-speed manual in standard form, replacing the previous 1.9-litre diesel entry level model.A six-speed auto is optional.That's $3000 cheaper than before and the price might just be low enough to hook some small car buyers, looking to step up to a Euro.You can argue that its hand me down Volkswagen technology, but it's still very good technology nevertheless.The real jewel in the Octavia crown is the new 1.8-litre turbocharged four cylinder petrol model with its brand spanking new 7-speed DSG transmission. The 1.8 is also available with a six-speed manual.The engine has been seen in some Audis before, but the robotised twin clutch manual is the very latest technology, filtering through the Audi and Volkswagen lineups as we speak.It's capable of delivering an impressive 6.7 litres/100km in fuel economy.The third engine that rounds out the line up is the 2.0-litre TDI turbodiesel, another lift from Volkswagen but not the latest one, delivering 103kW of power and 320Nm of torque and 5.7 litres/100km. It's also available with a six-speed manual.We got to drive both the petrol models at the launch of the new Octavia this week in Adelaide.The car has been freshened up with new lights front and back, larger exterior mirrors and a bolder radiator grille.But it's the higher standard of finish inside where the changes are most noticeable.With 75kW of power and 148Nm of torque, the 1.6 is never going to set the world on fire — but it's not disappointing either.DrivingOur test car was the 1.6 manual. If you're in the market for a Euro, only interested in getting from A to B and it's in your price range, then look no further.The clutch and gear change are light and easy to use, and once you get the hang of it — it's easy to drive around the engine's lack of torque by piling on the revs.The 1.8-litre turbocharged engine produces 118kW of power and 250Nm of torque and, paired with the DSG transmission, can whisk from 0-100km/h in 7.9 seconds.At 6.7 litres/100km, it produces even better economy than the smaller 1.6.Performance from the turbocharged engine is reasonably strong, with maximum torque available from 1500rpm, but we found the ride a little floaty when pushed hard.It misses out on paddle gear shift buttons which have probably been reserved for the sportier RS model later in the year.The previous Octavia had a four-star safety rating, but this one with the addition of curtain airbags is expected to score a full five stars when it is tested.Standard equipment includes six airbags, anti-lock brakes and electronic stability control.There's also cruise control, a trip computer with distance to empty and audio controls on the multi-function steering wheel.An AUX input for audio devices is standard across the range, but if you want full iPod compatibility it's going to cost you another $240 for the mobile device interface.

Now Hyundai is following up the success of its best-selling Euro-styled i30 hatch with a family friendly wagon, called the i30cw, for “crossover wagon”.The newest Hyundai is $1500 more than the hatch, with prices starting at $20,890 and Hyundai is confident it will be a runaway success like the five-door hatch.Engines choices are a 1.6-litre petrol four cylinder and 1.6-litre four cylinder CRDi turbo-diesel.Launched this month, the i30cw is based on the hatch but is slightly longer, delivering wagon practicality and flexibility. Two models will be available, the SX, SLX and for a short time a launch-edition Sportswagon is also on sale.The auto-only $29,990 Sportswagon uses a 1.6-litre petrol engine and shares its name with the popular Hyundai Lantra Sportswagon models from the 1990s.Hyundai Australia expects to sell about 500 Sportswagon models and the company’s Australian chief executive, Steve Yeo, says it may become a permanent part of the lineup.“We’ll see how it goes,” he says.The i30 Sportswagon has 17-inch alloys with chrome inserts, side repeaters in the outside mirrors, iPod, USB and auxiliary connectivity, six-speakers, leather interior, steering wheel mounted audio controls, six airbags and electronic stability control.Yeo says space is the wagon’s big selling point.At 4475mm, the cw is 230mm longer than the hatch and sits on a 50mm longer wheelbase, which translates into more rear passenger and luggage room.The wagon is also 40mm taller than the hatch while the luggage area has 415 litres of space with the rear seats up and 1395 litres with the rear seats folded.Hyundai says the luggage area will accommodate a full-size stroller or bike.Like the hatch, the wagon gets electronic stability control, traction control, anti-skid brakes and active headrests and a five-star crash rating. The SLX and Sportswagon add driver and front passenger side (thorax) airbags and curtain airbags, which are