Getting more kilometres for your dollar isn't difficult, it's just common sense.

The heavier the car, the more fuel it needs to move the mass so have an autumn clean out of any unwanted gear in the boot.

That includes removing the roof racks and tow hitch if they are not being used.

Rolling resistance is another petrol killer: check tyre pressures once a week to make sure tyres are at, or just above, the recommended level and don't forget the spare.

Obviously, keep your car well tuned with regular servicing, use the proper oil for your engine and check the air filter to see if it is clogged.

But the biggest saving can be made in the way you drive.

The key here is to be oh-so-smooth: no sudden starts and stops. Brake early and gently, anticipate when traffic lights will change and try driving just below, not at, the maximum limit on highways.

Use the airconditioning sparingly and, if you can, leave the windows up to reduce drag.

The higher the gear, the lower the engine speed so use the highest gear possible but don't let the engine labour.

Turn off the engine if you are stuck in a queue for more than a couple of minutes.

Like dropping a perfectly square peg into a square hole with Ikea ease, the XC60 perfectly fits the growing trend for luxury cross-over vehicles.

Revealed last week at the Geneva Motor Show and due for an Australian debut early next year, the XC60 is a shrunken version of Volvo's most popular model, the XC90.

Built on architecture that has similarities with but is not, Volvo implores, identical to the Ford Focus, the latest product from the Swede is purely a five-seater but has all the cabin flexibility for which the compact SUV segment is known.

Although not new as a concept, the wagon takes giant strides in safety areas.

It will come here with a unique laser sensor system to prevent low-speed crashes. It's a warning system that noisily intrudes on any lack of driver alertness by detecting when the car is drifting out of its lane.

There is collision avoidance that monitors the distance to the car ahead; an 'active' cruise control takes over braking. There is all-wheel drive, six air bags, rollover protection, an advanced ESC and traction control system, hill descent control, trailer stability assist, WHIPS, SIPS and much more.

I haven't driven the car yet — few have, in fact — because it doesn't go into production until August for European and American buyers.

Volvo unveiled it officially in Geneva and followed that up with an in-depth look at what makes the XC60 tick.

The company put a lot of time into the safety message, which will bring much comfort to buyers, particularly those with families. In fact, it is selling this car as “the safest Volvo ever.”

It's a car for the family that has all the high-end luxury features in a nimble, attractive package. However, although it appears to hit the spot, it won't be alone soon in its segment.

It will be up against coming compact luxury SUVs, including the Volkswagen Tiguan, Audi Q5, new BMW X3, Mercedes-Benz GLK and even a baby Lexus. Already the market has the Mazda CX-7, Toyota Kluger, Ford Territory, Nissan Murano and others, so there's plenty of choice.

Volvo president Fredrik Arp says the XC60 is an example of how his company is injecting more emotional appeal into the cars.

“It is an ideal partner for a single person in the city or for crossing over to an active family life with an appetite for cross-country fun and adventures,” he says.

“We like to describe the XC60 as a perfect choice for the C30 (Volvo's smallest three-door model) owner who has grown out of the car and is looking for a larger one with the same attitude.”

The safety message may be the overriding impression from the car but there's a lot more that appears to make it a sprightly and enjoyable drive.

It is 20mm shorter than its sister, the XC70, and lower than its bigger sister, the XC90.

It's quite heavy, having a range from 1825kg to 1990kg, depending on the model and fittings, which is on par with the XC70.

There will be three engines, starting at the top with Volvo's 3-litre in-line six-cylinder turbocharged T6 petrol unit that whacks out an impressive 210kW and 400Nm of torque, the latter from a mere 1500rpm.

Then there are two five-cylinder turbocharged diesels; the D5 with 136kW and 400Nm and the 2.4-litre 2.4D with 120kW and 340Nm.

Europe will get an entry-level model front-wheel drive version with the 120kW diesel and a low CO2 emission level of 170 grams/kilometre. It won't come to Australia.

There is no four-cylinder option and none will be offered in the near future; but Volvo says it will launch a hybrid “within five years” which is likely to use a four-cylinder engine and be inserted into an SUV model.

