BMW USED CARS

Whenever and wherever the conversation turns to the Jaguar XF, it's all about the design. Even today, when we show up to drive the thing, the talk begins with the shape of the sheet metal, and the furnishings within.

I won't dwell on it though, save to say two things. First, it looks terrific on the road. Seeing it in pictures and at motor shows, I was tempted to judge the nose as slightly overworked, and the tail as slightly over-subtle. But actually that's the right way to go. Consider: if a car comes the other way, you see its face go by in a handful of seconds. The only time you get the chance to study a car at length on the road is when you're following it, either directly or in an adjacent motorway lane. This means the frontal aspect has to be assertive to make a quick impression, while the rear end can be more subtle but has to be flawless.

Standard 19in AMG alloys and beefy side skirts do far better justice to the new S-Class's oddly distended wheelarches, while a huge front apron with outsized air intakes and similarly chunky rear end, broken up by a pair of massive twin exhausts, complete the kind of repackaging that makes you think of borscht and punishment beatings.

But the S65's sales pitch gets skewed again by a £145,365 price tag. To put that into a Merc context, the 'L' version of the S320 CDI is £58,975, while the 500L is £73,770, and that'll still hit 62mph in 5.6 seconds.

On the face of it, a hybrid S-Class shouldn't exist. If anyone wants a slightly-more-economical-than-usual luxury car, they should buy a fractionally smaller (but still pretty ritzy in the overall scheme of things) luxury car like an E-Class. Or an S-Class diesel. Actually, if saving the world were really the priority, the vast expense of developing a car like the S-Class hybrid would be much better spent building tidal electricity generators, or just standing in the town square in Stuttgart and handing out free loft insulation.

While Britain waits with bated wallet for the launch of next year's all-new Fiesta, stop-gap 1.4 and 1.6 Si models have come along, with a strong emphasis on safety and security and a lot less stress on performance compared with the ones they replace.

Externally, the new two have been stripped of go-faster paraphernalia to reduce insurance premiums. Both have enormous new front and rear colour-coded bumpers with integral fog lamps. New aerodynamic door mirrors and melt'n'twist simulated alloy wheel covers complete the external revisions.

Inside, to complement a new range of trims, we find the same old shiny plastic dash and inelegant controls.

The new Fiesta will be available from April 2002 in five-door body style only - at least for the time being. The new car is much longer, wider and taller than the outgoing version and this maximising of interior space is one of the car's big selling points. Trim levels will be the familiar LX, Zetec and Ghia and, prices should be fairly similar to the outgoing range.

Engine-wise, the range starts with the 1.3-litre eight-valve 67bhp petrol, moves on to the 1.4-litre 16-valve 79bhp petrol (expected to be the most popular choice) and tops out with the 1.6-litre 16-valve 99bhp petrol model. But no European car range would be complete without a diesel version, and the new-generation Fiesta gets a new-generation TDCi derv-drinker. With a modest capacity of 1.4 litres, a modest eight valves and an equally modest 67bhp, this common-rail turbocharged unit at least provides a respectable 118lb ft of torque.

Hoping not to build up the hopes of Max Power readers too high, whilst trying not to alienate the more sensible and more numerous older Fiesta buyers, and trying to divert the eye of the insurance companies all at the same time, Ford doesn't want its latest car confused with the old hooligan's favourite XR2i. The risk, of course, is that this Zetec S will end up all sensible and frankly, dull. But it's not - no really, it's not.

Inside, the seats have been ripped from a Puma and sport bodycolour-matched upholstery, whilst the questionable wood-effect trim from the lower models has thankfully given way to a far more pleasing metallic finish. Leg room up front is good, with the passenger-side dashboard cut away to leave enough space for a large family. Unfortunately the large family are more likely to be struggling to squeeze into the less impressive back seats, where space in all directions is at a premium. If bigger kids are already none-too-keen on long drives in the back seat, they'll be plotting your violent overthrow after a trip in the new Fiesta.

The Ford Fiesta has been around for so long now that most of you will probably have driven one at some time. As such, you'll probably be expecting a small, thrill-free hatchback fit only for first-time drivers and midwives.

Well, if so, think again. This Fiesta 1.25i Zetec is a natty motor. It's let down a bit by its conservative exterior - yes, it has had a facelift, but it only hints at the millennial design found on other Fords. But drive the thing and you'll soon forget about the lack of pizazz on the outside.

The first thing you notice as you pull away from the kerb is the engine. The 1242cc, 16v, Zetec, electronic injection lump seems a step up from the average supermini's and pulls keenly, making town driving a more involving experience.

A few months ago, we drove the new Impreza and came to the conclusion that, in its attempt to move into the mainstream hatchback market, it had made a decent go of it, apart from the fact that its designers lost their way and wound up somewhere in Korea, circa 1995.

But you know this already, as you have eyes. What you don't know is how the UK-spec 2.5-litre STi version drives, which is why I'm at the Adria International Raceway near Venice, Italy. Track-only seems odd for a test, though, given that the STi has built its reputation on tearing up the roads.