Articles by Paul Pottinger

"LESS is more." So we're assured by those who have too much and are not terribly keen on sharing it.Increasingly, though, having less - at least in terms of engine capacity - means having more than enough, especially when it translates to paying less money. Doubly so when that asking price is a segment-busting sum.The T4, Volvo's new S60 variant, has the smallest engine in a modern full-size Volvo sedan - an effervescent 1.6-litre direct injection turbo petrol four. With that comes a historic low pricepoint.VALUEA list price of $49,950 drive-away is way south of the least expensive Audi, Lexus and BMW (make no mistake, the S60 is a worthy rival). The T4 is priced barely above the top spec of the much smaller, seven-year-old S40 four-door.That's $2K (plus charges) under what we've previously regarded as the best S60, the T5 with its four-cylinder (no, not five) DI turbo of 2.0 litres, and more than $20K under the top spec twin-turbo six. The V60 wagon is $52,950 drive-away.Standard stuff on both the T4 and coming D3 diesel includes power pew for the driver, parking sensors, 17-inch alloys, Bluetooth audio streaming and seven-inch media screen. The $4000 Teknik pack adds headlight cleaner, satnav, blind spot warning and active headlights. Resale is lousy but this will surely improve as the S60 cements its status as a prestige player.Sedan and wagon get segment-beating five year/100,000km scheduled servicing, five years warranty and five years roadside assistance.TECHNOLOGYIf as further notice is needed that naturally aspirated engines are as relevant as last weekend's newspapers, this 132kW/240Nm blown 1.6-litre four chucks another bundle of 'em in the recycling.That output approaches the 2.5 V6 of the IS 250. It helps that the lean and mean mill has only the front wheels to drive, so mass slips to an acceptably middleweight 1495kg, which is still hefty but about 50 kegs under the T5 and almost 200 under the all-paw T6.The sole transmission is the "Powershift" six-speed twin-clutch auto that was co-developed with Ford.DESIGNFamiliar about the place for the better part of a year now, the S60 is the item that - even more than the novel glass-backed C30 - sees off the yawnsome Volvo cardy cliches. It's a sleek, sharp-lined sedan in which four can be seated comfortably. The bling bits stuck on our version for  photography are pretty much extraneous.SAFETYCity Safety, the system that chucks out the anchors at low speed on recognising wandering pedestrians and other objects, caps a peerless active and safety package. Passively, as ever with Volvo, the T4 feels able to withstand a rocket propelled grenade.There is, however, no spare. Not even a skinny. I don't think this is good enough but no-one else seems to care.DRIVINGIs this a sober four-door or a hot hatch in disguise? The T4 might lack for 400cc next to the T5 but you'll seldom feel the want of them. Its note is rorty, its response snappy enough to chirrup the front tyres.You're never in doubt that the front wheels are doing the driving and the steering - sudden acceleration brings a modicum of torquey tugging though the fat steering wheel - but this still no boy's toy. The optional 18-inchers, as arch-filling and eye-pleasing as they are, don't reckon well with the sensible damping and skitter frenetically when the road goes rough. Stick with the standard 17s.This is obviously a bespoke version of the Powershift, responding much more readily in automatic and manual mode than in Ford's Mondeo, though it's so adroit in Drive that shifting for yourself is largely redundant. It also allows left-foot braking. Would that all DSG-type set-ups were so good.VERDICTLess isn't more, but it's near enough. If you fancy an S60 - or just about any prestige car actually - try this first.VOLVO S60 T4Price: $49,950 driveawayWarranty: 5 years/100,000kmResale: 40 per centSafety equipment: ABS, DTSC, BA, City SafeCrash rating: 5 starsEngine: 1.6-litre turbo petrol 4-cyl; 132kW/240NmBody: four doors, five seatsDimensions: 2,776mm (wb); 4,628 (L); 1,865(w); 1,484 (h)Weight: 1495kgTransmission: 6-speed dual-clutch autoEconomy: 7.4L/100km; 173g/km"A toey but completely effective drivetrain makes you wonder why you'd spend more"

