Articles by Neil Dowling

The petrol-powered rotary is promised within three years as Mazda - the only company to make a long-term commitment to the rotary design - works on three separate projects for the powerplant. Apart from the overhaul of the engine currently used in its RX-8 it is developing a rotary that runs on hydrogen and another that powers an onboard generator to drive the car - in a similar way to the Chevrolet Volt - through electric motors. The new petrol rotary is aimed for a two-seater coupe expected within three or four years and, although Mazda isn't saying anything about the car, it's an open secret that it is working on a revival of the RX-7 which was its sports car headliner for more than 20 years. It is more open about the engine. "The rotary is being developed but we have to finish our work on the Sky-G and Sky-D internal-combustion engines first," says Mazda general manager of Powertrain Development, Mitsuo Hitomi.  "It will have fuel economy close to the Sky-G engines." The Sky-G engine development, to be seen in Australia next year likely in the 2011 Mazda3, is a 2-litre petrol engine with a fuel consumption average of less than 6litres/100km. Mazda's senior program director of research and development, Seita Kanai, says Mazda is not going to abandon the rotary. He sees its ongoing development as part of Mazda's future of diversifying its vehicle development. However, he admits the return on the rotary is very small.  "It is an unpolished diamond. And the diamond needs polishing," he says of the rotary. "There are 100 engineers working on the rotary. There are one million engineers working on ICE (internal combustion engines). So we will apply all our efforts to make the rotary work properly." Hitomi says that the same principles that make the Sky-G engine series more fuel efficient and torquier are being applied to the rotary.  "This includes making the engine a long stroke," he says. "You can do that with a rotary - but of course it's a different technique to an ICE. The spark plug area where the compression takes place can be changed considerably. "The rotors can also be made slimmer which is part of changing the compression ratio. Then can also remove a lot of weight in and around the engine." Hitomi says that after the rotary development work his team will go back to the Sky-G and further improve its economy and emission levels.  "We can do a lot better with Sky-G," he says.  

For a 50 year old, the Ford Falcon is looking pretty hot. I know a few people who are the same age and have been through practically the same bodywork changes, costing about the same price, and still don't turn heads like the Falcon.Upgrading bits and pieces of humans can be difficult to interchange but though car components make the upgrade process less traumatic, it still carries the weight of time and cost. Which is why the Falcon today looks a lot like the Falcon of five years ago. But it's still neat as a pin and chamfering the tail and nose has made it appear more compact, and even sporty, than its near-5m length would first suggest.MechanicalThis is, along with the Commodore, the essence of Australian motoring. There's a six-cylinder engine up front driving the rear wheels and all set in a three-box shape. It's been this way since most of us care to remember and while the rest of the world has gone all space-efficient, we as a nation defied offshore trends. That could place the Falcon in a position, which has often been hinted, similar to that of the dinosaurs as they eyed off a rather conspicuous comet flaring through the skies. But it has yet to make a dent with the potential calamity of the comet.Against the Ford Mondeo, front-wheel drive hatchback made somewhere else, the Falcon could look aged. The Mondeo is roomy, has a versatile cabin, has a small four-cylinder engine that claims frugal manner and won quite a few awards in Europe. But behind the wheel, the Falcon is more confident, more comfortable, far more engaging and heaps more powerful than the Mondeo. And the real-world fuel consumption is similar.On top of that, despite niggling quality issues and noises from a band of owners about