Radio DJ Chris Evans Buys World’s Most Expensive Ferrari

Evans recently beat his predecessor on listeners for his Radio 2 morning show with 9.5 million weekly listeners, he decided to congratulate himself by buying a vintage 1963 Ferrari 250 GTO for an astonishing 12 million. It is the latest and most prized in a large collection of classic and modern Ferraris owned by the ginger haired Radio mogul. Last year he bought a 250 GT SWB California Spyder for 5 million in 2008.

Considered the ‘holy grail’ by collectors and classic car experts, the 250 GTO is extremely rare and. Editor of ‘Classic Cars Magazine’, Phil Bell, said he the price Evans paid for the Ferrari was not surprising. Only 36 of the 250 GTOs were ever made and only three in this body style, They were worth 6,000 when new in 1963.

The GTO is capable of accelerating from 0-60 mph in 6.1 seconds and has a top speed of 174 mph. Enzo Ferrari, the founder of the firm, prized the 250 GTOs so highly that he personally approved each buyer. It was raced a lot when it was new, especially in Italy and came second in a Spa 500km race in 1964, a piece of history that makes it more valuable. It was then bought by ex-racing driver David Piper who raced it himself before being sold to a collector in Japan.

Classic cars are becoming more and more collectable as their value has been increasing for some years and has seen a huge boost since 2000; however it is often difficult to value the rarest cars as they tend to change hands behind closed doors.

Despite Evans’ Ferrari being Britain’s most expensive car, it is not the most expensive in the world, that title goes to an even rarer Bugatti Type 57S Atlantic which changed hands for 30 million between to private individuals. Some of the most expensive cars sold in recent times include a Ferrari 250 Testa Rossa which sold for 8m in Italy last May, a Shelby Daytona Cobra coupe which was bought for 4.4m last August and a 1937 Mercedes Benz 540K Special Roadster which was sold three years ago for 3.9m.

Although many of these classic cars are capable of speeds in excess of 200mph, very few of the owners would ever be tempted to commit motoring offences. However, one owner of a vintage Ford GT40 was caught speeding in Los Angeles and later convicted of bribery after he attempted to offer the officer a ride in the car to avoid the driving offence.

Cool Holidays : Caravanning?

Caravanning holidays have always had a less than cool reputation. Think of a caravan holiday and rainy weather, pink velour interiors and flasks of warm tea spring to mind. Not really the most inviting of images, especially when there are so many really cool holidays on offer across the rest of the world.

It has always been standard to sneer at caravan owners and those who take caravan holidays. So vehement is the opposition (albeit not entirely serious) that there are many ‘Anti-Caravan Clubs’ around who protest against the clogging up of the roads in the summertime.

Some people have insisted that caravans be banned from the roads from dawn till dusk imposed on the roads. Movements like these were fuelled by self appointed guardians of the British roads like Jeremy Clarkson who earned a living talking about the evils of caravanning and then blowing them up on his TV show.

Of course, there have always been people who have whole heartedly believed that a caravanning holiday is an oasis away from the modern world. A caravan is seen as a place where one could escape from a stressful working environment and somewhere to take family and friends for a well earned break. These people steadfastly maintained a way of life which became respected by the parts of society which at first mocked them. This element came to the realisation that timeout from day to day life is desperately needed and can be attained regularly by having access to a caravan and a good imagination.

These champions of the caravanning movement have worked quietly away, helping to maintain camping and caravan sites with their presence and extolling the virtue (and cheapness) of a holiday on wheels. Nowadays, more and more people are realising how much sense a good caravan holiday makes, spurred on by celebrities like Jamie Oliver and Kate Moss as well as the desire to explore their own country rather than fly abroad every summer.

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Government Auto Auctions – A How-To Guide

If you are interested to join some government auto auctions, then you should already know that this is one of the best ways so that you can purchase the car that you have long been dreaming of. This is indeed very practical especially since most of the vehicles being sold in these kinds of events are very cheap. And considering that you are really not into aesthetics and design, this is certainly a great option for you.

