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Yet, the United States is still a relatively unpopulated land mass. If you want to see real urban density, visit Tokyo. With a population equal to the entire state of California, this is a city where you cannot legally buy a car unless you already own a parking space, and driving to the airport from downtown can take four hours on a bad day.The domestic auto market in Japan is therefore very different with cars in the under-660-cc class getting lower taxes and commanding 50 percent market share. There are all sorts of cars that never make it across the Pacific. Recently I had a chance to try one of them in Canada, in unaltered, right-hand-drive domestic form.The Mistubishi i is a tiny four-door sedan with the engine mounted in the rear, almost under the passenger seats.

The small turbocharged engine puts out 55 hp and 65lb-ft of torque, and the car is surprisingly well equipped with keyless start, remote central locking, automatic transmission, complete iPod integration and even a hard drive with memory-stick slot. The driver’s seat is heated, too. This car is the first Japanese car in the micro class to make it officially into Europe, where it is being imported in small numbers into the United Kingdom. It has won a number of international design awards and was the 2007 Japanese Car of the Year domestically. On first impression, the standard of external finish is very high, and the car has a unique curved side profile. Parked side by side with my first-gen Smart, it’s apparent that the Mitsu is longer (being a four seater) and has a far more streamlined look.

Gas consumption on the Euro version is tagged at 55 mpg, but I have no information on what a North American version would achieve. Given the fact that Mitsu was the partner for the development of the now defunct Smart ForFour, it seems as if they learned well.The interior is less inviting, although visibility is outstanding with excellent mirrors and a clear all-around view. Like the Smart, there is more than adequate headroom, although the narrow body makes it a little more intimate than normal for driver and passenger. The dash is quite complete, with clearly legible instruments.

The car I tried had only Japanese instrumentation, so I could not try out the center entertainment stack, but the fold-down screen had a hard disk and memory-stick slot behind it, and there is a slot for an iPod in the stack, too.The seats are comfortable enough, though offering little lateral grip, a minor failing given the normal environment in which this car lives. I expect that the interior would receive an upgrade if this car is ever imported officially, as the plastic feels a bit flimsy, and the shiny nylon-like material on the seats takes away from the overall quality of the car. Rear-seat legroom is only adequate if the front seats are not pushed back too far, but this is a true four seater. Remember the old cliché about doors having a bank-vault-like sound when they close? Not here.

The very lightweight construction of the car results in a very light tinny clack on closing.The car is surprisingly fast for its modest displacement with a 0-to-60 time claimed to be 11.2 seconds, and though I could not confirm this by measurement, the claim seems completely credible to me. The car is far faster than my first-gen Smart, and the auto box is incomparably better than the Smart’s clunky sequential box. The suspension handles normal roads very well, and going over speed bumps that upset the Smart caused barely a ripple. The car is quite comfortable running at 65 to 70 mph, and there is no problem merging onto highways, which can be a challenge with the Smart.Aggressive cornering will cause mild understeer, but it is very predictable, and the brakes are firm and positive.

Above 50 mph, wind noise is a bit higher than I expected given the streamlined bodywork, but interior noise is fine. Could this car be a success in North America? In my opinion, yes. With performance about the same as the new Smart, two extra seats and a full auto transmission, it would be a very serious option. It does not have the Smart’s quirkiness, but it also does not have the compromises. Given the current concerns about fuel prices, I think the market, particularly in urban areas, may be ready for this car. The external styling is unique and has a modern tech look to it. It is far more practical than I would have imagined, and with a little tweaking of the interior materials, it would be a superb addition to the small-car market.

Proton, short for Perusahaan Otomobil Nasional (National Car Project), is a Malaysian car manufacturer initiated in 1983 by Prime Minister Mahathir Mohamad. The main plant is located in Shah Alam. Malaysia's second Proton plant is in Tanjung Malim, Perak. The architectural design on the building facade depicts an image of a gull wing. Proton Plant and its associated facilities, and its supporting industries, occupies 30% of Proton City. Wherever you go, you will always look fabulous with a GEN.2. It has a design unlike any other Protons. It's chic, sporty and stylish. The GEN.2 is as breathtaking inside as it is outside. The Lotus Design Studio from the UK adopts a minimalist design concept with aluminium-style highlights that'll go well with your stylish wardrobe











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AudiA6 If you got to the top by clinical, careful reasoning, then the chances are that if you don't already own an Audi A8, then you'll know all about it. Of all Luxury Saloons, this one stacks up best on paper when you put all the various pieces together to make a whole: price, performance, build quality, depreciation and value the A8 leads the field in all these areas. And if that doesn't leave much room for charisma, then so be it.

The second generation version has been with us fro some time now but earlier this year was refreshed with the addition of the bold single frame grille that once was limited only to the flagship 6.0 litre W12 model. Since no one buys entry-level models at this level, Audi have also decreed that plush SE trim is now standard across the range, plus all variants also get choice items like DVD-based satellite navigation, light and rain sensors, the Audi "Advanced Key" system (enabling keyless access and start-up) and voice-control technology for vocal operation of radio, CD player, car telephone and navigation system.

All these gadgets aside, the A8 remains a low-key, hi-tech car compared to its slower-selling luxury sector rivals. Have said that, the body remains an aluminium construction and one that today is much more torsion ally stuff, in pursuit of greater safety and better driving dynamics. A 3.2 litre FSU petrol variant has recently been introduced but petrol buyers mostly opt for either 3.7 or 4.2 litre TDI diesel models do. There is no shortage of grunt on tap, whichever variant you choose. In the 3.7 or 4.2 litre petrol units, power has been tweaked in recent times to 280bhp and 337bhp and 323bhp along with a monumental 480lb/ft of torque from the larger 4.2 litre and the big diesel, in short or long wheelbase form. A six-speed automatic gearbox is now a standard feature and of course, you can knock the stick to one side in order to perform "manual" shifts.