When it comes to liking Volkswagen's Polo TSI, Carsguide takes a backseat to no-one. That's not just because most of us are quite tall and the Polo isn't, but because it's our reigning Car of The Year.If you've $20K to drop on a light car, let it fall here, we say. But what of Skoda's Fabia? This is a slightly cheaper, arguably groovier Polo that (unlike the South Africa assembled VW) is built, if not in Germany, then in a country bordering the Federal Republic.VALUEThe new entrant of the Czech make kicks off at $18,990 for the entry level TSI with five speed manual and standard kit including 15-in steel wheels, fog lights, Bluetooth and cruise. Another $3K gets Monte Carlo spec with cool black accents, contrasting roof colours, 16-inch alloys, bling trim and fully sick stitching.Once you flirt with the options list, you're probably better off having done with it and going the full Monte. Although it's a markedly bigger car within, going upper spec makes it almost two grand dearer than the Polo TSI manual. VW's entry level Golf with the same engine is but $1K more.Add the usual impost of some $2500 for automated manual DSG when it arrives in about March along with the broader Fabia range (including wagon and rapid RS variants), and you appreciate the Fabia is in a tough spot.And though new here, there's also the little matter of this second generation Fabia being four years old and due for replacement in another three.TECHNOLOGYThe direct injection turbo petrol four is a diminutive but brilliantly effective 1.2 litres -- and is also carried by the Polo COTY. With five speeds, the Fabia's manual is one cog shy of contemporary, but this mill pulls instantly and firmly in high gears at low speeds.DESIGNYou can sweep past a Polo, as we did on our first drive, and barely notice it. Even in its few sobre shades, no-one's going to say that about the Fabia. This Skoda embodies the Czech's design ingenuity, that reverse Tardis thing of filling a compact shape with exceptional occupant and luggage space.There's some 315 litres of the latter — exceptional for this class — and headroom greater than that of most cars in the next segment up. If the interior plastics are more obviously budget than the equivalent VW, nothing else approaches the Fabia for unity of utility and darn cuteness.SAFETYDespite the full array of active safety measures and six airbags Euro NCAP lists this as a four star crasher  one short of the maximum figure achieved by a growing number of rivals. Exceptionally, however, brakes are discs at both ends and its spare tyre is full-size.DRIVINGLet's say it's to the fore of its class, exceeded only by guess what ... Shoved through a series of tightening uphill bends rated as low as 15km/h, the bigger tyred Monte Carlo sits flat and holds its line with the minimum of front-drive push as it hits the 6100rpm cut out, fine feedback coming from the direct rack and pinion electro mechanical steering. This is a neutral and capable handler that's tolerably fun if not quite engaging.On the freeway it cruises with such refinement that the wind around the mirrors seems unnaturally loud. There's almost always enough in reserve to plunge through that gap in the traffic, if not to overhaul that second car before the dotted lines expire.In, short the Fabia is immensely capable in Monte Carlo guise, barely less so as a plain TSI. Sadly, few will consider it in current form, the labour of having to swap gears for themselves too much for soft cog Australians. Pity, as this is a buttery, sweet shifting example whose tall gearing is masked by the ever present torque.VERDICTIn isolation there could be little argument, but the letter's "V" and "W" loom too large over the small but tall Skoda. We'll revisit when the rest of the range gets here.SKODA FABIA 77TSIPrice: from $18,990Warranty: 3 year/unlimitedResale: N/AService interval: 15,000km/12 monthsSafety: 4 star Euro NCAPEngine: 1.2-litre 4-cyl turbo pertrol; 77kW/177Nm.Body: 5-door, 5 starsWeight: 1120kgTransmission: 6-speed manualThirst: 5.5L/100km; 128g/km Co2

You'd think about buying this one. With your own money, that is.That's the remarkable thing about Toyota's Camry (and that adjective sharing the same sentence as this car is, in itself, rather remarkable). Despite being as commonplace as sand in the Simpson, despite the plethora of four time owners for whom Camry is synonymous with “car”, some 60 per cent are white entry level jiggers flogged to fleets.These then proceed into the used market and faithfully serve their undemanding owners for up to a decade or far more. You see them daily, an endorsement of Toyota reliability but not a boon to Toyota profitability.The real money is yours and mine; that of the private new car buyer.But when it comes to the middle-size class segment, we're apt to head to the showrooms of Mazda, Honda, Subaru or if we've about $40K to spend to those of the German duo, Ford Mondeo and Volkswagen Passat. If this crowd was not enough, Camry's traditional constituents are being targeted by Hyundai's i45.These mid-size sedans are all visually appealing and (excepting the i45) dynamically adept, discernibly beneath the Euro prestige set, but commanding a bit of badge respect. This no one can plausibly claim for the Camry.If common associations include: “safe”, “solid” and “reliable”, another is: “bowling lady's car”.The difficulty for Toyota in grabbing a slice of