It is a good thing that there are several government auto auctions that are being held all over the United States. And if you are not yet aware about these events, then you just need to browse through your local papers. If you want, you can also ask the organizers about the specifics of these events.

But if you do not want to go through all of these troubles, then it is recommended that you just search more about it through the internet. Fortunately, there are numerous sites that feature these government auto auctions and you might want to check them out. They are actually very informative because they can provide you with a catalogue of the vehicles, schedule, prices, and a whole lot more.

But before you proceed and join these kinds of events, it can be very helpful if you have some idea as to where these vehicles came from. They are actually just confiscated by the authorities because the previous owners failed to settle their loans or mortgages. There is also a big possibility that they have been used in the conduct of criminal activities. But no matter what the reason could be, they are now in the possession of the authorities and they have the liberty to sell it at a very low price.

And since they are no longer new, there is really a need for you to see to it that you are going to purchase something that is still in good condition. This is necessary if you want to be certain that you are going to get what your money is worth.

And if you are really not into these kinds of things, then you might also want to bring a mechanic friend with you. You can also ask for the VIN report if you want.

Before you attend these government auto auctions, it is also a good idea if you are going to draft a budget. This way, you will be able to set a price ceiling and you will not overbid.

It is also a good idea if you are going to attend a preview show so that you will have an idea about these government auto auctions.

Discover more tips about repossessed car auctions such as where to find cheap public car auctions near your home. For further reading, check out this on places to find a cheap car for sale.

Requirements For A Great 4WD Holiday

A 4WD holiday can be a tremendous amount of fun. If you and your family love the great outdoors, there are few other things that can bring the amount of satisfaction than to spend a couple of days away from the rush of city life in an environment where you are able to breathe fresh air every day.

The way to get going is of course to buy yourself a 4WD. There’s no need to buy a brand new one. In fact, if you plan to take it into the wild often, it’s really not a good idea to buy a new 4WD costing more than your house, since it will go through a lot of wear and tear quite quickly.

Your next recommended step is to join a 4WD club. It’s certainly much more fun to share the outdoors with people like you who love it, than spending days on your own. On top of that, you will also get the chance to learn the ins and outs of the 4WD game from people with years of experience behind them.

Very often your 4WD trips will be into virgin country, where there will definitely not be a hotel or restaurant anywhere near. That means you have to arm yourself with the right equipment. Get a respectable quality tent that is able to withstand all the weather conditions you are likely to encounter on your trip. Your sleeping gear is also very important: A comfortable sleeping bag and a good quality camping mattress will go a long way to make sure that you have a good night’s rest.

Without any restaurant in the immediate vicinity, you will have to rely on your own cooking skills for food. For this you need equipment such as a portable gas stove, a gas cylinder and of course the necessary cooking utensils.

The right kind of clothing for the outdoors is also important. Take clothes for all weather types, especially if you will be venturing into the mountains. Weather there can often change without any warning. Tough yet comfortable clothing is a good idea in this regard.

Your club will most likely undertake quite a few trips during a year. Some will be longer trips, taking a week or more, and others will be weekend camping trips. For a novice, the latter is a good way to start. You will get the opportunity to test your equipment and buy anything that you didn’t think about before you venture on a longer trip where the equipment is more important.

A 4WD holiday will provide you with the chance to experience the outdoors in a way other people seldom can. You will visit remote spots of outstanding beauty. If there’s something you should never forget during all your trips, it’s this: be a responsible 4WD traveler. In the wrong hands, a 4WD can do substantial damage to the environment. Have fun, but always leave the area where you were driving or camping in the same condition you found it, allowing other people to also enjoy the great outdoors after you have left.

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Alfa Romeo 156 GTA ( 2002)

The Alfa Romeo 156 GTA has a speedo in the style of the original race-bred GTA. But unlike its ’60s namesake, a stripped-out version of the Giulia Sprint, the dial goes all the way to 300km/h. And rightly so.

