Articles by Bruce McMahon

…and competent budget cars rolling out of Australian showrooms.Cheap in 2011 no longer means tin-can terrible; from $11,790 for the Suzuki Alto to $12,990 for Nissan's Micra there's the choice of five, five-door hatchbacks safer, better-equipped and better-built than ever.Ten years ago the cheapest cars on the local market were the likes of the three-door Hyundai Excel at $13,990 and the Daewoo Lanos at $13,000.Since then average Australian income has jumped 21 per cent in real terms according to the ACTU even though petrol's gone from 80 cents a litre to $1.40 and more.But car prices have fallen in real terms, thanks to increased competition, a strong dollar and new brands headed this way from China.Technology, trickling down from higher-priced machines or, like stability control, mandated by authorities has made these budget cars more attractive than ever.Malaysian maker Proton were among the first to slice retail prices in the face of a feared onslaught from China, dropping the $11,990 S16 sedan into the light car battle market last November.Now Suzuki has taken the lead on pricing. (And Proton, with stock tight while waiting for a replacement, perhaps cheaper, model later this year couldn't make it to this comparison with an S16.)Their rivals are all finding new homes. While the overall car market is sluggish, down 5.3 per cent on last year, light cars have slipped only 1.4 per cent. Some 55,000 light cars were sold to the end of May, the second biggest segment after small cars and ahead of compact SUV sales figures.Suzuki Australia's general manager Tony Devers says the light car segment has grown dramatically over the past five years as Australians become more urbanised, more inner-city focussed.For Suzuki, light car buyers are split into two camps - over-45s looking for a second car and under-25s looking for university and city transport."What's the alternative - a four or five year old car with less fuel effciency and safety?" Devers says.VALUEYou get a surprising amount of kit in a cheap car these days: electric mirrors (in all but the Alto), airconditioning, plenty of safety equipment, electric windows (front only, but all four in the Chery) and quality sound systems.There is only $1200 between the cheapest and the dearest and the resale values are pretty close, too.Vehicle sizes are also much the same as is power. You would have to be Mark Webber to pick the difference between the least powerful (Alto 50kW) and the most powerful (Chery 62kW).The Micra wins on features with Bluetooth, USB input and steering wheel audio controls, but it is also the most expensive.The Alto is cheapest, but doesn't miss out on too many creature comforts except electric mirrors. And for an extra $700 the GLX has fog lights and alloys.TECHNOLOGYThe four cheapies we tested come with the new age of downsized engine. In the Micra and Alto, they are three-cylinder powerplants. The three-cylinder models were a little rough at idle, but so economical they mark the way of the future for city cars. In real world conditions, it was difficult to pick any power differences."It's surprising they are three-cylinder cars," says guest tester William Churchill. "They're pretty zippy for a three." On a low-tech note, it is difficult to distinguish the lock and unlock buttons on the Alto and Chery key fobs, while the Micra adds a car locator button that blows the horn.DESIGNThe Micra looks the most grown up and least quirky, having lost its bug eyes in the latest restyle. It also sits the nicest on its wheels, with marginal gaps in the wheel arches.One of our guest test-drivers, Amy Spencer, says she liked the slightly SUV look of the Chery. It also has smart alloy wheels and an instantly appealing interior.The Chinese have tried hard to funk up the cabin space, even if the seats lack support and some of the fit and finish isn't the best. Alto and Barina look similar on the exterior. Inside, both have comfortable and supportive seats, but the Holden trip computer is a bit too fussy and busy for easy reading.Cabin dimensions are similar across the four, although the Micra has best back seat legroom and the most luggage capacity, while the Alto's boot is tiny.The Chery also scored points with Spencer for its handy dashboard storage compartment.She and fellow volunteer test driver Penny