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A 'family car' is not such a tangible thing nowadays. With more choice than ever and a broadening range of segments to choose from, families can opt for anything, from a run-of-the-mill hatchback to a 7-seat SUV.

Headroom and legroom in the front are good and while rear legroom is generous enough for children and most adults, it isn't outstanding for this class. The boot is a good size, though, at 316 litres with the rear seats up by getting it from online used car auction.

 Bluetooth and a DAB digital radio come as standard on all Focuses, but higher-end specs Titanium and Titanium X provide more toys, including a better stereo, hill-start assist and dual-zone climate control.

Just behind the Focus is the Volkswagen Golf, pipped to the post by the Ford's more affordable used prices.

The Golf has a classy, well built interior and is also very refined. The 1.4 TSI is the pick of the bunch because it offers a decent blend of low running costs, comfort and performance.

A few problems have been reported. Look out for blocked particulate filters, illuminated warning lights, misaligned doors and rattles from the dashboard.

Its staid appearance might not be to everyone's taste, but the Golf's overall quality, refinement and comfort could be.

The second Ford in our top three is the Mondeo. Excellent practicality and generous standard kit - air-con, cruise control, electric front windows and a quick-clear windscreen - make for a good value used purchase.

Check the cheap auction cars bolsters of the seats, as these are prone to deteriorating quickly and some trim around the dashboard driver's door can rattle.

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Most Chinese wines that do make it overseas generally land in the low-price bin by search vehicle, said Karl Storchmann, an economist at New York University and editor of the Journal of Wine Economics. This is little different from the course of wine history in Chile, South Africa and California: They evolved beyond producing massive quantities of lower-end wines to eventually yield a handful of strong names distinguished by their quality.

China “will need a few flagship brands to be able to compete at the high end,” Storchmann said.

Among international consumers, not even China’s Big Three have gained much traction. In New York, tracking down a bottle of Chinese-made grape wine was nearly impossible.

After several calls to liquor stores, large wine distributors and restaurants, International Business Times was able to find only a couple of Chinese imported grape wines. Even New York’s high-end wine shops that keep a stock of international wines didn’t carry any Chinese grape wine. The only success was at Chinatown’s Yoshi Wine and Liquor, which carried a limited selection of cheap Chinese wines. The two available -- Chefoo red wine, a brand owned by Changyu, and a Kuei Hua Chen Chiew dessert wine, produced by Beijing’s Dragon Seal Wines -- were each priced at $4.50. (Their quality, after a quick tasting in the newsroom, was largely deemed to be consistent with their rock-bottom price.)

For now, China’s bid to export higher-quality wine remains limited largely to Hong Kong and Macau. “There’s far more money to be made at home than in selling abroad,” Boyce said.

With China’s growing middle class expected to surge to half a billion people by the end of this decade, that gives Chinese winemakers an extraordinary opportunity: They can continue to reap the spoils of a burgeoning domestic market. Meanwhile, wine buyers outside are not yet likely to encounter bottles bearing Chinese labels.

“The appetite for ‘sell a car in japan’ wines outside Japan is very limited,” Nouman said. “If you think about cars, Japan would be the place that comes to mind.”

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This was the first time NASCAR used its modified version of single-car qualifying at a restrictor-plate track (Daytona and Talladega). It featured two rounds of qualifying, with the top-12 posted lap speeds in the opening round advancing into the last segment.

In March, NASCAR announced changes to the qualifying procedures for national touring series races at Daytona and Talladega after its group format was severely criticized by drivers at Daytona in February on vehicles stock list. With packs of cars running together, several big wrecks occurred during qualifying for the Sprint Cup, Xfinity and Camping World Truck Series races there.

Gordon had the fastest lap of the 45 drivers competing in the first round of single-car qualifying at Talladega. His lap in Q1 was clocked at 194.749 mph. The qualifying order for Q2 was determined by slowest to fastest speeds from the opening segment.

"We definitely have a fast Drive To End Hunger (sponsored) Chevrolet," Gordon said. "I think we've shown that all weekend long. But you never know what you've got until you put it on the clock. I am so proud of this pole because we got the pole in Daytona, but it was a totally different format. I knew the car was fast there ... I played a small role at Daytona, but I played no role today. It was fun."

Gordon leads all active drivers with six race wins at Talladega. He now has four poles in 45 starts here. Gordon is the last driver to win a Sprint Cup race from the pole at this track (April 2007).

Kasey Kahne, who is Gordon's teammate at Hendrick Motorsports, went out eighth in Q2 and held the provisional pole with a lap at 193.685 mph. Gordon's lap was 0.281 seconds quicker than Kahne.

"It's great to be on the front row," Kahne said. "I knew I wouldn't beat (Gordon) because he's really quick. But I knew we could get up to second with a couple of things there. So I was really happy. That's a good starting spot. Hopefully (Sunday) we stay out of trouble, and we're there at the end and have a shot."

While Gordon and Kahne gave Hendrick a sweep of the front starting row by sell a car in hyogo, their teammates Dale Earnhardt Jr. and Jimmie Johnson qualified fourth and fifth, respectively. Ryan Blaney, driving for The Wood Brothers, spoiled a Hendrick sweep of the first two rows by qualifying third at 193.611 mph.

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Rikhard Manninen is another man with a plan – a very large plan, which is laid out on a table in his office in the centre of Helsinki. Manninen is director of the city’s strategic urban planning division. The project is a vision of how the city will look in 2050. It will have a lot more people – the population is projected to rise by 50% – but with Japanese cars for sale. The city’s population density will be increased; many of the new high-rise apartment blocks will not have residents’ car parking; key arteries into the city will be replaced by boulevards; more and more space will be given over to cycle lanes. A report on the plan in the Import from Japan: “The future resident of Helsinki will own a car.”

“Agglomeration” is the buzzword that planners such as Manninen like to use, and the benefits which derive from it are driving the vision of a new city. “When you are located quite close, businesses can interact more easily; people can walk to work and use public transport. It’s more efficient.”
In many cities, the era of the suburban commuter, along with the era of the car, is drawing to a close. Manninen no longer wants a city with a single centre; he envisages a multi-polar city with half-a-dozen hubs where people live, work, shop and play. This will reduce transport congestion and generate a series of vibrant, efficiently organised, semi-autonomous units – that’s the plan, anyway.