specific issues, Falcons can be durable. It's why taxi owners all over Australian capital cities regularly flock to auction houses to buy a used Falcon, much to the chagrin of Ford Australia.Falcon prices start at $40,290 and close out with this model here, the $59,447 G6E Turbo. For this volume of cash you get a sedan that goes like stink, is one of the country's safest cars (should you go like stink) and has practically every feature you'd want in a car from leather to eight-speaker sound.DrivingIt drives great, too. That's a lot to do with the steering and suspension which, though firmer than some may expect, are sufficiently in sync with the stiff body to produce a taut machine through the bends. But the key element is the engine. This is the same as the XR6 and whacks out 270kW and 533Nm of torque which is laudable given the history of this powerplant.Torque is flat from 2000rpm right through to close on 5000rpm and this plateau of oomph is responsible for the G6E Turbo being virtually permanently on heat. Chase out of a corners and the six-speed auto will slot into the right ratio for maximum acceleration. Or, flick the gearshifter to sequential manual mode and change cogs yourself.It's a very good gearbox, after all, it's in machines such as the latest Jaguar and Aston Martin, but the shift in the tester was surprisingly lumpy. Not hard, but it pronounced the upchanges more than you'd expect.I mentioned that this isn't as space efficient as its sister, the Mondeo, and that means the boot is big, but could be bigger, and the central prop shaft makes it hard to find a comfortable place for the rear seat's centre passenger. But the features and fittings are excellent and drivers commented on the plush look of the piano-black dash trim, the ease of switchgear and the usefulness of the central monitor.I really liked this. True, most are bought by fleets or packaged up in the salary for top-end employees. But it's still an enjoyable car to drive and that's not something you can say about most Australian fleets.FORD FALCON G6E TURBOPrice: $59,447Engine: 4-litre, inline-6, turbochargedPower: 270kW @ 5250rpmTorque: 533Nm @ 2000-4750rpmFuel: Standard unleadedFuel tank: 68 litresEconomy (official): 11.7 litres/100kmEconomy (tested): 11.8 litres/100kmGreenhouse: 278g/km (Corolla: 175g/km)Transmission: 6-speed automatic, sequential; rear-driveBrakes: 4-wheel discs, ESC, ABS, EBD, brake assistTurning circle: 10.8mSuspension: struts, coils (front), multi-link, coils (rear)Wheels: 18-inch alloy, 245/40R18 tyres; space-saver spareLength: 4970mmWidth: 1868mmHeight: 1433mmWeight: 1745kgTow (max): 2300kgWarranty: 3yr/100,000km, roadside assistService: 15,000km

Audi is launching its luxurious all-alloy A8 saloon this month with stop-start technology - becoming Australia's first car with a full-automatic transmission to use the fuel-saving feature.  It will be standard only on Audi's 3-litre V6 turbo-diesel model that has an eight-speed Tiptronic automatic. Bosch, which makes the stop-go system and to date has produced 1.5 million units, says that in a full automatic, it can save up to 8 per cent of fuel by automatically turning off the engine when the car is stationary. The engine restarts simply by the driver taking pressure off the brake pedal. Audi isn't alone. BMW Australia says the new X3 SUV, expected here early next year, will be the first fully-automatic petrol fuelled car with the fuel-saving feature.  Currently, some car makers offer stop-start only in models fitted with manual transmissions. This month, BMW introduced its M3 range with stop-start, including the dual-clutch automatic models.  "Technically, the M3 has an automated manual gearbox and unlike the X3's full-auto with torque convertor," says BMW Australia spokesman Piers Scott. Bosch has made stop-go systems for the DSG transmission of the Volkswagen Passat and Porsche Panamera, the Fiat 500's automated manual, and the conventional torque convertor of the Audi A8 diesel.  Bosch claims the stop-go system in an automatic transmission will reduce fuel consumption and CO2 emissions by up to 5 per cent on the highway and up to 8 per cent in the city.

