Articles by Neil McDonald

The C70 convertible is the first to get the new look, which is based on the S60 concept sedan released earlier this year.The newest Volvo convertible will be launched at the Frankfurt Motor Show in two weeks with the C30, S40 and V50 following later. The C70 will share its design cues with the S60 concept.As the C70 shows, the range will get more angular headlights, a low-set grille, larger air intakes and repositioned foglights. The front mudguards have been redesigned to accommodate the more aggressive, wedged-shaped nose. At the back the convertible gets high-tech LED tail-lights, shared with the XC60.Although most of the changes are external, the cabin has come in for a makeover too. The instrument panel has been redesigned, giving it a wider, sleeker look and the materials are improved to lift quality against its key German rivals.The C70's already strong safety credentials carry over with the rollover protection system, side curtain airbags that inflate in the door, side airbags and seatbelt pre-tensioners for all seats.In Europe the C70 is available with three petrol and two turbo-diesel engines but Australia will carry over the 169kW/320Nm T5 and 125kW/230Nm 2.4i five-cylinder engines only. 

Ford Performance Vehicles is introducing an ‘entry’ level V8, to be known as the GS. However, buyers should be quick as 50 have already been snapped up ahead of this week's showroom launch. FPV will build just 250 sedans and 75 utes, priced at $54,950 for the four-door and $49,950 for the ute.Images of the GS were leaked on a dealer website several weeks ago, forcing FPV into damage control. But FPV boss, Rod Barrett, was all smiles as he rolled out his new baby.He says the GS is designed to bridge the price gap between the XR8 and the FPV GT. "There is a huge price difference between the two, in excess of $20,000," he says.However to differentiate it from the XR8, the GS gets more equipment so it can wear the FPV badge. "We feel that in this economic climate we wanted to offer people a chance to get into the FPV family without going all the way to a GT," Barrett says. "We believe this car offers the pricepoint, content and power that does that."The GS runs a recalibrated 5.4-litre V8 GT engine from the FG that produces 302kW at 6000 revs and 551Nm at 4750 revs. The detuned engine shares its twin throttle bodies and intake system from the GT, headers, dual exhausts and a recalibrated engine control unit with the GT.Buyers have a choice of a standard six-speed manual transmission or six-speed sequential automatic. Barrett says the 302 is a perfect entry point into FPV, which steps up to the turbocharged F6 at 310kW and the full GT-spec V8 at 316kW.The special edition GS gets GT-spec suspension, brakes and dual exhausts, unique GS striping, 19-inch graphite alloys on the sedan, charcoal cloth interior, GT instrumentation, gearknob, starter button and badging, a premium stereo with iPod and Bluetooth and dual zone climate control.Externally there are GS and 302 graphics on the car. Each car will also get exclusive build plates. Barrett says the GS was well received by prospective buyers. "This is the best focus group that we've ever done for a car," he says.However, despite its popularlity Barrett says it is unlikely the GS will become a permanent part of the FPV lineup. However, he says he will consider another special GS series when the new FPV Falcons are launched on July 1 next year. It will all depend on discussions being held now between Ford and FPV on a V8 engine strategy across both companies.

