Articles by Staff Writers

In any event, there are many buyers – young and not-so-young – who just love well-sorted quickies.Hence the market for compact performance cars, which can be driven for economy around the city or set alight, in the right environment, for some fun motoring.The BMC Mini – particularly the Cooper S – gave birth to the segment.More recently, Subaru has set the standard for affordable performance with its WRX – a top performer with a sub-six-second sprint time at a sub-$40,000 price.Peugeot's 206 GTi is $5000 cheaper and only 1.5 seconds slower. And the new Mini Cooper S is a full financial member of the category at only $710 more than the WRX with a 0-100km/h time of 7.2 seconds.Renault has added the Sport Megane 225 to the hot hatch class to which it was already a member with the Clio Sport.The quick Megane is fully credentialled with a 0-100km/h dash in 6.5 seconds, a standing 400m in 14.6 seconds and a top speed of 236km/h. At $42,990, it is not the cheapest car in the class but it does come with sufficient kit to justify the price. The Megane is not a small car in the truest sense – and is highly individualistic in its styling.The Sport Megane 225 hatch is powered by a 16-valve turbocharged two-litre four, which generates a wholesome 165kW of power and 300Nm of torque to the front wheels via a really slick six-speed manual gearbox. The motor is the work of the brand's motorsport arm, Renault Sport Technologies, which was given the task of producing a performance motor suitable for daily use.The engine finds an ideal home in the Megane hatch, which has been modified to match the firepower of the engine.The Sport Megane body is enhanced with a wide air intake grille to ensure that the intercooled turbo gets plenty of fresh air. The rear bumper skirting is cut away to make way for the large-bore twin-pipe exhaust outlets.A spoiler, integrated in the upper part of the rear hatch, boosts stability at high speeds.The Sport runs 17in alloy wheels, which fill the wheel arches nicely, maximising the model's muscular looks.The sporty driving theme continues inside through the use of leather steering wheel, aluminium pedal pads and a graphic treatment of the instrumentation. The Sport shares the same round-backed hatch body with naturally aspirated versions of the five-door hatch Megane line-up – unlike the Impreza WRX which is available in both hatch and sedan forms.Buyers will love the rump or hate it, with very few "don't knows". But enthusiast drivers attracted by the dynamics of the car will not be put off by the rear styling.After all, previous "Rex" models were not all that pretty either.Now for what the Sport Megane has to offer.The "blown" two-litre is a willing worker off the line without any lag, which flaws so many turbo models.The addition of a full complement of stability kit ensures that there is very little torque steer – the tendency of a performance front drive car to pull to one side – under full load.Power peaks at 5500rpm but the 300Nm of torque is reached at 3000rpm.The twin-scroll-type turbocharger delivers the goods throughout the various rev ranges without any flat spots.The engine is a real joy to fire into action and the six-speed, close-ratio manual transmission is a sheer joy to flick from cog to cog with the short, sporty shift.The car rides on a proficient chassis, which is firm but not brutal and keeps the body from undue movement under severe cornering forces. The Sport Megane comes standard with anti-lock brakes, stability control, emergency brake assist and understeer control. Everything works according to the plot to ensure the car is nowhere as skittish as hot cars of days gone.Anyone who gets into trouble has the backing of five-star Euro crash test rating, double volume dual airbags, side airbags and curtain airbags plus seat belt pretensioners front and rear. Variable power assisted steering gives the car a good road feel – particularly during cornering when directional correction is required.The Sport comes with a long list of standard items, including cruise control with a speed limiter, six-speaker CD sound system, electrochromic interior mirror, automatic headlights and automatic windscreen wipers, variable depending on the amount of rain.An optional LX pack which consists of a sunroof, a six CD stacker and full leather trim is available for $4000.AT A GLANCEThe Sport Megane is one of those cars which can make your day – day after day.Anyone who appreciates affordable power will be enthralled by what the car has to offer.Forget the rounded rump – this is a sports hatch which should be driven and considered by anyone in the market for a hot not-so-little number.