Over an extremely brisk 600km drive through the Top End at the launch of the new 184kW GTA in August 2002, we took the mid-sized, four-door sedan to a knee-shaking 250km/h. It could have gone faster, yet the increasing likelihood of hitting one of the fat feral cats common along the Stuart Highway put an end to our experiment.

Above 200km/h, the GTA was a touch twitchy but remarkably stable for a road car, no doubt assisted by the front airdam and rear bumper’s central splitter, both designed to keep the GTA nailed firmly to the tarmac. No useless boot spoiler here – the GTA is all business, from its finely-tuned suspension to its specially-designed Michelin tyres.

Getting from A to B in a hurry is the GTA’s reason for existence. Under the bonnet is a highly responsive 3.2-litre V6 that propels the 1410kg sedan from rest to 100km/h in a WRX-like 6.3 seconds. From 4000rpm it surges with a low, throaty growl, and revs incredibly quickly to its 7000rpm redline. This is no peaky, turbocharged donk either, it’s flexible enough to accelerate from 30km/h in sixth gear with little fuss.

The 156’s tweaked 3.2-litre engine is backed up by a race-track tuned chassis. Reinforced and revised 156 suspension results in a satisfying compromise between comfort and control. Even when pushed along at 180km/h down the sweeping Daly River Historic Highway it remained flat and composed, steadfastly glued to the road.

The GTA is a front wheel drive car, yet Alfa Romeo engineers have tuned in an amount of oversteer so the rear end can be flicked into a corner and then powered out with sure-footed confidence.

Pinpoint steering with only 1.7 turns lock-to-lock provides instant feedback and super-quick turn-in, although the turning circle is relatively large as a consequence. The six-speed manual gearbox, beefed-up like most of the mechanicals, is slick and precise – the Selespeed auto version will arrive in 2003.

Powerful Brembo brakes, six airbags and unobtrusive electronic braking and traction aids provide reassuring back-up at breakneck speeds.

The GTA is not all race-style engineering though. Inside is a well-trimmed, well-built interior with one of the most comfortable and supportive leather sports seats in the business, plus a long list of features including top-notch CD player, trip computer, and cruise control.

From the outside the GTA’s subtle styling, including a GTA badge, lowered suspension, body kit, twin exhausts and wider guards to accommodate the distinctive, five-hole 17-inch wheels, provide clues to its hard-edged nature.

The 156 GTA is the first of a number of GTA-badged models from Alfa Romeo (watch out for a 147 version with the same stove-hot V6 next year). With four seats and a boot, it’s a car equally at home in the supermarket as on the racetrack. Or Darwin’s endless stretches of unrestricted highway. We know which one we’d choose. Every time.

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Holden Monaro 2002

Holden has released its Series II facelifted Monaro, adding VY Commodore upgrades to the popular Commodore-based coupe in time for the 2003 model year. Major modifications include an all-new interior, more power for the 5.7-litre V8 and different alloy wheels. Prices increase roughly 1.5 percent on both the supercharged six-cylinder and V8 models.

Little is changed externally, apart from new five-spoke alloy wheels and the new Purple Haze & Vespers metallic paint colours, exclusive to Monaro Series II. Monaro’s interior gets the VY Commodore dashboard and fascia treatment, with updated controls and graphics, a large-screen radio readout and a new steering wheel with four alloy-look spokes.

Series II Monaro gets new interior colour schemes, incorporating leather trim and stitching on steering wheel, park brake and transmission shifters.

The CV8 Monaro gets a more powerful 5.7-litre V8 engine with power up 10 kilowatts to 235kW thanks largely to a new exhaust system. Torque is up 5 Newton-metres to 465Nm. The twin tip exhaust has been tuned for a more distinctive V8 burble.

The supercharged V6 version’s service intervals are up to 15,000km from 10,000km, along with a “dampolator” to iron out harsh vibrations and allow a freer revving engine character.