a $700 option on SX models.All wagons get a full size spare with an alloy spare in the SLX and Sportswagon.The i30cw also gains Hyundai’s active locking system, called HALO, which automatically locks all doors when car reaches 40 km/h.The doors automatically unlock when the key is removed from the ignition. However, front seat occupants can override the system to easily exit the car.Hyundai’s director of sales and marketing, Kevin McCann, is confident the wagon will repeat the sales success of the hatch. “The hatch was the fourth best selling small hatch in February,” he says.The i30cw will muscle in on the Holden Viva estate and Peugeot's 207 and 308 wagons, but with the Holden Astra as its nearest price rival, the crossover wagon is tipped to be popular with both fleets and private buyers.The company expects to sell about 100 a month, many to “lifestyle” buyers who do not want, or need an off-roader, according to the company’s general manager marketing, Oliver Mann.“Less than 30,000 wagons were sold last year, about 3 per cent of the overall market,” he says.“By comparison SUVs make up 21 per cent of the market but there are signs this is plateauing.”Mann says the he believes the i30 wagon has the ability to lure disenchanted buyers from larger off-roaders because of its space, practicality and compact size.“But it’s still a roomy car,” he says.It is really no surprise the i30 station wagon behaves in a similar manner to the hatch.They share much underneath, including engines and suspensions.After a brief stint in the 1.6 CRDi SLX and 2.0 Sportswagon, there is no doubt Hyundai has another hit on its hands.The packaging is right, the size is right and the price is right.As with the hatch, the wagon gets well positioned, legible controls that could have come from a Volkswagen. All controls have a quality and durable feel.But the real news is out the back.The car’s extra length translates into space where it’s often neglected, in the back seat and luggage area.The rear seat has plenty of legroom for an adult even if there is a taller person in the driver’s seat.The 60/40 split fold rear seats are easy to lower for an almost flat luggage floor. However, unlike some prestige wagons, the seat cushion does not fold up and out of the way.There are some nice practical touches.Hyundai has picked up some sensible innovations from some of the prestige European wagons, like the luggage barrier net that can be used behind the rear seat or front seats to stop items from moving forward.The luggage net is a standard inclusion as well as the luggage cover. There’s even room around the full size spare to hide items.Behind the wheel the wagon mirrors the hatch. Hyundai has come very far with its design and soft-touch, high-class interiors but the i30’s suspension still needs some work.The wagon remains reasonably composed over smooth roads but when things deteriorate, so does some of the suspension’s overall poise.In the Sportswagon the car’s 17-inch tyre package gives the car a more surefooted stance and the steering feedback feels better but road noise does seem to be more instrusive.Road noise in both the petrol and diesel wagons is suitably muted on smooth roads but over rougher potholed back roads the suspension can crash over bumps and some noise is transmitted into the cabin. It’s not nasty but something to bear in mind.Both the Hancook tyres on the SLX and the Kumho Solux tyres on the Sportswagon provided plenty of grip and the brakes felt strong.Hyundai says the suspension in the wagon has been tuned with Australia in mind but a little more development may be needed.However, it must be said that in its price segment many buyers will be coming out of older wagons and hatches, so driving the i30, in either hatch or wagon variants, will still be something of a revelation.Perhaps where the i30cw is lagging some of its competitors is with transmissions. Hyundai is working on a new six-speed sequential shift auto but the i30 gets a fairly conventional four-speed automatic and five-speed manual when some of the Euros now have six-speed manuals and automatics available.Hyundai expects most buyers to opt for the four-speed auto, which performs adequately in both the CRDi and petrol models.The wagon tips the scales, marginally heavier than the hatch, about 40kg to 44kg depending on specifications.That means the 85kW/255Nm CRDi turbo diesel has no trouble doing its job. This engine is very smooth, quiet and according to Hyundai’s figures, delivers a combined fuel economy figure of 4.9 litres/100km for the manual and 6.0 litres/100km for the four-speed automatic.There’s a lot to commend the i30 wagon and it again proves that Hyundai is maturing quickly as a brand and it is continuing its pursuit of higher quality and design.

