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Even the police who administered my random breath test were impressed, and more than a little surprised, to see a glammed-up gal in the driver's seat.It's like every red-blooded male's dream, a hotted-up V8 and a girl thrown in.But don't let the attention go to your head. Sadly, it's all about the car – you're just an afterthought.I must declare my interests here and now though. I'm a Ford girl through and through, but I was seduced. I fought it, tried to focus on his bad points but the treasure trove of positives won out.What can I say? The mind is willing but the flesh is weak.It's something primal about a V8, the caveman (or woman) attraction.The grunt, the amazing power of this little baby – it's a six-speed, for goodness sake. Given you can get to 60km/h while still in first, it does make you wonder how fast sixth gear would take you.But my friends in blue, you'll be happy to know I was a good girl – well, mostly. I may have had a little fun planting the foot from the traffic lights, doing my best jet-fighter impression. The acceleration is fun, but only if you're driving. If you're the passenger, it's a tad scary (unless you're a 17-year-old bloke).He's not just a muscle man, my chrome-coloured hero – he is every bit the sensitive new-age bloke, attuned to your needs and desires. There are leather seats, chrome gearstick, vanity mirror, CD player with steering wheel controls so you can take charge and let him know exactly what you like. Then there's my favourite touch, the stereo that keeps playing music after you remove the key until you open the door, perfect for those of us who take five minutes to put everything into our handbag before exiting.Let's face it, looks are maybe not everything, but they are a large part of the package. With a cute backside, a spoiler and funky little air vents along the side, car loads of men would actually pull up short at the lights to check us (well, him) out. However, sometimes perfection is a never-ending quest.The number of different options for seat configurations actually got too confusing. I was obsessed by an endless search for the best position and just ended up at a ridiculous angle with a sore back. Well, I guess they do say love hurts.I'm now back in my little white Hyundai Excel, and while I'm trying to exude sexiness, the only looks I get are from older ladies sporting a blue rinse, or from couriers.And I was quite getting used to that sex-goddess title, too.LOVE IT LEAVE ITHolden SS CommodorePrice $50,990Love it: The power, and not the Port Adelaide variety – grrrrrr.Leave it: Its muscle-clad body make it a little bulky to handle and blind spots are a problem, but maybe I am just blinded by love.

And it highlights a package of improvements that includes more power and torque, bigger brakes, a refreshed cabin and an exhaust burble that has more of a V8 signature.The all-round improvements give the Monaro a kick that is expected to revive sales as well as restore bragging rights in a high-performance category that has gone wild since the original Commodore coupe.Importantly, particularly for owners, the VZ Monaro has no problem passing the 100m test. From that distance you can easily tell it's a Monaro and not merely a big-wheel Commodore.Monaro sales in the first 10 months this year were down from 2561 to 2149, but Vfacts numbers for October show the immediate impact of the VZ. Sales rose from 223 in 2003 to 321.The Monaro motor has been tweaked to produce the highest output of any mainstream Holden.The numbers are 260kW and 500Nm, which would once have qualified it as a racer or a hero car at Holden Special Vehicles.Holden says the latest Monaro has better throttle response and a stronger kick from a standstill.The exhaust is a little louder, just as Holden has boosted the note on the SS Commodore with a V8 rumble.But don't think the Monaro is a safety worry. It also comes with the biggest disc brakes on any Holden as well as new-look 18-inch alloys with special Bridgestone rubber.The speedometer reads beyond 130km/h but the Monaro is safer at cruising speed than any 15-year-old clunker on bald tyres at half the pace.The latest Monaro picks up two extra dash-top dials and some highlighting to give a more up-market look.Holden has also added several body colours, including a soft blue that's the new signature shade. It probably won't last long, but it is the hot pick at the moment.The new nose, with two good-looking but non-functional bonnet scoops, came