Articles by Ashlee Pleffer

But as the all-new Smart Fortwo was launched in Sydney this week, it arrived with a question mark over its real relevance on Australian roads.The one-model company, under parent company Mercedes-Benz, sold just 550 Fortwo's in Australia last year. And that's a number that Smart Australia's boss Wolfgang Schrempp admits isn't profitable enough to continue on for the next three to four years. But they're confident the second-generation of the novelty-like car can help boost those numbers.Since the late 1990s, Smart has sold 770,000 Fortwos worldwide. It's an environmentally friendly urban car for someone who wants to stand out as being funky, individual and “smart”-thinking. And the new model arrives just a bit bigger and better than its predecessor.The Fortwo will be available in two engines and two body styles. Both are powered by a Mitsubishi-built, naturally aspirated 999cc three-cylinder engine, one giving off 52kW, the other getting some help from a turbo-charger and delivering 62kW of power. Customers also have the choice of a coupe or cabrio model, the soft top retracting at any speed and the coupe featuring a glass roof with a sliding lining. The new Fortwo has become less toy-like, although it still maintains its quirky and unique character.It sits on a longer wheelbase, has slightly larger dimensions and has undergone some styling changes. The boot is also a little bigger. From the rear, the Fortwo now looks like a proper car with its wider stance and four lights adorning the rear instead of the previous six.The aim of the car as an environmentally friendly model is achieved nicely — it's the most fuel-efficient petrol car on the market, getting 4.7-litres per 100km on the non-turbo engined version and 4.9-litres for the turbo.Carbon dioxide emissions are also low. The Fortwo starts at $19,990 for the 52kW coupe model and $22,990 for the cabrio. The turbo version adds $2000 to each price tag. And while it may look unusual, driving it feels just like any other light car. There's plenty of space for the two occupants, and the passenger especially gets generous leg room.But you can't help feeling it lacks that connection between driver and environment.You tend to sit very high on top of the seat, rather than in it, and the dash feels separate instead of moulding around you. But it is a cute and peculiar type of styling both inside and out.While 52kW isn't a impressive figure, it is only a small engine and it feels as though it has enough power for its role as an urban driver. The lightweight car gets around town with enough “oomph” through the five-speed automated manual transmission. This means there's no clutch, but you still control the gears through the gearstick or the paddles on the steering wheel.You can be lazy when it comes to changing down, as the gearbox does this on its own. Up hills it did take its time to drop back a gear and you sometimes had to interrupt in order to get it over the ascent. The semi-manual transmission has been improved. Changing up a gear doesn't leave you looking like a learner driver — rather its a smoother, more fluid shift.But if changing gears just isn't for you, there's also the softouch automatic option, adding $2000 to the price. Top speed is 145km/h and despite its size, you do feel safe knowing it has achieved a four-star Euro NCAP rating and comes standard with four airbags.It's great around town and very easy to park, but the ride comfort isn't the best as the suspension doesn't seem to absorb much at all.The Fortwo gets a tick of approval for fitting stability control as a standard feature, something rare in this segment. Power steering didn't make the list but Smart says customer feedback suggested the steering was light enough. While that's true at faster speeds, you really notice its absence in car parks or tight turns.We also had the chance to give the 62kW turbo model a quick spin. This model would be the pick of the two, giving that extra performance and a more spirited drive. At just a $90 increase over the outgoing model, the Fortwo does offer a unique and special car under the $20,000 mark.But for less you could get the Mazda2 or Volkswagen's Polo, offering the added benefit of extra seats, bigger engine and marginally higher fuel consumption. So to make the Smart choice, you have to really be a fan.Is Smart relevant for Australia? 