Few people are aware but the famous Swedish aircraft and car manufacturer is wholly owned by Holden's parent company General Motors.However, until recently, the two companies were permitted to operate as separate entities – at least in Australia.That all changed from the first of January, when Holden took charge of the show and installed its own general manager.Together, the new leaner meaner team sink or swim.The decision was a global one, but follows on the heels of declining sales over the past three years in Australia, with the number of cars sold falling 14 per cent in 2004.Saab sells just three models here: the 9-3 sedan, 9-3 convertible and larger 9-5 sedan and last year sold a total of just 1848 cars.It's biggest seller is the 9-3 convertible popularised by actor Rebecca Gibney in the Halifax FP television series, which accounts for 40 per cent of sales.Consequently a lot is riding on the success of the "new" 9-3 Convertible, a car which is not so much new as revised, with a third and cheaper model added to the lineup.In Australia the two biggest selling four-seat convertibles are the Saab 9-3 and BMW 3 Series.The Saab commands 45 per cent of the market while the Beemer runs a close second with 40 percent, followed by the Audi A4 with 17 per cent in third place.It is not surprising then that the price of the entry level Linear model has been pegged at $66,900 – exactly the same price as the BMW 320Ci.Other models are the 129kW Vector priced from $73,900 and 155kW Aero priced from $89,900.Saab is hoping the Linear's lower more attractive price will draw customers from the cheaper cars like Astra and Peugeot 307 convertibles.It is also hoping to "leverage" fleet sales from Holden which has access to some 350 fleets across Australia.Saab is also looking to bolster sales in Sydney where it has only two dealers at present.Of course much depends on the quality and appeal of the car and there is no doubting the 9-3 Convertible is a sexy looking thing.It's a car that appeals equally to men and women.The Linear model is powered by a 2.0-litre four cylinder turbocharged engine that produces 110kW of power and 240Nm of torque.A five-speed manual transmission is standard while a five-speed tip-shift style auto is a $2500 option.Standard equipment includes: leather seats and steering wheel, 16-inch alloys, body-coloured bumpers and side sills, pop-up roll bars, heated front seats, cruise control and rain-sensing wipers.The 9-3 has one of the fastest opening and closing roofs in the business, an honour it shares with the BMW 330Ci.It's a soft, thickly insulated fabric roof unlike some competitors which now offer hard top convertibles.The roof has no retaining clamps and can be opened at the touch of a button in 20 seconds, either remotely or via a dash mounted button.It can also be operated on the fly up to a speed of 30km/h.Unfortunately, the roof on our test car was temperamental, refusing to fully close at times.This happened on two or three occasions but persistence paid off and the roof eventually responded.Although the engines of some competitors produce more power, none but the more expensive and soon to be released Mercedes CLK 200K produce as much torque.The more torque, the more driveable a car is and the more easily it goes up hills.Other than niggling problems with the roof, the car performs flawlessly.There's sufficient power there for top down cruising, with the the auto providing the option of changing gears manually for more spirited driving.Linear misses out on electronic stability control but remains sure footed even on dirt roads, with ABS, traction and corner brake control standard.Economy is excellent with our test car returning an average of 9.3 litres per 100km over the course of about 300km, using standard grade unleaded.The 9-3 scores a maximum five stars in European safety tests, with four airbags and front active head restraints.A full-size spare wheel is fitted.

