Articles by Staff Writers

The little Carnival will remain on sale next to its larger sibling, giving Kia a two-pronged attack on the segment that it looks set to own.The Grand Carnival borrows plenty of inspiration from some its higher-priced competition and the road-test vehicle had more than a few niceties on its features list.What will become options once the Kia brand shifts from the Ateco Automotive to a factory-owned subsidiary remains to the seen, but the fundamentals of the eight-seater will remain unchanged when it rolls on to Kia sales lots later this month. The new Grand Carnival is powered by a 3.8-litre V6 that shames previous Korean offerings for smoothness, quietness and outputs.The variable-valve double-overhead cam engine generates 184kW of power at 6000rpm, with peak torque of 343Nm arriving about 2500rpm earlier. The big eight-seater weighs in at 1990kg, but feels far more nimble than the power-to-weight ratio might suggest.Kia claims a 0-100km/h time of 10.5 seconds, which may not sound like much.But when you're talking about the closest thing to a private school bus short of buying your own Coaster, it's more than adequate. Cruising up Willunga Hill with five adults, a washing machine and a car fridge packed with Christmas cheer on board, the Grand Carnival maintained the speed limit on cruise control.It finally resorted to third gear but never required masses of revs to complete the task.The Grand Carnival gets a five-speed auto with a "manual shift", but the strong engine package meant the manual shift was rarely used. The only bugbear was the power-mode button for the automatic being mounted on a ceiling control panel.The Grand Carnival sits on a new rear multi-link suspension and has a McPherson strut front suspension mounted on a subframe for reduced noise and vibration.The noise intrusion is well controlled and the suspension is better damped than much of the automotive product that has come from Korea in the past, offering a decent ride and a well-controlled body.While Kia has not come up with its own version of Chrysler's clever second-row seat system, the Grand Carnival does offer flexible seating – three individual seats in the second row that can be folded or removed, with the third row folding flat into the floor.With the third row in use, there is still ample luggage space thanks to the cavity from which the third row springs.Kia claims the cabin will hold eight adults and still have 1cu m of cargo space on offer – but fold the third row away and it increases to 2.3cu m.With the middle row folded up flat against the front row of seats, a load space of 3.1cu m is offered, rising to more than 4cu m for the trip to the dump with post Christmas packaging and empties with both rows folded away.However, building to a price is evident in the seating, which misses a centre lap-sash belt for the second and third row centre occupant. But airconditioning vents for all three rows and controls in the back may make up for that in some buyer's minds.The seating is comfortable and offers decent leg room for adults in the back row, although the pop-out rear side windows allowed the smell of exhaust fumes in.Automatic electric doors (operable from the key fob) were fitted to this example, handy when loading and unloading the masses. As it sat in the driveway, the Grand Carnival on test had a price tag in the mid $40,000, thanks to the addition of a $200 leather/wood steering wheel, $2500 worth of leather trim.The top-spec car also has a six-CD in-dash stacker audio system for $900, the $1200 electric side doors, 16in alloys for $1500, side and window airbags priced at $1500 and $150 for the rain sensing wipers.The Grand Carnival's starting price will be $36,990 and includes cruise control, ABS brakes with EBD, dual front airbags, remote central locking and cruise control.Buyers have the option of adding side and curtain airbags, a leather-trimmed steering wheel and rain-sensing wipers for $1500.While the Grand Carnival won't provide massive increases in volume for Kia, it is a showcase for how quickly the Korean brand is catching up with the mainstream Japanese and European manufacturers.