as part of the Pontiac GTO update introduced this year for the US.The VZ Monaro's headlights have a sharper edge and the bigger grille has a mesh insert.It's a bold look that works, though the Monaro's creator – Mike Simcoe, now in the US partly as a reward for his work – probably prefers his original European look.The CV8 is $60,490, which is good value and there is always room to move with the HSV Z-cars if you want more go and have more money.THE new Monaro has more impact. The new nose turns heads and tells people, the instant they look in the rear-view mirror, that it's not just a common Commodore on their tail.It is a welcome change for a car that had lost some impact and is facing tougher competition from rivals, including the Nissan 350Z, Mazda's RX-8 and even – despite four doors and a Ford Performance Vehicles badge and price – the Typhoon.Drop the hammer on the VZ CV8, feel the kick in the back and hear the roar from the pipes, and you know the car has changed.When the traction control kicks in on a brisk 1-2 shift in the manual box, you are convinced.But we are less in love with the dynamics. The V8 Monaro feels a little less responsive, a little more ponderous, than before.Holden says the dynamics are just as they were, and the VZ Monaro is still a swift machine that's great to drive on any road.But we needed more steering lock in corners and the car was set a lot softer than the SV6 sedan.The engine response is crisper, it is keener to rev, and you always seem to have more than enough pulling power for any job.We're still not in love with the six-speed manual, but the engine smooths the glitches.You can easily hold gears and have more fun, or do a 1-3 shift for economy or dribble around the suburbs in sixth.We averaged 13.8 litres/100km. The readout was as low at 9.3 for some 100km/h cruising, but went over 18 after a Sunday sprint, so the payment at the pumps – in premium unleaded – can mostly be chosen by the driver.We like the updated cabin, even if the extra dials are no real benefit, and the seats are as comfy as ever. Equipment includes a punchy sound system and cruise control.The boot has far less space now the fuel tank has been moved to satisfy American safety rules. It still holds two sets of golf clubs, but it has been pinched. And the space-saver tyre still seems like a short-change job.We haven't had time for a full-scale test of the Typhoon, but the VZ Monaro changes have freshened the car against the Zed and the RX-8.It has more space than the Japanese sporties, and the advantage of that Aussie V8 kick, but still has to face-down the SS Commodore and compete with the Falcon GT.Still, the Monaro is an Australian success and the body changes make it special again.

How about Brizzy to Sydney – good too eh?Either is not a problem for the Mercedes-Benz C220 CDi turbo diesel.It is a real fuel miser that can consume as little as 5.5 litres/100km without trying too hard.Say what!That's right, the Benz oiler is as economical as a small 1.3-litre econobox but there the similarity ends.You won't have to put up with wimpy performance for a start nor will you suffer a lack of creature comforts, safety or satisfying dynamics.The 220 benefits from all the upgrades that came with the recent C-Class revamp – improved steering, suspension, paint, interior, freshened exterior look and it also gained more power now rated at 110kw/340Nm.Has great throttle response thanks to high torque output at low engine revs.Five speed auto shifts smoothly, has sequential manual mode.Engine is a four cylinder with high pressure common rail technology for low emissions and fuel consumption.Sounds like a diesel at idle, doesn't sound like anything once underway. Smooth and quite operation, has balance shafts inside engine.Impressive ride and handling for what is essen- tially a compact family sedan. Tenacious grip, flat cornering, supple ride, great brakes and steering.Weighs more than you think – 1540kg, doesn't feel that heavy.Has tight turning circle, large boot with auto open – look out, it opens fast.Seats are fairly flat, no lumbar adjustment but otherwise, good driving position.Interior is light and airy, easy to operate controls, good audio, efficient climate control.Like the auto-on headlights.Styling still has impact – classy, sporty, distinctively Benz.Five star European NCAP rating.Filling at diesel pump usually results in stinky hands. Take disposable gloves.Car feels like it will last years and it probably will. Buy one, keep it for 20 years.