And one could say the same about removing a $134,900 luxury car from the comfort of North Shore roads or the stretching highways in-between weekend getaways and relocating it to, of all places, a race track.But last week I hit Eastern Creek Raceway in the graceful new Lexus GS 460, as the first Australian journo to drive one.And I was pleasantly surprised to find it quickly adapted to what initially seemed to be a foreign setting. Underneath the cover of elegance and prestige, otherwise known as the body, sits a refined 4.6-litre V8. The 460 supersedes the previous GS 430, adding an extra 300 cubic centimetres to the mix. This means the face-lifted GS is able to extract an extra 47kW and 43Nm of torque from the engine, with a textbook impressive 255kW of power and 460Nm of torque.The figures alone are enough to get you reasonably excited meeting those V8 performance expectations. But with its quiet nature and more conservative appearance, I didn't expect it to be as poised and enjoyable as it proved to be.On arrival at the track, I quickly donned a helmet and jumped in the passenger seat as my instructor for the day, four-times Australian champion and racing veteran of 20 years, John Bowe, showed me the ins and outs of the track.From the passenger seat, it was a smooth ride all the way as Bowe threw it quickly into the corners and hit even quicker speeds on the straight. Then it came my turn to play. Planting my foot showed the acceleration was quick to react, its official zero to 100km/h time reading 5.8 seconds. Hitting the straight, and with some encouragement from my co-pilot, it wasn't long before I was up to 200km/h, the GS 460 reacting in a controlled but thrilling way.The well-mannered Lexus followed demands into each turn and came out of them without a hitch — very agile around the bends. Most of the power hits at 6400rpm and it doesn't take long for the revs to rise.Looking at the car, and even when gliding around the track, it's easy to imagine the soundtrack for this model would be something like Beethoven, with the occasional Metallica riff thrown in just to remind you it knows how to release its inner devil.After a few laps, I strangely noticed a cold breeze coming through my jeans from the seat.A little concerned, I quickly enquired as to what the problem was, only to be told that as well as the heating you expect in such cars, it also has a “cooling function.”So with my legs at a comfortable temperature, my back and rear-end cushioned with the sophisticated suspension and a new eight-speed auto transmission giving a wide spread of ratios, the luxury sedan did its best to show off its sporting character.With stability control switched on, it was put to work on some corners, although it was in no way intrusive, while quick to correct your line and keep you on the straight and narrow.There are paddles on the steering wheel for the real racing enthusiast but the auto mode worked just as well. The GS 460, along with the other models in the range, gets some new styling cues as well as the updated engine, giving it a more aggressive stance. It has a new grille, a lower air intake and the front and rear bumper bars have had some work. It's not a big change, but enough to give it some added style.The mirrors and door handles get the treatment, and the wheels are new five-spoke alloys. It's not all just for looks. All the changes provide an aerodynamic advantage and reduced wind noise.To round off my afternoon, it was back to the role of passenger as Bowe took me on a couple of last hot laps of the track. This time, there was no holding back as he quickly exceeded my 200km/h display. He pushed the car to the limit, showing what it was capable of in the hands of an expert. So if one does manage to give into squealing tyres and the need for speed away from the GS 460's comfort zone, it's nice to know that it's up to the challenge. SnapshotLexus GS 460 Price: $134,900Engine: 4.6L/V8, 255kW/460NmTransmission: 8-speed autoEconomy: 11L/100km 

Chrysler lifted the covers on the 2008 Dodge Challenger SRT8 for its first official public outing, after releasing images and pricing towards the end of last year.Powering the Challenger is a 6.1-litre Hemi V8 engine, producing 317kW and 569Nm. The two-door, rear-wheel-drive coupe races from 0-100km/h in the low five second mark.Chrysler Group Australia spokesman Jerry Stamoulis says there will be other engine variants in the future, but the complete line-up hasn't been announced. But there are still no foreseeable plans to bring the muscle car here.“At this stage it's for North America only,” Stamoulis says.And it's already proven to be popular, with 4300 people putting their name down on the first day of orders in December.When it came to designing the new Challenger, design executive Trevor Creed says the aim was to portray the emotion of the original model.“Our designers wanted to capture the minds' eye view of what people remember about the Challenger from 35 years ago,” Creed says.The result is an unmistakably Dodge product, drawing inspiration from its heritage. Among the traits adapted from the original Challenger are a full-width grille and fog lamps, a hood with a raised centre, stripes and functional dual scoops, and the A-line and beltline.The rear spoiler also draws on the previous character, but serves as a functional feature as well, generating significant rear-down force.And it's not just the exterior that used the old-school inspiration, with the trapezoidal theme of the door and gauge cluster, the dark headliner and the slanted shifter console on the interior all based directly on the original Dodge Challenger. The original model was launched in 1970 and was phased out five years later. 