It's the uncontrollable nature of the beast – and proof positive that somewhere in the Holden/HSV hierarchy is a powerful set of self-assured XX genes able to look at a 297kW badge and not desperately want to squeeze another 3kW from somewhere.That "magic" 300 figure isn't something that seems to concern HSV – particularly now that the Z-series of cars has the thumping 6.0-litre LS2 borrowed from the iconic Corvette.Certainly, the GTO's street cred doesn't appear to suffer from the shortfall. With its twin bonnet scoops, long, low Monaro lines and rather startling Turismo blue colour, the test car turned heads wherever it went.It's a big car with a big heart but surprisingly small luggage capacity.Built to carry four – in two sets of extremely comfortable bucket seats – you'd need to warn your travelling companions to pack lightly and use small bags.Boot space appears to have been traded off to accommodate the full dual-exhaust system, which pops twin pipes out from under either side of the rear skirt.The effect is certainly dramatic, even if the rumble is a little more subdued than most new owners would expect – or want – from a six-litre banger.HSV has done little with the tweaking of the engine donated from the 'Vette and there's no question that the 297kW (OK, you can claim 305kW DIN if you really want but it's not going to show up on the badging) and 530Nm outputs are starting points. There's plenty of room for future "specials".Still, in its present state the package is a very civilised one.The big surprise of the test was that over some 500km of city and highway driving, the LS2 and its four-speed automatic partner returned a civil 14.4L/100km average.The style of driving was very much as an owner would – a lot of steady-as-she-goes, with the occasional enthusiastic moment when circumstances warranted.Steering has a light feel, with the rack somewhat faster than in the donor car. The GTO turns in nicely on its 19-inch rubber and, with traction control off, the rear breaks away progressively when prodded.Great lumps of the engine's torque arrive fairly early in proceedings, peaking at the mid-4000rpm range. The effect is a good launch feel, the ability to squeak the rear rubber changing up to second, and strong acceleration through to something close to the 6500rpm redline.While the exterior of the GTO has been well worked, with an effective package of skirts, scoops and wings that manages to avoid the garish, for an $80,000-odd car, the interior remains only so-so.The dash, instrument display and trim is still Commodore.Drilled aluminium pedals add a bit of flash, the seats are truly good, with plenty of adjustment, support and bolstering, and the six-stacker CD sound system is adequate without being outstanding.While the seats have a good range of adjustment – eight-way for the driver – with three memory positions, it's disappointing that they don't automatically return to position after allowing rear-passenger access. The seats run forward when the seat-back locking catch is released but don't return when the seat-back is returned to upright.

Add a turbo diesel engine and 4WD and you have probably the ultimate workmate that will carry you and all your stuff to the ends of the earth – well almost.The current model has been around for donkey's ages with progressive upgrades keeping it fresh. It's available in numerous body configurations including a handy Freestyle body with rear hinged "suicide" doors giving access to the rear "emergency" fold down seats.Mazda recently introduced drive away pricing for the B-Series, this one, the DX Freestyle diesel manual goes for a not insignificant $38,935. But hey, it all comes off the tax.Intercooled four cylinder diesel has plenty of performance, particularly strong mid-range, good on fuel.First gear is way, way low and runs out of puff after just a squirt from a standstill. Low range is lower again.Cruises happily at the speed limit, doesn't button off uphill even with a load on board.  Engine is relatively smooth but makes a din – turn the (impressive) radio up.DX misses out on electric mirrors, remote central locking, has no air bags – unforgivable in a vehicle at this price.Ride is firm, bucks around on rough road unladen. Settles down with a few hundred kilos on board.Tray is decent size even with the "four" door body.Off road ability enhanced with chunky tread tyres, low range 4WD, has manual free wheeling hubs – just like the old days.Plenty of ground clearance, limited slip rear diff. This thing goes anywhere – with a load and potentially four aboard.Hate the under dash, pull out hand brake. Optional ute tray mat should be standard ute liner.Turning circle is smaller than earlier models, now acceptable.Like warranty choice, 2/unlimited or 3/100,000km. You choose.Cabin is utilitarian, plenty of hard plastic, bit of style around instruments, aircon works a treat.Not convinced about Freestyle doors, bit of a pain to use, front has to be open etc.

Holden's Caprice V8 sits comfortably in this territory offering acres of metal (and rear legroom) in an imposing and surprisingly well mannered package.Caprice is Holden's flagship and as such, it bristles with goodies some of which are over the top.The nature of Caprice was changed a couple of years ago into more of a sporty limo with the softer option slot being occupied by Statesman.High output 5.7-litre V8 is a cracker, generates 250kW and sounds great.Fuel economy not bad for a big weighty beast with 11L/100km achievable. Hoof it and the fuel buckets through.Rough changing four speed automatic needs retirement. This car cries out for a smooth shifting five speeder and tiptronic function would be a plus.Has comprehensive dynamic control package including ESP that kicks in too late and stays active for too long. Traction control can be a problem if rapid take offs are needed.Long wheelbase gives superb ride also aided by sporty suspension and wheel/tyre combo.Fun to drive, responsive steering, powerful brakes, excellent acceleration.Styling looks the goods, handsome front enhanced with large driving lights, square bumper and bonnet crease lines.Love the five spoke 17in alloys and low ride height. Very sexy.Interior is arguably the best ever effort from Holden.Has classy European look and feel, great combination of colours and textures capped of with brilliant audio system and multi function module.Steering wheel has multiple functions including sound and cruise control.Trip computer offers bewildering array of information.Twin headrest mounted DVD screens a plus for rear passengers on long distances.Climate control offers numerous outlets, works fast.Pretty well everything is electrically operated. Decadent.Boot is large, possible sleeping venue.Third seat in rear is not really a seat, it's the join between two buckets.Quality seems to have improved over underwhelming previous models.Extensive safety features.