Langfield also noted the importance of vanity mirrors on the visors. The Micra and Barina have two vanity mirrors, while the Chery has one on the passenger's side and Alto has one on the driver's side.SAFETYLangfield commented that safety is one of the most important aspects to consider."That is the thing you worry about the most with a small car," she says.But cheap doesn't mean they have scrimped on safety features. All have electronic stability control, ABS and electronic brakeforce distribution.The Chery has only dual front airbags, but the rest come with six airbags.According to the Australian New Car Assessment Program, the Chery has a three-star crash rating, Barina and Alto four stars and the Micra has not yet been tested, but the previous model with only dual front airbags had a three-star rating.DRIVINGWe took our three young volunteer drivers on a short city-based drive with plenty of hills and some freeway cruising. The Chery suffered a little from being straight out of the box with only about 150km on the odo and most of that on test.It may still be bedding in the brakes, but they felt mushy until they warmed up. Then they got a bit firmer, but still lacked initial bite and feel.The Chery's airconditioning also has a ringing sound in the fan which may go away after a while.We also noticed it revved a bit when you pushed in the clutch, indicating perhaps a slightly sticky throttle while still new.Yet the Chery drew favourable comments from all quarters for its responsive and "zippy" engine. However, Langfield noted it was "a bit sluggish coming up the hill"."I've heard all the hype about this being the cheapest car, but it goes better than I thought it would," she says. Spencer was rapt with the sound system: "It's great when you ramp it up."However, she instantly fell in love with the Micra."I liked this car from when I reversed it out of the carpark. It's quite zippy. I love the big mirrors. I like how the dashboard gives it a bit of space. It's not cramped up."She also liked the fact the seat height adjustment in the Micra and Suzuki: "It's great for short people."Churchill says the Micra's instruments are easy to read and found the audio controls on the steering wheel convenient."Smooth" was the word for Langfield to described the power, gearshift and ride."It's got a good audio system. The radio is nice and high," she says as she pumps up the volume on Triple J. She also likes the ample cup holders.The Barina is a no-fuss, solid and strong city car. "It's simple to drive but the LCD screen on the instrument panel is a bit distracting and very busy," says Churchill. Langfield agrees, but says, "I'm sure you would get used to it after a while."She liked the "smooth gear action" but found it "a bit gutless in places, but it picks up when you need it".The Suzuki surprised us all with its plucky three-cylinder engine. "It takes off when you want it to. It feels more intuitive and responsive," says Langfield.But Spencer laments the lack of boot space. "There'll be no camping weekends with this boot."Churchill says the gearshift was easy and the clutch feels light. "It's the most simple to get in and just drive."VERDICTThe Chery is the real surprise. It's better than we thought and attracted some good comments for styling, audio and power.The Barina feels safe, strong and reliable, while the Micra feels the most refined, although the most expensive. But we have to agree with the punters.While we found good and different points across the four we appreciate the Suzuki's willingness and price point as the leader of this pack.Last word goes to Langfield: "All these cars are better than my car so I really can't complain."VOTINGPenny Langfield: 1 Alto, 2 Micra, 3 Barina, 4 Chery. "It just feels good to drive. You feel like you are driving a real car, not a toy".Amy Spencer: 1 Micra, 2 Alto, 3 Barina, 4 Chery. "An all-round good car. It has a bit of storage space and just looks and feels good to drive."William Churchill: 1 Alto, 2 Barina, 3 Chery, 4 Micra. "I can get in and didn't need to get used to driving it. The dashboard is also easy to use."SUZUKI ALTO GLPrice: $11,790Body: 5-door hatchbackEngine: 1 litre, 3-cylinder 50kW/90NmTransmission: 5-speed manual (4-speed auto option)Fuel: 4.7l/100km; CO2 110g/kmDimensions: 3500mm (L), 1600mm (W), 1470mm (H), 2360mm (WB)Safety: 6 