For American and avid Lincoln fan Dr William Mayo, it's more than just an interest — it's a familial connection as well. Mayo's grandfather, also William Mayo, worked as a chief engineer for Henry Ford from 1911 to 1933. And it was he, along with Henry Ford's son Edsel Ford, who convinced the boss into buying the brand Lincoln. “I have a connection in that I own one and the fact I'm the grandson of the man that started it for Henry Ford, that's my great interest in it,” Mayo says. “I think it's significant to why I'm so interested in Lincolns.” Mayo owned about 10 Lincoln models in the US, his favourite a 1967 four-door convertible with suicide doors, identical to the one in which president John F. Kennedy was assassinated. And after coming to Australia to live, Mayo was eager to get his hands on another to maintain the connection with the brand. But they're not the easiest cars to come by Down Under. After years of searching, Mayo tracked down a 1995 Lincoln Mark VIII. “I have had it now only about a year,” he says. “I found it in Bendigo, Victoria, and it was exactly what I was looking for because the Mark VIII was the end of the Mark series and it was just about the best one.” Ahead of its time in terms of features, the Mark VIII came with heated seats, a moonroof, ABS, four airbags, electric windows, seat memory and keyless entry. “My favourite thing is the styling. It's definitely an eye-catcher,” he says. “People who see me stop and ask what it is, they want to know about it ... it attracts a lot of interest from people and not just car collectors. It's so special to me.” Mayo has lived in Australia since 1988 and to this day, he's never seen another Lincoln here. But while they have never officially been released here, Mayo says there was a dealer in Perth who was so taken with the styling, he decided to import them into the country in 1995. He says there's also another person in Brisbane who imports the models. Although in both cases, converting the cars to right-hand-drive as well as import expenses, has meant that the cost is a lot more than what it is in the US. The Mark VIII sold for $36,440 in the US when it was first released, with 30,899 of the models sold. Mayo says the few that made it to Australia were priced well over the $100,000 mark. The 77-year-old was particularly attracted to his model as it had just two previous owners and only had about 27,000km on the clock. “It's beautiful, there's plenty of room in the back, it's just a very roomy car with plenty of head room for me even, with a moonroof and all the features, it's just a beautiful car,” says Mayo who stands 193cm tall. This Lincoln is powered by a 208kW 4.6-litre V8 and came with a four-speed automatic transmission as standard. While it's a car that could very well be used as a daily driver, Mayo treats his Lincoln as a “hobby car” as he thinks it's too special for everyday use. The Lincoln is a big part of his life and is a nice reminder of his grandfather's role with the company. Because of his age, Mayo says he has considered selling the car, but only to the right person. Ex-pat Americans are often impressed and Mayo hasn't ruled out passing it on to one of his countrymen. “A couple of the people who have stopped me turned out to be Americans who'd owned Lincolns,” he says. “One man said, `How did you find that car? I have had several in America, but never seen them over here'.” And the Lincolns have become an important car in US history as well. Not long after Ford bought the brand, president Herbert Hoover bought one for the White House and ever since, Lincoln's have been used as the presidential car. And one of the very first Lincoln Mark I models, now very rare, belonged to Mayo's family. “Edsel Ford took delivery of the first Mark I in around 1938 and he gave my grandfather, his close friend, the second one,” Mayo says. The only cars to come into his life have been Fords and plenty of Lincolns were among the mix. Mayo fondly recalls riding in the back of a 1932 Lincoln limousine Henry Ford gave his grandfather for his grandfather's wife. “I used to ride with my grandmother in the back seat and I drove the chauffeur crazy, putting the window between us and him up and down and calling him on the phone. It was an incredible car, it was so long and would hardly get around the corner,” he says. While there's only one Lincoln model currently in his life, Mayo hasn't ruled out owning more. “Once you're a car collector you're always a car collector,” he says. “I wouldn't mind if I could afford it. Every so often some really old Lincoln limousines come up at car auctions, but they sell for $200,000 to $300,000. “That would be the ultimate for me, if some day I could get something like that.”   Snapshot 1995 LINCOLN MARK VIII Value when new: $36,640 Value now: about $40,000 Verdict: There aren't many in Australia, but the Lincoln is a car that can turn heads with its unique styling and many features.  

