Articles by Graham Smith

The SV6 was a direct response to the success of Ford's XR6, which had pretty much buried the Commodore S, Holden's previous six-cylinder sports sedan.It's almost 20 years since Ford unveiled the XR6, so it's taken a long time, but there's no doubting that it has built a following among owners who believe you don't need to Drive a V8 to be sporty.As Ford's flyer has ascended the throne Holden's S has got lost in the traffic. To compete Holden needed a new hero six; that came in the form of the SV6.The SV6 built on the already sporty stance of the VE with added body enhancements to give it an even sportier look.Under the bonnet it had a high output version of the 3.6-litre double overhead camshaft Alloytec V6 that put out 195kW at 6500rpm and 340Nm at 2600rpm.Buyers could choose between a five-speed manual gearbox and an upgraded five-speed auto with a manual shifting option.Underneath it had a combination of MacPherson Strut front suspension and independent rear suspension, power steering and larger, more fade resistant ABS-supported disc brakes front and rear.With a body that was 50 per cent stiffer than the old model's, a new suspension set-up and close to 50/50 weight distribution the SV6 was blessed with a handling balance more associated with European models. On the road it was a revelation. It sat flat on the road, soaked up bumps with aplomb and went where it was pointed.Inside was a different story. Awash in dark tones and dull grey plastics, the new cabin was plain and a trifle disappointing.The handbrake was located in the centre console and awkward to use. You had to be careful not to pull it on too hard, as it could be very hard to release if you did.The SV6 was equipped with standard features like air-conditioning, cruise control, multi-function steering wheel, alarm, immobiliser, trip computer, seven speaker CD sound system, power driver's seat, body kit including a rear spoiler and 18-inch alloy wheels.Fit and finish was an issue immediately after the launch of the VE, odd noises were evident in early cars, so look and listen carefully when test driving cars.The V6 engine is quite robust and gives little trouble, although some owners feel it's a little weak at low engine speeds, which can make manual's hard to get off the line smoothly, and make it feel unresponsive when you crack the throttle.Like the engine the transmissions are solid and give little trouble. Make sure your car of choice has been serviced and inspect for crash repairs.The SV6 was well equipped with safety features, coming standard with dual front airbags and side front airbags, along with active support from ABS brakes, EBD electronic brakeforce distribution, BAS electronic emergency brake assist, traction control and electronic stability control. ANCAP rated it at 4 stars.Holden's official claim was 11.0L/100km for the six-speed manual and 11.3L/100km for the auto. Our reader reports that she gets 12.0L/100km in city type driving, but has got as low as 6.0L/100km on the highway. Holden says the SV6 is happy to run on regular unleaded and approves it for E10.Glenys Russell bought her 2007 SV6 manual in 2009 with 20,000 km on it and has since done another 43,000 km. It took some time to acclimatize to the clutch operation and the A-pillar, which she says is a huge blind spot. She has had the clutch replaced twice, the sound system has also been replaced twice, the plastic moulding on the driver's seat broke, the handbrake has stuck on, the ECM has been reprogrammed, and it currently has issues with the lower control arms, but all problems have been fixed under warranty."My car is extremely powerful, responsive, safe, and absolutely the best car I have ever driven."Punchy V6 with a stable chassis combine for a sporty ride, but lacks the presence of the Falcon XR6.

About the only thing the ZG Outlander shared with its predecessor was its name, which was probably a pretty good thing.