The company is also unlikely to build another turbo Territory after the lacklustre reception of its F6X version. FPV boss Rod Barrett says Campbellfield operation will build "fast Falcons" only for the foreseeable future. "We've noted our speciality," he says. Barrett says the Focus would have been a welcomed entry addition to the FPV range but Ford's decision to cancel local production has ended the chance to go up against HSV's hot Astra-based turbo VXR. "If the mothership doesn't produce the mother car, we have got very little opportunity to make a locally-produced Focus now. That was always our waiting game. A hot Focus sourced out of Europe is also unlikely. "We don't do imports," Barrett says. "They are just price-prohibitive for our business case and when the decision was made that the Focus wouldn't be made at Broadmeadows that effectively ended the FPV locally built Focus." With the company building just 2000 hot Falcons a year, Barrett admits the options are few for growing the FPV brand. Although a hot Focus would have given enthusiasts a leg up into an entry FPV, going down the import path to bring in an Focus RS as a badged FPV was no longer an option because of exchanges rates. "We did look at it and then the dollar dropped," he says. Ford of Europe's, Focus RS, which sells in the UK for $52,000, was the likely candidate. The RS has a heavily reworked version of the same five-cylinder turbo petrol engine that powers the XR5 that lifts performance to 224kW/440Nm. To cope with the extra power the RS gets a beefier sports suspension, upgraded brakes, dual exhausts and retuned steering as well as a limited slip differential. The car accelerates to 100km/h in 5.9 seconds and has a top speed of 260km/h. Barrett says that if the company could have got 200 Focus RS models it could have been profitable, with a price under $60,000. Apart from the Focus, Barrett also says there are no plans to revisit the Territory F6X. "It's not in our immediate plans to go back into a Territory at the moment," he says. "We didn't have plans to go into an F6X at the new Territory." Barrett says the F6X was accepted as a very good car but "unfortunately it didn't appeal to the market".

The heat has well and truly come out of classic prices for hyper-expensive collectible cars with prices for the famous Ford Falcon GT-HO dropping in value up to 30 per cent over the past few months. The values are a far cry from 2006 and 2007 when speculators and collectors were paying stratospheric prices of up to $800,000 for Phase III versions of the Falcon GT-HO.Prices for other proven Bathurst pedigree cars like the Holden Torana XU1 and A9X, as well as the Valiant Charger E38 and E49, grew in value because of the Phase III phenomenon. But prices for some of Australia's most collectible muscle cars are cooling as investors keep their hands in their pockets because of the global financial crisis. The decline is not just restricted to the top-end cars either.Classic retailers say that some collector cars that several years ago would have fetched $200,000 are now worth $100,000 and the impact has been felt further down the price scale.But Mike Selby, owner-operator of the Sydney-based on-line company Australian Muscle Car Sales, says even though prices have softened, a mint condition Phase III Falcon GT-HO will still fetch between $500,000 and $600,000.He says even rarer versions may command more but it's a buyers' market. "We've just sold one very good Phase III for $550,000 and we've got one we're selling for $600,000," he says. "But lesser cars without logbooks and that are not perfect will struggle."Selby says a low mileage Falcon GT-HO Phase III in exceptional condition will still command big money, particularly because very few survive. "They only build about 300," he says."There are about 180 left and of those there are probably between 12 to 20 cars with less than 50,000km on the clock. Those cars will command really big dollars."Selby says there is a distinct reason why people opt for the famous Bathurst cars like the Torana XU1, A9X, various Falcon GTs and Valiant Chargers. "They are really buying what you can't buy ever again," he says. "They were cars you could buy at your local dealer, drive to Bathurst, and win a race. That is the mystic of that era. They were factory built race cars and that has not been done since."Selby does not believe that some of the newer cars like the Group A Holdens and Fairmont Ghia ESP models will command the same respect, or prices, among collectors. "They are certainly rare cars and interesting but the reason people were buying the GTs and XU1s is because they were something very special," he says. "I think that is an era that's gone."He says as with all cycles he believes the time is right for smart buyers to re-enter the market. "The market has come down a fair way, in line with what happened in the financial world," he says. "But I think it's flattened out now and holding steady," he says "I don't see anything going up yet but there's definitely more interest now than there was before even if cars are taking longer to sell." Specialist classic seller Paul Sabine of the Brooklands Classic Car dealership in suburban Melbourne echoes Selby's view of the classic slide. Brooklands specialises in rare European vehicles and Sabine says he avoids Australian muscle cars because of the over-inflated prices."Some of the later-model