There is an off-camber corner near home with a hump at the apex that sorts out the well-suspended from the also-rans.It also causes my wife alarm as some test cars register their compliance to the laws of physics.I'm pleased to report that, despite a few minor styling changes, the new BMW 3 Series still rides that corner better than most cars. My wife also attests to that by a lack of screaming.Good to see that nothing has changed. My wife is still a good gauge of suspension and this is one top-handling car, albeit with a harsh ride these days from the run-flat tyres.What has changed is also good news.The annoying iDrive is now far easier and more intuitive to use and better news still, there is slightly more kit and a lower price - in some models, it's about $1400 cheaper.That's quite an achievement against the dramatic exchange rate shift with the Euro over recent months.BMW Group Australia corporate communications manager Toni Andreevski recently said they had resisted the annual factory price rise.However, he did suggest there could be a rise later in the year, so now is a good time to consider a 3 Series.Additional standard kit now includes leather trim, power-adjustable front seats, alloy wheels, rain-sensing wipers, fog lamps, park assist, USB/audio interface, automatic airconditioning, trip computer, trick door lighting and Bluetooth connectivity.I recently drove a 320i Executive sedan, which is the "entry level" vehicle in the range, and a 323i Touring (wagon).Both cars handled that infamous corner with a settled suspension, keeping all wheels firmly on the ground, no slip, no tyre squeal, no steering kickback, no screaming wife.There are also no rattles or scuttle shake as you crest that hump. These are solid cars where the doors close with a pleasant and satisfying "thump" that spells good engineering and high build quality.The wagon handles the same as the sedan, despite the extra weight, although there really isn't that much of a wagon area back there. It's almost like what we used to call a fastback or liftback in the 1970s.BMW has always made the 3 Series around the driver with responsive handling and good ergonomics. My only complaint about cockpit ergonomics are that the brake and throttle are too close for my size 11s.BMW cars use run-flat tyres which negates the need for a spare wheel, providing more cargo room. The downside is that the steering feels heavy and the ride is harsh and noisy.Where these cars obviously differ, aprt form the wagon rear, is in the engine.The little 320i with its 1995cc four-cylinder is no match for the in-line 2497cc six-cylinder 323i. Obviously the six has more power and torque and better acceleration.But even if outright performance is not your thing, the four-cylinder is simply annoying as the transmission hunts, flares and constantly changes its mind among the six available ratios as it searched for the correct cog to match your right-foot expectations.On paper, the four-cylinder offers lower fuel economy than the six.The combined highway/city fuel consumption figures for the four-cylinder sedan are 7.9 litres per 100km and 8L/100km for the wagon, while the 323i sedan is rated at 8.5L/100km and 8.9L/100km for the wagon.Yet in reality, because you push the 320i harder to get forward momentum, the figures are a lot closer than that.It hardly seems worth putting up with the annoying transmission indecision and jerkiness for the marginal fuel economy benefits.Which brings me to the greatest achievement in the new 3 Series; the new and improved iDrive.Don't get me wrong. You still have to perform several distracting manoeuvres to achieve a simple operation such as swapping between FM and AM on the radio; a one-touch operation in most cars.However, the future of on-board entertainment and information systems requires a computer and subsequently comprehensive controls. And the best way to deal with these is a centralised control.BMW went out of its way to minimalise this control, but have now relented and added a few buttons around it like their German compatriots. In fact, there are now more buttons surrounding the central controller than its competitors.It is a little confusing at first and certainly not intuitive, but it's a great leap forward.The split-screen facility also makes navigating through the various complex menus much easier.But god bless their hearts, the biggest leap forward is the "back" button so you can return to the previous step if you have screwed things up.The iPod integration is a little strange. Despite it working just fine in the super-cheap Hyundai i30, this one doesn't supply track names but garbled names such a "ghkd".Surely if Hyundai can get it right...A couple of other grumbles are the seats which feel like the leather is pulled too tight and the centre console which intrudes into the back making it really a four-and-a-half seater, rather than a five-seater.Otherwise, there is good accommodation in the back, a nice big flat boot, plenty of safety equipment and driver aids and I just love the moody blue door handle lights.Despite the extra standard kit, there are, as ever, add-on packages including navigation, DVD, 80GB hard disc drive, TV and M Sport styling and suspension kits which will drive the final price skyward.The 320i sedan costs $54,500, but with metallic paint ($1700), electric glass sunroof ($2920), and navigation system with TV and voice recognition ($6750), the test car cost $65,870.Similarly, the 323i wagon costs $67,400, but the test vehicle, with optional metallic paint, navigation, panorama sunroof glass ($3080), wide tyres ($2200) and aluminium interior trim ($920), cost $82,050.SnapshotBMW 320i sedanPRICE: $54,500 ($65,870 as tested)BODY: 5-seater sedanENGINE: 4-cylinder, 1995ccPOWER: 115Kw @ 6400rpmTORQUE: 200Nm @ 3600rpmECONOMY: 7.9L/100kmCO2 emissions: 191g/km BMW 323i TouringPRICE: $67,400 ($82,050 as tested)BODY: 5-seater wagonENGINE: 6-cylinder 2497ccPOWER: 140kW @ 5900rpmTORQUE: 230Nm @ 3250rpmECONOMY: 8.9L/100kmCO2 emissions: 215g/km