the private pie is enticing first time buyers without alienating core punters.So how do you make vanilla interesting? It seems an insurmountable ask.Carsguide was among a select group of Australian journalists the first invited to Toyota's vast North American Proving Grounds outside Phoenix, Arizona to sample pre-production examples of the new generation Camry two months before this today’s worldwide unveiling.VALUETo the plethora of existing specification levels - some of which won’t survive - comes the new Atara, one crammed with standard fruit, very much the anti-fleet Camry. Its comparative opulence is reflected by the name.Camry as few of us know means “crown”. Atara is Hebrew for “new crown”. So a Toyota Double Crown needs to be fit for household's king and queen at a plebeian price.The latter we won't know until this week, but it's reasonable to guesstimate that while the range will continue to kick off from about $30K, the Atara will be in the region of 40, certainly in Hybrid form.For that, the user chooser will get kit that until recently was the preserve of prestige machines, including a blind spot monitor with wing mirror warning light, touchscreen audio, auto high-beam, shifting paddles and wing mirror integrated indicators.Moreover the Ataras we sampled were of a palpably improved, almost Lexus level of quality.DESIGNHead engineer Yukihiro Okane says the key words in developing the new sedan were “rational” and “emotional”.While hardly inspiration for lyric poetry, this Camry is more distinctive at any rate not invisible with a more purposeful front and angular rear. Aerodynamic measures, Oaken-san says, are derived from Formula 1, which makes this family car maker's involvement in elite racing seem slightly less bewildering.No panels are shared with the current device, but it's mainly a case of upgrading the Camry's off the rack suit to something sharper. Some of the tailoring works.Even on 17-inch alloys, the bulky body looks under tyred (though, practically speaking, it isn't). That pays off with ease of egress through huge rear doors.The only practical objections to the current Hybrid are an inability to tow and its truncated boot. Technically, the former can't be helped, but with 430-litres stowage the latter question mark over its family suitability is addressed.It's within that the changes are most marked. Occupant space is fractionally improved and the enhanced materials have a look and tactile feel that wouldn't appear out of place in Toyota's luxury Lexus line-up. When you hear yourself making approving noises about the door insert materials, you know you've landed in a comfortable place.TECHNOLOGYPerformance is up, juice use is down, due to a new 2.5-litre four cylinder that in conventional form puts out a class competitive 135kW/235Nm. “New”, that is, to Australia it's been in US-built Camrys for some time, hence Okane-san looks a bit abashed when we wonder why Toyota hasn't moved to a more efficient direct injection model a la VW, Hyundai and, soon, Mazda.Even so it will, he says, use less than 8L/100km of basic unleaded. Logically the Hybrid could challenge Holden's Cruze diesel manual for the title of the leanest locally made car the current Hybrid uses 6.0-litres over the 100, the cheaper and smaller Cruze consumes 5.6.SAFETYSeven airbags as standard is one better than the class average. These, and new items such as automatically dimming high beams, will ensure the current model's five star crash safety rating is readily retained.DRIVINGToyota's desert proving ground is a mighty facility, in which all conceivable road conditions are encountered. We take the opportunity to repeatedly push these pre-production Ataras on a high speed freeway run, then over broken (all too Australian) bitumen, through a skidpan dotted with witches' hats and along a coarse chip suburban-like strip.Never synonymous with performance, the new Camry's improved output is immediately apparent, getting it off the mark smartly and pulling quickly and cleanly through its six gears, cruising easily up to its electronically limited 180km/h. Backing way off for the slalom, it's almost bemusing to find a Camry responding this smartly to steering inputs (which will be further refined for Australian production), the stability program triggering only under determined provocation.Absent is the acquatic lurching half expected in an American made car. This bodes promisingly for locally developed and manufactured model.While we're by no means talking of sport sedan dynamics, this Camry clearly has a capability that will be more than enough for most people most of the time.It's the petrol electric version that most impresses though, with its almost instantaneous, completely linear power delivery and eerie quietness at speed, when the only noise is the whistle of wind past the wing mirriors. Now possessed of practical storage, this could be the pick of the Atara range and the hybrid sedan that breaks through to the mainstream.VERDICTThe Camry remains vanilla, but of a richer, creamier blend essentially the same but slightly more appetising. There's a bit more power, slightly better economy and appreciably more gear. Being a Toyota, ownership is devoid of excitement, but it's also going to be free of difficulty. Get past the badge and it's hard to see how the Hybrid is bettered a lean-running, two kid family conveyance.