The revamp of the venerable wagon sees a bigger, bolder grille and squared-off, add-on flares over the front and rear guards. The bonnet is new and the rear bumper's been revised.And there are new 17-inch alloy wheels for seven-seat Patrols.The rear barn doors are still split vertically into a one-third, two-thirds arrangement.This Patrol is now a little larger at 5050mm long, 1940mm wide and 1855mm high.Inside there's a new dashboard, revised trim and reworked seats. Rear seat passengers in some versions score a flip-down table fitted to the rear of the front seats.There is a five-speed automatic option for the 4.8-litre petrol engine and a host of safety, comfort and convenience extras as the models move upmarket.Yet while Nissan reckon every body panel apart from the roof is new on the seven-seaters, this is still one big and tough-styled machine.That shows around the town. Backing and filling around the suburban carpark needs some care. Jostling for lane space down Ipswich Rd needs some patience.There remain three engine choices – the six-cylinder 4.2-litre turbo diesel and 4.8-litre petrol, which remain as before, plus a reworked four-cylinder, 3-litre diesel.And while this revised 3-litre, turbocharged diesel is a sweet powerplant down the highway and through the scrub it does take some understanding.Minor changes to the injection pump, injector nozzles and exhaust system sees this motor score an extra 2kW. Peak torque of 354Nm still arrives at 2000rpm but is better spread between 1500 and 2500rpm.It still requires a little patience around town when moving 2420kg off the mark.The new instrument panel and dashboard is good, a bold look with a little less truckers' approach. But it looks like those cup holders in the centre console were designed for those thinner Japanese cans of drink. There is no room for a stubby of ginger beer. Or a can of coke!The ST-S is a new variant for the line-up, sitting at third in the range between the ST and the ST-L versions.It arrives with power windows, driver and passenger airbag, CD player, Alcantara seat trim, ABS braking plus the seat back table.Satellite navigation and a rear facing camera is available as an option on the ST-S.For all the changes, the Nissan Patrol is still a big and capable wagon in the rough.Heading up the highway, there is a bit of patter and chatter from the front wheels back through the steering wheel and the Patrol likes to understeer wide if allowed. The front end can be a bit of a wrestle when pushing on over broken bitumen and through the hills.The ride comfort is fine up front, back seat passengers often feel that rear beam axle tramping over the lumps.The Patrol retains all the gear and the platform that makes this a very capable machine in the rough.When the creek starts rising and the paddocks turn to slush, there is confidence and comfort in the wagon's part-time four-wheel drive system (high four-wheel drive can be grabbed on the move), big and strong chassis plus 210mm of ground clearance.Perhaps the Patrol is not always as elegant as others when clambering through the tough stuff but it is always capable and feels bulletproof. Nissan have long held a decent reputation for strong axles and drivetrains.Yet the world is turning.In the US, Nissan's efforts are concentrated on the larger Armada wagon and the smaller Pathfinder.With next year's Pathfinder offering seven seats and more cabin space than today's Pathfinder, plus promises of all-new levels of on-road refinement, the Patrol may be left out in the cold without a total remake.And machines such as next year's Land Rover Discovery will showcase new levels of both on-road comfort and off-road ability, with seven seats, in this class.The Patrol's strengths remain in the strength and durability stakes, especially in the real rough patches and over long, hard distances. It is starting to miss out in the on-road area – despite the cosmetics worked on this 2005 Patrol – yet with the 3-litre diesel turbo engine it remains a value package.

One does not normally pull up at an eastern suburbs servo and fill up the luxury saloon with it.Well, that's been the perception in Australia for a long time.In fact probably for far too long.In Europe, diesel is far more widely accepted for use in a whole range of cars than it is here. For starters it's comparatively cheaper and the longer mileage range makes it an economic marvel.European car makers, principally BMW, Peugeot and Citroen, have been leading the way in diesel technology for years but now it has arrived in the stiff-upper-lipped British brands such as Rover.The new Rover 75 CDti, for instance, boasts a common-rail, turbo diesel, 16-valve two-litre engine.It's fair to say that people will either love or loathe a diesel but this one has the potential to swing a few decisions in its favour.Hiding behind the conservative-looking gentleman's club-style interior, with its traditional clock-face elliptical dials, wood-grained and leather themes, is a car with some striking features.Thanks to the modern diesel technology, the company claims fuel consumption figures of 6.7 litres per 100km for combined city and highway driving.On this test, principally around the city, figures of 9.4l/100km were returned.When the range-to-go meter showed there was 605km before you needed to refuel, you know fuel economy is a virtue of this car.The chatter of the diesel engine is noticeable under acceleration – but it is certainly not annoying.Instead, it helps to define the individual nature of the car.There is adequate power for city work with a 0-100km/h time of 11.4 seconds.That's nearly two seconds slower than the livelier 2.5-litre petrol version, but it is a very smooth transition up through the gears.The adaptive automatic transmission is smooth and steady.Flicking the gear lever switch to sports mode improves pick-up in the low range.The suspension is typically soft for a British car but the ride is still smooth over city bumps and potholes.Standard features include leather seats and armrest covers, leather steering wheel and a rear seat centre armrest and console.Missing is an automatic driver seat adjustment that is available in the higher spec petrol models.ABS brakes, electronic brakeforce distribution and a host of driver and passenger airbags are standard.There's dual air-conditioning, automatic climate control and an engine immobiliser.Without doubt the most striking interior feature is the classic dashboard with its cultured dials.The digital trip display and the information display also includes an outside temperature reading.And as you would expect in a car of this class, cruise control, one-touch electric windows, electric operated and heated mirrors plus an array of delay and dimming lights are standard.The Rover sits on 16-inch multi-spoke alloy wheels and it has a full-size alloy spare wheel.The 75's stylish exterior lines have won significant praise but its true test in Australia will be people accepting the car as a unique package.Just as with Warnie, there are plenty of tins of baked beans to pick from – it's just whether you want to try something different.