It was clear that the 147 was different from the rest the moment you slipped into the driver's seat.The seat was heavily contoured for support, it had long cushions for extra support under the legs, the gearshift fell easily to hand and there was a sporty feel to the dash and controls. Once you hit the road the responsive engine and the nimble chassis came into play in a most rewarding way. In short the 147 was a fun car to drive. It was also an attractive one with its distinctive Alfa grille, bonnet and headlamps, and nicely sculpted flanks. The high flanks, thick pillars and large centre headrest in the rear did, however, make rear vision a problem.There were three and five-door hatch body styles; the five-door was the more practical with better access to the cabin. The main engine was a 2.0-litre Twin Spark four-cylinder that gave it plenty of zip. It was available with a five-speed manual gearbox or a five-speed clutchless automated manual shift Selespeed 'box. The hotshot GTA was released in 2003 and it was powered by a 3.2- litre V6 and the choice of six-speed manual or six-speed Selespeed gearboxes. The downside was fuel economy.For economy Alfa added a 2.0-litre turbo diesel four-cylinder in 2006.IN THE SHOPOlder Alfas developed such an awful reputation for reliability, rust and resale that current models like the 147 are still viewed with suspicion. Today's models are better built and more reliable, but they must still be checked thoroughly, preferably by an Alfa expert. Engine, transmission and cooling system leaks are common, and brake pads and rotors wear at a high rate. The cam-timing belt on the 2.0-litre must be changed at the recommended 3-year/60,000 km intervals, there's a real risk of internal engine damage should a belt break. The diesel belt must be changed at 5-year/150,000 km intervals. Thoroughly test-drive the Selespeed transmission to assess its operation, walk away if there's any indication that all is not well as repairs can be expensive. The manual is a much better buy from cost and driver enjoyment perspectives. Maintenance is crucial so check for a service historyIN A CRASHEven the base model had dual front airbags and side airbags in 2001; it also had the important safety feature of electronic stability control. But when tested by ANCAP it was only given a disappointing 3-star rating.UNDER THE PUMPThe 2.0-litre Twin Spark manual returns an average of 7.2L/100km, when linked to the Selespeed it consumes about a litre more. The 3.2-litre GTA hot shot is the fuel guzzler of the range with an average claimed consumption of 12.1L/100km, while the diesel is the fuel miser with an average of 5.9L/100km.SPECSPrice new: $38,500 to $41,500Engines: 2.0-litre 4-cylinder petrol, 110 kW/181 Nm; 3.2-litre V6 petrol, 184 kW/300 Nm; 2.0-litre turbo diesel, 110 kW/305 NmTransmissions: 5-speed manual, 5-speed Selespeed, 6-speed manual, 6- speed SelespeedEconomy: 7.2 L/100 km (Twin Spark), 7.8 L/100 km (Selespeed), 12.1 L/ 100 km (GTA), 5.9 L/100 km (JTD)Body: 3-door hatch, 5-door hatchVariants: Twin Spark, Selespeed, GTA, JTDSafety: 3-star ANCAPVERDICT Thoroughly engaging car to drive but best left to the believers.

It's cheaper than petrol, so the running costs are lower, and it's cleaner, and the great thing about today's high-tech injection systems is that there is no loss of performance. The gas revolution began in 2003 when LPG system manufacturers were required to comply with the OBD, On Board Diagnostics, requirements laid down in our exhaust emission laws. To comply they had to be able to isolate the operation of individual cylinders, something that was impossible with the old venturi/mixer systems that had been in use since the 1970s. They also had to be able to isolate individual cylinders to be compatible with other systems on the cars, such as Traction Control and Electronic Stability Control. Without such control Ford hasn't been able to fit its dedicated LPG cars with electronic stability control. While the old systems could be made to work perfectly well on the older cars and are still being fitted today to older models by owners wanting to save a few bucks at the bowser, they weren't suitable for newer cars under the new laws. That was the main motivation for the move to the sequential-injection systems that are now being used. The main sequential injection system in use injects vapour into the engine in much the same way as sequential petrol-injection; the gas is injected through a dedicated LPG injector in the intake port near the intake valve. As a result the quantity of fuel injected is accurately controlled, and because it's done near the intake valve, the intake manifold isn't filled with an explosive mixture of air and LPG, which reduces the possibility of a backfire to almost nil. Holden uses a sequential vapour-injection system on its Commodore and Colorado models. When Ford eventually introduces its new dedicated LPG system it will be a sequential liquid-injection one, but test cars have been on the road for at least five years, which suggests there have been issues with its development. HSV also uses a sequential liquid-injection system, but in HSV's case it's a dual-fuel system rather than a dedicated gas system like the one Ford will use. The proponents of Liquid-injection claim it to be a more efficient system as the LPG is injected as a liquid the same way the petrol is injected, but those who favour vapour-injection say their system is more accurate and not subject to issues with cylinder bore wetting, or underhood vapour-lock problems or refuelling issues that they claim can affect liquid systems. Both systems deliver the same driveability as an engine running on petrol, and also the same performance.