All engines are mounted transversely and drive through either a six-speed sequential automatic or a six-speed manual. Drive is to the front wheels with the Haldex all-wheel drive system engaged when a monitor detects any front wheel slip.

The XC60 will be offered in Europe with 17, 18 or even optional 19-inch wheels, with a generous 230mm of ground clearance indicating the wagon will have reasonable off-bitumen ability.

It seats five officially and is spacious enough to carry four adults with good rear leg and headroom. The rear seat is split and folds flat to give luggage versatility.

Volvo predicts sales of more than 50,000 a year worldwide and has stated that China and Russia will be within the top five markets.

There is no indication of price or final specifications for the Australian market, although something between $49,000 and $62,000 may not be too far out of the ballpark.

At a glance

Volvo XC60

On sale (Australia): March 2009

Engines: 3-litre, 6-cyl turbo petrol (T6); 2.4-litre 5-cyl turbo-diesel (D5 and 2.4D)

Power: 210kW @ 5600rpm (T6); 136kW @ 4000rpm (D5); 120kW @ 4000 (2.4D)

Torque: 400Nm @ 1500-4800rpm (T6); 400Nm @ 2000-2750rpm (D5); 340Nm @ 1750-2750rpm (2.4D); 0-100km/h: 7.5 seconds (T6); 9.9sec (D5); 10.9sec (2.4D)

Fuel: Unleaded petrol and diesel

Fuel tank: 70 litres

Length: 4628mm

Width: 1891mm

Height: 1713mm

Wheelbase: 2774mm

Track: Front 1632mm; rear 1586mm

Turning circle: 10.9m

Ground clearance: 230mm

Weight: 1825-1990kg

Luggage volume: 492-1452 litres

Ford's imported Mondeo range — there is both hatchback and sedan, with a variety of engines and trim levels, and prices starting from $29,990 — is the Australian-made Falcon's baby brother. At least in theory.

But the 'medium-size' Mondeo is an efficient package, so roomy it is almost as spacious as the 'family-size' Falcon. In fact boot capacity is identical.

While the bulkier Falcon offers much more shoulder space, on most other interior measurements they are mere centimetres apart, and the Mondeo manages to win for front leg room.

So the new-look Falcon range, which reaches showrooms in just over a month, faces a family feud, quite apart from its natural enemy, the Holden Commodore. The current-series Falcon starts at $5000 more than the Mondeo range, though that is with a six-cylinder engine versus the base-model Mondeo's four-cylinder power plant.

The lighter and smaller-engined Mondeo is of course less thirsty, but can't match the high-torque thrust that cars like the Falcon deliver.

But really they are worlds apart. The Mondeo — designed in Germany, built in Belgium — is a hot seller in Europe, regarded over there as a worthy rival for cars like the BMW 3-Series.

The new-generation design is a slick-looking wedge of metal, curved and sharply creased in the latest Ford corporate style, yet roomy and practical when you step inside.

It drives just like it looks, sure-footed and capable, with a sophisticated, upmarket air.

Unlike the Falcon, there is a high-efficiency diesel option, or a sporty-ish turbocharged five-cylinder version, with petrol four-cylinder variants in the middle.

The entry-level LX comes only as a sedan, and the top-line XR5 Turbo is hatchback only, but the in-between petrol Zetec ($34,990) and diesel TDCi ($37,990) give buyers the choice of hatchback or sedan bodies, both with slick six-speed automatic transmissions.

As seems to be the case so often these days, the diesel is surely the pick of the bunch. No matter about its $3000 price premium over the Zetec, or the extra cost per litre for its fuel — great economy and refined manners would make it a truly satisfying car to own.

If there is a disappointment, it is that the XR5 Turbo model seems to possess nothing like the exuberant zing found in the compact Focus hatchback which uses the same powerplant.

Also on the minus side, the Mondeo is hardly a household name in Australia and its track record isn't good; Ford's efforts to sell previous versions came to nothing.

Key Points

Ford Mondeo

Details: Medium-size sedan and hatchback with 2.0 litre four-cylinder turbo-diesel engine (power 96kW, torque 320Nm), 2.3 litre four-cylinder petrol engine (power 118kW, torque 208Nm), or 2.5 litre five-cylinder turbo petrol engine (power 162kW, torque 320Nm).