Mitsubishi also called up the Grandis people mover this year and updated the Outlander to kick harder against its compact four-wheel-drive rivals.They are selling strongly, boosting support for a brand anchored by the Pajero but deserving better for the Magna and the Verada.The Colt has been pitched as a quality compact with European styling and a punchy engine, all wrapped in a new-age body. It was developed jointly by Mitsubishi and DaimlerChrysler.The Colt is a good looker and distinctive, but the starting price of $18,990 is too high.The cabin quality is disappointing; the transmission, a constantly variable automatic, is nothing special; and the car doesn't drive all that well.The bottom line, critical when the small-car scene is so competitive, is that the Colt isn't good enough to compete.The strategy was to take the Colt up and away from the $15,000 bargain battlers, banking on its European connections and a big five-door body that's more like a mini people-mover.Mitsubishi also believed the bigger engine would give it an edge over rivals with 1.3-litre powerplants.The 1.5-litre 16-valve engine and the CVT transmission feed power to the front wheels.There is nothing special in the suspension, with MacPherson struts and a torsion-beam rear axle, and it still comes with drum brakes on the back.The dash is under a huge windscreen and looks trendy, with a column-mounted shift lever for the automatic.The cabin leads the class for space and headroom, and the rear seat is on slides, with a reclining backrest similar to the Mazda2's. There are two models, but most of the action will be for the LS. The XLS gets a tachometer, leather-wrapped steering wheel, alloy wheels and other bits for $20,990.Mitsubishi believes it can sell 400 Colts a month, the LS taking 60 per cent.In its first few months, and without the XLS kick, it has managed only 326, though it did better in October with 233.The Jazz is romping away, with 846 sales in October.WE WANTED so much for the Colt to be a winner. It looks good, at least from the outside, and it has all the ingredients to do the job if you ignore the premium price.But even if the recipe is right, the result is wrong in 2004.The Colt is sub-par on quality, particularly against its price rivals, and is nothing special to drive.It is not as good as an Echo or a Getz on the road, let alone be a genuine contender against the Mazda2 and the Jazz.How did it happen? We don't know, because Mitsubishi has proven many times it knows how to build good cars. The Magna is still a good drive. Not the Colt.Fuel economy is good at just under 9 litres/100km, the engine is strong, and the cabin has a lot of space for people and/or luggage.It would be a good weekend carryall for someone with a mountain bike or a hiking obsession.Still, we're making excuses, and that's not good enough.There is not much to make you smile, apart from a reasonable CD sound system. The cabin looks cheap, the back seat is upright and uncomfortable, and even the front seats feel narrow and thin. It doesn't even have a centre console, which is an option.On the driving side, we can almost excuse the CVT transmission – Honda does a much better job by setting up steps that act like gears – because the 72kW engine is so eager. It will push the car along well enough, once you adjust to a gearbox that sounds as if it has perpetual clutch slip.But we can't excuse brakes that don't have nearly enough bite.The Colt rides well, coping reasonably with bumps and humps, but it doesn't want to turn corners. Even at slow speeds it feels skittish, with little rear grip.Perhaps that's why the brakes feel as if you need to shove harder than expected for a moderate stop.The turning circle is good, the headlamps are fine, and it's good to have aircon, power steering, twin airbags and anti-skid brakes.Still, we would never pick the Colt over a Mazda2 or a Honda Jazz, even if it has a bigger engine, and that sums it up.IT WOULD be great if the Colt was a star, but it's not.