That rude, obnoxious man, for example, will always remain so, even if he is really quite polite and reasonable, and was just having a bad day when you first met him. And so it is with most things, even cars.My first impression of the new Gen 2 Proton was that I thought the doors were going to fall off.Awkward, clunky, not easy to open. Not a good start.But try to put that aside. Take a step back and look at the design.From the outside, it looks good, not "astonishing" like the publicity promises, but it is sporty and stylish, and I love the Energy Orange paint job. A few people commented that it looked like an Alfa. Even the badging, they said, has similarities. Now check out the inside ... but you have to open those doors again.The interior is not as impressive. Too much plastic and there's not enough room for your legs.Even my short limbs were bruised after too many close encounters with the steering wheel height lever.And, yes, I know you can lift the wheel up and lower the seat, but that didn't help much, either.There are not enough compartments, just two narrow ones in the doors plus the centre console.And there is no glove box. None. Just a little ledge.The stereo controls on the dash are a bit space-age-ish but the sound from the Blauplunkt system is music to your ears and the wheel-mounted buttons are in the perfect spot. Airconditioning and fan speed dials are large and easy to use but look out of place on a central column under the dash.Even the sporty double veranda over the speedo looks odd, like Mickey Mouse ears.The handbrake resembles an upside-down stirrup and the one cup holder won't fit a water bottle.How does the rear section hold up? It's roomy and comfortable enough to keep teens quiet on a long drive (what more could you ask?) but the back doors are just as stiff as the front ones.Now for the hatch. The boot is huge but there's another door. And unless I've missed something, there is only one lever by the driver's seat to release the hatch, which is heavy to open and close.Why go further? Because beauty is in the eye of the beholder and I may just be a weakling when it comes to opening doors.The Proton Gen 2 is a great size for city driving but it also handles highways beautifully. At higher speeds, it holds the road, hugs corners and the 1.6-litre engine has enough power when you drop back a gear, to overtake with confidence.The trip computer is a nice extra, calculating fuel consumption and telling you how far you can travel before you have to fill up again.If only I could handle the doors.LOVE IT LEAVE ITProton Gen 2 LOVE ITPlenty of room in the back for growing teens.Huge boot.LEAVE ITThe doors (although that wouldn't be very safe).Clunky gears.No glove box ... not even a tiny one.Almost useless cup holder.Clock is almost impossible to read while driving.