The rotary dial for selecting drive — 2WD, 4WD High and 4WD Low — is off to the left, alongside the cavernous glove box.  And the footwell for the driver is cramped to the left so there's no distinct rest, though there's plenty of foot room atop the transmission hump.They are small signs that this was originally a left-hand drive US of A-bred machine. But the signs, unlike the vehicle, are small enough to overlook.  The F350, along with a few other F-Trucks from the F250 to F450, is imported with the steering wheel on the wrong side and then converted by extensive engineering and clever cabin work.The utes come into Melbourne brand new and are immediately pulled apart. The dashboard gets junked and a new right-hand drive version installed. Other components, such as the steering system, are also replaced.  The result is a vehicle that assumes all the poise and character of a machine that was originally engineered as a right-hand drive.DrivingIt sits confidently on the road because of its steering and suspension alterations and because it's 2m high and 2m wide and weighs 3.6 tonnes.  And the wonder of it all, from the eyrie-like cabin, is that once you accustom yourself to the ballroom dimensions behind you, it is as easy to drive as a Falcon.The engine sets the theme. The stater motor winds up at frightening speed and promptly kicks the monster diesel alive.  There's no mistaking the diesel growl at idle but click the column shift gear lever into Drive and it settles into a lazy, muted rumble.Maximum torque hits at 2000rpm so there's no need to keep prodding the accelerator.  It'll run with some of the best utes from the traffic lights and every upchange brings another kick forward.Freeway cruising is an easy 100km/h at 1700rpm with plenty left to squirt past slower traffic.  It becomes so confident that, for a moment, you forget what you're driving. I easily slid into a roadside park bay and nonchalantly eased my age from the cabin.I thought I did a pretty good job until I saw that the ute was hanging over the end of the bay's white painted perimeter by a good 2m. Nothing in the street could accommodate the F350, so I set off in search of an unmarked section of street.More caution was exercised in the dirt. The 4WD writing on the flanks of the ute indicated this has potential in the dirt but I was only about 2km into a dirt route when fear drew over me like a cold blanket.I was by myself. I was in a 4WD area but it was mid-week and I was alone. The ute was starting to find difficulty and I was already in low range.  And I figured that it would take about six days and a couple of heart attacks for me to dig out this 3.6-tonne thing if it sank. So I carefully reversed out.Back on the bitumen the ute continued to surprise. The agility of the F350 isn't expected. Neither is the comfort and quietness of the cabin.  The Lariat model tested gets full leather upholstery and wood garnish. It seats five adults with all the room any rear passenger could want.That back seat also folds up and a steel panel beneath becomes a cargo floor for storing stuff that needs the security of the cabin.  This is the top-spec F350 and standard features include electric telescopic and folding side mirrors for towing, 6-disc CD audio, rear sliding window, electric front seats with heating, dual-zone airconditioning, cruise control, rear camera (screen in mirror) and a sunroof.There's also a trailer-brake controller to keep in check the 5.7 tonnes of mass that you're hooked up to.  Out back the bed has handy fold-out plastic railings — called a bed extender but more like fences — to either extend the cargo area over the opened tailgate or reversed to create a smaller, safer area to store goods.And to get up onto the tray, the tailgate contains a slip-out, extendable step and a hand rail that locks into position. There. You're done now.Ford F350 LariatOrigin: USAPrice: $154,990Engine: 6.4-litre, V8, twin-turbo-dieselPower: 261kW @ 3000rpmTorque: 885Nm @ 2000rpmFuel: DieselFuel tank: 143 litresEconomy (tested): 19 litres/100kmEmissions: n/a (Corolla: 175g/km)Transmission: 5-speed automatic; part-time 4WD; 2-speed electric transfer caseBrakes: 4-wheel vented discs, ABS, EBD, traction conrolTurning circle: 12.2mSuspension: Front _ Live axle, coils; Rear _ live axle, leaf springs, staggered shocksWheels: 18-inch alloy, 275/70R18 tyres; full-size spareLength: 6155mmWidth: 1998mmHeight: 2023mmWheelbase: 3900mmGround clearance: 195mmWeight: 3608kgTow (max): 5200kgWarranty: 3yr/unlimited kmService: 15,000kmRivals: none