Amanda Shepherd is not your average 19-year-old. The bubbly, blonde teen has a not-so-secret identity. On weekdays she joins other Sydneysiders in dragging herself out of bed, hopping on a train and heading into the city to her day job at Legal Aid. But on the weekend, there's another side to the youngster, as she pulls on her superhero suit and gets ready to fly with her alter-ego.“During the week I'm normal, then on the weekend I'm a speed demon, a massive adrenalin seeker,” she says.Shepherd competes in the Top Fuel Championship and is the only female doing so.While she's clearly a passionate drag-racer in search of the thrill, Shepherd gets a little edgy for the two weeks leading up to an event.“I get so nervous, the butterflies aren't butterflies, they're terradactyls,” she says.And with round five of the series hitting Western Sydney International Dragway as part of the Summernationals next weekend, those dinosaurs have awoken once again.Sitting in fourth position in her first attempt at the series, Shepherd says it's like living a dream. With a racing enthusiast as a father, racing is something that runs through her blood. So it was only natural that as a 13-year-old, she wasn't spending all her spare time at the shops or movies, rather at the drag strip.“Dad asked me if I wanted to be a part of his pit crew and I jumped at the opportunity,” she says.“After every run in the car, we'd have to pull the engine apart down to nothing, replace eight pistons, replace the entire clutch system, fix any damage, put new tyres on and we'd have to do it all in about two hours ready for the next race.”After four years of working on the car, it was time for the next step of driving one.So it was off to drag racing school in Queensland, at just 16. After learning the “ins and outs” on a nine-second dragster, Shepherd's dad took a break from competition to give his daughter a chance in his five-second beast. There's no over-statement in the description, this machine producing a massive 7000hp, reaching 475km/h.“I can't even describe the feeling you get when you take off and it pushes you back into the seat,” she says. “It feels like you're in a rocket, the thing just launches. I get so excited after a run.”It's also an exhausting event and when she first started, it wasn't rare that she'd go home with bruises from the tight seatbelts. While it may be seen as a dangerous sport, Shepherd says she remains in control and focused the whole time.“If I'm not happy with the car and I don't feel like I'm comfortable, I get off the throttle and the minute you get off everything stops,” she says.“If you're not comfortable, the car starts driving you and that's when things happen. The minute you pull the parachute, it's the biggest sign of relief, you know you're going to pull up.”And as a female in a male-dominated sport, Shepherd was surprised at how supportive the other competitors were at her first meeting.While there's plenty of support from her friends, she says at the same time they also think she's the “craziest woman alive.” And it seems similar thoughts go through her boyfriend's head. He thinks she's a complete “nut.”“He's a massive rev head and he loves it, but he can't watch me race cause it scares the pants off him so much,” she laughs.And while her mother can also be a “nervous wreck,” Shepherd says it's the comforting words she offers which gets her through the lead-up.Her other family members have their roles as well, with her brother as the crew chief on the car and her father also part of the crew. Shepherd looks forward to one day competing in the US, where the sport has a much bigger following.“But before I do that I want to race my dad, I just want one race down the quarter mile in Top Fuel with my dad and then I'll take it from there,” she says. “Everybody admires dad and so do I, he'd have to be my biggest hero.”And the older Shepherd is feeling the urge to get back on the track and reclaim his drag car.So, together with her brother, Shepherd is looking at running her own drag car next season. And so begins her search for some sponsors to keep her dream alive.  Snapshot SummernationalsWhen: next Friday and SaturdayWhere: Western Sydney International Dragway, Ferrers Rd, Eastern CreekCost: Friday adults $35, conc $25, ladies free, Saturday adults $40, conc $30What: more than 370 drag racing teams, the world's fastest sedans, Motorsport Precision and much more 

According to Januarys' new car sales (VFACTS) figures, the Toyota Corolla is once again Australia's best selling car with 3843 sales for the month of January.The Commodore came in second with 3210, while the Mazda3 stepped up to third position with 2915 sales.This was the second month in a row that Corolla topped the ladder, beating Holden's Commodore in December by 418 sales.While January proved to be a strong month for smaller cars and SUVs, the Federal Chambers of Automotive Industries chief executive Andrew McKellar says there is a diminishing demand for large vehicles.“While overall sales are buoyant, the results reinforce the significant competitive challenges facing local manufacturers,” he says.And as Mitsubishi yesterday announced it will be closing its Tonsley Park manufacturing plant in Adelaide, McKellar called for the Government's scheduled review of the automotive industry to be brought forward.“The review must play a critical role in ensuring future policy arrangements provide an ongoing basis for a sustainable and competitive automotive manufacturing industry in Australia,” he says.After more than one million sales last year, the car industry continued to grow with a 6.9 per cent increase over last January's sales. A total of 82,270 cars were sold during the month, passing last year's January record of 76,003. Toyota continues to lead the market, followed by Holden and then Ford.While large cars sales are down, motorists are still enjoying SUVs, the segment rising by 23.4 per cent from the same time last year.  