Their heads snapped around to check out BMW's latest hero car, the E63 645Ci.As they walked across the intersection, they were transfixed by the brawny coupe and completely missed the bikini-clad babes walking the other way.Only a Monaro seems to attract more attention from onlookers.But the 645Ci is not just a show pony. It has the goods.Try 245kW of 4.4-litre V8 power with 450Nm of low-down pull for a start.Then transfer that through BMW's dynamic drive system, with traction and stability control bells and whistles.It's potent but it's also controllable with good safety features.I drove one in a few parade stages of the Targa Tasmania rally last year and could not fault it.This time, I had the BMW on a far more sedate parade on the boulevards of the Sunshine Coast and I still could not fault it.Well, perhaps the clutch is a little heavy for slow traffic.But that Monaro-esque ``varoomph'' from the twin-exhaust more than makes up for it.At slow parade speeds, the steering is ultra-light. In fact, it takes a little getting used to, but it's an absolute joy to park.As you push the slightly doughy accelerator, the steering ties down and becomes almost ponderous at highway speeds.On the highway, the BMW is quiet and comfortable, even for rear passengers. Not many coupes have this much headroom in the back.Highways and boulevard parades may be fine for poseurs, but they are not very exciting for driving enthusiasts.So when I heard on the radio that the Bruce Highway was closed because of an accident, I headed inland for a fun detour around the Mt Mee district.Here the hero car really shows its prowess, sprinting effortlessly up the steep grades and stepping delicately around the ridges thanks to its 50/50 weight distribution.Weight has been kept down to 1620kg (1615kg manual) with the use of aluminium in the chassis, doors, bonnet and the roof of the coupe, while the bulbous boot is plastic.Options include 19-inch wheels ($2200-$3200) over the standard 18-inch alloys, a $4500 active cruise control system that keeps it a designated distance from vehicles in front, climate glass ($600), 13-speaker Logic7 sound system ($1700), universal remote control ($500), ski bag ($750), heated steering wheel ($470) and a no-cost manual gearbox.Another featured option is head-up display ($3000).This shows important information on the windscreen so drivers do not have to divert their eyes from the road.It displays speed, cruise-set speed, distance set from the vehicle in front in active cruise mode, basic navigation warnings such as the next turn, and warnings such as brake wear and low tyre pressure.If the car has a puncture or a slow leak, not only will the vehicle sense the accompanying wheel speed anomaly, but run-flat technology will allow the 645Ci to continue on the tyre for 150km at 80km/h.I didn't test the system myself, but I have watched ebullient BBC motoring journalist Jeremy Clarkson slash the tyres, then drive a BMW with run-flat technology on a racetrack at ridiculous, licence-losing speeds.They worked just fine.And if you get a puncture more than 150km from a BMW dealer, you can always fit a standard tyre.The 6 Series also shares 7 and 5 Series technology such as speed-variable active steering, adaptive Bi-Xenon headlights which turn up to 15deg around a corner to improve lighting distance, and LED brake lights with brake force display.This is a system common to many new BMWs which displays a brighter glow when you apply the brakes in a panic, alerting drivers behind. LEDs also last longer than bulbs.The cabin features luxurious soft "pearl" leather (available in black, beige or reed) and wood trim (pearl gloss, or dark or light birch grain).Standard features include six airbags, satellite navigation, voice-recognition iDrive, in-car hands-free phone, six-stacker CD, park distance alert and an electric glass sunroof in the coupe.It's my favourite car. A driver's car, yet also a comfortable passenger car, even for a coupe. Now if only I'd had the convertible at Mooloolaba, I might have been able to attract the attention of those bikini babes as well. Or maybe not.

There have been few questions about the compact Honda's build, comfort or style since the CR-V first arrived in 1997. Some 70,000 have been sold around Australia and the CR-V has been a major element on Honda Australia's sales charts.But there have been questions about the Honda's ability compared with rivals when the bitumen disappeared.The heart of the problem was Honda's much-vaunted Real Time four-wheel-drive system. This relied on the front wheels losing traction and slipping, the hydraulics to warm up, locking up the centre and transferring drive to the idle back wheels.The issue was the time taken and the CR-V was often bogged in soft sand or stranded halfway up a hillside track before the back wheels offered any real help.Now, Honda Australia do not believe many CR-V customers take off for the scrub every other weekend. But with 19 competitors in this soft-road segment now (and more to come) Honda understands the prospective CR-V customer needs that peace of mind, those dirt track bragging rights to match the rivals.So the four-door wagon's four-wheel-drive system has been upgraded, claimed now to be 50 per cent quicker in reacting and locking power away to rear wheels.The revised Real Time system uses a one-way ball cam and pilot clutch for quicker torque transmission. If more is needed the hydraulics lock the system harder. There are no electronics, just the simple mechanics of the front-wheel slippage transferred back down the line and locking up the system for the back wheels to bite. For most driving, the front wheels take 100 per cent of the drive from the new five-speed automatic gearbox; the rear wheels can take up to 40 per cent of the drive if the front gets into trouble.Honda Australia boss Lindsay Smalley reckons "there's not a shadow of doubt, the new system clearly has balls".Out on the track there is a noticeable improvement in the CR-V's reaction times. It will now tackle small and scrabbling slopes which would have unglued the previous model.And it will fight its way through a patch of deeper sand without bogging down.The new system also allows for minimal scrabble off the line on loose surfaces and, in general, helps improve the wagon's traction and handling on slippery surfaces. There is less wheel spin and torque steer from the front.Some of that improvement in rough track ability, handling and road holding is also down to the new 16-inch wheels (up from the previous 15-inch and with alloys for Sport models), fewer turns lock-to-lock on the steering and thicker stabiliser bars up front.The Honda's five-speed automatic works smooth and easy with the 2.4-litre engine producing 118kW at 6000rpm and 220Nm of torque at 3600rpm.There remain situations – a long uphill scrabble for instance – where the CR-V runs out of sting. This is not unknown among soft roaders; fine for a 10-minute jaunt through the soft sand or over a washed-out bush track, these compact machines with smaller engines can find a long slog, particularly with a full load, a trifle daunting.Other upgrades include drive-by-wire throttle, a six-stack CD player for CR-V sport models and cruise control for manual CR-Vs. Outside, there are new headlights, a new bonnet and front bumper, plus revisions to the tail lights, adding up to a cleaner style all round.