As a fancy Ford sidled up next to me, with music blaring and your typical revhead in the driver's seat, I thought nothing of it.Then, there was the glance. The "are you ready to drag because I am going to kick your butt" look.The glance was followed with a couple of quick revs, just in case I didn't get the subtle hint the first time. Are you kidding me? Here's my subtle hint, buddy, as I motioned my head to the back seat – check out the baby on board. The lights went green, I was left for dust and junior was none the wiser. And, yes, I know putting a baby in a Monaro is probably a sin but if a car has baby seat hooks then all bets are off.The bright orange Monaro CV8Z (or Fusion colour in Holden terms) is a definite head-turner.It's pure muscle and grunt. It makes a statement and as many friends informed me it is an "icon". Or was. This model is the last Holden is putting out, which makes it a classic. Suddenly, I was everyone's best friend.From a gal's perspective, it's not the most chick-friendly car. The doors are big and heavy, the seat low, the two-door requiring almost a university degree to manoeuvre a child into the back seat and, well, orange is not really my colour.Inside, the leather seats are amazingly comfortable. The colour-coded instruments really boost its sporty look, as does the leather-clad steering wheel and six-speed manual gear stick.Surprisingly, the back seat is quite roomy despite the deceiving Monaro's sleek shape. However, the bucket seats send a clear message that there is only room for two.But to truly test its head-turning potential, I again bundled the toddler into the back and headed off to Murray Bridge's Sturt Reserve. The tourist spot is a magnet for the drive-bys in souped-up cars, so I thought: why not? And what do you do when you are in the company of an "icon"? Introduce it to another, the Bunyip. For the uninitiated, it's a monster that comes out of the water to impress but, more to the point, scare the youngsters who come to see it.Even scarier is that the Monaro stole the Bunyip's limelight. Parked not far from the attraction, the Monaro beamed its orange smile, basking in the glory of onlookers. As I say, a true icon.LOVE IT LEAVE ITMonaro CV8ZPrice: $60,490LOVE ITComfy leather seats, comfier than a lounge chair.Sporty style, everything from the smooth curves to the leather steering wheel.Colour-matched instrument panel. Fashion is everything.LEAVE ITDodgy colours like Fusion, but it's all a matter of taste.Heavy doors, for those of us who don't have muscles.Fuel consumption. She's very, very thirsty (17.4 litres/100km).

The cute little Pug completely negates any high performance aspirations by having a drop top.It all boils down to what you want to do.Fang around in your turbo high performance sporty car and you'll lose your licence or adopt cruise mode in your Peugeot 206CC with the roof off and bathe in the warm temperatures and the style of the car.At holiday time, there is no question – basking wins hands down.There is always a race to see who drives the Pug and the roof hasn't really been on, day or night for about a month – unless it starts to rain.Then, the fast operating metal roof slots into place and it's like a hard top coupe.Thankfully, there's adequate boot space even with the roof folded. The CC is a small car but available space has been optimised except in the rear seats which are kiddie-size. At a pinch, they can be pressed into service as large leather clad storage bins.There's a full array of luxury and safety equipment plus the security of having a metal roof and not vinyl.Though there is some "romance" attached to a vinyl soft top, they are somewhat lacking in security and strength terms.The 206CC has tidy manners and is not averse to cornering fast, even on rough roads. Peugeot sorted out suspensions decades ago and the 206CC is a beneficiary. It's comeptent and comfy.This is a 1.6-litre model with a four speed automatic behind it – a great combo for city driving and pretty good out on the highway especially if you use the sequential shift mode.While not as frugal as the Peugeot 1.6-litre turbo diesel, the petrol engine in the CC is impressive. You won't be contributing hugely to government or oil company coffers. It looks great, roof up or down with a cheeky face and pert rear end.