Specification adjustments across the range include a new Blaupunkt stereo system and a mobile phone power outlet. The CV8 model gets two additional cupholders and rear park assist (optional on CV6).

Because of the minor nature of the mechanical changes, very little has changed dynamically with Monaro Series II. Certainly, this road tester was hard pressed to identify the extra 10kW of power, though a more accurate timing device would probably record a tenth or two of improvement on standing start acceleration.

BOTTOM LINE: Can’t help but want one. It’ll take a fully-fledged card-carrying member of the Lion-brand fan club to pick the latest Series III Monaro from the pack. Indeed, save for a couple of new colour choices, there are very few visual clues to set the latest version of Australia’s only big coupe apart. And your seat of the pants dynamometer will also have to be finely honed to pick the extra 10kW the Gen III 5.7lt eight has been gifted, along with the VY Series II SV8 and SS four doors and SS ute.

The official release kit states the Monaro gets detailed changes such as new, taller seats complete with safer, active head restraints, as well as trim and paint system upgrades. As noted above, there are also new colour options — arguably the ‘loudest’ is the exclusive-to-Munro, brilliant blue, Impulse. The hue comes complete with blue leather and Alcantara highlights in the still-for-four cabin. For this tester’s money the exterior treatment gets a big thumbs up, but the interior is a little over the top. I’ll take mine in plain old boring black, thanks.

The Monaro (V8 only, from Series III onwards) still suffers in initial urge from the Gen III’s paucity of low down torque. Those extra kilowatts Holden has dialled in would be better placed at 1500rpm, rather that at the 5600 peak the handbook reveals. Add moonshot gearing (sixth in the manual box is next to useless at anything under 130kmh) and you end up with a near-6.0lt muscle car that struggles to pull away from standstill in second gear.

Autos are a popular, no cost option for Monaro buyers — the somewhat ponderous six-speed manual box isn’t for everyone. If the engine had twice the torque at cruise revs, the long loping throws might be seen as endearing. As it is you learn to accommodate the gearbox’s idiosyncrasies, but never learn to love it…

This is especially so when you go searching for a snap third-second change to keep up the pace in the twisties, and get… Well, second… Eventually.

Perhaps the most ‘talkative’ of the big Holdens, however, the Monaro delivers good turn-in and substantial levels of grip. Unlike the other fast Commodores, via the seat of the pants this car seems to have more chassis grip, rather than sheer stick due to wide rubber. Direction changes are just a touch sharper, too.

Holden has chosen to equip the 245kW cars with a front strut-brace, though whether this yields detectable changes to front-end precision is debatable. The original Monaro was better than the equivalent Commodore and the gap remains. Certainly looks the business when you lift the bonnet, though.

Driving the Monaro, I couldn’t help but compare it to another two-door I had the pleasure to drive recently. Over 20-years young, the original Porsche Series One 928 was a supercar in its day and perversely remains one of my favourites (Even though later 928s were critically acclaimed as better things!).

With a big capacity V8 up front and similarly recalcitrant manual box, the original ‘other’ Porsche has the same big car ‘Get outta my way I’m coming through’ feel as the Holden. The automotive translation of why use a scalpel when an axe is perfectly adequate!

Alright, alright, it’s a boy thing… But could you have imagined even comparing a Holden to a Porsche (albeit a 25 year old one) just a few years ago?

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Toyota Yaris Compared To Suzuki Swift

Back in the days of endless summers, quarter acre sections and school milk we rode around in big 6 or 8 cylinder cars unconcerned about the price of fuel or the damage we were doing to the environment. After all, petrol only cost a couple of bob a gallon and small cars were considered dangerous so the more hard metal around us the better.

But times have changed. The endless summer was just a myth, the quarter acre sections have long since been sub-divided and school milk went out with the black and white TV. Petrol is now an expensive commodity and we’ve discovered seat belts and airbags provide better protection than even the hardest steel dashboards. And smaller cars are now roomy, fun and safe.