Subtle at first, rising with the tacho needle to become almost tuneful, changing its note as the driver feels the thrust to climb up the octaves to scream as the revs hit red line.This supercharger music is addictive and its audiences traditionally pay a lot of money to hear the symphony that plays in concert with the thrill of numbingly quick acceleration.Not any more. Entry to supercharged power within the conservative facade of a Mitsubishi Magna is relatively inexpensive.In designing, building, testing and now marketing a supercharged Magna, WA-based Sprintex Superchargers – part of Australian Automotive Components – has made a boosted family sedan available for about $7600 on top of the car's basic price.Better, the supercharger is designed for all 3.5-litre Magnas in front-drive and all-wheel-drive format, on cars as fresh as factory direct – notably including Mitsubishi's latest 5/10 warranty – or as a retro-fit proposition.Buyers get a Sprintex twin-scroll supercharger that sits within the hollow of the V6's banked cylinders, and a 0-100km/h rush that cuts 1.5 seconds off the standard model's time to bring up the ton in just seven seconds.At least that's what is on offer with the first supercharged Magna in the world that comes with tacit approval from Mitsubishi in Adelaide."I'll stress that Mitsubishi does not endorse or has been directly involved in this project," Sprintex managing director Tony Hamilton said. "But they are aware of what we're doing and the product is fully ADR compliant."Sprintex's enhancement of the standard engine raises power to 226kW from 158kW, and torque to 422Nm from 330Nm. More importantly, the performance arrives without touching the tacho's red line, with power peaking at 5200rpm and torque at 4000rpm.Aside from the supercharger that sits flat and appears factory-fitted under the bonnet, Sprintex adds a cold-air intake that sucks fresh air from beneath the front spoiler, then changes the engine mapping and fuel delivery, and the five-speed Tiptronic box has slightly different pick-up points and a transmission oil cooler.The AWD prototype I tested has been made specifically for its debut at the Melbourne Motor Show in March. It adds WA-sourced extras such as a twin exhaust system, 18-inch alloys and high load-rated 235/40ZR Falken tyres, new front and rear bumpers with a stainless-steel mesh grille, and slightly firmer suspension lowered 30mm."We can supply this car, as it is, for less than $55,000," Mr Hamilton said. "That puts it, in performance terms at least, up against all-wheel rivals such as the Audi A4 turbo-quattro series, Volvo S60 AWD and even the all-wheel-drive HSV Coupe."The fact that the Magna AWD will cost $30,000 less gives it a lot of interest. You'd be battling to find a similar package."Sprintex and AAC have had other forays, including the one-off 320kW 4.6-litre V8-engined and supercharged Ford Falcon AU Coupe, and its four-door 300+ sister, and are finalising a supercharged Harley-Davidson V-Rod.Mr Hamilton said the Magna was chosen because of its ubiquity and because in AWD form it offered the potential to be a fast, safe and family oriented sedan that could take on more expensive European rivals.On the road the 2004 Magna VR-X AWD's performance is as understated as its silver paintwork.There is an omnipresent whistle of the supercharger, blending with the deep roar of the twin exhausts.It's certainly music and certainly appreciated over a short duration, though it could become harsh on longer journeys.But it's early days and Sprintex emphasises that this is a development model.More appreciated is the flexibility of the engine. The torque band is so fat that the engine can be dribbled down to 1000rpm with the car trolling in fifth gear at 30km/h. Mash the accelerator pedal and, even allowing for torque converter slip, the acceleration is astounding.That carries over to country touring where power is on tap across the rev range for brisk overtaking.In the city there's not a lot of cars as quick from the lights – and certainly none that looks as innocuous – and on wet or unsealed roads this thing is dynamite.Impressively, the power delivery is linear without any peaks and is so smooth that the speedometer needle's progress must be metered. The handling limits of the AWD package – itself a development of the Evo VI rally car – simply add to the extra power to make the supercharged car safe yet a lot of fun on winding roads.But the best news is that the car is very similar to the standard Magna. It is a fuss-free, simple enhancement to a highly rated all-wheel-drive sedan. Buyers of MG, Rover and now Mitsubishi cars with superchargers aren't penalised with warranty work if the service schedule is followed."From our side, the supercharger requires little attention other than a belt change every 50,000km," Mr Hamilton said.