Cost: LX $29,990 (2.3 litre auto sedan); Zetec $34,990 (2.3 auto sedan or hatch); TDCi $37,990 (auto diesel sedan or hatch); XR5 Turbo $41,990 (manual hatch).

Rivals: Mazda 6, Subaru Liberty, Toyota Camry, Honda Accord, VW Passat.

For: Sophisticated and efficient.

Against: Low profile.

Summing up: Ford's Euro contender

The three-wheeler Can-Am Spyder roadster has elements of each, yet it's a whole new class of vehicle. It has just gone on sale in Australia at $26,990 and already there are 150 orders for the Canadian vehicle.

You will need an open motorcycle licence to ride one, but Rohan Slater, product manager for importers Bombardier Recreational Products Australia, hopes they can persuade state governments to comply with European and American standards, which allow riders to operate it on a car licence.

Unlike a motorcycle, the rider doesn't counter-steer the handlebars and the Spyder doesn't lean in corners. Unlike a trike, it doesn't have a single motorcycle front wheel and tyre.

Instead, the Spyder has two wheels up front and all three wheels are fitted with a special tyre like those on most cars.

Other car-like features include a foot brake that operates all wheels, a parking brake, reverse gear, progressive power steering, traction control, stability control with yaw and rollover sensors, anti-skid brakes and electronic brakeforce distribution. There is even a six-speed sequential transmission coming in October.

BRP Australia marketing manager Duncan Knight says their market is over-45s looking for a recreational vehicle — or “bike riders who might have had an accident ... on a bike and want something safer.” BRP Australia, which also imports jet skis, all-terrain vehicles, snowmobiles and Johnson outboard motors, has 60 nationwide dealers, but only eight of these have been appointed to sell the Can-Am Spyder, one in each state and territory.

“The next lot of dealers we appoint will be more mainstream motorcycle dealers within the next 12 months,” Knight says. “We want to restrict dealer numbers to about Harley-Davidson levels to keep it fairly premium.”

The Spyder is powered by a liquid-cooled 79kW 998cc Austrian-built Rotax V-twin engine, which is used in the Aprilia 1000R sportsbike where it produces 110kW. Rotax also makes engines for BMW bikes and even the new Buell 1152R made by Harley-Davidson. Knight says the next generation of Spyder could be more sporty, with more horsepower.

“But that hasn't been confirmed yet. This isn't a sporty bike; it's a sports tourer,” he says.

Fuel economy from the fuel-injected, dual-cam engine is about 7.5 litres per 100km, which Knight says will give about a 350km touring range from the 27-litre tank.

The Spyder was shown last year at motorcycle expos around the country and passed Australian Design Rules in November, classified in a special new category for tricycles with two front wheels. “It didn't fit any existing category,” Knight says.

Slater says the company is still working on having the vehicle re-classified as a car-trike, rather than a motorcycle trike. ADR compliance requires a reduction of 3dB on the exhaust, the adjustment of the headlight angle for driving on the left side of the road and a reversing light.

Reverse gear operates off a button on the handlebar that reverses first gear and limits speed to 10km/h. There is a large 'boot' in the 44-litre nose section of the Spyder which will hold two full-face helmets and jackets.

Accessories include a top box, travel bags, cargo liner, passenger backrest, rear-seat cowl, sports exhaust and low and high windshields. After-market panniers have also been planned.

There is also a range of rider gear coming including protective clothing, such as leather jackets and special helmets with a pump-up liner that guarantees a comfortable and firm fit.

The Spyder sits on specially made Chinese Kenda tyres with low recommended pressures of 13-17psi for better ride. Knight says tyre wear is 20,000km-30,000km.

There are sensors in the rear seat to detect a pillion and change the spring settings.

The non-switchable Bosch vehicle stability system uses a range of sensors including yaw and rollover to keep all wheels on the ground and prevent sliding.

The instrument panel includes two large analogue dials for tacho and speedo with a digital screen in the middle with an array of readouts and diagnostics.