“The Camry remains vanilla, but of a richer, creamier blend essentially the same but slightly more appetising.”CAMRY HISTORYWHAT DOES IT MEAN?Camry - from the Japanese Kan-Muri, meaning "crown".WHERE IS IT BUILT?Camry and its four-cylinder engine are built at Toyota's Altona manufacturing plant in Melbourne, Victoria. Toyota directly employs 3,200 people in Victoria and more than 4,400 nationally.HOW MANY?Approximately 100,000 four-cylinder Camry sedans are produced at Altona each year. Approximately 70 per cent are exported, mainly to the Middle East. Camry has been produced in Australia since 1987.HOW SUCCESSFUL?Camry is now in its 18th year as Australia's best-selling mid-size car. It is also Australia's biggest automotive export earner, being shipped to more than 20 destinations.BACKGROUNDLaunched in the wake of the oil shocks of the late ’70s, Camry has established itself as a true world car. Planning for the Camry began in 1977, at a time when manufacturers globally were turning to smaller front-wheel-drive vehicles to overcome soaring fuel costs and stricter fuel efficiency regulations. The emphasis of the program was on aerodynamics and lightweight materials.Engine development focused on fuel efficiency, with engines built specially to drive the front wheels. Around the world, Camry production has now passed 15 million units.1983 – first generation (imported)The Camry was introduced to Australia as an import in liftback guise in 1983. It won several "best car" awards, including Modern Motor magazine’s Car of the Year. The car featured a new five-speed manual and ECT-equipped four-speed automatic transmissions with wide gear ratios. The front-wheel-drive layout, without a transmission tunnel, allowed for a spacious interior.Innovations in the first Camry included equal-length driveshaft arms, two-stage air conditioning and multi-adjustable seats. That tradition of innovation continued throughout the life of the Camry and the brand is now synonymous with world-leading sophistication and quality.1987 – second generation, but first locally produced CamryIt wasn’t until the second-generation Camry that the car was built locally. AMI-Toyota was the first Toyota subsidiary in the world to build the Camry and the local version incorporated extensive design changes – including three locally designed wagon variants. The Australian-made Camry made its showroom debut in April 1987, replacing the locally built Corona.With this generation, Toyota introduced a locally built twin-cam 2.0-litre 16-valve four-cylinder engine, followed in May 1988 by a new 2.5-litre quad-cam 24-valve V6. The engine was the world’s first quad-cam V6 engine to feature in a mass production sedan. This generation also saw the release of a station wagon to replace the hatchback.Camry allowed Toyota to compete on equal footing with the other leading medium cars of the day – Mitsubishi’s Magna, Holden’s Camira and Nissan’s Pintara.The Australian-built car featured independent front and rear Macpherson-strut suspension, engine-speed-sensitive power steering and disc brakes front and rear. It brought a new level of sophistication and technology to the local market.A revised Camry appeared in August 1989, incorporating local steering modifications that were to gain international acceptance within Toyota. An Australian team revised the steering valve and geometry to improve driver feel and response. The changes were later adopted for worldwide Camry production.Toyota continued to push for quality improvements. It was determined that investment in a new plant was necessary to achieve further gains. The proposal to build a new Camry plant at Altona was presented to Toyota Motor Corporation, which approved the plan to build a $420 million assembly plant at Altona.1993 – third generationIn February 1993, the new wide-bodied Camry was launched publicly by Prime Minister Paul Keating, who described the car as “another quantum leap in the history of the Australian automotive industry”.Wheels magazine agreed and Camry came out on top in a comparison with Magna, Mazda 626 and Liberty. Camry was also the top-ranked local car in Wheels’ annual quality survey and won the NRMA’s gong for best medium car.Camry grew up for this generation. It was larger in every