Its Adelaide maker calls the GT the "signature model" of the 380 range.Certainly the GT is a well-equipped, comfortable, competent car with deceptively good cornering ability, strong and fuss-free brakes, a quiet engine and very good fuel economy for a 1700kg car with a 3.8-litre V6 engine. Yet one has to ask if it stands out much from the pack.And much of this has to do with styling. Many people have commented that they haven't seen a Mitsubishi 380 on the road. Perhaps they have seen them but the car has not stood out enough to be quickly identified. It's something Honda and Toyota suffered from: they built very competent, inoffensive cars but which lacked that touch of aura, charisma, excitement or appeal that makes you want to buy one and park it in the driveway to make the neighbours drool.Mitsubishi has put a lot of work into the 380 range, starting with a U.S. model and re-engineering it for Australia. And it's built with state of the art technology at the Tonsley Park plant in Adelaide.Starting with the entry-level model called the 380, one branch of the line-up goes to the luxury side - the LS and the $46,490 LX. Another branch is the sporty side, being the VRX which is priced from $39,990 in automatic transmission form.The GT brings these two streams together. But it retains the same airbag kit (two front and two front side airbags) and drivetrain as all models of the 380 range - a 3.8-litre V6 giving 175kW power and 343Nm torque.The GT however gets 17in alloy wheels and 55-series tyres, a deep front spoiler which includes fog lamps, a deeper rear bumper, large chrome-tipped oval exhaust tip plus subtle rear spoiler that integrates into the clear-lens rear tail lights.The GT also gets rear parking sensors. All 380s have traction control, ABS brakes and power windows.Standard equipment inside the GT includes full soft black leather trim, dark woodgrain highlights across the dashboard, an electric sunroof plus 10-way power driver's seat and six-way power front passenger seat each with three-person memory. The GT's boot lid is lined. The car is built with Bluetooth capability and for about $3800 it can be fitted with a satellite navigation system. Like the other upper models of 380 it has a six-stack in dash CD and eight speakers.All this is in the $47,990 price for the Mitsubishi 380 GT, including its five-speed sequential shift automatic transmission.That price puts it between models of all its main rivals. Holden Calais with a 190kW engine and five-speed sequential automatic is $53,290 and the Berlina 175kW 3.6-litre with four-speed automatic is $43,450. Neither Holden has leather trim standard. Ford Fairmont is $43,195, giving 190kW power but only 16in wheels, a four-speed automatic and no leather trim. Fairmont Ghia comes with 17in wheels, leather and six-speed automatic and is priced at $52,860.Toyota's Camry has the old three-litre V6 of 141kW and four-speed automatic at $46,000 for the Grande and $49,100 for the Azura, each with leather trim.Lift the gas strut bonnet of the Mitsubishi GT and you'll see a transverse V6 engine with a fair bit of weight ahead of the front axle line. But the car is fairly well balanced and produces no handling vice when driven hard. The front suspension towers are joined by a cross-brace which underlines the sporty intent of this variant.Although the cabin is spacious, here's another car that forces the middle rear passenger to have a hard pew - and straddle a "transmission" tunnel even if it is front-wheel drive. As noted on other 380 variants there is no fold-down rear seat back rest; only a ski port. The boot is a good size but nothing to embarrass the rival models.The engine is willing yet is very fuel efficient. It needs only light throttle applications and a driver looking ahead can gain by lifting off as this car rolls on for some time. Economy is helped by long legs on the highway - just 1900rpm at 110km/h. We averaged 10.2 litres/100km, albeit with some country running.It may lack the wow factor but the 380 GT is a sensible and pleasant car to live with.

It's similar to the sedan but has a different rear suspension, longer wheelbase, ute back and weighs a bit more.But the essentials are the same – 5.4-litre, DOHC, V8 with 290kW/520Nm output and it's available with a six speed manual or optional six speed auto.One for the fast worker.Superb performance especially in the higher rev range – not as much a "wild thing" as F6 Turbo Tornado. Six speed auto a worthwhile addition for just $1250, almost as quick as the manual, easier to drive in the city. Twin outlet exhausts look the business, sound unreal. Optional hard tonneau cover gives sleeker look, quieter too and carries neat wing. Additional security, has imposing bulge to match bonnet bulge. Engine management changes on BF model allow engine to meet Euro 3 emissions regs. Brakes are the best in the business – six pot Brembos up front, opposing piston Brembos down the back. Traction control a welcome addition to all FPV utes, reduces possibility of unexpected lurid, tail out oversteer. New stripes stop short of bonnet and roof but lift the appearance. There's no mistaking Super Pursuit for anything else. Has new 19in alloys with ultra low profile Dunlop SO9000 rubber – sticks like glue, steers like a race car. Auto's sequential shift mode is fun, operates the right way – away for down, pull back for up changes. Interior has minor upgrade with BF, looks good – metallic fascia, sexy upholstery with deeply bostered seats – hard squabs though. Opening hard tonneau is a pain – two key operated latches. Limits load carrying capacity – not that you'd carry anything in a high performance vehicle such as this. Not bad on the juice – 13.0L/100km average is achievable. Costs more than $10,000 less than GT-P sedan.VerdictImpressive package, not as entertaining as the F6 Tornado turbo six. Sounds better, looks fabulous. Not for work - just a show pony.