Its Mercedes CLS lookalike, the A7, arrives before mid-year in 2011 as a Sportback but already Audi has hinted at convertible and a coupe spinoffs. There's even an S7 and RS7 in the wings that are set to take on the Porsche Panamera, Aston Martin Rapide and Jaguar's supercharged XJ Sports. The A7 sits tightly between the A6 and A8 sedans and shares engines and transmissions. It has the same platform as the Audi A8, but gets the CLS tear-drop styling treatment and a cheaper price. Audi Australia isn't talking about the A7 but expect a top-line 4.2-litre V8 quattro to cost about $195,000. That's a $10,000 discount on the A8 with the same mechanical specifications. Audi Australia spokesperson Nadine Giusti says 'we cannot yet give you timing for local market launch. It will arrive here in 2011 but we cannot be more specific than that - it is too early for us to confirm'. However, she says hopes are high for sales success. "We believe the car will do extremely well here," she says. The A7 is to get Audi's ubiquitous 3-litre V6 turbo-diesel, which is likely to be the entry-level version, and get a price tag of about $140,000. Audi is aiming to lure CLS fans and pick up those enamoured by BMW's 5-Series GT. Getting buyers into the four-ring brand starts with the A7's style, then extends to features including the panoramic glass roof, high-end leather and wood, large pop-up monitor, electric rear hatch, acoustic windscreen and optional heads-up display. The four-seater has a huge rear hatch over a luggage area of 535 litres, expanding to 1390 litres with the split rear seats folded flat. The Audi A7 comes out of the Audi Sportback Concept that went on show at the Detroit motor show three years ago. It gets carry over items such as 20-inch wheels, LED tail lights and front eyebrows, and the long tapered rear deck. Future models based on the A7 Sportback are a cabrio - which will be Audi's biggest ragtop and take on the Mercedes E-Class and even SL models, and a coupe to rival the Mercedes E-Class and BMW 6-Series.

After a lifetime of sporty rear-drive motoring, the German brand is about to tap its front-wheel drive experience with Mini to create a new baby car to compete with the Audi A1 and new-generation A-Class from Mercedes-Benz.  It could be hard to find a name, as BMW is already right at the bottom with its 1-Series, but the move is definitely happening. "It's definitely something we are looking at – but there's no timing on this," says a BMW insider.  The Mini is made as a front-wheel drive or all-wheel drive - the latter perfectly suiting BMW's reputation as a builder of sports-oriented vehicles. It also eases BMW from its strait jacket policy as a manufacturer only of rear-drive - and in some cases all-wheel drive - cars.  While Mini spokesman Cypselus von Frankenberg won't discuss the rumour, BMW was less guarded. A spokesman - who declined to be named - admitted the company is seriously considering a model smaller than the current 1-Series.  The proposed BMW could use the Mini Countryman platform that, in one form, is all-wheel drive. Unlike other Mini models, the Countryman is made in Austria, close to BMW's Bavarian base. Mini and BMW have, until now, not shared components. But the rumour of the compact BMW with Mini underpinnings coincides with the next Mini diesel that has a BMW turbo-diesel powerplant.  The 1.6-litre turbo-diesel, which arrives in the Mini later this year and replaces the current diesel, is a 2-litre BMW engine that has been reduced in capacity. Mini has confirmed it will move into motorsport using the all-wheel drive platform of the Countryman.  Initially it was hinted that a short wheelbase version could be made with all-wheel drive and that this could form the platform for a 1.6-litre world rally championship series. Mini, however, has denied it will make a short version of the Countryman and points instead to the forthcoming front-drive Mini Coupe as the source of the rumour.  Spy shots have been shown earlier this year of a high ground clearance three-door Mini concept called Canyon. But Mini has categorically denies it will make a short wheelbase all-wheel drive car, saying it is already heavily involved in pre-production of the new Coupe and Roadster variants.