In many congested European cities big cars have been seen as anti-social for a long time. We’ve been a little slow to see the sun set on big heavy metal in this part of the world, but the sales statistics show we’re increasingly considering small cars.

Just a few years ago, in 2004, the small (AB) segment accounted for just 9% of the total new vehicle market. By 2008, that total had almost doubled to a 17% market share, and there’s every sign that 20% is in sight.

Many small cars are now achieving 4 or 5 Star safety ratings. Fuel efficiency and CO2 emissions are increasingly becoming high considerations for car buyers and our traffic congestion problems are rapidly catching up with those overseas.

Small cars are starting to make a lot more sense. With this in mind, we have put two popular small cars to the test, the Suzuki Swift GLX Auto,and the Toyota Yaris 1.5 Auto.

We’ve all heard it said that there are no bad cars these days, and that is probably true. Even looking at some of the smallest and least expensive cars on the market, they’re all pretty good today.

But life is full of compromises and no one car can be all things to all people. Getting two competing models together, we were always going to like certain aspects of one car, but prefer other features of its rivals.

When comparing the Yaris 1.5,to the Swift GLX , the toyota offers the most equipment and it’s a lively performer too.

However, we didn’t like some of the characteristics exhibited by the automatic transmission. Lift off the throttle and the car wants to nose dive into the tarmac, creating something of a see-saw action. Also, the center mounted digital instrument cluster arrangement has never really appealed, although it does make way for a second glove box where the instruments would normally be.

The Toyota is a good car but we struggle with the price tag.

With value for money and sharp pricing being at the front of everyone’s mind in this economic climate, it’s hard to justify this amount of outlay when the other cars can be bought for considerably less.

So, if we eliminate the toyota on price, how did the swift match up?

The Swift is perhaps the prettiest car. There are good levels of equipment and safety features, and we like the way it drives.

Seating is supportive and cabin ambiance impressed. Switchgear and instruments are simple and well laid out, and low intrusive noise levels combined with a comfortable ride quality would have to put the Swift in the running here.

On the deficit side of the ledger the engine is a little short on power but is considerable cheaper complete with a very capable automatic transmission.

If price is no object and you particularly like the toyota, you will end up with a very good car. With Toyota’s bullet-proof reliability and long lasting qualities, you can’t go wrong with a Yaris.But if you take price, build quality, specification and all round like-ability into account, the Suzuki Swift is the car we’d most like to live with and just pips the Yaris to the post.

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Some Great Tips To Help You Find The Best Virginia Beach Lock Tech

There are times when people inadvertently lock themselves out of a home or even a car and this can cause a lot of frustration though by finding a Virginia Beach locksmith you can overcome your troubles without too much bother. In case you are not able to get a spare set of keys from your family members then you need to call in a professional that can make you a set of keys on the spot and so help you open your locked door to your car or even to your home.

The only trouble with searching for a decent Virginia Beach lock tech is that when these people advertise their services in the local telephone book they may actually not be from your town and so you can’t avail of their services at short notice. Furthermore, there is also no guaranteeing the fact that these people are professionally qualified or trained to do the job and then they may also overcharge you or try to intimidate you into hiring them.

Therefore you need to act on the basis of some well founded tips that will help you find the person or company that can do the job well and at short notice. In fact, you need to approach the whole task in much the same way as you would when choosing an electrician or plumber. However, even then this approach is better suited if you need to do some security work in your home rather than get quick and immediate emergency help.

Most often, people only look to hire a Virginia Beach lock tech when they need quick and immediate help to help them out of an emergency situation such as having accidentally locked themselves out of their homes or cars. This means that in emergencies you need to get professional help – and in double quick time.

If you have locked yourself out of your car then you should first think of contacting a company that provides roadside assistance. These companies have a list of Virginia Beach lock techs and so you can then contact one at short notice.

Or, you may want to ask your friends and/or family members to recommend someone or some company that they know can do the job. However, be sure to avoid those individuals or companies that list their services with generic phrases and opt instead for someone or some company that specializes in Virginia Beach lock teching.