It's been on a honeymoon with its first owner, dropped children off at playgroup and ventured out on many shopping trips with the third and present owner. But perhaps it's been most at home on the track, where it has spent a lot of time working out its lightweight body and quick engine. And while the car may have had just three owners in the past, there's a waiting list for the future. “I think my two daughters will fight over it ... and my wife, it'll be easier just to get buried in it and save the arguments,” owner Bob Rees jokes. Mind you, that would seem fitting for Rees, who has formed a very special relationship with the car over the years. It started when he worked in the pit crew for the original owner, an ex-RAF pilot who emigrated to Australia to work for Qantas and decided to bring his little toy with him. After Rees worked on the car in the 1970s, the original owner sold it to Rees' best friend, who continued to give it a good workout on the track and was responsible for the wider wheel arches and wheels. But when it came time for the second owner to relocate in 1978, the Turner needed a new home and it couldn't have turned out better, because Rees was in search of a new race car. Being British himself was part of the attraction to the car, but Rees says it wasn't always a model he planned on owning. “I only ever really knew of one that raced, and it was very successful in England in the 1960s,” he says. “It was the only Turner I'd ever even seen in England. It wasn't a car I set my heart on as a young kid or anything like that, but something (I've become) attached to now.” Rees is particularly fond of the car's individual looks, and the fact he doesn't blend in on the road. And, as his best friend has since passed away, Rees feels it's a connection. “It's different ... not an MG, a Midget or Sprite,” he says. “It's got that little goofy look. Not your everyday, run-of-the-mill car — there's a bit of exclusiveness about it and it goes hard.” While it may have its own unique character, Rees says it is very similar to the Sprite and also uses a lot of Morris and Mini parts. It has similar suspension to the Sprite but features a more sophisticated rear suspension. It's powered by a 1000cc Morris engine with an Alexander Crossflow head, hence the Alexander in the title. Rees says it is similar to the way Peter Brock had a line of Commodores. There were only about 100 of the Alexander-tuned versions released. The Turners were built right through to 1966, and the later models came with a Ford 1500cc Cortina motor. About 670 models were built. But today, it's believed there are only 15 Turners in Australia and Rees says as far as he knows, his is the only Alexander Turner model, one of just five left in the world. Over time, he has worked on what he refers to as his “four-wheel motorbike,” rebuilding the engine, rubbing it back and having it resprayed by a friend. He's also had the interior updated. “It's a progressive restoration, I do a bit there a bit here,” he says. Rees has raced the car, taking part in sprints, hill climbs and drag meets and he plans on returning to the track next year. Weighing just 500kg, and with a fibreglass body, Rees says it has a big advantage in this environment with good power-to-weight ratio. And, it is “an extremely good-handling car.” While it has served as everyday transport in the past, he now takes his car out a couple of times a month because it's on club number plates. His wife also enjoys getting behind the wheel and taking it for a spin. While Rees's future aspirations for the car include hitting the track again, he also hopes he'll be able to afford to put it back on full registration and use it on a more regular basis. When he does take it out, there's no lack of attention. “Everybody looks at you a bit strange, especially out here in the country because it's not a thing you see a lot,” he says. “Most people walk up to it and ask if it's an MG — they don't know the difference. They look at the badge and ask, `What's a Turner'?” In 1960, the Turners sold for about pound stg. 700, which was more expensive than the “Bugeye” Sprites of the day. Rees bought his model for $1000, when it was 18-years old. Today, he predicts it would fetch about $20,000 if it were put up for sale.     Snapshot 1960 Alexander Turner Value when new: pound stg. 700 Value now: about $20,000 Verdict: Small, light, quick and nimble, and a real blast from the past.  