Carsguide has seen the car in Munich and can confirm the early details, despite more than a year of official denials.  The pocket rocket will be called the 1-Series M Coupe - not the M1 - will be powered by a 3-litre turbo petrol engine with as much as 270 kiloWatts, and will be priced right on $100,000.  That will place it in similar performance territory as the M3 but with a $60,000-plus discount. The baby M Coupe has been mooted for some time. In Munich last week, the car sat in the M Division carpark and though it was accessible to journalists, BMW engineer Albert Biermann would not allow the bonnet to be lifted and would not confirm firm specs for the powerplant. Despite the cars quad tail pipes, it is not a V8 and doesn’t have a bonnet bulge for the bent-eights intake box.  It is more likely the 3-litre in-line six from the new Z4 335si but with a power upgrade from its 250kW. Think 255kW-270kW. It could use one of BMWs new line of twin-scroll turbochargers rather than the bi-turbo set up of the 335i range.  Biermann says the 1-Series M Coupe will have the same power and torque as the E46 M3 built from 2000 that had a 3.2-litre six cylinder engine. The E46 pumped 252kW and 365Nm and covered the 0-100km/h sprint in 4.8 seconds. But the 1-Series will be faster, he says. While the 1-Series gets a bigger engine to do battle on the streets, other Ms are going the other way.  Biermann says the next M5 – due late next year – would lose the V10 engine in favour of a turbocharged V8. The next M3, however, will stay with a V8 engine although it may be downsized.  The smaller powerplants are being introduced to lower emissions and fuel consumption. But Biermann is adamant performance won’t suffer as the M division continues to exploit weight-saving methods. Further use of carbon-fibre, magnesium and aluminium are mooted.

But though Europe's top-selling Volkswagen Golf is in the five-door Mini Countryman's sights, in price and its ability to be tailored to each buyer make it appeal more to the prestige car buyer and, in doing so, ironically, compete with products from its parent BMW.Mini today said the Countryman, which goes on sale in Australia in January at pricing and final specs still unknown, puts 'clear water' between it and the existing Mini models and claims the bigger hatch will lure a different audience.That may be true. Inside the Mini Countryman uses its 130mm longer wheelbase to offer excellent legroom for the two rear passengers - a three-seat rear bench is available as an option - and its high profile for a tall ceiling height.It is clearly aimed at the Mini buyer with more than one friend and though rival five-door cars can offer more room in the boot and a cheaper price tag, nothing really spells exclusivity like this latest model. In the flesh, it's big. At 4.1m long it is almost medium size hatch class and that is enforced by its near 1.6m height.The wheels are 17-inch - though 16s are standard on the base model and 8s are available - and pump out the guards so that, combined with the 'wheel at each corner' design, make it look even more toy-like than the three-door model. But it is balanced - certainly more so than the asymetrical lines and doors of the Mini Clubman wagon - and attracted curious but not divergent opinion this week.Part of the reason for the acceptance is that the Countryman is presented as an all-wheel drive. Mini doesn't exactly term it an SUV because it doesn't see it ever being a softroader. Rather, it points to the AWD system - an on-demand system from Haldex - as providing extra traction for those icy or gravel roads that may be an impediment to reaching your favourite ski field or surf spot. Global car audiences love SUVs and even pseudo-SUVs.Mini says that the Countryman "bridges the gap between the classic Mini concept and a state-of-the-art Sports Activity Vehicle"."The design of the Mini Countryman exudes originality, performance, a dependable robustness and versatility. And yet the customary MINI charm and individual allure remain resoundingly intact.''There's no new badge to identify the Countryman. Rather, trainspotters will need to pick out the five-door design and if in doubt, will recognise the Countryman's hexagonal-patterned grille that stands more vertical than that of the other Mini models.The engines will follow existing Mini trends in Australia, with Cooper and Cooper S in diesel and petrol confirmed but Mini says the full John Cooper Works program is unlikely.