dimension than the previous model, and became classified as "mid-size". The car was wider and longer than Cressida, with better performance, improved fuel economy, ABS and reduced NVH. It also had more local input into design and development. Built at a cost of $140 million, the range also featured a new brand name – the Vienta – for its V6 models.Engines were now 2.2-litre four-cylinder units (producing almost as much power as the previous V6, but with four-cylinder economy), and 3.0-litre V6s.That same year, Toyota began exporting the Camry to Thailand. By 1994, Altona exports were worth $160 million and the company announced that, by the year 2000, it aimed to export 30 per cent of its Altona Camry production. The year also saw Camry take over the mantle of Australia’s best-selling medium car.The last Camry to be built at Port Melbourne rolled off the production line in December 1994. Two weeks later, the Camry was being built at Altona. There was little difference between the Port Melbourne and Altona vehicles, except for a new water-borne, environmentally friendly paint process at Altona.In 1996, Victorian Premier Jeff Kennett was on hand to send off the first shipment of Camrys to the Middle East.1997 – fourth generationA new range was launched in August 1997. It was quieter, lighter and more powerful with better ride quality and improved handling. With an additional 5cm in wheelbase, a lowered beltline and swept-back windscreen, the 1997 Camry’s cabin was more spacious and inviting. By this time, 40 per cent of Camry production was being shipped overseas to 24 destinations.The line-up of four-cylinder Camry models consisted of the CSI, Conquest and CSX models, available as sedans or wagons. Camry V6 models consisted of CSI and Conquest. Both of Camry’s engines received power and torque increases.In October 2000, a revised Camry range was launched with improved handling, higher feature levels, improved headlamps and reduced noise, vibration and harshness. Two models were added to the Camry line-up - Touring Series wagon and top-of-the-range sports-luxury Azura sedan. The Vienta V6 range was discontinued due to the launch of the Avalon sedan.

AS the yards of its Broadmeadows factory threaten to burst with thousands of unwanted Falcons, Ford Australia has announced an after-tax profit of $24.9 million for 2010. The result, an improvement of $12.7 million over 2009, comes as sales of Ford's locally made flagship have fallen by 40 per cent this year and following the company's decision to slash production by 20 per cent and lay off  240 workers. This week Carsguide counted some 2000 Falcon sedans and utes worth about $80 million parked at Broadmeadows. The 3880 parking places out of public view are thought to be full. Only a day after Holden received $40 million from the federal Government toward the development of its next generation Commodore, Ford's chief financial officer Frank Lazzaro confirmed Falcon prediction will be reduced to a record low 209 units per day by mid-July. Though faced with the pressing problem of where to put their growing stockpile of cars, Ford yesterday presented a positive picture. While its total sales of 98,941 vehicles in Australia and New Zealand was slightly down on 2009, Ford Australia president and chief executive Bob Graziano said sales profits were higher as a result of a more "varied mix of vehicles in response to customer demand". Mr Graziano announced improved revenue from continuing operations  $3.3 billion, up from $3.1 billion in 2009; positive cash of $232 million, up from $221 million and reduced intercompany borrowings of $475 million down from $525 million. He said other income of $116 million was derived primarily from the receipt of ACIS credits, which were linked to production and new vehicle program timings. Ford made investments of more than $307 million across research, development and facilities over the same timeframe, covering a global and local vehicle development programs. "Despite the changing economic conditions and segmentation challenges the industry faced during the latter half of 2010, Ford has recorded our second straight year of profit and we continue to make the right decisions for our business," Mr Graziano said. "We are launching the critically acclaimed SZ Territory, have a refreshed Mondeo line-up and we are moving ahead with plans for the all-new Focus and Ranger pickup as well as Falcon EcoLPi and EcoBoost models." Ford last month released a much delayed diesel version of its Falcon-based Territory SUV which promises much-needed improvements in fuel economy. Asked if long term production of the Falcon was sustainable, Mr Graziano said Ford was "looking at marketing activity to drive more interest in the product," but has restructured its targets to "current demand and market mix".