You should also have all the terms and conditions spelt out clearly before entrusting the job to any professional or company and also deal only with those who are insured.

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How One Can Choose The Finest Vacuums For Cars

Children always create a lot of mess in the car. If you often take your children on a long journey, you will realize the amount of mess they can cause at the backseat.

If you don’t clean them up, the mess will spread to other places in the car including backseat, floors and etc. The rubbish will attract pests such as ants to create their homes in your car over time.

Car vacuum is small and lightweight. It is designed to vacuum leftovers of junk food in the car. With the mini car vacuum, you no longer have to pick up the junk food with your hands. You simply run the hose over the cushion and carpet of the car to clean them.

With a mini vacuum cleaner, you can clean up the car within a relatively short time. Since the car is much smaller than the house, it will take a much shorter time to vacuum it.

You can use the mini vacuum on anytime. To use the mini vacuum, you can plug it into the car burner. The mini vacuum can be stored in a car boot for future uses. Every time your children mess up the car, you can use the mini vacuum cleaner to clean up them quickly. In this way, you will be able to save time.

When shopping around, make sure you choose a vacuum cleaner that suits your needs. The car vacuum cleaner is the largest model of the mini vacuum cleaner.

The traditional dust buster hand held vacuum cleaner is smaller than the car vacuum cleaner. The USB vacuum cleaner is the smallest model of the mini vacuum cleaner. The USB vacuum cleaner must be plugged into a USB port before you can use it.

Cordless car vacuum cleaners have smaller suction power and can reach up to 4mp power. You should choose a car vacuum cleaner that suits your need.

The filtration system of the mini vacuum is not as efficient as the household unit. Expensive mini vacuum offers HEPA filters which prevents the dust returning to the atmosphere as you vacuum the car. If you suffer from allergy, you should choose a vacuum that has a good filtration system.

Mike Duran is a professional on car accessories. he writes on the most efficient strategy to pick best vacuum for car and provides suggestions on purchasing the most adorable Black and Decker hand vacuums to satisfy your desires.

Ford BA Falcon ( 2002)

No more secrets. We driven the BA Falcon and the votes are in. Is it as good as Ford has been telling us for the past six months? Glenn Butler delivers the verdict

Flashback to April, 2002, and Ford Australia embarked on an ambitious ‘Secrets Revealed’ strategy. The plan was to unveil the new Falcon piece by piece to the Australian media, and to the public via Ford’s NewFalcon.com.au website.

The official reason for this unprecedented ’slow leak’ tactic, says Ford, was “there’s too much in this new Falcon to reveal in one hit”. The unofficial reason, we reckon, was to tempt buyers of large Aussie cars – Commodore, Camry and Magna – to hold off their purchase until the BA Falcon arrived in showrooms at the end of September. The plan could also have affected sales of AU III Falcon, but the unloved AU wasn’t setting any sales records anyway.

Whether the Secrets Revealed strategy was successful or not no longer matters. The Falcon is here, and we’ve driven it – every sedan bar the XR8, which won’t surface until February 2003. The only thing standing between follow-up failure and sales success is whether buyers like what they can now see – and finally drive. And we reckon you’ll love it. Ford’s BA Falcon undoubtedly takes locally built large cars to the next level of dynamic performance, safety and versatility.

First thing we noticed is how much more refined this 182kW twin-cam six is compared to the old 157kW single cam engine. It revs cleanly and happily right through to the higher 6000rpm limiter, where the old one would get raspy and reluctant above 5000rpm. The extra 25kiloWatts of power is apparent right throughout the rev range, delivering a stronger sense of urgency to the Falcon’s standing start getaway.

The engine is equally happy to deliver the herbs when overtaking, which is where the six percent torque increase makes itself felt. The new XT is 130kg heavier than the Forte it replaces, Ford says the extra weight is mostly in the new Control Blade IRS, though chassis reinforcements and the new seats also add to the bottom line.