We can raise a "salutare" (salute) to that after seven superlative hours spent in a brace of new 612 Scaglietti Ferraris sweeping through South Australia's scenic Barossa Valley to beyond.One was painted a somehow subtle gold, the colour named after actress Ingrid Bergman who ordered her unique 375MM Superamerica in the same livery in the 1950s.This 612 had optional 19-inch wheels (as opposed to standard 18-inch) and ceramic brakes.The other was decked out in look-at-me red and silver, complete with dragon motif and colorful signwriting as it appeared completing a history-making 24,000km promotional trek around China recently.Both were left-hand-drive.It's a rare opportunity to drive any Ferrari, but this gilt-edged invitation came about through the new official Australian and New Zealand Ferrari importers, European Automotive Imports Pty Ltd of Sydney.Measuring 483cm long by 193cm wide by 132cm high, the 612 Scaglietti (pronounced say-chen to-do di-chi skahl-yet-ee) is the largest Ferrari ever made.But there's good reason – this gorgeous sculpture was designed and built to be a genuine four seater, not a 2+2.As such, it has 7cm more headroom and fractionally more knee room in the rear-seat area, plus 25-percent additional boot space compared with its predecessor, the 456M of 1993-2003.To prove the point, EAI's national service manager Lenn Kench – all 190cm of him – fitted comfortably in the back.The Scaglietti is nearly 60kg lighter than the 456M, with its aluminium spaceframe chassis clothed in a shapely superleggera (superlightweight) body engineered in co- operation with aluminium giant ALCOA.The 612 also has a lower centre of gravity by almost 2.5cm and is 54 per cent stiffer in torsion.Its 5.75 litre V12 engine (derived from the 575M Maranello) has been placed behind the front axle to help establish the rear weight bias crucial to sports-car dynamic handling, making for a 46/54 split front/rear.Oh, and did I mention it has 397kW of power (that's nearly 540hp in old speak) and 588Nm of torque, enough to produce a 0-100km/h time of 4.2 seconds and a top speed a shade under 320km/h. Woosh!Without a get-out-of-jail-free card in our wallet, we will have to take Ferrari's word on that, but let it be said the 612 goes as well as it looks.The performance sweet spot kicks in at 4000rpm and continues all the way through to 7250rpm, with torque peaking at 5250rpm.Feeding the big V12 enough road to keep it in this zone is another thing. But this is where enthusiastic use of the car's F1A paddle shift six-speed sequential gearbox is invited.An additional synchronizing cone on each gear makes for quicker, smoother shifts – just 0.2 seconds a throw.Even with the active suspension set to Sport mode, the 612 soaked up SA's country road irregularities with unfussed ease, all the while maintaining the direct connection between driver and car the world has come to expect from Ferrari.Deliberate late braking failed to induce any hint of understeer and with the seemingly intuitive traction control on, oversteer was never an issue, just a grip like Tarzan's.The 612's dynamics contradict its 1840kg curb weight and steering response is, in two words, "absolutely linear" – each revolution of the wheel moves the rack exactly 64 mm.And in keeping with its grand tourer brief, there's a raft of creature comforts and active and passive safety features.All this for $A556,000.Oh, there was one thing we didn't like about the 612 Scaglietti – having to hand the keys back.