The Spyder was launched in the US in January by talk show host and motoring fan Jay Leno who has bought one. They were 1500 orders at launch.

Snapshot

Can-Am Spyder

Price: $26,990

Engine: BRP-Rotax 998cc V-twin, 79kW/104Nm

Transmission: 5-speed (plus reverse)

Economy: 7.5L/100km

The paper, from former Victorian Premier Steve Bracks, comes just days after Finance Minister Lindsay Tanner, a key figure in the Rudd Government, argued that trade tariffs distort economies and harm consumers.

Unions and the left wing of the Labor Party would like to see a freeze on the reduction of automotive tariffs — from 10 per cent to 5 per cent, scheduled for 2010.

The Government, in the wake of Mitsubishi's announcement in February that it intended to close its Adelaide manufacturing plant, appointed Mr Bracks to review the nation's automotive industry.

When he was premier, Mr Bracks opposed the timetable for tariff reductions, introduced by the Howard government, from 15 per cent to 10 per cent in 2005, the 2010 reduction, and then down to 5 per cent in 2015.

His discussion paper is expected to concentrate on ways to build export markets and develop innovation in design such as cleaner energy sources.

The Government has promised $500 million to help develop cars that are environmentally friendly — and the money will not just go to one producer.

Reductions in tariffs are not seen by the industry as the central issue they were a decade ago. The inquiry is expected to hear that restructuring packages such as the 1991 Button plan had boosted the export performance of the car companies beyond the original expectations.

The case for maintaining the tariff reduction schedule was given a boost by Mr Tanner in a speech last week, in which he warned against protection, particularly economic protection geared at boosting the interests of manufacturers and producers.

Mr Tanner argued that many economic inefficiencies and scandals, such as the Australian Wheat Board's corrupt payments to former Iraqi leader Saddam Hussein showed the danger of caving in to special interest groups.

He denounced “producerism” and its chief tools, such as tariffs and monopolies, which favoured or protected producer groups at the expense of society as a whole.

“The electoral success of progressive governments in recent years is in part attributable to the inability of conservative forces to adapt to this new political environment,” Mr Tanner told the New Agenda for Prosperity conference in Melbourne.

“For progressives, industry policy is now about innovation, technology and skills — not tariffs, quotas and monopolies.”

Industry Minister Kim Carr, from the Left of the party, as is Mr Tanner, has talked up the virtues of innovation and collaboration between industry and government — but without the same criticism of tariffs.

Today, he proudly has two to his name, although can rattle off many more that have come in and out of his life over the years.

“My first MG was a TF when I was 19 at university,” he says. “But I sold that and bought an MGA 1600, but then sold that.”

And when a family and mortgage came along, Lyons was forced to put his MG passion on hold for 30 years. But while working in Eastern Europe during the 1990s, he decided it was time to revisit that passion. He started with a 1974 MGR V8, and then added an MGB V8 and a 1968 MGC Roadster to his collection.

“I was a member of the MG owners club in England for many years and I happened to be looking in car club magazines, saw some MGCs for sale, so I thought that looks good, why not?” he says. “I'd had a number of MGs over the years and always used to look for something that was unusual. The MGC was unusual because there weren't many of them made.”

After driving it around London for some time, he had it shipped back to Australia in 1998 and continued driving it here. But after some years on the road, he decided it needed some real work. So he sold the MGB to finance the project, stripped it back to bare metal and spent the next four-and-a-half years getting it up to scratch.

Only about 4500 MGC Roadsters were built and many were sent to the US, particularly California, where they didn't rust out as easily.

Lyons's model was one of the Californian cars, but when stripping it back he discovered it had some 'dodgy' work done, including a conversion back to right-hand-drive when it was brought back to England. And that meant a lot of extra hard work and money.

“I stopped counting at $20,000,” he says.

But Lyons says restoring an MG is made much easier because parts are readily available.

“There's an industry keeping these cars on the road,” he says. “One of the reasons I bought the MGC was because I knew I could afford to restore it at a reasonable price.”

Lyons says there are probably only about 100 MGCs in Australia, Lyons says. They were never officially sold here, but some dealers did import them independently.