Fuel economy – based on AS2877 standards – is 11.5litres/100km in city driving, 7.4litres/100km on the highway for the base six-cylinder XT. We’re skeptical of AS2877 figures, which are conducted in a laboratory, on a rolling road. It’s not real world, but then what is. According to the XT’s trip computer we managed between 10 – 12 litres per 100km in a short 100km stretch of urban and highway. Not bad.

Ford claims significant improvements in the Falcon’s brakes, previous generations accused of fading under repeated heavy applications. Larger diameter discs front and rear are better able to dissipate heat buildup, while Ford’s claims of improved stopping distances could not be quantified by its engineers – an important point given the vehicle’s 1672kg base kerb weight (by comparison Commodore Executive weighs 1522kg).

All Falcons have antilock brakes with electronic brake force distribution (EBD), and Ford says the totally new Control Blade independent rear suspension has vehicle stability payoffs under hard braking. Our repeated panic stops from 100km/h verified this as well as Ford’s claim of reducing brake fade. There’s also a marked improvement in pedal feel and feedback, not to mention comfort thanks to the adjustable pedal position – standard on Fairmont Ghia, optional on the rest.

Falcon now points and steers better thanks to a quicker steering rack which reduces turns lock-to-lock from 3.2 to 2.8. The car is quicker to react when the wheel is turned from straight-ahead, a plus on windy roads and probably more important on the sportier models like the XR6. The downside is this translates into a slightly nervous front end over bumpier, rutted roads.

Ford has also reduced the overall diameter of the steering wheel itself, and now mounts it dead centre, so it doesn’t ‘wobble’ off-centre during full rotation turns. One complaint we have sits with the new steering wheel boss, which doesn’t allow the driver to place thumbs around the wheel at ‘9′ and ‘3′.

That’s a minor quibble in an otherwise very friendly cabin. The driver’s seat on all models adjusts electrically for lift and tilt, via a lever for slide. The seatback tilt is still controlled by a wheel, which is fiddly to reach, tucked in beside the car’s B-pillar. The steering wheel tilts and telescopes through an acceptable range, and those electrically adjustable pedals are a godsend. Simply get the wheel right, adjust your seat, and move the pedals to fit. Brilliant. Ford’s also moved the gear shifter 30mm closer, and angled the central section of the dashboard six degrees towards the driver.

Falcon dynamics are a leap forward, the combination of stiffer chassis and body, new IRS and revised front suspension delivers a very stable, composed handling package with no obvious detriment to ride quality. Even the cheapest Falcon delivers a level of dynamics and performance that involves and enthuses the driver. Dare we say it? The BA Falcon is fun to drive. Every model.

Falcon buyers have a choice of four different suspension setups, mostly dependent on the model chosen. XT, Futura and Fairmont buyers get the standard suspension tune, which is impressively supple and smooth on bitumen and dirt. Tyres are one inch larger – 205/60 16inch Dunlop SP Sport on XT, same size Goodyear NCT rubber on Futura and Fairmont.

Sports suspension is standard on the Fairmont Ghia model, optional for XT, Futura and Fairmont. It couples slightly lower profile 225/50 17inch Dunlop Le Mans tyres with 15mm lower ride height, stiffer springs and anti-roll bar, and revised shocks absorbers. Ford claims this delivers improvements in vehicle agility and feedback, along with slightly sharper steering response.

XR6 and XR6T get an FPV developed suspension package, which stiffens springs, shocks and anti-roll bar, and lowers the ride height 32mm below XT. This package is not available as an option on any other models.

When it comes to fun, you can’t beat the XR6 Turbo. We drove it, we love it, we’re addicted. It’s hard to see how the low-$50,000 XR8 will be able to top the Turbo when it arrives in February 2003. The 3-valve V8 engine adds around 70kg to the base model XT, suggesting the XR8 will top 1750kg at the kerb, giving it a specific power to weight ratio of 6.7kg/kW compared to the Turbo’s 6.97kg/kW. Bugger all, really.