..failing to secure the Beijing government's consent to go ahead. "Since it became clear that Hawtai was not able to obtain all the necessary consents, the parties were forced to terminate the agreement with Saab Automobile and Spyker with immediate effect,'" Saab's owner, Zeewolde, Netherlands-based Spyker Cars NV said in a statement. "The parties will continue their discussions about a possible cooperation, however now on a non-exclusive basis." Victor Muller, chief executive officer of Spyker, said. Saab's regional director for Asia-Pacific, Stephen Nicholls, told Carsguide today: "Three or four people in the world who know what's going on. Victor Muller is one and he's in Beijing." "My understanding is that Hawtai's exclusivity deal expired on May 13 today. As a result of that expiring and them not being able to complete the deal we're still in discussion with them but no longer exclusively so.'' The agreement was to allow Hawtai produce Saabs for the Chinese market, starting next eyar with the new 9-3. The deal also required the approval of the European Investment Bank and the Swedish National Debt Office, which is guaranteeing a loan to Saab from the EIB. "It's been reported that Great Wall are interested but Hawtai is still in there," Nicolls said. "We've no idea what the hold ups were but deals in China of this kind take some time. We have very few hard facts. "Our experience is that we only open our mouths to make fools of ourselves." He added a statement from Muller was likely in the coming days. Saab is still in talks with the European Investment Bank to complete a $41 million loan drawdown. The copmpany is also reportedly waiting on approval to sell some of its property, since the land is currently used as collateral with the Swedish National Debt Office. Having secured a $50 million Swedish government to stay afloat is still looking to strike a deal with Russian banker and former major shareholder in Spyker, Vladimir Antonov.

You could want for a little more ride comfort. You might find it just a bit much to live with. Then you should be looking for another car. A V8, a manual transmission, rear-wheel-drive and something approaching 50:50 fore and aft weight distribution is of itself a formula for perfection, yet BMW's M3 somehow transcends that to be something altogether more.VALUERecently we asked, rhetorically it seemed at the time, if an M3 was worth the premium over the rather splendid 335i Coupe with its twin scroll turbo charged inline six (which makes 225kW but shares the M3's 400Nm).Well, as it turns out, yes it is, especially the 100 examples of the Australia-only Pure Edition coupes and sedans (priced at $145,000 and $131,700) that we drove in two door form. The first V8 M3 is very likely to be the last with a naturally aspirated engine. Auction an organ on eBay for you will never want or need another car. You will keep this forever. Amen.Specifics? Well, there's the multi-media system with proximity sensors and stuff but none of the myriad ride or steering setting that come with the top priced models. Frankly you'd pay to be without these.TECHNOLOGYAs stated: a glorious, tuneful, 4.0-litre V8 good for 309kW and 400Nm, a six speed manual and the M Differential on the rear to abet your haste in leaving a corner. "Pure" is no empty marketing catchphrase.DESIGNThe E92 shape has been with us since '06 and remains the most becoming 3 Series though this is no boast next to an outgoing a sedan that appears to have been sculpted in Lego. The M3 is distinguished partly by its badging but mostly by that tumescent bonnet bulge.The Pure Edition is further marked by smoky 19-inch alloys and black accents. Design signatures double kidney grille, Hoffmeister kink in the rear side windows and slight front overhang are present and correct.SAFETYOf the top drawer. Five NCAP stars and all the active acronyms. Love the way in which the front seatbelts are extended by robotic arms. Less enamoured by the absence of a spare tyre.DRIVINGEven on Australian mule tracks, among the Western World's worst drivers and a venal "road safety" regime, the M3 is life enhancing.Like the least BMWs, it can be driven in a leisurely, even lazy, fashion and yet reward with its fulsomely weighted steering and near exact balance. At 4.8 seconds from standing to 100km/h it's blazingly quick for a road car but that would be meaningless if it didn't translate to such sublimely intuitive handling. Cornering seems an act of osmosis; you observe the road's curvature negotiate it without conscious input at a rate of knots that would elude you in almost anything else.Yet the ride, while leaving you in not the least doubt as to the road's precise topography, is better than tolerable. The only caveat is the slightly long throw nature of the shift action. Something bespoke, short and sharp is surely warranted. Even this is more characteristic than outright fault and in any case cannot persuade us not to award our first perfect score.VERDICTCount the stars. This a great car.BMW M3 COUPE PURE EDITIONPrice: $145,000Warranty: 3 year/unlimitedResale: 15,000km/12 monthsSafety equipment: Six airbags; ABS, EDBA, EBA, TCCrash rating: five starsEngine: 4.0-litre V8 petrol; 309kW/400NmBody: 2 doors, 4-seatsDimensions: 4615mm (L); 1540mm (W); 1424mm (H); 2761mm (WB)Weight: 1600kgTransmission: 6-speed manualEconomy: 12.4L/100km; 290g/km Co2"Blazingly quick for a road car but that would be meaningless if it didn't translate to such sublimely intuitive handling"