Things that in the short term were bearable (even quaint and amusing) become untenable irritations with the passage of time.Motor vehicles are no different. Things you thought you couldn't live without – or so the salesman told you – can become a burden while the silly little bit of frippery you found annoying becomes a godsend as you grow to appreciate it.A motor vehicle will be the second-biggest purchase most people will make in their lives, a decision usually based on a preconceived desire, an advertising campaign and a short drive. Reviewing and test driving cars can have similar pitfalls.Hopping into a spanking new auto every week is certainly not all bad – in fact it is pretty good – but the truth is that an impression quickly gained can colour an opinion long held. From next week The Daily Telegraph will expand its road-test coverage to include a series of longer-term tests where the cars are assessed closer to the manner they would be by the average buyer.Over the months we will report on what's good and not so good about the car you may be contemplating buying. There will be reports on what it costs to run and service; what makes it a pleasure to own; and the things that make you wish you had spent a little longer looking around before signing on the dotted line.ONE MONTH LATER09dec04A month into our first long-term car tests and it's time for the CARSguide team to report in.There is no doubt the Camry grows on you. It's unlikely we'll ever be passionate about it but what a reliable thing it is. A fairly moderate usage this month saw just 1268km under the wheels around town at a pleasing 9.3l/100km.There were no performance dramas but the Azura will soon be visiting a service centre following a recall for Camry to check the fuel overflow chamber.High on plus side is the quietness of the Camry and the touch-screen functionality of the navigation system.A sat-nav system would not have ordinarily been a priority item for a family car but it has shown its worth on more than one occasion when venturing into unfamiliar areas, particularly at night.While the Camry may not be the most exciting card in the pack it does provide a pleasant, smooth environment in which to wend your way through Sydney's traffic.The engine is strong and has enough punch to handle most situations.Less pleasing has been the height of the driver's seat. The high position has made it difficult to find a comfortable driving position. It could yet prove an issue on a planned interstate drive.TWO MONTH UPDATEKevin Hepworth15jan05It's a situation that was unforseen and certainly unexpected.The Camry is to move on to a new home... and the wrench of parting is palpable.Day in, day out for the past couple of months the Camry has gone about its business unfussed, unflustered and largely unnoticed. Certainly, it has the mark of a car that you can live with.There are still some unresolved issues: the high seating position is a personal dislike one will probably never come to terms with. A bit more travel in the seat's electric height adjustment would be a welcome addition to the generous luxury trim of the car.However, the experience has overall been a positive one.The styling is something that you just have to get used to...or at least learn to ignore.While never likely to get a "Wow, look at that!" out of any passing member of the public – or from the driver – the Azura is comfortable, classy in its own quaint manner, and as reliable as an old friend.Fuel economy from the 3.0-litre V6 has risen a little this round, to a still reasonable 10.9l/100km, but that is a function of lots of town driving and the discovery that if you give it some right foot it will get away nicely.The biggest impression made over the Christmas period was how much space there is inside the cabin and the cavernous boot.A family of five and all their varied Christmas loot was happily swallowed. That is unlikely to be the case with the Mini Cooper S that is to take up residence in the garage.