Europeans like Porsches, Ferraris and Mercedes-Benz have dropped off a bit," he says. However, he says demand is still strong for low-mileage early model Europeans and finding early examples is getting harder. Demand is outstripping supply but prices for these cars haven't dropped much," he says.Sabine says one segment that has experienced substantial price plunges of up to 30 per cent are the "middle American cars". "The garden-variety Mustangs, Thunderbirds, Camaros... there are just too many out there now," he says.He says the market is awash with imported left-hand drive daily drivers with people hoping to restore them and sell them for profit. "The bottom line is that the restoration costs still keep climbing," he says. "While parts are available for Mustangs the labour costs still haven't dropped. Why would you spend $60,000 doing up a Mustang that's going to be worth $40,000 and you've also paid $15,000 or $20,000 for it?"Apart from road-registered classics, original race cars are also still commanding top prices. "There are very few around," Sabine says. The national auctions manager for classic auction house Shannons in Melbourne, Christophe Boribon, says although the Bathurst cars have dropped in value, prices for some of the European cars being auctioned have remained buoyant.But Boribon admits that even values of some of the Shannons collectibles have dropped about 10 per cent since the global financial crisis. "But unlike the muscle cars, the European cars are in a less speculative area," he says. "We sell passion and hobbie cars, we don't sell the A to B cars."Selby says the market still has some way to go before it is fully recovered. "What you'll find is that once confidence returns to real estate and sharemarket, things will pick up," he says. "The stock that is there isn't moving really quickly but it is moving." He says the only people who have survived the shakeout unscathed are seriously rich collectors who have been able to hang on to their cars. "There have not been any firesales," he says. Tomorrow's highly collectible car could be sitting in your garage. If one of the original Australian muscle cars from the 1960s or 1970s are out of reach some later model cars have collector potential. And you might already be driving around in them.Early examples of the humble Ford Fairlane, Valiant Pacer and Safari wagons and various Falcons from the early 1960s like the XK and XL are becoming more desirable. Prices can start from as low as $10,000, rising up to $30,000 low-mileage mint condition locally built Aussie cars.Even the humble Holden Torana sedan and hatch are now considered collectible with growing interest in original Torana SL and SS hatchback with its "hatchback hutch" portable tent from 1976 to 1978. Very few were made and carsguide has heard of one country NSW collector who found one in mint condition, including the tent, for $15,000.Some of the older Subarus, Mazdas and Hondas are even worth a look. Early Honda Civics are relatively cheap but if you're after the S600 or S800 sportscars - if you can find them - expect to pay top dollar. The same goes for some of the older rotary-engined Mazdas. Some of the first MX5 sportscars are now considered collectible too. Early examples of Subaru's Liberty GT, if they aren't bastardised with big wheels, garish interior gauges and oversized exhausts, plus the quirky looking SVX also have collector potential.European cars like the Saab's 900 series hatch, particularly the Aero models from the early 1990s, have strong reputations and the Pininfarina-designed Peugeot 406 coupe is something of a sleeper. Cars like the Morris Minor Traveller, Ford Capri RS3100, Datsun 240Z and 260Z and Volvo 1800ES are out there but are becoming harder to find. Various older Mercedes-Benzes, like the 1970s 280SE and the 280SL Pagoda are popular but the Pagoda is rare today and commands big prices.If all else fails early versions of the Citroen DS, Mini Cooper, Alfa Romeo GTV, MG and Triumph, some Jaguars, the BMW 2002ti and 6 Series and early E39 3 Series iS models. Shannons' Christophe Boribon reckons later model limited-edition cars like the Mitsubishi Evo, the original R32 GTR Skylines, Toyota MR2, original two-door Subaru STis and the Mazda RX7 Series 8 have potential as tomorrow's classics.Further up the scale Boribon says the Audi RS4 wagon, BMW M3 CSL and even the Mercedes-Benz AMG65 SL Black Series are likely to become more desirable as the years pass. "It really comes down to whether they're limited edition models though," he says. "It's the same for Ferraris and Lamborghinis; they have to be limited edition models."Boribon, Selby and Sabine agree that a car's rarity and its condition are paramount for true collectors. "An original condition car, whatever it is, will fetch a good price," Sabine says. There are few specifics about what will, or won't, become a collectible, he says. If very few examples of a particular model exist and its in original condition, it can be more desirable, he says."But if you absolutely like the car you're looking at then I'd say buy it," he says. "Life is an experience. "The one tip is to buy the best car you can afford, whatever it is." However, he has a word of warning for those expecting their classics to drive like a 2009 model. "They often don't have power steering, handle particularly well or have the creature comforts you get today," he says.