At times, they overlook that fact that most buyers value reliability and usability more than cutting-edge styling and extreme driving dynamics.Take Toyota's V6 Azura, for example. The Camry flagship is modest in styling but big on space, interior quietness and ease of operation.Last September, the one millionth Camry rolled off Toyota's Australian production line. The first was built in 1987.Toyota continued as a sales juggernaut in 2004 in Australia, despite not producing an entirely new model. This ability to tap in to the everyday needs of Australian motorists and sell strongly between new-model introductions shows the power of Toyota.Late last year, the Azura received a facelift intended to take it to the end of its model life in 2006. The styling changes are minor, involving mainly the front grille-light area and rear lights.Of greater interest is the Toyota Link hardware that connects the car via Telstra's GSM network to a base station. Toyota is the first company to bring this technology to a car costing less than $50,000.It has all manner of uses. The system can be activated to gain entry to the car if the keys are locked inside. If you lose the car in a shopping centre car park, the horn can be activated to guide you to it.On a more serious note, if the base station doesn't get a response from the driver after any airbag deployment, it will summon emergency services. The system can also track the car if it is stolen or locate the vehicle if it needs roadside assistance.Developed over two years, Toyota is committed to the technology and it will be filtered down through other models in years to come. Toyota Link and other new standard features add just $110 to the recommended price of the upgraded Azura.The system is easy to use, with three buttons and a microphone in the interior rear-view mirror. One button activates the emergency link, another connects the driver directly with the call centre and there is a "hang-up" button to cancel calls from the base station.Toyota Link has a low-key presence in the Azura. Not so the standard satellite navigation system.It takes pride of place in the middle of the console, with a large colour touch screen.I've struggled with sat-nav in the past, but found the Toyota system fairly intuitive. The only time I disappeared off the map was when I drove into a far corner of the airport car park.Unfortunately, my partner resorted to frequent hand slapping as I tinkered with the system. She reckoned I was becoming obsessed with it, even to the extent of working out which point of the compass I was facing as I drove the Azura into the garage.In fact, she reckoned there were too many gadgets to play with on the car altogether.But that is the way of modern motoring, and the Azura is crammed with features, from six-disc CD stacker, through cruise control, programmable overspeed alert, to an electric sunroof.Possibly one of the most underrated features on a car, a sunroof can transform the driving experience. On a starry night, a sunny, windless day or even a cool morning, a large, well-designed sunroof links you to the passing environment. Once you've experienced it, you will agree it should be a standard feature on all cars.The Azura could be driven down the freeway with the windows lowered and sunroof retracted without wind turbulence.It is just another example of the build quality of this model.While not setting the styling world alight, the pleasure of the Azura is in its everyday use. The overriding impression is the quietness of the car inside the cabin.The roomy interior can comfortably seat five and the boot is one of the biggest around. A set of golf clubs is not a storage challenge.The V6 engine gives reasonable acceleration for such a large car. Tuned for Australian conditions, the handling is excellent.To sum up, the Azura is a quiet achiever.