There's a guaranteed way of attracting attention in the land of oranges. Drop the top on BMW's new 1 Series convertible and head out on the highway ... Spaniards (at least those around Valencia) love it. Trucks honking on the motorway, truck drivers offering a friendly wave and motorcyclists giving the universal thumbs-up sign. It's all seems a natural reaction to the latest in BMW's ever-increasing stable.It might have been winter in Europe, but with the sun making an appearance on cue at the international launch for the 1 Series convertible, it was the perfect time to go topless for some real open-air driving.The little drop-top will arrive in Australia in June along with the other “emotional” model of the line-up, the coupe. Prices are expected to range from $60,000 to $85,000. As the first premium convertible for the compact segment, the 1 Series will be available in five different versions in Europe, including a diesel. But Australia will get just two — the 125i and 135i.Unfortunately, at the launch, the spanking 135i was not made available. However, it was only a momentary disappointment as on the fabulous winding roads of Spain, the 125i proved to be every bit impressive as its looks suggested.Powered by a 3.0-litre in-line six, the 125i is so much more than just a leisurely outing. It's a fun and engaging drive, delivering 160kW and 270Nm of torque. It feels best around 4000rpm to 4500rpm and it takes you just an instant to fall in love with the soundtrack that comes with the powertrain. The burble gets your heart racing every time, especially when amplified with the roof down. Work it around the corners and everything feels like it falls into place, moving in time to the melodic tune.The steering is direct, with good feedback, handling feels impressive (easily absorbing the few bumps found on the Spanish roads) and you don't have to worry about intruding rattles, wind or road noises — not even from the run-flat tyres.This leaves your ears free to anticipate the popping note. There was, however, some slight understeer noticeable on slippery roads.Fitted to a six-speed manual and with the added benefit of rear-wheel-drive, the 125i is a car for a keen driver looking for some enthusiastic motoring. A six-speed auto is also available at an extra cost. While the 125i is probably a bit like eating vanilla ice cream, there is a chocolate-flavoured 1 Series available — the ultimate, otherwise known as the 135i and featuring the same engine as the 335i.With an exciting straight-six twin-turbo complete with 225kW and 400Nm from as low as 1300rpm, BMW 1 series product manager Falko Radomski says it would be very hard to improve on this for the line-up, ruling out an M version anytime soon. The 1 Series is aimed at a younger demographic with an active lifestyle, but BMW believes there is interest among older buyers for the convertible, especially among fans of its famous 1960s and '70s 2002 model.While transformed into a modern convertible with its own 1 Series family traits, the convertible has the eye-catching and sporty looks of today, acting as a spiritual successor to the classic 2002. There's the powerful low shoulder line, muscular wheel arches, a long bonnet and an upright A-pillar, all contributing to the striking appearance. The front section of the convertible has the same characteristics as the coupe, but beyond that, changes have been made.Jump inside and its been designed with a boat deck in mind as the shoulder line runs all the way around the car, surrounding the entire passenger compartment. The interior possesses the expected BMW DNA with a quality setting, although the dash does seem simple and better storage spaces wouldn't go astray.There's more room than you'd expect for a convertible, although the rear would be a squashy setting for a tall passenger when the roof is on. And you must choose your back seat companion wisely as it does get cosy.Opting for a soft-top rather than the increasingly popular folding hardtops means customers are recognised as convertible drivers even with the roof on — a look-at-me trait many potential owners are after.It also means BMW was able to keep the weight increase to just 120kg over the coupe.Retracting the roof takes 22 seconds, a process that can be started while travelling up to 40km/h, with the ability to accelerate up to 50km/h. This means it's almost a Clark Kent switch as you can go about your normal city driving. When slipping the roof away, boot space is reduced from 305 litres to 260 litres — enough room, BMW trumpets, to fit “two snowboards, four pairs of skis, two golf bags or one large and one small suitcase.”The airconditioning adjusts to convertible mode — and the heated seats are a real blessing in any wintry conditions. 