It's almost impossible to recall a time when the streets lacked compact turbo-charged cars, their progress accompanied as often as not by a percussive "doof doof" soundtrack. Though their primacy is now challenged by ultra-competent front drivers like Volkswagen’s Golf GTI, those all-paw idols -- Subaru's WRX and Mitsubishi's Evo remain urban and rally legends. Winding the clock back before all the fully sick, ram raider clichés -- before, so to speak, Evolution -- this class of car was a something of an elite niche in Australia, appreciated by rally fans and aficionados like Vince Bartolo. Acquiring his 1991 Mitsubishi Galant VR4 was logical for a "die-hard Mitsubishi fan". "Having owned factory Sigma Turbos and Wherrett Special Sigmas it was only natural that I fell in love with the Galant VR4 when released in Australia," Bartolo says. "I remember seeing a black one in the showroom in 1991 and I said to myself one day I will buy one. That dream came true in 1995 when I found this example in The Trading Post. I paid top dollar for it but it was worth every cent as it took me months to find one in black." The sixth generation Galant was used in Group A rally competition between 1988 and 1992, winning several events in Europe. It also took out the Asia-Pacific Rally Championships in '88, ‘91 and 92), and the 1992 American National GT Championship. That run ended after '92 when Mitsubishi replaced the Galant with the smaller Evo (retaining the Galant's engine/transmission) and Subaru likewise shifted down to the Impreza from the Legacy. The road going version was made available in Japan, North America, New Zealand and here. "In the last 16 years of owning it I have tracked it at Eastern Creek, used it in car shows and also used it in weddings," Bartolo says, though he seldom drives it. "I want to preserve a piece of Mitsubishi history. These things are rare and that is the most rewarding thing about it." So what you see here is as "original as possible". The factory rims have been restored to their former glory, he car's been lowered and fitted a mandrel bent exhaust with a "factory looking twin pipe muffler". A front mount Evo Galant intercooler has also been fitted to replace the factory unit. The inlet manifold was changed to the Japanese cyclone version and boost is now a respectable 14 psi. The only other mods are a Momo steering wheel and gear knob "It's a real pleasure to drive and has above average performance," Bartolo says. "I love the fact that it’s rare and you never see them on the road, especially in good original condition. The best part about it is that I don't know anyone else who has one. Makes mine even more special. I love the look of it and it’s a great sleeper. "It's old enough to be considered old school and modern enough to have all the latest features which are not found on cars made today, like 4wheel steer and rear wiper on a sedan. It's a modern classic." Mitsubishi Galant VR4 Turbo Price Now: $15,000 Price New: $44,990 Engine: 4G63 2.0-litre, in line four turbo; 148kW/279Nm Body: Four-door sedan Transmission: 5-speed manual; all-wheel-drive Did You Know: Only 315 of the Galant VR4's were sold in Australia.

A shiney scalp middle aged bloke biffs through the traffic in a roof-down roadster. Not a good look, is it? And I should know.Pity, because at a time when some states seem poised to levy fines and demerit points for so as much mentioning "fun" in the same sentence as "driving", the Mazda MX-5 remains an unadulterated dose of jollies.It's become easily the world's most popular roadster largely because of its affordability, but this perennial Mazda is also a dynamic classic and an almost unique experience among new cars. If you've the least drop of petrol in your veins, you must drive one at least once.Nothing to touch it at this price. The alternatives we suggest aren't entirely comparable except in so far as they will drop their tops.The base soft roof touring, which really is all the MX-5 you need, starts at $42,460, the Roadster Coupe range with it's foldaway hard top of lightweight composite materials begins at $47,200. Our "special" edition gets nice silver paint ( metallic blue or black if you prefer), beige seats and grey stitching around the wheel and handbrake with Bilstein shocks.Otherwise it's stock. Moreover, it's gift that'll keep giving. Well-maintained MX-5's with more than 150,000km on the clock are not uncommon.Simplicity is the key. Although the folding hard top folds up or away at a button's touch, still it needs to be manually latched.  