Things that in the short term were bearable (even quaint and amusing) become untenable irritations with the passage of time.Motor vehicles are no different. Things you thought you couldn't live without – or so the salesman told you – can become a burden while the silly little bit of frippery you found annoying becomes a godsend as you grow to appreciate it.A motor vehicle will be the second-biggest purchase most people will make in their lives, a decision usually based on a preconceived desire, an advertising campaign and a short drive. Reviewing and test driving cars can have similar pitfalls.Hopping into a spanking new auto every week is certainly not all bad – in fact it is pretty good – but the truth is that an impression quickly gained can colour an opinion long held. From next week The Daily Telegraph will expand its road-test coverage to include a series of longer-term tests where the cars are assessed closer to the manner they would be by the average buyer.Over the months we will report on what's good and not so good about the car you may be contemplating buying. There will be reports on what it costs to run and service; what makes it a pleasure to own; and the things that make you wish you had spent a little longer looking around before signing on the dotted line.ONE MONTH LATERJaedene Hudson10dec04The little MINI has travelled 2026km since it arrived in the CARSguide stable. The biggest trip it has ventured on so far was about two hours south of Sydney.It was a breeze to drive along the freeway, the high torque figures showing their true colours with no necessity to move out of sixth gear even when travelling up bigger hills.Travelling the streets at night the reflections off the chromed gauge surrounds gives the MINI an expensive, glamorous feel.The car has been used for shopping with the rear seats folded down to handle the weekly load.The MINI has had four drinks from the bowser with 174L consumed over 1664km, returning a reading of 10.5L/100km.It took less than two weeks for the MINI to become part of the family.The second side of the double lock-up garage had long been used to store tools but was quickly cleaned out and the MINI rolled into its new home, taking precedence over other cars that were left in the driveway.One Mini enthusiast, whose garage houses several restored classic models, took the car for a drive to work and back.His comment: "Gee, it is a good little thing. I won't take it tomorrow because I have already fallen in love with it."TWO MONTH UPDATEDavid Fitzsimons15jan05The little yellow and black head-turner is continuing to make its presence felt across Sydney. It has now travelled 4910km, that's some 2300km since its last report card.While much of that mileage has been battling Sydney traffic in the lead-up to Christmas it also ventured south to Goulburn for a day to Wakefield Park raceway.The supercharged 1.6-litre engine had plenty of power for tackling the Hume Highway's Southern Highland hills.Throughout the month the Mini has shared the driveway with some interesting vehicles for comparison, including one of its older brothers and a direct competitor, the Renault Megane Sport.A friend's restored 1978 yellow Clubman proved an interesting contrast, showing the changes BMW has wrought in the Mini.The car's larger wheels enable it to sit much higher on the road than the older car, putting the driver at eye level with other motorists.But despite more than 25 years' difference between the cars there is no mistaking their shared history once you put them side by side.The Megane stood up well in performance and driveability but the Mini won easily on looks with its sexy retro gauges and switches.

What's even more amazing however is the price, because at a starting figure of $23,900 the ForFour is within cooee of main stream models.We stop short of calling the funky four-seater "ordinary", because the ForFour is anything but ordinary – but you can see what we are getting at here?The philosophy is simple – if you must drive an econobox, it doesn't have to be a boring one – not when you can have a Smart for around the same price.To wit the car is available in 30 different combinations of colour.Readers will no doubt be familiar with the funny little Smart ForTwo that has been getting around for 12 months.Designed for the narrow, congested streets of Europe's cities, the tiny two-seater works well in its element, but doesn't translate particularly well to the Australian environment – not when you can buy a Japanese hatch for less, that is not much bigger and seats four.The ForFour on the other hand is an entirely story, as we discovered this week.Before going on we should explain that Smart is part of the DaimlerChrysler#comcorrect empire which also owns Mercedes-Benz.Previously the company was a little coy about publicising the Benz connection but is happy to play it up this time.We should also explain that DaimlerChrysler owns Mitsubishi and that the Smart ForFour and recently released Mitsubishi Colt share many components.Mitsubishi was responsible for the vehicle underbody, exhaust and tank system, while Smart was took care of the electricals, front axle, crash management and lighting system.The two cars sit on a different chassis but about 40 per cent of components are shared, including a 1.5-litre engine – but with many differences.Two versions of the ForFour are available – a 1.3-litre and 1.5-litre model – equipped to sporty European Pulse specifications, but with some extras thrown in.We're still not sure that two models are really necessary, given Aussies' penchant for larger, more powerful engines, but both models have much to offer.While the Colt's 1.5-litre engine delivers 72kW of power and 132Nm of torque, ForFour's 1.5-litre cranks out 80kW and 145Nm.ForFour's 1.3-litre engine meanwhile is good for 70kW and 125Nm.Transmission is a choice of either five-speed manual or six-speed "soft touch" auto.We were able to sample both models at the Australian launch this week and can report the ForFour is an exciting and lively addition tot he range.The look and feel is sporty, with torquey engines that like to rev, a good power to weight ratio and tyres that hang on.Suspension travel is limited and the car jumps around a bit on bumpy roads, bottoming out from time to time.Inside rear legroom is good but is at the expense of luggage space.However the rear seat can be moved backwards or forwards 150mm for more room and tumbles and folds for carrying larger items.Weighing in at less than 1000kg, the ForFour is a light sipper too, with both engines returning around 6.0L/100km or better using premium unleaded.It will run on standard unleaded but with a decrease in power.Standard equipment includes 15-inch alloy wheels, airconditioning, CD player, electric windows for driver and front passenger, 3-spoke steering wheel with electric power steering, remote central locking including drive lock, immobiliser and anti-theft alarm system, Electronic Stability Programme (ESP) with Hydraulic Brake Assist, anti-lock braking system (ABS) including electronic brake-force distribution (EBD), disc brakes at front and rear, tridion safety cell and side airbags in front.The Smart ForFour is available from selected Mercedes-Benz dealers.