It sure takes the leg work out of changing gears, especially in city traffic.Continually punching in a big, heavy clutch pedal in the manual can be a real pain, even for the purist.The F6 Tornado is the utility equivalent of the turbocharged Typhoon sedan.Think gale-force winds and you won't get either of the force-fed models confused with others in the range.This is the first time FPV has offered an auto with its cars and it's certainly been worth the wait.The lightweight, compact ZF six-speed automatic transmission is the same basic unit as that used in the standard Falcon.But a performance version has been developed specifically for the FPV range with upgraded clutches featuring extra plates in each clutch pack to achieve a torque capacity of 600Nm.That's a good thing because with 270kW of power and a massive 550Nm of torque on tap the turbocharged 4.0-litre straight six produces even more torque than the V8 – and lower down the rev range too.The auto heads a list of changes in the BF series all of which add up to a more refined, much more liveable day-to-day vehicle.If there is a performance hit with the auto and there is bound to be a small one, then it's a price we're happy to pay – given the convenience.Of course it should be borne in mind that the auto is in fact a sequential transmission which means you can change gears manually anyway.The tranny adapts to different styles of driving and is designed to hold gear in corners, with a transient rpm limit that allows the engine to momentarily exceed the rev limit during upshifting.The achieves an engine speed that is closer to the rev limit than would otherwise be possible.The hard, sports suspension can be harsh at times, but I guess that's the price you pay for flat, precision handling.We're partcularly pleased to see the addition of traction control for the first time in the ute which tends to become a handful in the wet.Even with it fitted we still managed to send the car fish-tailing across two lanes of the freeway as the rain came down.We'd been taking it nice and easy until that point, but the big mistake was deciding to accelerate at the same time as we went to change lanes.Fortunately, the electronics caught the car before things got too of hand and the car went into a spin.Other than some eye candy, the other noteworthy change with this model is the addition of upgraded brakes.Four-piston Brembo front calipers are now standard on all models except GT-P and Super Pursuit which feature Premium six-piston Brembo front calipers.The sophisticated traction control system along with four-channel ABS has been specifically tuned for sports-oriented drivers and exploits the benefits offered by the electronic fly-by-wire throttle system.Commendably, FPV continues to offer a complimentary full day professional driver training course with every new vehicle purchase.Fuel economy in our test vehicle averaged 13.8L/100km.At a recommended retail price of $52,780, the F6 Tornado is the cheapest but by no means the least vehicle in the FPV range.The six-speed auto adds $1250 to the price.

As I slowed at some South Rd lights in my glitzy gold Mitsubishi 380 VRX, a pedestrian peered through the windows to check out who had bought a piece of South Australia's automotive future. He almost applauded me and I felt like a phony for being a freeloader, not a buyer. After all, there's a lot riding on the 380.No doubt from the hundreds of centimetres already written about Mitsubishi's new wonder in this newspaper, you already know that.Let's be honest. Mitsubishi's 380 is a six-cylinder car marketing itself to a suddenly fuel-price-conscious audience. Timing, and other reasons, make this an underdog model launching from behind the eightball. But, in true V6 style, the 380 performs like a mini muscle car, offering more power and prowess on open roads than your average four-cylinder sedan.Pickup at the lights is responsive and a smooth gearbox would impress the fussiest Fangio.Leather trim and dashboard features are over and above what is expected of its mid-$30,000 price tag, which cleverly undercuts its Ford Falcon and Holden Commodore rivals.I was expecting to set heads turning by driving such a rare and new gem, but the 380 just didn't have the wow power to make it stand out from the crowd.The tail-lights, in my opinion, have a detracting tacky, plastic cheapness. Internally, blue dashboard lights are unappealing and graphics on a large, dash-mounted LCD screen are pretty but pointless.While I'm nitpicking, the boot is cavernous but the opening to it is less generous and makes loading a pram difficult.However, easy access to anchor points in the cabin make fitting a toddler seat child's play and there are oodles of airbags to make passengers feel safe.The only other detraction would be the lack of a rear-window wiper. Recent unseasonal downpours and a steep gradient to the rear window ensured that a clear vision out the back was sometimes tricky.And fuel economy? The 380's thirstier than some of its rivals, touting a 11.4 litre/100km fuel use, or closer to 12.2 litre/100km for those who drive less smoothly.Mitsubishi's 380 may just turn the right patriotic heads to buy a family car competitively priced in its class. But for the Euro-car design snobs among us, designers have a lot more work to do.Mitsubishi 380 VRXLeather trim.Sunvisor extensions.Slick gear change.Easy-to-access child seat anchor point.Back-seat leg room.Zoomy takeoff at the lights.Aircraft-carrier turning circle.Fuel economy.Plastic tail-lights.Awkward boot entry.Tacky blue dashboard lights and graphics.

