Articles by Neil Dowling

Reliable, economical, ruggedly built, practical and affordable — with few vices. If you drove a Beetle, you were personally releasing those characteristics. You were, in effect, living the car.The Beetle is dead, but embodying motoring in one of its simplest, most captivating forms, is a rising star — the Mazda MX-5.I didn't think this little convertible could so magically sway a person until I watched an old mate of mine, who, while admitting to appreciating cars was never one to become enthused, fall under the MX-5's spell.Jim bought an old MX-5, the one with the flip-up headlights. It came from Japan, second-hand, painted red and with over-width, non-original wheels. Not tired, just used.Jim drives it with the roof down. I asked about the state of the fabric roof. He didn't know, given he has not seen the car with the roof up.The weather didn't bother him. When it came, he was always dripping wet and tinged with blue.But even though he wasn't a car enthusiast, he never stopped raving about the MX-5.The latest one is just as lovable, just as simple and just as much fun.Though the 2006 MX-5 is bigger, more powerful and more lavish, little of the original car has changed.It seats two, has some room for luggage, a 50/50 weight distribution, an engine in front and rear-wheel-drive, and the manual fabric hood can be erected more quickly than any electrically driven job.The latest MX-5 gets the two-litre engine from the Mazda3, a standard six-speed manual and the option of a clever six-speed automatic, more fruit for the cabin but not too much more.The price starts at $41,860 and rises by optioning the automatic gearbox and a hardtop, or the higher-spec Bose sound system.Not a cheap car, certainly, for something that appears quite small. For sports enthusiasts, it's also right on the money for a Subaru WRX, which has faster acceleration, quicker cornering and four seats.But that's not the point.The MX-5 is in a different league.This is a car that became a classic in its first year of manufacture.Despite its popularity, and the numbers on the street, people still gawk when one drives past.Women yearn for one, men yearn for the ladies and so want an MX-5. It's foreplay on wheels.In the metal, this is a small car. Yet, despite its exterior dimensions, it will take a 1.85m (6ft 2in) driver with ease, with plenty of cabin width and without this driver having to stare under the windscreen top rail.It has a superb dashboard highlighted by piano-black horizontal trim, big dials, neat switches and everything is accessible.The boot will take a fair amount of luggage, but that's only because there is no spare wheel. Mazda supplies a compressor and an aerosol kit, so lots of luck.If you get a puncture, quickly choose between the passenger and the beautiful 17-inch 10-spoke alloy rim and its punctured tyre because there's no room in the car for both.Other than that, the MX-5 has a lockable personal storage binbehind the seats, a centre space with two cupholders, a lockable glovebox and door pockets.The high engine revs when cold and on overrun are annoying, and the steering wheel appears to be bigger than before and is no longer made in Italy. But ignore all the above if you love driving.The more you drive this car, the better you start to appreciate the art of driving.You don't need speed for it to relay how accurate it is at turning a corner, how responsive the accelerator is at putting power to the road, and how cleverly it quickly starts to become an extension of yourself.On the track it was such a simple car to punt: Point at the corner, turn the steering wheel. If the front slides wide, lift the accelerator to correct. If the back comes out, lift the accelerator to correct. Even Homer Simpson couldn't fail.The ride may be firm and the bumps may hurt your butt, but this is a car that is almost raw in its relationship with the driver.The six-speed manual box is crisp and the throws between the ratios are quick and sharp.The clutch is light, the steering responsive and the brakes are simply magnificent.When the harsh summer sun goes down, it's a single-handed movement to retract the hood.Only on the freeway at 100km/h does the cabin become a bit windy, though that's solved by winding up the windows.Swapping to an automatic, I thought the whole game was over. But it actually got better.The six-speed auto has almost all the handling acumen of the manual, but with a lot less stress.The box is controlled by moving the gear lever or by flipping paddles on the steering wheel. Or, if you're slack, just put it into "D" for Drive and enjoy the ride.Certainly, in the city and suburbs, the auto makes more sense. It's easy to drive and you lose very little performance. Hell, you can only do 60km/h, anyway!I just love this car.I don't believe this is a car of the year (it isn't that good), but it's still possibly as close as anyone's going to get to the perfect two-seater convertible.