Ford Performance Vehicles boss, Rod Barrett, says although his heart his willing, the FPV chequebook is reluctant to open in the service of returning the GT-HO to the road.The poor sales response to Holden Special Vehicle's hot one-off W427 Commodore is believed to have indirectly cooled FPV's desire to recreate the halo Falcon. HSV built just 137 7.0-litre V8 W427 sedans with a pricetag of $155,000.The Clayton carbuilder had originally intended to build up to 427 hot Commodores, referring to the car's cubic-inch capacity. Barrett admits he was a keen spectator to the whole W427 process. "I think there was a huge learning experience for us in that car," he says. "I'd hate to think that I would be putting a car on the market that was as expensive as that. "I would like to be able to do something at an affordable price for the man in the street."Despite the sobering W427 experience, Barrett's desire to build a GT-HO remains strong. "The GT-HO is a dream of mine," he says. "I'd love to be in charge of FPV when we bought out a GT-HO."Dealers around the country hold thick files of prospective orders for a GT-HO but Barrett admits the mystic surrounding the original may not transfer into modern-day sales. Despite keen interest, the company has not even crunched the numbers of how many it could build or sell.But Barrett is adamant it would not be a limited-edition Cobra or special 40th anniversary car. "It would be something entirely unique," he says. With such a car comes a responsibility not to "stuff it up", he says. "I've always said I'm not to prepared to even think about it until we've got all the hardware we require and the financial resources to do it properly," he says.A GT-HO needs to be a car that has unique performance, handling, braking, aesthetics, colour and limited build number "and it needs to reflect what the Phase III was", he says."Whether I'm there, or any man that follows me into the chair at FPV, it is a very brave move to put out a GT-HO if you don't do it right and don't have the financial backing to do it right."Barrett admits 2011 would be an ideal time to introduce a new GT-HO, which would mark the 40th anniversary of the Phase III car. "It is a constant question, it's the question that comes up at every car club event I go to," he says. "I love it but it is so far away from being a reality at the moment it's just off the table."FPV is on track to sell about 1975 cars this year, just 3 per cent down over last year's figure of 2035 cars.Barrett says the full tally is still good considering the economic meltdown. "We're not too bad considering the state the rest of the industry is in," he says.V8s still make up most of the FPV volume with 41 per cent of cars being six cylinder models. "Going forward, we're heading for a pretty good year under the circumstances," he says.Barrett also believes buyer confidence is coming back into the market. "Inquiry levels are up and I'm very confident about the future of FPV," he says.However, FPV's figures still trails arch-rival HSV by a significant margin. HSV sold 4778 cars last year and to the end of July, sold 1551 cars.

The Chevrolet Aveo sedan - the North American version of Holden's light car - has ranked poorly in the latest US roof crush test conducted by the Insurance Institute for Highway Safety.The Smart ForTwo earned the highest rating of good compared with acceptable for the Honda Jazz, Hyundai Accent, Mini Cooper, and Toyota Yaris. The Aveo was marginal. It is the second time the safety spotlight has shone on the small Holden.In the first round of ANCAP testing it rated two stars. But the latest model is a four-star car, getting a stronger body and B-pillars and standard side airbags. It uses more high-strength steel to boost impact protection.Under the IIHS roof crush test, vehicles’ roofs must be twice as strong as the current minimum US federal safety standard to receive a good rating. The ratings are part of new roof strength testing program, adding to consumer information already gathered for front, side, and rear crashworthiness.The institute's front and side crash test protocols are similar to the European New Car Assessment Program. Institute president, Adrian Lund, expects the roof crush test to drive improved rollover crash protection. "In the same way our frontal offest and side test have led to better occupant protection in these kinds of crashes," he says.There has been a big improvement in roof structures over the past few years as carmakers make stronger bodies to earn better IIHS and EuroNCAP crash ratings. Strong A and B pillars help prevent intrusion and also strengthen the roof."Small cars should have an easier time with the roof strength test," Lund says. "Their light weight means their roofs don't have to work as hard to keep the structure around the occupants intact in a rollover."In the US test, a metal plate is pushed against one side of a roof at a constant speed. To earn a good rating, a roof must withstand a force of four times the car's weight before reaching a depth of 125mm. The Smart withstood a force of 5.4 times its weight. The Barina withstood a force of just over three times its weight. 