The Mini goes maxi with its beefed up Countryman this week hitting Europe's packed small car hatch market. But though Europe's top-selling Volkswagen Golf is in the five-door Mini Countryman's sights, in price and its ability to be tailored to each buyer make it appeal more to the prestige car buyer and, in doing so, ironically, compete with products from its parent BMW.Mini today said the Countryman, which goes on sale in Australia in January at pricing and final specs still unknown, puts 'clear water' between it and the existing Mini models and claims the bigger hatch will lure a different audience. That may be true. Inside the Mini Countryman uses its 130mm longer wheelbase to offer excellent legroom for the two rear passengers - a three-seat rear bench is available as an option - and its high profile for a tall ceiling height.It is clearly aimed at the Mini buyer with more than one friend and though rival five-door cars can offer more room in the boot and a cheaper price tag, nothing really spells exclusivity like this latest model. In the flesh, it's big. At 4.1m long it is almost medium size hatch class and that is enforced by its near 1.6m height.The wheels are 17-inch - though 16s are standard on the base model and 8s are available - and pump out the guards so that, combined with the 'wheel at each corner' design, make it look even more toy-like than the three-door model.But it is balanced - certainly more so than the asymetrical lines and doors of the Mini Clubman wagon - and attracted curious but not divergent opinion this week.Part of the reason for the acceptance is that the Countryman is presented as an all-wheel drive. Mini doesn't exactly term it an SUV because it doesn't see it ever being a softroader. Rather, it points to the AWD system - an on-demand system from Haldex - as providing extra traction for those icy or gravel roads that may be an impediment to reaching your favourite ski field or surf spot.Global car audiences love SUVs and even pseudo-SUVs. Mini says that the Countryman ''bridges the gap between the classic Mini concept and a state-of-the-art Sports Activity Vehicle''.''The design of the Mini Countryman exudes originality, performance, a dependable robustness and versatility. And yet the customary MINI charm and individual allure remain resoundingly intact.''There's no new badge to identify the Countryman. Rather, trainspotters will need to pick out the five-door design and if in doubt, will recognise the Countryman's hexagonal-patterned grille that stands more vertical than that of the other Mini models.The engines will follow existing Mini trends in Australia, with Cooper and Cooper S in diesel and petrol confirmed but Mini says the full John Cooper Works program is unlikely.Speaking at the Mini Countryman launch in Hamburg yesterday, Mini’s product communications director, Cypselus von Frankenberg, says the bigger model has “more rational appeal’’ compared with the hatchback’s “personal appeal’’. “There’s nothing really that it competes with,’ he says.He says that people choosing the Countryman – a name borrowed from a 1960s wagon version of the original Mini – would include “loyalists who want to remain with the brand but for lifestyle reasons want more room’’.He also seeks DINKS (double income, no kids) look at the Countryman because of its all-wheel drive option and as a way of suiting their interests in outdoor pursuits.“It is a pathway car – it will keep the buyers in the Mini brand for longer,’’ he says.  When asked if the Countryman would erode sales of the Clubman – itself a slow seller – Mr von Frankenberg says each has unique appeal.“It (Clubman) has always been ‘the other Mini’ and is popular in a niche private buyer sector but also with fleets,’’ he says.“Its appeal is enough for it to stand alone.’’  The car will get a carryover 1.6 normally aspirated and 1.6 turbocharged petrol engine that it shares with the Peugeot 207GTI.  But it will get a new turbo-diesel that is from the BMW range.The 1.6-ltre turbo-diesel is a downsized version of the 2.0d BMW engine used in its 1-Series and 3-Series models.  It is more economical that the engine it replaces, cutting emissions below 100g of CO2 per km to 99g/km CO2, and has an average fuel consumption of 3.8 litres/100km, beating the existing engine’s 3.9 l/100km.You can dismiss the Countryman as being just another Mini with the same characteristics, charms, idiosyncracies and looks. And, given there is a lot of common components – especially in front of the driver’s eyes – it’s easy to make judgements based purely on aesthetics.But this Mini doesn’t behave like the other Minis.  