And while Lyons is very proud of his car, he believes in driving it, rather than merely keeping it immaculate for shows.

“I don't believe in that,” he says. “I like to use them; that's the fun. Why have something if you can't drive it? Some people bring their cars to the meetings on trailers, dust them off ... but I bought it to drive it.”

Lyons has had his MG on the road for the past 15 to 16 months and tries to drive it at least two to three times a month. His aim is to one day drive it between Melbourne and Adelaide and he hopes on achieving that very soon.

“It's a beautiful touring car, much nicer to drive than the MGR V8,” he says.

But it does have its downsides, which include slower acceleration through the four-speed gearbox and 3.0-litre six-cylinder engine. And it can be hard to manoeuvre around corners.

“The only problem is it has a big six-cylinder motor sitting up the front and it doesn't always like to go hard around the corners,” he says. “It will understeer if you go into corners too quickly, but it's a beautiful touring car.”

The MGC was only produced between 1967 and 1969. It was based on the MGB body, but had the larger and heavier engine and could be distinguished by a bulge in the front bonnet.

As well as the 4500 Roadsters built, there were also about the same number in the GT Coupe version that hit the road.

Lyons enjoys getting out on the open road in his MGC where it just “purrs” along and is “great for 120mph (193km/h),” he says.

“It's a lovely car to drive and there's a certain amount of pride when you pull up and someone admires the car, they say, 'Very nice,' you say, 'Thank you very much,' knowing you can't have done that bad of a job,” he says.

Lyons isn't the only one in the family to gain enjoyment from the MG. His grandson has also taken a big interest.

“We put his child seat in the thing and I take him for a run. He thinks it's just great,” he says.

And while his wife has driven both of his toys, she's not too keen to get behind the wheel.

“She's too concerned that if she damages it, she'll never hear the end of it,” he laughs.

And there's no way Lyons will be getting rid of his classic any time soon, even though it could attract a value of between $30,000 and $40,000.

“I wouldn't sell it, not willingly anyway,” he says. “There'd have to be a good reason. There weren't many built and a lot have rusted out.”

Snapshot

1968 MGC Roadster

Value now: about $30,000 to $40,000

Verdict: Not many MGCs made it to Australia and despite its handling problems, it's a classic car many MG fans love.

The silver Mitsubishi 380, polished to a glistening sheen by a dozen hands, was the last to roll off the production line of the car-maker's Adelaide plant, which closes today, throwing most of its remaining 930 staff out of work.

Mr Mueller performed the last rites yesterday when he slapped a quality assurance sticker on the windscreen of the final 380 sedan to be made there.

The moment was bittersweet for the production workers who looked on, some teary, as a chapter of Australian auto-making ended.

“It's a relief in one way,” Mr Mueller said quietly. “We have been hanging on tenterhooks for the last few years, so at least now we've got an outcome and people can get on with their lives.”

The process auditor thinks he inspected about 30,000 of the 1.1million Mitsubishis that rolled off the Tonsley Park line; after the factory was taken over by the Japanese car-maker in 1980 from the US-based Chrysler company.

The car that was supposed to revive the glory days of Tonsley Park — when it produced the Charger coupe and not-so-beloved Valiant for Chrysler, then the successful Sigma, Colt and Magna lines for Mitsubishi — sealed its fate by bombing with Australian buyers.

If there was any bitterness among the retrenched workers, they kept it to themselves.

Andy Barwick, 43, started work at the plant as a 16-year-old in 1980 when the last Valiants were made. To have the production line fall silent after all those years was “surreal,” he said.

“It hasn't really sunk in that it's all over,” he added, his friend, Brian Wilson, 58, nodding in agreement. “I'm just so used to being here.”

Mark Smith, 34, hopes his training as a welder will land him work at Adelaide-based naval submarine builder ASC. A quality inspector on the production line, earning a base salary of $48,000, he is resigned to a lower-paid job.

Chris Peachey, 39, a leading hand in the factory paint shop, said it was time to move on. He is looking for a job in the mines, hopefully in South Australia, but he's prepared to move to Queensland or Western Australia with his wife and two children.