Four-wheel drives look great bashing through the bush, but they're not so attractive cruising our city streets, as most do. When that reality struck home at car central the boffins hit on the idea of prettying up their box-like creations to make them more appealing to city slickers.Cars like the Nissan Murano were the result; cars with decent four-wheel drive systems that didn't look out of place in town.MODEL WATCHThe Murano comfortably slotted into the crossover scene alongside cars like the Toyota Kluger, Holden Adventra and Ford Territory, but took the concept to a higher level.It looked even less like a clunky four-wheel drive than any of its rivals, with a slinky, wraparound shape that clearly set it apart.Housed within the swept back sheetmetal was the same sweet 3.5-litre V6 that powered many Nissan models, most notably the 350Z sports car.In the Murano it boasted 172kW at 6000rpm and 318Nm at 3600rpm.The smooth revving V6 is a revelation after some of the clunky old nails that lurk under the bonnets of some of the Nissan's rivals. Backing up to the V6 was a CVT continuously variable belt-drive transmission that offered variable drive without the usual steps of a fixed ratio transmission, but at the same time it had a manual shift option that mimicked a six-speed for a more normal drive feel. Final drive was through all four wheels using a version of Nissan's intelligent All Mode 4x4 system as used on the Pathfinder.The system has two settings, Auto and Lock, the former a set and forget deal that operates as a front-wheel drive for most of the time, but when sensors find wheel slippage drive is sent to the rear axle as needed.In Lock the system is permanently locked in four-wheel drive mode to handle more demanding conditions.The ride is smooth courtesy of independent suspension all round, ABS controls disc brakes at each corner and the steering is power-assisted. Rear vision is limited by the curvy shape and drivers have to be cautious when changing lanes or reversing.IN THE SHOPCarsGuide has received no complaints about the Murano, which suggests owners are a contended lot.Nissan service agent Jerry Newman is so impressed by them that he drives one himself. He also services a number of Muranos and says they are very reliable and don't have any issues worth reporting. Regular servicing is crucial and it's important to check potential purchases for a service record before buying.IN A CRASHANCAP hasn't tested the Murano, but with a comprehensive array of safety gear, including ABS brakes EBD electronic brake distribution, BA emergency brake assistance, head, side and curtain airbags, plus electronic stability control it would be expected to achieve a high star rating if tested.AT THE PUMPThe official fuel consumption for the Murano was 12.3L/100km, which would seem a relatively accurate guide given that CarsGuide road tester was able to get 12.7L/100km in road test conditions. Nissan recommended PULP for the Murano, but have approved it for E10.RAY BOUGHT ONERay Williams is very happy with the ride, comfort and fuel consumption of his Murano Ti, but is concerned about an intermittent vibration at the bottom of the windscreen that the dealer has not been able to fix, and a weep from the transfer case which appears to be a common complaint."I am concerned the transfer case weep could become a major and expensive issue after the warranty runs out."NISSAN MURANO - 2005-2008Price when new: $51,990 to $60,490Engine: 3.5-litre V6 petrol; 172 kW/318 NmTransmission: CVT, all-wheel driveEconomy: 12.3 L/100 kmBody: 5-door wagonVariants: ST, Ti, Ti-LVERDICTGood looking, well equipped wagon with a great engine.COMING UPDo you own or have you owned a Mitsubishi Outlander? Share your experience with other Carsguide readers by sending comments via e-mail to grah.smith@bigpond.com or write to Carsguide, PO Box 4245, Sydney, NSW, 2010.

The most asked question Carsguide receives is from owners wanting to know how to get more bang for the buck they spend at the petrol pump.