However, the company's future, and that of its 340 employees, remains bleak. The appointment of administrators prompted the company's secured lender, Ford, to appoint Greg Keith and Matthew Byrnes of GrantThornton as receivers and managers.Ford has informed the directors that the business will continue to trade under the control of GrantThornton while a buyer is sought. Apart from Ford, its biggest client, ACL is a major supplier of engine bearings to GM-Holden and Toyota.Ford Australia spokesperson, Sinead McAlary, said while the receivers had guaranteed continuity of supply in the short term, its long-term security is paramount. "The goal is to continue supply while they consider all the options," she said. "We are their biggest customer so they are a critical supplier for us."In June, ACL secured a $5 million Federal Government bail out package on condition it review its business model to become more competitive as part of a $21.7 million 17-point restructuring plan. McAlary said Ford Australia also contributed a "significant" amount to help the company but declined to say how much.The Federal Industry Minister, Kim Carr, said the government would work with GrantThornton to try to avoid disruption to the automotive sector. Carr said the company's future was pivotal to Ford Australia and other suppliers and affects tens of thousands of jobs. "Doing nothing was not an option given the strategic importance of ACL to the broader industry," he said. "The task now is to focus on the needs of the workers and on maintaining production of the essential components required by Ford and Toyota."ACL is an unlisted public company, headquartered in Launceston and apart from Ford, supplies components to GM-Holden, Toyota Australia. The company also owns ACL Gasket Company in Brisbane, ACL Distribution, Inc in Grand Rapids, Michigan and Automotive Components NZ Ltd in Auckland.

Without saying so, the French are clearly eyeing the Mini as the main rival for its newest hatch. Its quirky styling, floating roof, `shark fin' B-pillar and inset LED lights in the front bumper scream the type of individuality made popular by BMW when it launched the new Mini. Like the Mini, DS3 buyers will also be able to personalise their cars with different exterior, roof and rearview mirror colours, as well as painted alloy wheels. This customization continues on the inside where buyers will be able to choose various interior trims and colours. Citroen says the DS3 is not only good looking but versatile. The dashboard is set high up to increase leg room and it says the slim-back seats and wagon-style rear free up room in the back. The car has a 285-litre boot with a 60/40 split-fold rear seat. Compared to the Mini, the DS3 is 251mm longer, 27mm wider and 53mm higher but shares the British car's engaging looks. The DS3 makes its world debut at the Frankfurt Motor Show and arrives here in the second half of next year. Pricing and specifications are yet to be finalized, but buyers can expect it land close to the Mini's $33,000 price point. Like the Mini, DS3 buyers will have a choice of turbo-diesel, as well as petrol four cylinder engines, driving the front wheels. In Europe the car will be available with two HDi turbo-diesels and three petrol engines that meet Euro V emission rules. The HDi engines develop 68kW and 82kW while the petrol models include a 70kW and 90kW VTi four, as well as a 112kW turbo petrol. The engines will be mated to five-speed and six-speed manuals with automatics to follow. The DS3 will also spawn a range of up-market models and will be followed by the DS4 and DS5. In a veiled poke at the Mini, Citroen Australia general manager, Miles Williams says the DS3 represents a fresh new approach to small cars. “Existing models in this new prestige sub-sector have put the emphasis on performance and lack that flexibility and versatility that DS3 provides,” he says.