Basically it's a case of name your wagon when it comes to the new Mercedes-Benz B-Class.The people from the three-pointed star badge call it a Sports tourer.Their marketing campaign claims... "Same star. Different planet. The new Compact Sports Tourer".Different planet all right.Where do you begin to describe the B-Class and just what the devil is it and what are its competitors?It is crystal clear that Mercedes-Benz identified some time ago that people were prepared to part company with a little extra for a little extra, no matter what the vehicle segment. And they then began to build cars, regardless of segment, that are in a premium position."The B-Class, given the platform which exists with A-Class and the desire for a car which is a bit bigger (than A-Class) is a niche we're willing to fill," said Mercedes-Benz senior manager of corporate communications, Toni Andreevski.A perusal of the B-Class gives you the distinct impression, initially at least, that it is really a hatchback, albeit with Benz quality, charm and functionality.This long hatch comes initially with the choice of a standard B200 and B200 turbo.A 180 or 200 CDi diesel will follow in the second quarter of next year which is expected to trigger a lot of sales activity.At the recent launch the B200 with the creamy CVT transmission offered the cosy ride qualities carried over from the new and impressive A-Class.It handles adeptly which is helped by the fact that the engine and transmission are placed lower down, the sandwich concept taken from the A-Class helping not only in safety but in driving dynamics.The B200 delivers 100kW of power and 185Nm, nothing huge to write home about, but it is quite refined even when the stress levels rise and maximum revs are required for more urge.It is quite a predictable mover with crisp steering via the electro-mechanical set-up where power regulated assistance is matched to road speed.The transmission is clever and smooth with the Autotronic principle operating the continuously variable transmission (CVT) concept.There are two settings to the shift characteristics: C for comfort keeping the engine accelerating gently at low speeds, while S for sport mode lifts the revs for more aggressive changes.The transmissions also adopt the sideways manual shift whereby the driver can nudge the lever either away or towards them to change up or down.In turbo-spec the B-Class obviously gains a fair modicum of torque — 280Nm available from as low as 1800rpm through to 4850rpm.There is 142kw of power, almost 50 per cent more than the standard.On greasy surfaces and even on a dry surface on a cool day, the turbo seemed to scrabble for front-end grip and when all's said and done, the standard was probably the pick of the pair.It was lively enough when the driver need to call on more reserves and it seemed to have more useable power.Quality and functionality are top of the tree and the ride quality shines. There is plenty of leg, shoulder and headroom, and build quality is well matched to the badge.With the optional Easy Vario system — whereby the front passenger seat can be removed along with the three rear seat backrests and the standard height-adjustable rear luggage floor — the B-Class is a triumph in form and function.While it remains a perplexing new badge on the showroom floor, the B-Class is yet another way into the Benz moniker.The good thing is that as with most pioneering projects from the Stuttgart star, the B-Class is no dud. You might still ask why they've created such a niche but the bottom line is: why not?