If the previous generation Civic seemed a little cheap and cheerful the eighth generation model reignited the Civic brand. It really needed a boost given that it was then facing off against some classy European models from Ford and Holden and a number of price-driven small cars from Japan.MODEL WATCHHonda's Civic has been a mainstay of the brand since the 1970s, but most models have tended to be conservative. The eighth generation stepped away from the past with an adventurous shape and a futuristic cabin that set it apart.Only available as a four-door sedan, there was no hatch available, the Civic came in three models, plus a hybrid. For the moment we'll leave the hybrid for another day, as it really is a subject all on its own.Under the shapely new skin lay the choice of two four-cylinder petrol engines; one a 1.8-litre that put out 103kW at 6300rpm and 174Nm at 4200rpm that was fitted to the VTi and VTi-L, the other was a 2.0-litre that boasted 114kW at 6200rpm and 199Nm at 4200rpm. Both had more than enough power for the job, and they were also quite frugal.Buyers could choose between a five-speed manual gearbox and a five-speed auto. Underneath was all independent suspension, which copped some criticism. The handling was fine and grip level good, but the ride was choppy and not as comfortable as it should have been.The VTi was quite well equipped with air, cruise, electric windows and mirrors standard, along with a full-sized spare. Further up the range the VTi-L had a six-stacker CD system with MP3, alloy wheels and auto air, while the Sport had a sunroof and leather trim.IN THE SHOPHondas are generally robust and reliable and the Civic is no different. It's well engineered and well built, which flows through to its use in the hands of owners. Few issues are reported to CarsGuide, and those that are tend to be of an individual nature and not widespread. Check for a verifiable service record, Hondas need regular and proper maintenance to live a long ad happy life.IN A CRASHAll models came standard with ABS brakes and electronic brakeforce distribution; electronic stability control only became available in 2008 when it was fitted to the Sport. The base VTi had dual front airbags, but the VTi-L also had side front airbags, and the range-topping Sport had all of that plus head airbags for the best crash protection. ANCAP rated the base model at four stars.AT THE PUMPHonda claimed the 1.8-litre would average 6.9L/100km, the 2.0-litre 8.4L/100km. The latter was confirmed when CarsGuide tested the 2.0-litre Civic Sport and it returned 8.2L/100km, quite impressive for a 2.0-litre engine.AT A GLANCEPrice new: $22,990 to $31,990Engines: 1.8-litre 4-cylinder petrol, 2.0-litre petrolPower/Torque: 103 kW/174 Nm (1.8); 114 kW/188 Nm (2.0)Transmission: 5-speed manual, 5-speed automatic; front-wheel driveEconomy: 6.2 L/100 km (1.8), 8.4 l/100 km (2.0)Body: 4-door sedan Variants: VTi, VTi-L, SportSafety: 4 star ANCAPVERDICTGood looking, nice driving small car that delivers on most fronts. 3.5 stars Pros Sleek looks, frugal engines, full-sized spare Cons No hatch, choppy ride, rear visibility Price; $10,800 plusRATING3.5 stars