Hyundai is the latest to unveil its latest concept-to-production off-roader ahead of one of the motoring industry's biggest events. The newest Hyundai will replace the Tucson compact off-roader next year with an all-new model to be badged as the ix35.As with Hyundai's other `i' models, the ix35 introduces the Korean brand's a new `ix' model prefix with the `x' indicating its four-wheel drive potential. Visually the ix35's styling closely follows the ix-onic concept car shown at this year's Geneva motor show.The production version is faithful to the concept with its distinctly European look, which is not surprising considering it was designed and engineered at Hyundai's German technical centre in Russelsheim.In keeping with its up-market demeanor, the off-roader is also tipped to get a panoramic sunroof, rearview camera as well as safety equipment like hill descent control and hill-start assist control.The ix35 is tipped to get both petrol and diesel engines, mated to a new six-speed automatic. Both front and all-wheel drive models are also expected to be available.The ix35 will be joined at Frankfurt by the face-lifted Santa Fe seven-seater, which arrives here later this year. The Santa Fe has received a modest nip-and-tuck but the biggest news is under the skin.Apart from the existing petrol V6 engine, in many markets the Santa Fe will be available with Hyundai's new `R' diesel engine lineup, a 137kW/329Nm 2.0-litre and 150kW/436Nm 2.2-litre four cylinder. Apart from drivetrain upgrades, the car is also expected to have voice-activated Bluetooth, smart access with push-button ignition, active headrests, and a rear-view mirror with back-up camera.

Unlike in Japan, micro city cars are a relatively rare sight on Australian roads. They populate the Japanese cities, where parking is impossible and insurance and taxes favour what they call ‘Kei’ micro cars.Locally smaller Japanese importers lead the way in the 1990s with the boxy Suzuki Wagon R and various 1.0-litre Daihatsus but sales were never strong for these budget econo-boxes.Today the quirky two-seater Smart ForTwo plays around the fringes of the light car pack but buyers have until now, have had little reason to bother with a three-cylinder city hatch. Australians, it seems, could never get their heads or hearts around a small engine unless astride a motorcycle.But roll forward to 2009 and micro cars like the new Suzuki Alto could soon enjoy their day in the sun. As budget buyers put their hip-pockets before horsepower, Suzuki's newest hatch could become a more common sight as fuel prices inevitably go up.Variants and pricing The two-model Alto GL and GLX range is expected to lead a baby car charge that will see the arrival of several new contenders over the next 18 months from China and Korea.Technically, Suzuki's five-door 1.0-litre enters the heavily populated ‘light car’ class and goes up against more powerful four-cylinder rivals from Korea and Japan. But the importer has a convincing pitch up its sleeve - price. The five-speed manual GL opener is $12,490, rising to $14,490 for the GLX manual. A four-speed automatic adds $2000.Equipment For that you get a well-equipped alternative to a second-hand car with safety features rarely seen as standard in this segment. The GL boasts six airbags, including head protecting side curtain airbags and anti-skid brakes as part of its standard safety package.Throw in airconditioning, single-in-dash CD stereo with MP3 auxiliary input, remote central locking, electric windows and the wee Alto becomes quite compelling. Move up to the GLX and you get electronic stability control thrown into the mix, as well as 14-inch alloys, front foglights, six-speaker stereo and tachometer.Suzuki Australia managing director, Tony Devers, says there is a growing awareness and expectation even among budget buyers that small cars should have curtain airbags, brake assist and stability control. "It is particularly relevant for parents buying their children's first car," he says.With that in mind, Suzuki wants to grow niche for the Alto ahead of new arrivals like the Hyundai i10, Proton Saga and budget entrants from China. It is doing a hard-sell on the car's safety and engineering, as well as low fuel economy and C02 emissions. Devers is hoping it will be as popular as it is in Europe and India, where demand is exceeding supply.Safety Despite its tiny size and light weight, the hatch makes extensive use of high-strength steels that help deliver a four-star crash rating. The smallest Suzuki tips the scales under 1000kg. It is 3500mm long and 1600mm wide and has a wheelbase of 2360mm and has a compact turning circle of 9m. To put that into perspective, the Alto is 255mm shorter and 90mm narrower than a Swift hatch.Drivetrain and fuel economy The Euro IV-compliant three-cylinder engine produces a modest 50kW at 6000 revs and 90Nm at 3400 revs and delivers a hybrid-like fuel economy figure of 4.8 