He was just 17 years old and was thrilled to discover the warehouse next to his workplace was owned by a fellow who was a car fan, a car collector, and someone who didn't have a problem with handing the keys over to a teenager.“The guy had a whole heap of cars in his warehouse and one day he asked if I wanted to drive it,” he recalls. “It was so exhilarating and fun, just a good little sports car.”And from that day on he was hooked and wanted to buy his own. Eight years ago, that finally became a reality for Holden.“I had been looking for a long time to buy one and this one turned up two minutes down the road in a car yard,” he says.After spotting it, Holden resisted the urge, but later went past to point it out to his wife.“I drove past and my wife said, `Why don't you have a look?'. I said, `If I look, I won't be able to walk away', but ... my wife said, `Have a look and see what happens'.”And when she encouraged him to sit in the car, Holden warned her: “There's no going back when I put my bum in it.”“Ever since I was a young bloke I've been into cars, motorbikes, tractors, anything mechanical,” he says.And while he couldn't quite afford “these sorts of toys” while he was starting a family, Holden says when the finances allowed it, he jumped at the chance and would now also like to buy another Bugeye, this time one to race.“They actually made this as a nice sports car, but looked at it and said `no, we can't afford to do this' because they wanted an entry level sports car. So they took bits off other cars to make it cheaper, more economical,” he says.The Bugeye has also been called the first unisex sports car to be introduced. Unlike its predecessors, it was built as a simple, yet stylish and affordable sports car, one that would not only attract males, but also tap into the other slowly emerging market of the time: women.To keep the cost down, it drew on as many BMC components as it could. It features Morris Minor-derived steering and brakes, an Austin A35 engine and a four-speed gearbox. It was initially supposed to have pop-up headlights, but to keep the costs down, they instead stuck the headlamps right on top of the bonnet. A move that quickly earned it the nickname Bugeye.And continuing with that unique character, the Sprite also doesn't have any door handles or a boot lid. The Bugeyes came into Australia as a completely knockdown kit (CKD) and were assembled here. Holden says while it's important to continually maintain a 50-year-old car, it is relatively cheap to look after, as he does most of the work himself. The 45-year-old tries to drive it at least every two or three weeks.“If you can get one on a winding road or country road, it's beautiful fun to drive,” he says.“Corners are really nice. Throw it into a corner in third gear, that's a lot of fun.”Its handling ability and engine capacity is similar to the Mini with a 1.0-litre motor.Holden has even done some motor racing in his Sprite and says although the top speed of 82mph (131km/h) may not sound that fast, it feels it in a car that's so close to the ground and weighs just 600kg. And the Bugeye has had a lot of tender love and care over the years, the previous owner pumping $15,000 into it.“I believe it's the earliest Bugeye Sprite to be done up in Australia,” Holden says.And while he came close to selling it last year, Holden says he talked a prospective owner out of buying it by rattling off all the “bad things” about owning car which is half a century old.But while he was exaggerating the problems with old cars, such as drum brakes, no radio, having to tune the carburettors regularly, he talked himself into keeping it at the same time.“Really, the car drives perfectly, the brakes are wonderful, I couldn't ... tell you anything I don't like about it,” he says.Holden realised, it really wasn't the time just yet to say goodbye to his Bugeye.“I said to my wife, I think we'll keep it.”Today, Sprites in the same condition as Holden's sell for between $22,000 and $30,000.But his won't be going anywhere anytime soon. SNAPSHOT 1958 AUSTIN HEALEY SPRITEValue when new: about pound stg. 900 (`Bugeye')Value now: about $25,000 to $30,000Verdict: With its insect-like character, the Bugeye Sprite is a cool little sports car. 