There was a time when being a “bloody” Volvo driver was anything but cool, but the Swedish brand best known for its bland styling and boring safety message is enjoying a new image that pokes fun at its staid past. It all began with a new generation of models that were more pleasing to the eye. Gone were the boxy old shapes that resembled high rise dwellings on wheels, replaced by softer curves that better fitted modern times.Volvos began to blend in instead of standing out for the wrong reasons. Traditional Volvo owners, who appreciated the engineering, build quality, and, yes, even the styling may not have been so enthusiastic about letting the past go, but the company had to attract new buyers and the new models were clearly aimed at doing that.Among the new models was the 1997 40 series, made up of the S40 sedan and its V40 wagon variant.MODEL WATCH While Volvo claimed safety as its own realm in the 1970s when it relentlessly sold its safe and sound message, by the time the 1990s rolled around it had lost its gloss.Safety was no longer the strong selling point it had been, and car buyers were shopping for excitement. In any case Volvo’s rivals were at least equal in safety terms so there was no real competitive advantage either.By the time the new 40 series was launched in 1997 Volvo’s drab boxy shape wasn’t only dated, it so identified the Swedish cars that it was an impediment to sales. It was clearly time to move on.The 40 series effectively replaced the oddly styled 440, which had died in sales terms. Unlike the 440 the new 40 series was pleasantly styled, much in line with contemporary styling trends, with clean lines and softer edges that were in stark contrast to previous models form Gothenburg.While the shape might not have been recognisable as being traditional Volvo there was no mistaking the trademark grille with its diagonal slash and familiar Volvo badge. Even with the new styling direction there was no mistaking the new 40 series as a Volvo.The S40 and V40 were essentially the same, the S denoting the sedan model, the V standing for variant or wagon. The body differences were from the rear doors back, the front was the same.Mechanically both models were the same. Initially there was just the one engine available, and that was a smooth 2.0-litre double overhead camshaft 16-valve all alloy four-cylinder unit which boasted 103 kW of peak power generated at 6100 revs and 183 Nm of torque which arrived at 4500 revs.Not generally renowned as a performance car, the 40 series was something of a surprise packet if you were prepared to rev it hard and high to realise its performance potential.The performance was boosted by the introduction of a 1.9-litre turbocharged engine a few months after the initial launch. With the turbo under the bonnet the T-4 40 series boasted 147 kW of peak power.Early in 1998 Volvo also launched the T sedan and wagon with a 2.0-litre engine and 118 kW of peak power.A five-speed manual gearbox was standard, or for an extra $2000 there was a four-speed auto available, and the drive was through the front wheels.On the road the auto was smooth in its operation but tended to hunt between gears, and soaked up some of the four-cylinder’s power to dull the performance which was more evident with the manual ’box.The ride was a little solid for what was a family sedan, but the handling was safe and secure, although it exhibited the usual front-wheel drive tendency to push wide at the front when pressed.There was no lack of features in the 40 series. Standard equipment included air-conditioning, power windows, central locking, power mirrors, cloth trim, and four-speaker sound.The better equipped SE, priced at a $4000 premium, included leather trim, woodgrain highlights, CD sound, climate control air-con, sports steering wheel, and alloy wheels.When you selected the T-4 you also got 16-inch alloy wheels, traction control, sports suspension and sports seats.IN THE SHOP Generally the 40 series is living up to Volvo’s reputation for reliability, so look for a service record that can be verified. It should either be from a Volvo dealer or acknowledged service specialist.Major services are due every 45,000 km and it’s important to replace the cam belt every 125,000 km. Failure to do so risks severe internal damage if the belt breaks.Look carefully for signs of dodgy crash repairs, mismatching paint on adjacent panels, overspray in door openings, boot or bonnet openings, variable panel gaps, and doors or tail gates that don’t open and close smoothly.IN A CRASH The 40 series was packed with safety features that makes it a worthy buy on the used market.Front airbags for the driver and passenger provided protection in frontal crashes, while Volvo’s side impact protection system afforded protection in side impacts.Add to that front seat belt pretensioners, and built-in baby seats that match toddlers to the adult seat belts, and you have an impressive secondary safety package.Primary safety package includes ABS and dynamic stability assistance to help avoid crashes in the first instance.OWNERS SAY Joe Perillo has owned two V40s, the latest a 2.0T. He says the turbo provides more than adequate performance, the compact size is good for city driving, while open road driving is nicely European and very enjoyable. He sums up by saying the V40 is a lot of fun for such a practical car.Glenys Allender is very satisfied with the 1997 Volvo S40 T4 she has owned for two years. On the positive side she says it has excellent fuel economy, smooth power, superb handling, powerful brakes, its good sized boot, and solid build quality. Negatives include the hard ride, faulty fuel gauge, and poor headlights.LOOK FOR • safe and secure handling• bumpy ride• solid build quality• good safety• attractive stylingTHE BOTTOM LINE Solid compact family sedan with good performance and handling without the traditional boxy styling.RATING 70/100