airbags, ESP, ABS, EBDWarranty: 3-year/100,000kmResale: 50.9%Green rating: 5 starsFeatures: 14-inch steel wheels, A/C, aux input, full-size steel spare, front power windowsBARINA SPARK CDPrice: $12,490Body: 5-door hatchbackEngine: 1.2 litre, 4-cylinder 59kW/107NmTransmission: 5-speed manualFuel: 5.6l/100km; CO2 128g/kmDimensions: 3593mm (L), 1597mm (W), 1522mm (H), 2375mm (WB)Safety: 6 airbags, ESC, ABS, TCSWarranty: 3 year/100,000kmResale: 52.8%Green rating: 5 starsFeatures: 14-inch alloy wheels, front power windows, A/C, USB & Aux audio input, auto headlights off, optional full-size spareCHERY J1Price: $11,990Body: 5-door hatchbackEngine: 1.3 litre, 4-cylinder 62kW/122NmTransmission: 5-speed manualFuel: 6.7l/100km; CO2 159g/kmDimensions: 3700mm (L), 1578 (W), 1564 (H), 2390 (WB)Safety: ABS, EBD, ESP, dual front airbagsWarranty: 3 yr/100,000kmResale: 49.2%Green rating: 4 starsFeatures: 14-inch alloys, full-size steel spare, A/C, 4 power windows and mirrorsNISSAN MICRA STPrice: $12,990Body: 5-door hatchbackEngine: 1.2 litre, 3-cylinder 56Kw/100nmTransmission: 5-speed manual (four-speed auto option)Fuel: 5.9l/100km; CO2 138g/kmDimensions: 3780mm (L,) 1665mm (W), 1525mm (H), 2435mm (WB)Safety: 6 airbags, ESP, ABS, EBDWarranty: 3 year/100,000km, 3-year 24-hr roadside assistResale: 50.8%Green rating: 5 starsFeatures: Bluetooth, A/C, 14-inch steel wheels, full-size steel spare, aux in, front power windowsPROTON S16 GPrice: $11,990Body: 4-door sedanEngine: 1.6 litre, 4-cylinder 82kW/148NmTransmission: 5-speed manualFuel: 6.3l/100km; CO2 148g/kmDimensions: 4257mm (L) 1680mm (W) 1502mm (H), 2465mm (WB)Safety: Driver's airbag, ESC,Warranty: three year, unlimited km, 24-hour roadside assistResale: 50.9%Green rating: 4 starsFeatures: 13-inch steel wheels, full-size steel spare, A/C, remote central locking, front power windowsUSED CAR OPTIONSTHERE are a number of options to an all-new light car if shopping for something secondhand and sensible.Among these, Glass' Guide lists manual versions of Honda's 2003 Civic Vi five-door hatchback at $12,200, the 2005 Toyota Corolla Ascent sedan at $12,990 and Mazda's 2004 Mazda 3 Neo (sedan or hatch) at $12,400.The Civic impressed at the time with good interior space and comfort, reliable reputation and a long list of gear including dual airbags, ABS plus power windows and mirrors.The Mazda3 range was an instant hit with critics and consumers, bringing style back to the marque. The Neo's standard gear included air-conditioning, dual airbags, CD player plus remote central locking. Toyota's Corolla has long been a safe and solid performer in the small to compact class; 2005 versions arrived with dual airbags, air conditioning, ABS and proven reliability.

The Porsche Boxster is a fine roadster, always has been. But over those seasons from 1996 to now, the two-seater has morphed into something more special yet again.It now sits on the road as a Porsche in its own right, rather than a cheaper Porsche to shore up the German factory's coffers. The Boxster, even if once dismissed by some as a poor man's 911 and too much a fashion statement for some, has proved worthy of the legendary marque.Today's Boxster offers a fine and sporting experience, quick motoring with experiences as sublime as Porsche's 911.VALUEAt $106,100, a Boxster is not the cheapest soft top on the market. There are others, in the main good cars, such as Mazda's endearing MX5 and the sharp-edged Nissan 370 roadster to consider.But the cachet and the competence of the two-seater Porsche at this price is hard to pass; the Boxster's value lays in a driving experience and refinement which bests many higher-priced machines. Standard features today include the 'communication management' system in the centre console, heated seats and rear park sensors in a well-built and refined sports machine.TECHNOLOGYPorsche link this car back to the 550 Spyder, the 1950s lightweight roadster designed for competition. So this reincarnation is a light, mid-engined, rear-drive sportscar, these days with Porsche Sports Management system to keep the Boxster on the straight ahead.PSM monitors a host of the car's movements, forwards and sideways, sorting out traction, oversteer and understeer. It can be deactivated and the optional $2690 Sports Chrono package allows for higher thresholds of deviance before rebalancing the car.