With only two models on offer, the Swedish brand sold just 1862 cars last year. A small slice of the market, but not for lack of choice within the range.Within the two model range — 9-3 and 9-5 — there are diesel, petrol and ethanol BioPower options, as well as the choice of a sedan, wagon or convertible body styles.Without a definite all-new model on the horizon, the ageing 9-3 recently had a late-life nip and tuck. After years of continuity — it was last refreshed in 2002, the 9-3 has been dressed with some bolder styling cues. Inspired by the brand's Aero X concept car, the 9-3 is now a little more sporty.The front end is practically new, with a more prominent grille, new bumper mouldings and lights and the return of a “clamshell” bonnet.Elsewhere there's been some extra tweaking to give a freshened look, although the changes aren't dramatically different and the Swede is still left looking a little plain.At $50,900, the 9-3 falls into the luxury market, yet it doesn't quite deliver on expectations of price and performance. The 9-3 experience is like watching a movie that doesn't quite satisfy. You're initial impression is “will people notice if I walk out?”.Stick around and there are aspects that might try to win you over, but overall its a B-grade movie.Our car version of that experience was powered by a 1.9-litre turbo diesel engine, which accounts for 31percent of total 9-3 sales. While mid-range performance was good, it was getting there that was the problem.The first thing you notice is the massive turbo lag. Put your foot down and you're left waiting for what seems an age for any meaningful reaction.It finally comes on around 2000rpm, hanging around through to about 2750rpm — and you had best be ready.With the foot planted the arrival of all 320Nm of torque can come as a surprise, as can the torque steer along with it. Peak power of 110kW comes through at 4000rpm.The automatic transmission was comfortable and effective in drive mode, but venturing into user-chooser territory was disappointing.When shifting to the manual function, the gear changes are at your fingertips with paddles located on the steering wheel, but you're often left disputing your gear choice with the transmission nanny.Any attempt to get into fifth gear about the 80km/h mark resulted in a heated argument and a mechanical dummyspit with the driver definitely not coming out on top.Auntie Saab knows best and while you may want a toodle along in a fuel-saving gear the transmission continues to flick back down a cog.The same is the case in the lower gears and slower speeds as well.Try the Sport Drive mode and there's too much of a strain, simply holding the lower gears for too long.And it's not a sporty revving sound, but more of a moaning for the anticipated but non-present shift.On the upside, the ride quality is comfortable around town with soft suspension and it's quite an easy car to manoeuvre, with steady steering and a fairly tight turning circle.Overcome the starting obstacles and the 9-3 is a comfortable cruising car. The interior design feels a little boring and outdated — but still so functional in that very Swedish way — but uplifted by the comfortable black leather seats.The inside is also a quiet location, with minimal intrusion from road noise or the engine.Although the diesel engine is recognisable with the windows down.In trademark Saab tradition the ignition sits on the console between driver and passenger, while there is an ample supply of interior storage.You also get the reassurance of safety thanks to ESP, traction control, driver and passenger adaptive dual stage front airbags, front seat mounted head/thorax side airbags as well as active head restraints.It also comes with some decent equipment, including a electrically adjustable drivers seat, 17-inch alloy wheels, heated front seats, cruise control, a “cooling” feature in the glovebox, a full-size spare wheel and automatic climate control.But you will have to pay extra for parking assistance, a sunroof and a centre headrest in the rear.The 9-3 claims 7.0 litresper100km fuel consumption, but our test showed it to be a little higher for urban driving, averaging 7.7litresper100km.Saab has been a scrapper for some time. It doesn't sit at the top of the European luxury tree but there is enough about them to keep those who do love them enamoured.We are not one of them. Time spent in the 9-3 was just that little bit empty, as if there was something more, something better, just out of reach.But there is hope. A new twin-turbo diesel powertrain expected here next month. The TTiD, 1.9-litre four-cylinder two-stage turbocharging engine will join the range and should give a better low-down performance.The two turbochargers are different sizes and provide instant torque at low speeds as well as stronger top end power at higher rpm. THE BOTTOM LINESaabs 9-3 comes with a decent equipment list, but the performance hurdles of this diesel are hard to conquer. SNAPSHOTSAAB 9-3 LINEAR SPORT TIDPRICE: $50,900ENGINE: 1.9L/4-cyl turbo diesel, 110kW/320NmTRANSMISSION: 6-speed autoECONOMY: 7.0L/100km claimed, 7.7L/100km tested THE RIVALSAUDI A4 TDIPRICE: $57,700ENGINE: 2.0L/4-cyl turbo diesel, 103kW/320NmTRANSMISSION: multitronicECONOMY: 6.4L/100km VOLVO S40 D5PRICE: $44,950ENGINE: 2.4L/5-cyl, turbo diesel, 132kW/350NmTRANSMISSION: 5-speed autoECONOMY: 7.0L/100km BMW 320DPRICE: $56,700ENGINE: 2.0L/4-cyl, turbo diesel, 115kW/330NmTRANSMISSION: 6-speed autoECONOMY: 6.7L/100km