Metalworkers union state boss John Camillo said only 10per cent of the retrenched production workers had found jobs, and he was concerned those without trade qualifications could struggle.

Mitsubishi chief executive Rob McEniry paid tribute to the loyalty and commitment of the Tonsley Park staff.

As for the last 380, it will be auctioned among Mitsubishi dealers, with the anticipated six-figure proceeds going to charity.

Other cars in yesterday's final production run will be donated to the Royal Flying Doctor Service, Vision Australia and Adelaide's National Motor Museum.

The bandages have come off Mercedes' face-lifted ML range and the redesign has delivered a more muscular look with more power and modest fuel-economy gains.

However, Australian buyers will have to wait for the new range. A Mercedes Australia spokesman says it is unlikely to reach here until October or November.

The current five-model lineup of two turbo-diesels and three petrol engines are likely to carry over, along with the car's 4MATIC all-wheel-drive system and seven-speed automatic gearbox.

That means buyers can expect the ML350 V6, ML500 V8 and ML63 AMG petrol models and ML280 and ML320 CDI variants.

Power ranges from 140kW to 285kW for the ML500. The AMG's 6.2-litre V8 will pump out 375kW. Fractional gains have been made in fuel economy, which has improved by 0.4-litres/100km.

Australia is expected to continue with all five models when the car eventually goes on sale.

The front and rear of the big Merc has been tweaked to freshen the car's looks. The front gains a redesigned bumper, recontoured headlights and a more dominant grille.

The rear also gets a new bumper with integrated reflector strips and smoked-glass tail-lights.

Inside there is a new, four-spoke, multifunction steering wheel with paddle shifters and increased specification.

It now includes the pre-safe and neck-pro head restraints and an all-new, high-performance telematics system.

Apart from the bread-and-butter models, the ML63 AMG gets a muscular makeover with more distinctive front and rear ends, a chrome underguard and larger AMG grille.

The range-topping model also gets 20-inch alloy wheels.

The M-Class has been a big success for Mercedes-Benz locally since the second generation was launched here in September 2005.

Last year it sold 2459 of the four-wheel-drives, the company's second-best seller behind the new C-Class.

Prices and final specifications are yet to be determined but the current range starts at $79,100 for the 280 CDI and tops out at $161,100 for the AMG.

Off-road adventurers around the world are being called to compete in another ultimate four-wheel-drive challenge.

The Land Rover G4 Challenge is touted as the “adventure of a lifetime” and pits competitors from 18 countries against one another and the environment.

The third running of the G4 Challenge will be held in remote Asian locations with a combination of off-road driving and sporting contests, ranging from kayaking to mountain-biking and climbing.

The aim is to test the two-member teams in trials of their strength, stamina and strategic awareness.

The G4 challenge has been held twice before. Belgian fighter pilot Rudi Thoelen won in 2003 in the Moab Desert in the US. South African Martin Dreyer won in 2006 on a course that included Thailand, Laos, Brazil and Bolivia.

Australia has been represented by champion ironman Guy Andrews, but Alina McMaster did best when she won several individual events and finished sixth of 18 competitors two years ago.

“The challenge is all about pushing yourself and your vehicle as hard as possible in some of the world's most spectacular locations,” G4 challenge manager Ed Tilston says.

The challenge is an amazing event that gives people the chance to experience a real adventure. It tests not only physical strength, but also mental and strategic talents and teamwork. And this time it will be raising money for a very worthy cause.

The objective is to raise $1 million for the Red Cross, and the winning team will get a Land Rover vehicle for their country's Red Cross or Red Crescent Society.

Australian hopefuls will be up against men and women from Austria, Belgium, Brazil, Britain, Canada, China, France, Germany, Holland, Ireland, Italy, Norway/Sweden, Russia, South Africa, Spain, Turkey and the US.

The Australian selection trials will be held late this year to choose the two men and two women who will advance to the international selections early next year before the G4 Challenge finals in the middle of next year.

“Only two people from Australia will go to Asia for the adventure of a lifetime, but winning a place on the challenge is all part of the excitement,” Tilston says.