The US state has authorised the development of rules and regulations governing the use of driverless cars - such as Google's concept car - on its roads.And while these auto-pilot automotives may be still some way down the track the move by the legislators has been welcomed in some circles as an important step toward the future of motoring.Nevada - home to other great gambles such as Las Vegas and Reno - also has a lot of open space and deserts so the driverless cars can be tested with room to move.Internet giant Google has tested auto autos in California over 220,000km but these have carried two people - someone monitoring the gear and another behind the steering wheel in case of trouble.It's claimed cars without drivers would reduce fuel consumption and accidents. Some see the machines used for goods deliveries or taxis.But could you be pulled over after a long night at the local honky-tonk?

THIS Porsche 911 Carrera GTS Cabriolet does not have stereo controls on the steering wheel.Imagine this! In a $300,000 motor car a driver has to reach across and twirl an old-fashioned knob to adjust volume. What in Henry Ford's name are these people thinking?Well maybe, just maybe, the folk in Stuttgart are thinking that anyone smart enough _ in soul and savings _ to buy one of these machines is a tad more interested in listening to the sounds of that rear-mounted motor than Johnny Be Good. Or that anyone smart enough to buy a Carrerra GTS can probably function on more than one plane at the one moment.This is not a Playstation car. It is far more involving than that, far more involved. And yet for all the fury available the GTS is a sweet, well-mannered beast that sits most handsome in the middle of the current 911 pack.VALUEThe GTS Cabrio is one of today's best incarnations of the 911 range. Add a Carrera 4 body to the rear-drive 911, lift power to an even 300kW, add some RS Spyder wheels and here's an impressive Porsche. It is simple, elegant and with more sports character than most. These are the prices for Maseratis and the like; Ferraris are more expensive. Hard to put a value on exclusivity plus engineering.TECHNOLOGYThe 911 3.8 litre's flat six here takes on redesigned intake manifold, modified cylinder heads and engine electronics to gain the GTS 17kW over a 'standard' Carrera.There's Porsche's suspension management system, Porsche's stability management helping out a chassis design that's been refined and refined over decades. (Even if the business of having an engine hanging out the back is a bit old-tech.) The rear track is 32 mm wider than a Carrera S, allowing for extra driver confidence and speed under cornering.DESIGNGo ahead and stare. This is one of the finest-looking, most handsome of 911s to hit the road with simple and bold lines, an elegant sufficiency.Some of this drooling may be prompted by this particular Cabrio being dressed in white with black roof and black wheels adding contrast.The GTS sits wider at the rear with the body 44 mm wider than a Carrera S but the interior is familiar, comfortable and sporting. "When you hold your breath you should at least be able to do so in comfort," notes Porsche's Rolf Frech.SAFETYAlong with Porsche's primary safety features - great chassis management, great brakes and steering _ there's the electronic aids of stability management system, six airbags and pop-up roll bars for the Cabrio.DRIVINGA Porsche 911 never fails to delight and this GTS proves, yet again, how great sports machines can bring life to the most jaded of motorists, adrenalin flowing as the car heads toward the next turn.Down a gear, maybe two, a little brake and turn. Into corner, car and driver balanced between throttle and wheel. Almost out and into the throttle as the machine squats and heads into the sunset.It is not always about driving fast, even if the GTS Cabrio can top 300km/h and jump from 0 to 100km/h in 4.4 seconds. It is not always about cornering with confidence at inordinate speeds and setting brilliant point-to-point times over lonely country roads.Indeed the Cabrio is one of those super cars just as happy about a run to the corner shop. It is always tractable, easy to use in city traffic while remaining a very special car.For there is something, almost intangible, about how the sum of these parts come together in a package that always feels alive, always communicative.Fast or slow, the 911 is forever talking to the driver, whether through that perfectly weighted steering and balanced chassis _ for smooth and linear progress through turns _ or the bark from that engine when prodded _ for smooth and smart progress well past Australian speed limits.It is this balance of power and prowess which makes an ordinary driver look and feel special. And this particular Cabrio ran the optional seven-speed PDK transmission, one of the slickest, most adaptive autos on the planet; this, plus the optional Sport Chrono package, sharpens the experience further with millisecond gear changes and more dynamic engine responses.VERDICTHard to be objective here. Porsche's sporting heritage, the 911 GTS Cabrio's style and punch combine to produce one of the best sports cars, albeit one of the more expensive, for many a day.