The chopped-top Chevy, the product of an unprecedented yet short-lived time of post-war expressionism, looked mean and threatening.The 300C of today has the same attitude. It's just that once inside, this one is a pussycat. Ford, who went on to bigger things, would be right at home.The 300C marks Chrysler's return to a rear-wheel-drive large-car platform. It is yet another vehicle to benefit from the Mercedes-Benz-Chrysler merger. In fact, about 20 per cent of its parts are Mercedes-sourced, including the multi-link rear suspension, steering column, and the five-speed auto transmission from the E-Class.It's also the second model, after the Grand Cherokee, to arrive here with the big-bore 5.7-litre HEMI V8 engine. If that's too big and thirsty, there is a smaller 3.5-litre V6 engine that is cheaper. But, externally the car is the same.Clearly, the look of the 300C is the key to its success. In January, the 300C outsold (133 cars) its class rivals, the Holden Statesman (120) and Ford Fairlane (55).Forget the fuel crisis. The reason the Yank won this race is because it is distinctive. Nothing shares its styling and, as buyers seek to stamp their individuality on their possessions, wacky things like the 300C have become popular.Don't forget it's pretty good value for money, especially if you put a price on being different.The V8 costs $59,990, while the V6 is $6000 cheaper, at $53,990.Standard in the V8 are leather upholstery, electric front seats with memory, electric windows and mirrors, cruise control, rain-sensing wipers, climate control, rear-park assist and six airbags.The more lavish V8 also has a premium seven-speaker Boston Acoustics sound system.The only options for the V8 are premium paint ($370), and electric sunroof ($2430), with possibly a satellite-navigation system added to that list in the future.The interior has strong overtones of the 1950s and 1960s, not necessarily in styling, though there are hints of yesteryear, but more in cabin space.The seats are thick and armchair-like, the side windows narrow to create an impression of intimacy, and chrome highlights reflect luxury.Comfort is first-class for the passengers, though the driver may have to battle to get comfortable behind a steering wheel that has no telescopic adjustment.It has an attractive instrument layout and, tilt the head slightly upwards and there's a broad bonnet. Seeing a bonnet from the driver's seat of a car built in the third millennium, is like a country lad seeing the ocean for the first time.As you would expect, the ride comfort is first-rate, with the big chairs and compliant suspension providing a smooth journey.Surprisingly, this big US lump actually handles well through bends. What could have rivalled jelly for cornering, is more like a fruity, firm Christmas cake.There is understeer, but that's found at relatively higher speeds.Its handling is helped by a good list of safety gear, including Electronic Stability Program, Emergency Brake Assist, Traction Control System and ABS brakes.Throw the 300C into a corner and the ESP shows it is working by some noisy clunks under the body and noticeable retardation of the engine.It's a nice, safety feature that goes with features such as the six airbags, side mirrors that dip when reversing and the ultra-bright xenon headlights.Yes, the V8 is pretty much out of the dark ages, but it performs as good as a more modern engine.It is helped by some electronic aids and the silky five-speed auto gearbox.It's quick off the mark, responsive for overtaking, and quiet when treated gently, but sounds magnificent when on song. It is also thirsty.A combination of city, suburbs and country saw the test car clock 13.9 litres/100km. After a track session it was in the 16s.Apparently you can save fuel by taking it easy and the ability to cut fuel to four cylinders when idling or coasting also helps.It didn't help me much, though I'd be prepared to pay the fuel bill just to enjoy the car.I like this car — a lot! But why the hell is there a space-saving tyre in a car competing against big Aussie saloons? Simply ridiculous.Without a proper spare, I'd be reluctant to take it too far into the country, which is a pity because this would make a superb cruiser. Maybe it's best suited just to city cruising, with Harrison Ford at the wheel . . .

Despite the translation of the name, the Viva may not even inspire much cheer — but at least Vegetarians International Voice for Animals — yes, it does exist — can empathise.Though the name has connotations of fun, relaxation and good cheer, Holden's Viva hatch is less promising. But the former Daewoo Lacetti presents as a neat, attractive and well-sized car that, at $17,990 for the manual version, is good value for money.For Holden, the Korean-made Viva offers buyers a car the size of its Astra for a saving of $4000 — and, for that price, the Viva is well equipped.It comes with airconditioning, electric front windows and mirrors, four-wheel-disc brakes, four airbags, an MP3-compatible CD player with controls on the steering wheel, tilt and telescopic steering-wheel adjustment, remote central locking, height-adjustable driver's seat, five lap-sash seat belts, split-fold rear seats and a full-size spare tyre.The Viva comes as a sedan, wagon or hatch, the latter going on test here with the $2000 option of an automatic gearbox.And that's pretty much all you need. Well almost.Those who remember my recent road test on the Holden Barina — also made in Korea by Daewoo — may recall I criticised the performance of the engine for having "a few ponies missing" — too little horsepower.Well, I've found those ponies. All three are under the bonnet of the Holden Viva.That may not be totally correct, but that's what it feels like to drive the automatic Viva.Mated to an automatic gearbox, the 1.8-litre four-cylinder engine — made by Holden in Melbourne — refutes its capacity by being, frankly, gutless.The gearbox isn't too bad, with four gears and a ragged-gate shift pattern to prevent accidental changes, and there's no sequential manual mode.Once it reaches its desired speed, it cruises quietly, comfortably and fuel efficiently.The Viva's long wheelbase contributes to the ride comfort and, theoretically, should aid handling through the corners.But while Holden has done a lot of work in tying down the body to make it handle, the Viva has none of the predictability and sure-footedness of the Astra.I would suggest that Viva buyers aren't Astra buyers, and vice versa. Simply, you get what you pay for.The cabin is pleasantly designed, with a soft-feel plastic dash usually found on more expensive cars.This is punctuated by round vent outlets but, while these are quite big, you need a high fan speed to pump cool air around the cabin.The seats are relatively comfortable, though there's little lateral support, but the Viva is a few hundred kilometres away from being a sports car, and easy seat access is more important than body support.It's a nice car for a decent price, but not something to sing about.