The decision comes after some tough testing on our home turf, in a couple of cars in all sorts of conditions, as we searched for the bottom line on the most significant newcomer of 2005.The 380 made a positive impression when we drove it at the Australian press preview, and it is a clear step -- no several leaps -- beyond anything that has ever worn a Magna badge.It is the absolute best the team at Mitsubishi headquarters in Adelaide can produce, given the time, budget and basics they had to do their job.Our verdict is not unanimous, and there are still some questions that cannot be answered beyond reasonable doubt.They include the reaction from the Australian heartland buyers who will decide the showroom results of the 380 and, ultimately, the fate of Mitsubishi Motors Australia as a local carmaker.So, to end the build-up and cut the drum roll, we've rated the 380 against its locally made rivals.It will be shopped against a much broader range of contenders, and it is probably unfair to include the Toyota Avalon because it is now dead and buried, but this is how we judge the 380.Does it beat the Toyota Avalon? Absolutely. Does it beat the Toyota Camry? No problem. Does it beat the Holden Commodore? A closer call to make, but another win to the new Mitsubishi.Does it beat the Ford Falcon BF? Actually, no it doesn't. That could be the make-or-break call on a make-or-break car.The updated Ford edges it out on overall refinement, economy and also space. The Mitsubishi is a really enjoyable drive and has a roomy four-seater cabin. It can be a bit tight for five people and the absence of a split-fold rear seat is a big mistake because there is no 380 wagon available.To revisit the basics, the 380 is the all-new replacement for the dowdy old Mitsubishi Magna.It was developed in Australia from the international Galant and is named for its 3.8-litre V6.A large amount of work has been done, from the cabin styling to engine and suspension tuning, in a tough process that was done while Mitsubishi Australia was fighting to survive.It is the largest local program undertaken by Mitsubishi, which spent $600 million and also totally revamped its Adelaide factory.The challenge was to build a car that could take on Commodore and Falcon, and be capable of drawing people who would never have considered a Magna.Five models make up the 380 line-up, from the basic car to the VRX to LS, prestige LX and sporty GT, with pricing from $34,490 to $47,990.Mitsubishi needs to make 30,000 cars a year to hit its business targets and, though it had a slow first month -- not helped by a couple of minor quality problems -- it believes it will have no trouble selling 2500 a month for the life of the 380.Toyota has the new Camry and Avalon next year and Holden the all-new VE. And Ford is readying a new Falcon for 2007. Mitsubishi will have to get going to build a following while its car is at its best.First impression of the 380 at the preview drive was good, but we didn't know the prices.Now, after running a couple of cars over thousands of kilometres with the bottom line as our guide, we are confident we have the 380 pegged. It is a super-Magna.That means it is better than anything that wore a Magna badge, but still has all the Mitsubishi characteristics -- from its styling to the feel of the switches and the quality.Most of that is good. Particularly the quality, and the extra effort that has gone into creating a comfortable cabin.The car also has a strong engine with gearboxes that work well, and the ride and handling is first class.Still, people will see it as a new Magna. The name is new, and the approach is refreshing, but it is still going to come from a Mitsubishi showroom.We have had reports the sales team is not yet capitalising on the car.One 380 shopper was even directed to an Outlander by a sales person. Big mistake.Most of our driving was done in an automatic VRX ($39,990), expected to be the second-best seller in the range, and against tough competition from the Commodore SV6 and Falcon XR6.But we also had a thrash in a GT, which was smooth but didn't impress as much as we had hoped and its brakes also cooked (Mitsubishi says this was a one-off -- the car was a pre-production model).The VRX is good for people who enjoy driving. It feels responsive, as you would expect with 175kW, and the automatic gearbox shifts smoothly and responds well on the tiptronic manual change.But it would have been better if Mitsubishi had followed Ford in setting upshifts with a backward tug on the lever.The seats are supportive, the dash layout is clear and the sound system is good.Legroom is good in the back, but some taller people complained about pinched head space.The economy was reasonable at 12.4 litres/100km including plenty of freeway running, it is easy to park and has good headlamps and a confident horn.The VRX is a great touring car, but we also drove it at the same time as the BF Falcon and the new Ford was sharper, more refined and better on fuel.So, would we like a Mitsubishi 380? Yes.But would we rush out and buy one, then dash around to our best mate to show off the same way we would if it was a new XR Falcon or SS Commodore going into the driveway? No. And that, really, is the answer.