IF our maths is right consider this: a Volkswagen Caddy Van could fit some 1800 cans of beer in that big-little cargo area.That'd be some 58 blocks of 30 cans with a spare pair of cartons up front to even out the load. And no doubt the VW would do its level best to haul that cargo _ close on 700kg _ around.We didn't try anything quite that demanding (or rewarding) with this Caddy but did come away with respect for its workman-like approach to business without bruising the workers; small delivery vans have come a long way.VALUEThe newest line of Caddys, released late last year, starts at $21,990 through to $32,990 for the top-spec Maxi version. There's the choice of petrol and diesel engines plus auto or manual transmissions.The Holden Combo (one model only) is $21,280, Citroen's Berlingo starts at $22,990 and there's not a lot of other competition in this area.DESIGNThe Caddy, by default, is a simple and compact box on wheels.But with attention to detail it offers a comfortable driving position, excellent ergonomics and 101 storage spots which include big door pockets with bottle holders, dashboard spots for pens plus odds and ends and a large shelf running across the cabin above driver and passenger. Handy touches run to one-touch electric front windows and daytime running lights.The rear floor, thanks to front-wheel drive, is flat with minimal intrusion from rear wheel arches. The load floor is just over half a metre from the street, back doors open wide and sliding side doors (right-hand one optional) allow easy access to cargo up front.TECHNOLOGYWith speed-sensitive steering, turbocharged diesel and the option of a seven-speed DSG transmission, the Caddy is up there with current engineering for small passenger cars. Differences include the leaf springs out back. The braking system (discs all round) covers stability and traction programs, ABS and hill holder.SAFETYVolkswagen's smallest van arrives with driver and front passenger airbag plus the option of head and thorax bags. There's ESP and ABS among primary safety features and a four-star crash rating.DRIVINGThis little jigger gets up and goes. Okay, so we didn't fill it up with a big load of beer but with two up, light load and full fuel tank, then slotted into Sports mode on the transmission, the Caddy is a mighty quick little cargo carrier.Here the DSG and turbo diesel engine help slip and slot through city traffic with ease. Steering is quick and accurate, quick enough to introduce a little body roll from the high-sided van.And, despite limited visibility with those van sides, the Caddy is easy to park around the shopping centres (rear park distance controls are optional).