Thanks to all-wheel drive and different suspension and steering, the Countryman is a superb cruiser that doesn’t mind a bit of dirt under its wheels.Through fast flowing German traffic, the Countryman – tested only in AWD and with the sweet carryover 1.6-litre turbo-petrol engine – didn’t embarrass its occupants by keeping up with even the quickest fellow travellers.The six-speed manual was a bit vague which slowed down the shift speed, but when that torque started pouring through from just under 2000rpm it created a swift mid-range tourer ideal for overtaking and with reserves of punch for mid-corner manoueves.Subtle – yet important – changes have been made to the steering. By comparison with the hatch, the Countryman’s electric assist has better feel and is less likely to find a dead spot just off centre.Some of this improved feel is due to the all-wheel drive and some to the more rigid chassis that resulted in the stiffening needed to support the AWD components.The Countryman in AWD (Called ALL4) Cooper S guise weighs 1380kg – 250kg more than the equivalent hatch version – though the extra lard is masked beautifully.The Countryman has a loping attitude to the road, sprung unusually soft on its long-travel suspension. Even the run-flat tyres (there’s no spare) are compliant and there’s no ill effect on occupant comfort.The engine is raspy and a bit agricultural at idle when standing outside. Inside the cabin, it’s quiet and will cruise at 140km/h (German autobahn style) in near silence.The cabin treatment is subdued in terms of colours but typically mish-mash in terms of the layout and design of switchgear and instruments. The central speedo, for example, is too big to read clearly so the digital speed readout in the tachometer – attached to the steering column – is used.Visibility is reasonable, marred by the tiny rear window and the width of the car, but that affects only the driver. It is, for example, a nice spot for kids to view the passing scenery.The two bucket seats in the back can be swapped at no extra cost for a bench seat that, ostensibly, will accept three people. In fact, Mini expects a relatively small pick up of this option and sees buyers staying with the intimacy of a four-seat car.

As a shopping trolley, the Honda Jazz got it all - looks, function, features, price and frugal manners.  But insert the word ‘performance’ into any of these descriptions and you'll erase the words that have become firmly embedded in the Honda Jazz.Adding a supercharger to a Jazz appears like a giant overkill, like adding an instruction label to a cup, but there is method in the move.  Perth-based Sprintex Superchargers - a division of publicly-listed Automotive Technology Group Ltd - let a current-model supercharged Jazz lose in my hands this week with the clear instructions that it wasn't a high-performance machine.Sprintex's business development manager Jay Upton says it is one of five trial cars to test the supercharger's benefits of lifting performance while lowering fuel consumption and CO2 emissions.DrivingThe Jazz starts like a Jazz and outwardly, the only difference is the subtle whine of the supercharger.  It feels a little more lively directly off the mark but won't reveal any power band surprises as the tacho needle hurries its way around the dial.In fact, such is the conventional power delivery, it could just be a bigger-engined Jazz.  But it's definitely quicker, with 100kW heading towards the bitumen as compared with the standard model's 72kW - as measured by Sprintex.What I expected, and didn't get, was a noticeable jump in torque. Given other Sprintex-equipped cars I've driven in the past, the low-end torque should bite hard and that leads to short-shifting the gearbox - which is one of the reasons for supercharged engines being so economical.But it feels a little soft. Upton says it's a trial unit and the problem - to do with engine mapping and not the supercharger - was being addressed. Though there's a bit of work to do at the lower end of the rev range, there's no doubting this Jazz's strong midrange delivery.  Fifth gear can be held down to 1000rpm and the car will pull away smoothly. Corners can be taken in fourth and all this makes the drive easy and the engine similarly easy on petrol.The trip computer shows 6.9 litres/100km which, after some heavy footwork, was pretty good.  Nothing changes inside the cabin or to the bodywork.  It's all under the bonnet where the weeny alloy-bodied supercharger sits just in front, and above, the cam cover.It appears to be a snug fit and close to the Jazz's tiny bonnet, but the exposed drive belt shows it can easily be replaced without too much work.  Upton expects to continue to hone the unit before sales start into next year.