After its shaky start when pre-sale examples failed the near-legendary Elk Test (cars fell over once they were likely to swerve around a reindeer dummy on arctic roads) the Mercedes-Benz A-Class has established itself as a firm favourite with European drivers.

Chassis modifications post-Elk resulted in one of the most stable city cars on the highway, and clever accommodation packaging, as well as a high ‘command’ driving position increase the reasons for owner satisfaction.

Offered in two wheelbase options and provided with a wide range of engines, the A-Class provides something for each buyer in the market sector.

This is exactly what happens when you are taking a coupe, and transform it into a four door sedan. Now you ask , why – but Mercedes-Benz includes a habit of doing the unusual and becoming away by using it, so they could just be on to something.

The vehicle is based on a design study on 2002 in turn in line with the CLK, and promises exactly the same driving benefit of that popular model, however with the benefit of doors for rear seat passengers.

What this means is slightly improved rear seat space (although not a huge amount of head room) and appears that will gain appreciative nods.

Only a company using the self-confidence of Mercedes-Benz could cross a lot of social borders using its range of cars; Its competitors hive from the rarities and the expensive models into different divisions, but Mercedes-Benz (as arguably the earth’s longest-established motor manufacturer) is content to let people who spend several thousand on the modest city car share exactly the same badge as people who spend thousands and thousands on a supercar; Vet the organization still has its detractors, people who consider this policy to not be a democratising process, but who instead view the mighty German maker as a company of supreme arrogance.

The main gripe is that the same company that sells the McLaren-built SLR also sells nearly all Europe’s taxis.

Mazda’s five-seater multi-purpose vehicle is a car which attracts praise from the owners to an amount that most manufacturers would kill to possess.

Delivering the perfect balance of practicality and gratifaction (especially from the 2.0 litre engine) Mazda Premacy’s looks are Japanese-bland, but buyers shouldn’t allow that to get in the way; the Premacy is a fine machine that delivers exactly what is expected from it.

Accommodation is great, and there are extras such as a rear seat audio visual entertainment system that are appreciated by buyers.

Durability and luxury are high in agenda, and help Mazda create a highly desirable degree of customer retention.

Geared primarily to satisfy demand in the American market, Mazda MPV is exactly what it says about the badge – a multi-purpose vehicle.

A V6 provides motive power for the seven-seater (four individual Captain’s chairs along with a rear bench) and Mazda chassis engineers been employed by hard to endow the MPV having a sporty feel.

It’s been successful in relation to American customer expectation – although European drivers will contemplate it a shade soft – and it has helped the equipment sustain its market position despite its uninspiring looks.

The practicality from the vehicle is exactly what matters most, as well as on that it delivers – its seating could be configured to support just about any permutation of individuals and luggage.

A genuine open two-seater sports vehicle that reinterprets a tradition established through the Lotus Elan of 1962, MX5 – sold as Miata in many markets, and Eidos in others – emerges in roadster form only.

Engine options are non-existent, buyers being limited to the one – a 1.8 litre twin cam with variable valve timing pumping out 142PS, the perfect amount of power for the chassis co cope with. There are, however, three different transmissions to select from, a 5-speed or 6-speed manual, or perhaps a four speed auto.

These each provide a quite different feel, with sporting drivers opting for the sharp, close-ratio six speeder. Handling is neat and sharp in the rear-drive chassis, and in relation to fun per pound spent, there’s little to complement this little machine.

Mazda’s equal to the Mondeo, Vectra and anything else in the fiercely-contested mid-range fleet car market is a hugely competent performer noted because of its sporty nature; Mazda is keen to capitalise on its track record of building drivers’ cars.

Offered in both sedan and hatchback forms, the Mazda 6 provides useful levels of interior space. There is a massive amount engines to choose from – with assorted market limitations -from a modest 2.0 diesel with 121PS to a lusty V6 delivering 220PS.

Favourite in the European marketplace is the mid-range 2.3 petrol, which provides sharp performance and acceptable economy when combined with the smooth, close-ratio manual transmission.

Mazda’s mainstream model started life as a compact hatch – a sedan came just a little later – which encompasses all of the expected Mazda values of solid quality, a sporting feel and decent interior accommodation.

The number of engines is ideally suitable for its role in the marketplace, with 1.4, 1.6 and 2.0 litre petrol engines, and also the recently – launched 1.6 common rail diesel.

Using many suspension components based on the Mazda 6 has ensured that handling from the long wheelbase, short overhang body shell is precise and predictable. Pick from the bunch is the sport, using its 150PS engine, fast gearshift, and enjoyable handling.

The entry-level model to Mazda’s family car range is a city car capable of taking on the greatest of the rest; offered with anything from the sharp little 1.25 petrol to some 1.4 diesel along with a sporty 100PS 1600cc petrol, and supplying the expected Mazda values of high quality and clean cornering capability, the Mazda 2 is a small car with big ideas.

This really is borne by the surprisingly generous headroom and luggage space within the sculpted, high integrity body shell.

Despite its compact road footprint the Mazda 2 comes standard with good quality of ride – although the sport suspension option trades a number of that comfort for flatter cornering behaviour – and all sorts of models have sophisticated braking systems.

A radical machine, the RX8 bristles with technology. A 4 door sports coupe (the rear-hinged back doors open only if the front doors are open) with exemplary handling and ride, the actual buzz comes whenever you look underneath the bonnet, in order to find a Renesis twin-rotor engine.

It’s only a number of moving parts, and therefore provides a degree of turbine smoothness that’s truly addictive. The engine is considerably small compared to a comparable V6 engine – it is with a rating of 1.3 litres but produces as much as 238PS (that is using the six speed manual; curiously the 4-speed auto delivers only 195PS) that is on a par having a substantial V6 engine of conventional constructions.

If there is a weakness using the RX8 it is that gas mileage can be dire once the car is built to work hard. That aside, it is a truly excellent package.

There is a widely-held view inside the auto industry that Mazda may be the one bit of the Ford empire they aren’t quite sure how to approach; the only Japanese marque under blue oval control appears to be chugging along all on its lonesome.

For some time it was part of Ford Premier Auto Group together with Aston-Martin, Jaguar, Volvo and Lincoln – however it is back by itself.

Not that it appears to bother the merchandise planners: Mazda produces some interesting machines (including Ford’s only true small sports vehicle, the favorite MX5 / Miata) which, when they make use of hardware from the areas of Ford’s operations, all have the ability to have a believe is very much their very own.

Mazda acts as a ‘toe in the water’ operation for Ford in the china; once they decide how to handle the brand it might prove the important thing to becoming the earth’s biggest car maker.

When the Germans went in for jokes throughout their working days (that they don’t -jollity is limited to outside work hours) then we’d have sworn the Mercedes-Benz engineers were being funny in an ironic way once they said that the 57 is made for driving pleasure.

Considering the fact that the car is just marginally small compared to an aircraft carrier – but admittedly slightly lighter. The 2735kg machine is hardly likely to be a dynamic package, However dynamism is a relative construct.

What’s beyond doubt would be that the 57 is definitely an exceptionally special machine in relation to equipment and quality. However it should be, with prices starting at more that €275,000.