Faith based on fear is never complete faith.So fear not this Chevrolet beast. Have faith that it will go, turn and stop with all the balance and road etiquette needed for a six-metre long, two-metre wide, five-seater ute with huge tub out back.TECHNOLOGYA 6.6 litre, turbocharged V8 diesel — with better than 1000Nm of torque plus 296kW of power — is a good start for the 2011 Silverado. A six-speed Allison transmission to help deliver all this is just right. And, once sitting high at the wheel and on down the road a bit, the steering feels right. Initially it seems a touch light at the straight ahead but it's understood this 2.6 tonne ute — what we'd call a full-size, big-boned pick-up — will not be thrown around quite like a Holden Colorado.There's four-wheel disc brakes with ABS (plus exhaust brake), stability control and switchable four-wheel drive to keep the Silverado safe and sure.PRICE AND FIT-OUTIt needs to be big and tough for this is a $115,000, four-wheel drive, dual cab machine able to carry three tonne and tow close on ten tonne.It is an American utility vehicle, converted to right-hand drive by Queensland-based Performax International; a long-established crowd adept at swapping steering wheels on Corvettes, Camaros, Mustangs, Chev and GMC trucks — with others soon on the menu. Customers for big utes range from intrepid travellers to mining executives to equine lovers.The Silverado here was the 2500HD in LTZ trim, leather and lashings of wood grain panelling, dual control air conditioning, trip computer plus big stereo, Blue Tooth and USB plugs. Of pluses in this huge cabin is the excellent fit and finish of the Queensland-made, right-hand drive dashboard which, of course, retains driver and passenger airbags. On the downside, the dial for the lights could be confused with the nearby dial for four-wheel drive high and low.DRIVINGThe Duramax diesel V8 fires with a low growl. (It can be started with the key fob from up to 50 metres, allowing the engine to warm up and air conditioning to kick in.) Snick the steering column-mounted gear shift into D and move off in a gentle, don't-argue manner.Down the highway there is faith in this big Chev to sit sweet and secure on its optional 20-inch wheels. It has the ride comfort and power (unladen here) to more than match it with highway traffic, has the bulk to see further on up the road and the road manners, plus ever-smooth transmission, to slot into traffic gaps (often helped here by others allowing respectable amounts of space).There's a 135 litre fuel tank which would get a bloke a fair way when consumption is running around a claimed 12 litres per 100km mark for light use; that runs up to early 20s when towing. Some dramas arrive when trying to find a park in the local shopping centre; the cabin may fit but then there's that 1.9m x 1.5m tray to accommodate; rear parking sensors are a boon.Yet for the most part this is an easy, comfortable machine to drive. Off the bitumen some of that ride comfort may disappear. It is fine on a good dirt or gravel road but the suspension becomes a bit lumpy and jumpy when the track deteriorates.Best here to slow the show down and, in some cases, engage four-wheel drive high for a little less skittishness. (There is an optional off-road kit though here the Chev's bulk could become an issue, driver and truck will prefer the wide open spaces.) And really it's the towing and the carrying that is the Silverado's forte; the extra differential is a handy piece of kit for muddy paddocks, sandy tracts and the like. The Chevrolet Silverado is a high, wide and handsome piece of kit best approached as a big tough workhorse, an American light truck with a tidy conversion to right-hand drive.CHEVROLET SILVERADO 2500HDPrice: $115,000Engine: turbocharged 6.6 litre V8 dieselPower/torque: 296kW/1037NmTransmission: Six-speed auto + four-wheel driveBody: Four-door uteDimensions: 6090mm (l) 2032mm (w)1905mm (h)Payload: 3010kgTowing: 9843kgWarranty: 4 year/120,000km, 4 year roadside assist

And Ford's F-Series utes, Dodge Ram and Toyotas Tundra could be on the way from this Queensland-based conversion crowd in Gympie, two hours north of Brisbane. Now 21 years old, and with 70 staff, a new 2500sqm factory and production line, Performax is looking to grow from some 200 vehicles a year to 400-500. The show began life as Corvette Queensland but American trucks have been the mainstay for some years; there remains demand across the country for workhorses bigger than LandCruisers and Patrols. The Chev Silverado, crew cab diesel in LTZ trim is the most popualr of trucks. Prices for the big Silverado and GMC utes ran from $80,000 through to $115,000, depending on options. Peformax hold 25-30 in stock; special orders could take four to six months. But while the Australian dollars so strong phones are running hot for American muscle cars, says Performax sales manager Kevin Thoroughgood. The company's conversions, with moulded plastic dashboards, offer fit and finish as good, if not better, than factory standards on vehicles like the Camaro. On a big ute there are around 600 changes, right down to new angles for the driver's pedals. Along with the Gympie outlet, Performax is expanding with licenced dealers across the country, one in New South Wales, one in Tasmania with one about to be confirmed in Western Australia. Sydney and Melbourne are next on the list.