 How much will pay for all this luxury? Well, it's not cheap - but that you already knew. Prices start at €69473 for the 3.2 litre FSI, rising to €112,132 for the w12 6.0 litres. These figures are comparable of course with direct rivals like the BMW 7 series, the Jaguar XJ, the VW Phaeton, the Mercedes S Class and the Lexus LS430. None of these alternatives however, reward the driver as much as the A8. Even where it has less power than a competitor (the 4.2 litre model gives 25bhp away to BMW's rival 750) with around 370lbs (the weight of two 13 stone passengers) less weight to lug around, this Audi manages to be as a rapid a performer.

The Quattro 4WD system helps here of course, meaning that it gets off the line without any fuss every time, sprinting to 60mph in just 6.6 seconds. The top speed is limited by the gentleman's agreement among most German manufacturers to a sensible 155mph (250 km/h). The W12 cuts the 0-60mph sprint to an indecent 5.os. If you simply want a luxury saloon that gets the job done in the most efficient way possible, it's hard to look beyond the A8. Yes, it will be too clinical an interpretation of luxury for some but others will simply see what Ingolstadt have produced as being close to automotive perfection. Id sit in the latter camp.

The Transporter van conforms to the best Volkswagen traditions of neat understated styling but beneath its unremarkable exterior lies a commercial vehicle of exceptional abilities.

The Transporter is a small panel van, slotting between the full-sized LT panel van and the Caddy car-derived van in the Volkswagen commercial vehicle line-up. It's a version that's known as the T5 by virtue of the fact that it replaced the T4 in early 2004 and its one of the best all-round performers in its class.

Volkswagen are offering the T5 Transporter with three roof heights and two wheel bases producing a range of load cubes spanning the gap from 5.9-8.4 cubic meters. Pay loads of between 795 and 1245kg are possible depending on your choice of body style and engine. There's also a 4Motion and 4x4 option.

There are two distinct engine options in the Transporter and each of these is offered with two different power outputs. The 1.9-litre engine is available in 85PS or 104PS form while the 2.5-litre TDI is available with a 130PS output or brutal 174PS monster! This most powerful engine boasts a massive 400Nm maximum tirque and is the most powerful diesel engine currently available in any UK market light commercial vehicle.

Offering with either a slick six-speed manual gearbox or a smooth Tiptronic-style semi-automatic, it should be enough to put a smile on anyone's face (the 1.9-litre engines get a five-speed box as standard). The 174PS powerplant aside, the Transporters performance on the road could be its suspension, the ride is exemplary and the steering is perfectly weighted. The squeaks, creaks, rattles or hums that seem to creep into commercial vehicles have been successfully banished and the engine noise is noticeably well suppressed. There's solidity about the T5 Transporter suggesting that, like its predecessor,this model will run and run

When it comes to revising a class-leader like BMW's 5 Series, there are two schools of thought to follow. The first guards against resting on laurels and aims to constantly move the game forward. The second questions the wisdom of messing with a winning formula. It doesn't take long at the wheel of BMW's latest 5 Series to realise that the Bavarians have been conscious of both. There's plenty to move the game forward including three fresh petrol engines and a diesel in recent years, but also much that seeks not to change what is undeniably a winning formula.

BMW has traditionally differentiated itself from its Stuttgart rival, Mercedes Benz, by offering more of a dynamic driving experience, with the emphasis on sporting handling and keen performance.
In recent years however, these boundaries have become blurred. As Mercedes has striven to improve the handling of its cars, BMW have worked hard to create models that can marry response with relaxation. The current 5 Series, first introduced in 1986, represented its first major success in this respect, combining the ride and refinement of the larger 7 series with the purist rear wheel drive handling of the smaller 3 series. For this new version BMW being BMW, the majority of the updating budget was spent under the bonnet. Once upon a time, things used to be easy: a 520i had a 2.0-litre engine. No longer. The latest 520i is fitted with a 2.2-litre unit developing 170bhp, a 13% improvement with proportional performance. So much so that the old 523i variant is gone, and in its place is a mid-range 525i model, featuring the same 2.5-litre straight six cylinder engine but with a 13% power hike to 192bhp. Of course, the introduction of the 525i also spelt the end for the more or less identically powered 2.8-litre straight six used in the 528i, which now becomes a 231bhp 3.0-litre powertrain (already found in the 3 Series and the X5 off roader).
Fitted to the 530i, this unit not only develops 20% more power but more importantly has substantially greater torque, - instant response, in other words, from almost any speed in almost any gear. Thanks to the huge advances in refinement and performance introduced to the luxury sector in recent times even boardroom executives are coming round to the benefits of diesel power. With the original 5 Series, BMW's 530d led the way, and the new version is smoother and faster, with output up 9bhp to 193bhp.

The cosmetic changes to the latest range don't amount to very much (in order, BMW says, to protect the residual values of earlier cars). Still, the latest 'Five' does now look slightly tidier. The depth of quality and commitment to engineering excellence which established the 5 series as the finest car in its class remains as strong as ever. With the latest suite of refinements, the competition will need to take a long hard look at their offerings. And then with a resigned sigh, go back to their drawing boards.