litres/100km and CO2 emissions of 113g/km.The downside is that the engine must run on more expensive premium unleaded but it will also run on E85 fuel without complaint. However, according to Suzuki's calculations filling with premium adds an extra $1.20 a week for someone driving 15,00km a year.Although designed in-house, Suzuki turned to Europe for the car's contemporary look and driving experience.Interior and fit-out Inside there are no surprises. The cabin is contemporary with an integrated single in-dash CD/stereo, serviceable cloth upholstery and height-adjustable steering wheel. The motorcycle-inspired single speedo has an integrated digital fuel gauge and clock, while the tachometer on the GLX sits in its own pod to the right of the speedo.The front seats resemble those in the SX4 and Swift and are height-adjustable on the GLX. The back seats split-fold 50/50 with a small amount of boot space and there is a reasonable amount of storage space. The Alto is the first Australian Suzuki to be sourced from Suzuki's hi-tech Manesar plant in India.Driving To full appreciate the Alto's size, just pull up next to a Jazz at the traffic lights - the Honda looks enormous by comparison. The Alto is 400mm shorter and 95mm narrower than the smallest Honda and the 14-inch alloys look dinky on the car's grippy Goodyear rubber.But do not think for one minute that a three-cylinder Suzuki does not have the credentials to tackle bigger, more powerful rivals. Fire up the tiny engine and you get that distinct "heartbeat" throb at idle that identifies it as a three-cylinder. Once under way though that throb turns into a muted buzz that has a pleasant, if raucous, urgency as the revs rise.It may have a 988cc three-cylinder under the bonnet but combined with the car's low weight, the Alto is no shy, retiring type. It is quite capable of embarrassing some larger cars away from traffic lights and performs well when faced with the every day nip and tuck of city driving.The rorty engine has more than enough performance around town and for the occasional highway trip. The four-speed auto does sap some power, but the changes are slick and smooth. The surprise is that it will also cruise at 110km/h (3000 revs) in relative quiet and composure. Occupants are well insulated from wind and road noise.When we first drove the Alto we were surprised by its big-car ride and levels of refinement on some bumpy back roads. Now we've spent a week in a GLX commuting to and from work, our view has not changed. The ride is composed and handling composed. We've also grown to love the size and the fact that it will slide into small parking spaces that beggar belief.Another surprise is how the McPherson strut front and multi-link rear suspension soaks up the bumps of rougher undulating roads with composure that would not be out of place in much larger car.Thanks to the strong body, the Alto feels more substantial than it really is and the six standard airbags and stability control are welcome. The full-size spare tyre is also welcome in the segment. The added safety features are welcome but in reality, most drivers will never exceed the car's handling limits.Visually the car benefits from its European design input, with a cohesive tall-body look within its compact dimensions, set off with oversized headlights.In profile the car has a wedge shape courtesy of a rising shoulder line along the rear door. At the back, the truncated rear has a wide opening hatch with large tail-lights set high into the C-pillar.Inside, the cabin is sturdy and modern, despite the extensive use of hard plastics. This is Suzuki's first car out of India and it is a good effort. Despite reasonable storage space some of the creature comforts we have come to expect are missing.Suzuki has fixed the lack of a proper glovebox lid, but there's no a manually dipping interior rear view mirror. The exterior mirrors are also manually adjustable only and the car's horn sounds like the frantic cry of a budgie.A grippier steering wheel would be a nice touch too as the plastic tiller on the test car was a bit slippery. At least both the driver and front seat passenger do well in the comfort stakes. Occupants sit high and there is plenty of leg and headroom even if you sit shoulder to shoulder with your passenger.The SX4-sourced seats are supportive and comfy but when you jump into the back seat, legroom is modest. The boot too is tiny. We suspect many owners will just flip the 50/50 split back seats down and use it as a comfortable two-seater and occasional four-seater.We love the Alto's cheeky looks and thrifty economy. Being a Suzuki, the running costs should also be low. But its biggest advantage also remains its biggest challenge.Buyers will obviously compare the car's size and on-road price to dominate players like the Hyundai Getz, Toyota Yaris and Mazda2. Prospective Alto shoppers may also be wooed away by the slightly larger Swift.Verdict: 70/100