“The new team format marks a massively exciting move for the challenge and we are expecting thousands of entrants from the 18 nations on the list,” he says.

For more information and to register for the event, go to www.landroverG4Challenge.com

Launched in Japan in December and drip-fed to a waiting world, the demand for the all-new GT-R is such that Australia's first production vehicles will not land until at least the middle of next year and, until the company has a car ready for sale, Nissan Australia will remain under attack from independents offering cars imported under low volume schemes.

“Of course it is a concern to us. It is certainly not something we are ignoring,” a Nissan Australia spokesman said this week when asked about importers advertising immediate delivery of the new GT-R — both new and second-hand demonstrator models.

No senior executives from Nissan Australia would be interviewed about the latest developments in which a Melbourne importer, Kamikaze Motors, is advertising availability of six road-registered GT-Rs for $160,000 each.

Nissan's official position is that the cars bought at second-hand auction cannot be imported because they are the same model that will be sold in Australia under the Nissan badge next year. However, they are less certain about being able to block the cars bought new in Japan by agents acting for Kamikaze Motors.

“The situation with the new cars is less clear,” the spokesman says. “However, if they are imported then they will have to be homologated and meet all Australian ADR regulations with regard to seats belts, emissions and other issues."

“Customers need to be aware they need to buy a Nissan GT-R from Nissan Australia. It is the only way they will get a full warranty and full service support from Nissan,” the spokesman says.

Kamikaze principal Shui Mir is confident there will be no impediment to his importing the GT-Rs.

“We have been doing this for 10 years and are well up on the regulations and requirements for importing low-volume cars,” Mir says.

“The cars are either bought direct from Nissan Japan or through auctions with very low mileage on them. I have checked carefully and under the regulations we can bring in up to 100 cars a year as long as they are built before the manufacture date of the first car Nissan Australia brings in.”

Nissan, both in Australia and internationally, has been aware for some time of the threat grey imports might pose in small-number markets, particularly those at the end of the roll-out schedule.

Nissan vice-president for global communications, Simon Sproule, said at the international launch in Japan last year that the threat to any high-desirability, low-production model was that people were not prepared to wait.

“We're going to have to be realistic and concede that in some instances the grey imports will be the first available,” he noted then. At the time Nissan Australia put on a brave face, saying it was confident of being able to block non-official imports.

“Because we've clearly stated our intention to import the car, there'll be no opportunity for any grey importers to bring the GT-R to Australia,” Nissan Australia's Karl Gheling said at the time.

Mir says interest in the first six cars has been stronger than he anticipated, his phone “ringing off the hook” even before the advertisement in a specialist car magazine this month.

“If I sell these six, and demand is there, there will be no problem with getting more,” Mir says.

At $160,000, the Kamikaze GT-Rs are about $10,000 dearer than the indicated price from Nissan Australia, although with specialist cars it is not unusual to pay a premium to acquire cars in short supply or to jump up the supply queue.

For example, when Subaru imported a limited number of its first STi models in 1998, within 24 hours of delivery to those on the 'official' list there were cars back on the market advertised at a $20,000 — or 40per cent — premium.

The biggest issue facing both importers and buyers of the 'unofficial' cars is the question of warranty and service for what are very specialised high-performance engines.

“We will warranty the cars for three years and ... well, we do have a bit of an issue with servicing at the moment,” Mir concedes.

“If necessary, a couple of the boys will go to Japan and get the training they need there.”

Even Nissan Australia has not been forthcoming with just how they will handle the proposed three-year premium servicing.

The highly complex and specialised racing car-style service will offer a full chassis and suspension balance as well as a precision tune and balance of the engine.

That will require expensive, specialised equipment and highly-trained staff — something likely to be beyond Nissan Australia's normal service capability — let alone a small importer.

How the import scheme works

* Independent importers, such as Kamikaze Motors (their advertisement) can be licensed to bring in 100 cars a year as low-volume, used vehicle imports

* They cannot import a vehicle that has been sold as a new model by a mainstream importer in Australia

* Individual low-volume importers can bring new vehicles into the country under licence but the vehicles must be homologated to Australian design rules