Subaru Forester X and Holden Captiva go head-to-head in this comparative review.

….but on an apprentice mechanic's wage these were well out of reach. But after months of walking 8km to and from the railway station with his tool box, young Tim stopped in at a dealer's yard in 1988 and was directed to the crap trade-ins down the back. There sat a 1970 Mazda Capella with bullbar and blown head gasket, a $200 deal. Over the next 270,000km Tim couldn't break that sedan, fell for the marque and Japanese machines in general; in a major way. And so today he has a collection of 60-odd old Japanese vehicles, 70 per cent of these Mazdas, parked on a south-east Queensland hilltop. But the prized possession is a rare 1964 Mazda B1500 ute. "I've had a phone call from the Mazda museum in Japan, offering a reasonable-size cheque," says Tim. "But history wise I think it should stay here." But he's happy to help the Mazda folk - who've now discovered 'a handful' of old utes - recreate another B1500, designed and built to compete with Toyota's Stout. Tim Holland is the third owner of his 'twinkle blue' (a true factory colour) machine, one of the first batch imported into Australia through Brisbane, costing some 800. He spent three years restoring the rare workhorse "but it's still a challenge to drive". In the 1960s Mazda was considered the pick of the Japanese brands by importers Westco, says Tim. And Westco believed the B1500's drivetrain the most robust to be offering farmers and the like in Australia; sold alongside the compact Carol 600 sedans these are reportedly the first Mazdas sold officially on the eastern seaboard. Tim's ute was driven off the Brisbane docks in the dead of night and hustled down to a bodybuilder to fit a locally built styleside rear tray; only five were sold with this tray, Westco soon realised most users wanted a dropside body. This particular 1964 ute measures 4150mm long by 1510mm wide, sitting on a 2495mm wheelbase. Australian vehicles also scored some body bling _ side mirrors and chrome strips on the mudguards. Power _ 60hp _ is supplied by a 1484c, four-cylinder engine and rationed out through a four-speed gearbox controlled by a steering column-mounted shift. "And yes, there are some brakes on these, four-wheel drums that need driver and passenger on the pedal," Tim says. And while he will not part with this ute, there's another sitting among Tim's fleet that won't be leaving this paddock _ a forlorn 1986 Capella. He didn't have the heart to send that one to the crushers when he moved recently As for the rest of his Japanese treats, Tim has plans to build a museum, an RSPCA for old Japanese vehicles. "They're things that not everyone appreciates," he admits.

While customers in parts of the United States, and most of Europe, prefer classic whites, blacks, silvers and greys, Aussie Ford buyers tend toward blues and strong citrus colours, plus metallics for premium cars. Choices here are shaped by climate and culture, says Ford Australia's colour and material design manager Emily Lai. "Our climate is bright and rich, making for an intensely coloured landscape," Lai said. "Australians also have a strong outdoors lifestyle and their high participation in sports from a young age means many people have a preference for more sporty, active colours." A strong economy helps create a focus on the latest in fashions, which flows through to vehicle colours. With the XR series representing some 40 per cent of Falcon sales, there's a strong interest in bright shades such as Nitro blue and Sunburst. But there are some regional variations with Sydneysiders and Melbournites looking to sporty colours, and dark metallics, for Falcon while heading into Queensland customers opt for lighter colours, Lai said. Australian government and fleet buyers are sticking to the safety of traditional whites, silvers and blues. Elsewhere in the world French and Italian buyers favour cream cars, the Irish silver, Danish black and Belgians grey. In the Czech Republic it's blue. In New York and Los Angeles grey and silver are the most popular choices while it's white in San Francisco and black in Boston. Red has faded as the most popular of European colours but white is the new black in that part of the world with dark greys, blues and blacks popular as they are in European men and women's clothing. Ford group's chief designer for colour and materials Susan Swek says it's important to get the right colour into the market at the right time. "Too early and it won't have registered on customers' radar. Too late and the popularity of a particular colour may have already reached its peak."