The revable, willing and able 2.0-litre atmo four is driven through a short throw six-speed manual. There are auto MX-5s and these are not bad, but they remove some of the interaction which is central to the roadster experience.For once "classic" isn't a misnomer. The MX-5 remains all of that  a (still fairly) lightweight, low slung, rear-wheel-drive two seater that exists to be driven for the sake of it.Generation three has been with us for six years, but the diminutive shape shows no sign of ageing. That's what comes of being (sorry) a classic.Time has been less kind to the inside which is looking distinctly last decade. Some of the plastics, especially around the centre storage bin serve to remind this is a budget sports car. If you want opulence, by all means spend at least twice the money on a German roadster for nothing like the return in terms of what one of those brands bills as sheer driving pleasure.Four crash safety stars is not of the top drawer but acceptable. Anti-skid brakes bolster discs, ventilated up front solids on the rear. While the limited slip differential allows you to burst out of corners, it's equally a safety measure for the distribution of power to the driving wheels.Dynamic Stability Control, Mazda's take on what most car maker's call an electronic stability program, is among the most sympathetically tuned in the business. It cuts in deftly when called upon, but you need to be speaking loudly.The absence of a spare tyre is acceptable in a tiny roadster, though that's no consolation if you cop a flat.As ever, a delight. The MX-5 has never been about outright power, though at under eight seconds from standing to the 100km/h mark it's handily quick and, being so sweetly petite, almost always feels fast.Rather, as cars become more cosseting and forgiving, this remains about intimacy and instant response to your inputs. Yes, the MX-5 has acquired heft due to modern necessities as airbags and (unforgivably in the eyes of purists) that folding hardtop, but there is nothing, repeat, nothing, quite like it at anything like the money.Turning through that wonderfully alive and accurate steering is paper cut sharp. Though a joyous device when pushed, perhaps the greatest thing about the MX-5 is that under the ever more draconian enforcement regimes of our revenue hungry state and territory governments, you need not chart extremes to enjoy it.Top up or scalp scorchingly down, it gives you something back on a suburban roundabout or dodging through city traffic.The iconic yet completely contemporary sports car.

Indeed the entire 14 country, four continent, 30,000km F-Cell World Drive would be carbon neutral if not for the need to ship tank loads of the hydrogen on which this aptly bright green-coloured quartet runs. By the time the trek finishes in Stuttgart in June, where it also started on January 30, the B-Class F-Cells will have been refuelled some 400 times but emitted nothing but vapour. F-Cell World Drive team leader Arwed Niestroj says the global run marks the 125th anniversary of the automobile's invention by Gottlieb Daimler and Carl Benz, "an opportunity to look back but looking specifically into the future". "With this tool we want to convert the few remaining sceptics that the B-Class F-Cell is ready for long distances." While the car can make 400km between refuelling, the lack of filling stations (there are all of 70 scattered across in 15 countries) recalls the very earliest long distance drive which Bertha Benz took without her husband's knowledge. On that pioneering fang, Frau Benz was forced to stop at a pharmacy for fuel. In a sense the F-Cell is a hybrid, using an electric battery to start the vehicle and assist the hydrogen fuel cell in delivering power to the electric motors during acceleration. The battery pack is also recharged by the fuel cell and with regenerative braking much like a Toyota Prius. Capable of 170km/h with performance roughly equivalent to a 2.0-litre petrol engine, 200 F-Cells will be on the roads on Germany, Norway and and the US next year with full scale production due in 2015. Refuelling takes some three minutes at a bowser through a conventional pump into the car's tanks. The hydrogen cells are stored under the floor in impact resistant casings and so don't impinge on passenger or luggage space. Using some 1kg of H2 every 100km, the F-Cell system can be used in vehicles from coaches to city cars. To drive the B-Class F-Cell is quite conventional, a comfortably familiar sensation to a hybrid owner, only marginally less so to steering a conventional car. Almost silent at start up the thunking of the automatic door locks seems alarmingly loud. Driven through a single speed automatic transmission, we seem to coast around Sydney's Pyrmont. It is remarkably unremarkable. But while Niestroj can say "we have invented the automobile a second time," this counts for little until government and industry clamber aboard and the infrastructure to make ownership a practical proposition appears. "We're doing our part," says Mercedes-Benz Australia spokesman David McCarthy. "Emission free motoring is the future. A lot of the competition is taking about zero emissions, we're walking the walk."

VW Golf TSI and Mitsubishi Lancer VRX go head-to-head in this comparative review.