The Turbo’s biggest addictive quality is its power and torque delivery. Contrary to most turbos which do all the work high up in the rev range, Ford’s relatively low boost pressure (6 psi) means peak torque of 470Nm is on tap from just 3250rpm. More than 450Nm is available from just 2000rpm – barely off idle – and it’s this wealth of grunt that propels the Turbo towards the horizon with a ferocity unmatched by any locally built six cylinder sports car.

The engine pulls strongly from low revs, flinging the XR6T forward with a ferocity usually the exclusive realm of hi-po V8s. The power delivery is seamless, linear, and unstoppable, the XR6T engine and exhaust belting out a rip-roaring tune that’s gotta be the best sounding local six we’ve ever heard. And those outside the car will have just as much fun, listening to the FPV-finessed freak howl menacingly on full throttle. Pure bliss.

Don’t bother with the five-speed manual unless you really must change your own gears, the clutch is doughy and lifeless, and the heavy gearbox – needed to handle the torque – fights against quick changes. Ford’s BTR-sourced Sequential Sport Shift four speed auto is a gem. Gearchanges aren’t as smooth as some European autos, but it swaps cogs quickly and gets on with the mumbo, never dropping out of turbo boost range.

Even in ‘D’ mode the adaptive shift holds gears and changes late when you’re on the charge. Slide it left into Performance Auto mode and the ‘box holds longer, changes down later, almost negating the need for driver involvement. And, unlike plenty of Euro ‘boxes, the BTR auto doesn’t second guess the driver in fully manual mode – if you want to bounce off the rev limiter, it will, all day. Dawdle into a low speed corner in fourth, however, and if you bang the throttle wide open on exit it will change down into a lower gear – still, one out of two ain’t bad.

Ford’s traction control system is chalk and cheeses with Holden’s hyper-intrusive pedal pusher. It lets you get away with a little bit, then comes in quietly and seamlessly to keep everything on the blacktop, a subtle, low pitched chime and a flashing dash-light the biggest giveaway to its life-saving intervention. And the chime is so quiet it’s barely audible from the passenger seat, so the other half need never know you’re pushing the limits of adhesion.

Our first drive of the XR6T took place on a very wet, mossy section of road up and over the Grampians, and with hundred foot drops on one side, unyielding cliff faces on the other, we were reluctant to turn the traction control system off. Given a better set of circumstances and we will, purely so we can sample the Falcon’s re-invigorated chassis setup, of course.

The XR6T’s trip computer reported a 16.4litre/100km fuel economy figure for our 120km jaunt across the mountain, and we can’t be accused of babying the throttle. Bugger that for a joke, there’s 240kW of turbocharged power to be tried, tested and tamed in what we reckon is the best mainstream Aussie sports sedan today.

It’s a clear indication of how good this new Falcon package is overall that you don’t need to turn traction control off to have fun. Whether you stump up just enough for the base XT, or the bank manager green-lights the Turbo, it makes no difference to whether you’ll smile or not driving the BA Falcon. It’s only the size of the grin that changes.

But that alone doesn’t make Falcon a winner. In this spoilt for choice Australian large car market buyers demand quality build, plenty of useable room, value for money and real world safety. For Ford, this Falcon has to claw back the massive advantage built up by Holden over the last five years of AU misery.

For Ford boss Geoff Polites, he’ll be happy if the Blue Oval can sell every one of the 412 Falcon’s Broadmeadows will churn out each day. We reckon BA Falcon is up to that task. It scores consistently well in most areas and sets new benchmarks in others, and, based on our two-day first impression, is the best Aussie car currently on the market.

There’s one question that remains to be answered: Is the Australian car buyer ready to forget AU and embrace BA, or will the AU’s legacy haunt – and hinder – Falcon for some time to come? According to Glass’ Guide, a 1998 AU Forte is worth less than half its original retail price – in just four years. And while private purchasers are important to Ford, close to 80 percent of Falcon sales come from fleets – where resale is king.

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