It surges forward as though a gale has erupted under the bonnet: You've unleashed a whirlwind, a storm on four wheels.Ford – or to be more precise, its Ford Performance Vehicles offshoot – has turned a six-cylinder Falcon into a turbocharged supercar, claimed to have the most torque, or pulling power, ever produced by an Australian production car.Drive the FPV F6 Typhoon and you believe it. It has been developed from the Falcon XR6 Turbo, itself a potent sports sedan, but given a dose of steroids – higher turbo boost, better breathing, more cooling, stronger engine parts, bigger brakes, bigger wheels, more aggressive-looking shape – to create the Typhoon, all $58,950 of it.The first cars have just left the factory (they go down the Ford production line, then are fitted with the special bits by FPV) and are on their way to dealerships. Eager buyers have placed orders already, and FPV expects to build about 60 a month.The "F6" part of the name refers to its forced-induction (meaning turbocharged) six-cylinder engine. The Typhoon part becomes self-explanatory when you put your foot down."Any gear, any time, any day, you can stick your boot in and get the full load," Typhoon program manager Alastair Bacon said.However FPV, wary of appearing too aggressive, will not reveal the Typhoon's acceleration figures.But since the XR6 Turbo is capable of the 0-100km/h sprint under 6sec and the Typhoon has considerably more power, torque and a new gearbox full of ratios designed to suit, it should produce times which will make Ford enthusiasts smile.Happily, the "hoon" word which lurks ominously in the second half of the Typhoon name doesn't apply here.It is mighty quick, sure, but not anti-social.Nor, in spite of its mega performance, is the Typhoon any hardship to drive. It stays reasonably quiet, even during full acceleration, and the ride is surprisingly comfortably and supple.Yet there is a sporty tautness about it, gripping the road with sureness, answering every movement of the wheel instantly, precisely.A key part of the package is a new six-speed gearbox which FPV also uses in the V8-powered Falcon GT. (No Typhoon with automatic transmission at this stage because Ford doesn't have one able to handle the turbo engine's output).The gearshift requires a firm push, but everything engages easily, happily and the clutch is not heavy enough to be a chore. Stop-start driving, surprisingly for a car with such muscle, turns out to be no worry.On a long run in the country, as the Typhoon romped on a preview drive, it trotted along with lazy ease, far from stressed. It felt, well, normal, which is a compliment for a car capable of such extreme performance.Yet after driving the Typhoon, even the awesome Falcon GT seems almost restrained because it takes a few moments to build up power, compared with the lighter six-cylinder car's right-here, right-now style of delivery. It responds with the eagerness of a light switch.Let rip in a full-bore takeoff – strictly for research purposes, you understand – and the Typhoon catapults forward, first gear seeming to last for just an instant before a beeper warns you've reached 5700rpm and it is time to grab second.Feels like it has enough force to tear furrows in the bitumen and that's what torque is all about. The more the merrier: this is the stuff which brings response when you touch the accelerator, which delivers acceleration, punch for overtaking and effortless hill-climbing ability.This is the stuff which the Typhoon has in such abundance that it is in exclusive territory. A scan of the performance-car lists shows that the next car which out-muscles it, with 553Nm to the Typhoon's 550Nm, is the Jaguar S-Type R at $162,500.However, FPV expects most buyers will be moving up from machines like Subaru's iconic WRX, drivers who love turbocharged engines but want a bigger car. The theory is that few GT owners will migrate to the Typhoon, because they're hooked on V8-style noise and character.To show that its performance isn't to be taken lightly, every buyer gets a one-day advanced driving course. Excellent idea.