Toyotas have a reputation for being rugged, reliable and well built, but at the same time they’re regarded as bland and boring. The Camry is all of those. It always has been, but while it might not excite the senses it is justifiably popular with used car buyers who prefer reliable, economical motoring.Even Toyota execs admit the Camry isn’t terribly exciting. On the quiet they’ll tell you that its strongest following is among 50-somethings who rate reliability and low running costs above sexy styling and punchy performance.Toyota would love to increase Camry’s appeal to younger buyers, and the latest model boasts much more adventurous styling which should help their cause, but there were no such thoughts when the locally-assembled second generation Camry was launched in 1987.Toyota’s aim then was to win the hearts and minds of Australian families with its tried and true formula of good build quality, reliability, practicality and frugality.It proved to be a very successful formula, as evidenced by the thousands of Camrys that are still going strong today.MODEL WATCHThe Camry was first launched in 1983. It was one of the company’s first front-wheel drive cars, and was Toyota’s answer to the oil crises of the 1970s when there was a real threat to the supply of oil from the Middle East.Some car companies at the time downsized their models; others put them on a diet to make them more efficient. Toyota turned to front-wheel drive for the benefits of packaging front-wheel drive offered and produced the mid-sized family car they called Camry.The first imported Camry was a moderate success, building a loyal local following, but it was in May 1987 when Toyota switched its local production from the Corona to the all-new Camry that it really became popular.The pleasant new SV20/21 Camry was more appealing than its rather angular predecessor. It was available as a conventional three-box sedan or wagon, and had a softer, more rounded shape that was practical and provided good visibility all round which made it easy to drive and easy to park.It was heavier than most of its rivals, which made it a safer place to be in the event of a crash. The heavier construction also translated into longevity as it remained tight over time when its rivals became loose and full of creaks and groans as they aged.Inside there was plenty of room for the average Aussie family with enough features to ensure that it was comfortable. Air-conditioning was optional. Cloth trim was pleasant and hard wearing and has stood up to the ravages of time and temperature quite well.Power steering was also optional on early models, and the steering effort on those cars is a little high. Later cars came standard with power steering and are much more pleasant to drive.Initially the base model had a 1.8-litre single overhead camshaft four-cylinder engine and single-point fuel injection that was miserly if not overly powerful, which meant performance was modest rather than racy.Despite this it was reliable and cheap to run which made them particularly popular with families and older customers who appreciated its outstanding practicality and economy of operation.For those wanting more there was a 2.0-litre twin overhead camshaft engine with multi-point fuel-injection which was optional on the base model but standard on the upper levels and was the pick of the Camry engines.A 1989 update brought improved handling and a 2.0-litre carburettor engine in place of the 1.8-litre base engine of the earlier model.The last update of the second generation Camry was in 1991 when the 2.0-litre twin cam engine became standard on all models. Look for the extended front spoiler and the now familiar Toyota badge that replaced the Toyota name on the grille.The neat Camry gave way to the “Wide Body” model in 1993IN THE SHOPLittle goes wrong with the SV20/21 Camry as long as it is regularly serviced.Most are looking neat and tidy on the road despite entering the twilight of their motoring lives with odometer readings now reaching well into the 200,000 km region.The engines are generally robust, but the cam timing belt must be replaced at around 100,000 km intervals. Cam belt tensioners also need attention as they wear and the belt can easily jump a tooth or two and then you can be in deep trouble with the potential for extensive internal damage.The auto and manual gearboxes give little trouble, but noisy drive shafts are not uncommon.Overall oil leaks are not generally a problem, although it is not uncommon to find oil leaks from the power steering.LOOK FOR• Pleasant styling that has aged well• Peppy performance of 2.0-litre twin cam fuel-injected engine• Good build quality• Impressive reliability• Roomy accommodation for family• Ideal first car for young drivers starting out