A billion dollars and five years in the making the VE Commodore was a make or break model for Holden, and in many ways it also represented the future of the traditional Aussie big family car.MODEL WATCHThere was heaps riding on the VE Commodore when Holden launched it, the company had gambled heavily on being able to keep the old style large car alive in a market that was moving towards smaller cars.With its carved curves, chiseled lines and pumped wheel arches it was a good looking car.  Compared to the previous model it was also longer, wider, taller with a larger footprint, with a similar cabin that could seat five adults, and larger boot.  At the same time it was heavier, and there was only a small improvement in fuel economy, an important consideration when buying a car at the time.The Omega's engine was a 3.6-litre all-alloy V6 with double overhead camshafts and variable valve timing that put out 180kW at 6000rpm and 330Nm at 2600rpm.  It was also offered with an Impco-developed vapour-injection dual-fuel (LPG) system. In that form it's peak performance was 175kW at 6000rpm and 325Nm at 2600rpm.There was just the one transmission on offer in the Omega, it was a solid four-speed that had been recalibrated in VE for improved smoothness and shifting. Final drive, as with all Commodores, was through the rear wheels.Underneath it had all-independent suspension front and back and larger disc brakes.  Inside, the Omega was roomy with a well laid-out, well-equipped cabin boasting quality fittings and comfortable seats.IN THE SHOPService intervals for the Omega was 15,000 km. Check for a service record, proper maintenance is the key to a long life for a car.  Overall the VE was well built and is generally reliable, although the early cars suffered by production gremlins that were ironed out quite quickly.IN A CRASHAt launch the Omega had ABS brakes, ESP stability control and traction control with electronic brake distribution and emergency brake assistance overlaid with dual front airbags. When tested by ANCAP it was given four stars out of five.  In October 2008 Holden added head and side airbags, which enabled it to achieve a 5-star ANCAP rating.Parents often opt for a Commodore when buying cars for their beginner driver offspring, believing its solid build and overall safety will keep their kids safe, but a powerful engine with rear drive can often bring inexperienced drivers undone. The addition of ESP as standard equipment on the VE makes it a much better choice for a young driver than earlier models that don't have the important safety feature.UNDER THE PUMPHolden's claim for the 3.6-litre V6 petrol Omega was 10.5L/100km, the company's claim for the dual-fuel (LPG) engine was 16.0L/100km.Carsguide reader Dave Markham's Series 1 Omega V6 averages 12.5 L/100   km around town and 7.0 L/100 km on the highway.HOLDEN OMEGAPrice new: $34,490Engine: 3.6-litre V6 petrol; 180 kW at 6000 rpm/330 Nm at 2600 rpm;   3.6-litre V6 dual-fuel; 175 kW at 6000 rpm/325 Nm at 2600 rpmTransmission: 4-speed auto; rear-wheel driveEconomy: 10.9 L/100 km (petrol), 16.0 L/100 km (LPG)Body: 4-door sedanSafety: 4 stars ANCAP before 2008; 5 stars after 2008Expect to pay: $11,500-$22,000 (petrol); $13,000-$23,500 (dual-fuel)VERDICTBig, roomy family car that performs, handles, and rides well. Hard to   beat if you need the space. ***1/2Price: $11,500 plusCOMING UPDo you own or have you owned a Nissan Murano? Share your experience   with other Carsguide readers by sending your comments via e-mail to   grah.smith@bigpond.com or write to Carsguide, PO Box 4245, Sydney,   NSW, 2010.WE DRIVE THEMFord fan Geoff Warham is on his third VE Commodore, he drives them in   the course of his work doing around 70,000 km per year. In that time   he has only had to have a windscreen washer bottle replaced under   warranty on one them; the dealer put it down to poor quality plastic.   His current car is a Series I VE with the 3.0-litre SIDI V6 and 6-  speed auto."There is definitely an improvement in fuel economy, I can now easily   get more than 840 km from a tank highway driving without fear of   running out where I could only get 750 km from the previous model."Dave Markham drives a 2006 VE Commodore Omega that he bought second   hand in 2008. While overall he's happy with it he has had to repair   leaking heater hoses, replace worn anti-roll bushes and update the   software in a faulty computer."Apart from the above issues my car has been trouble free and what I   mainly like is the handling and smooth ride."

With heaps of space, flexible seating and the punch of a big V6 engine it's no wonder the Kia Grand Carnival has become a family favourite.MODEL WATCHThe Grand Carnival won't win any beauty contests, but it's not intended to. Its bulky box-like shape is perfect for the purpose for which it was created, which was to move large families efficiently.Inside it can seat up to eight in three rows of seating that can be shuffled around, folded or removed altogether depending on the need. Removing the second row and folding the third one leaves an enormous cavity that can be filled with all manner of things, from cargo for a small business to sporting or camping gear for weekend fun.From 2006 the Carnival used a 3.8-litre V6 that developed 184 kW and 343 Nm, enough to give it the punch many Aussies still demand from their cars. The downside is that it can be quite thirsty. Kia offered a five-speed auto across the range, with the added feature of manual shifting available on the Premium range-topper.On the road the big Carnival drove well, although its bulk meant it was never going to brilliant, the suspension was at its most comfortable when loaded, and the throttle reaction was a little on the sharp side.All models were well equipped, even the base model had auto air and cruise on top of the expected things like power windows and mirrors, remote central locking and CD sound.IN THE SHOPUnlike the first Carnivals the second-generation models only see the inside of a workshop when it's time for a service. Owners report that they are more than happy with the reliability and function of their cars, few report any issues at all. Check for service records and inspect bodywork for damage and the interior for the sort of wear and tear caused by transporting kids.IN A CRASHThe Carnival has most of the safety gear demanded by today's buyers. All models came standard with dual front airbags and ABS brakes with electronic brakeforce distribution, but the EX-L had the added safety of head and side front airbags. The best of all was the Premium, which also had electronic stability control. The only downside was the lack of three-point seat belts in the centre seating positions in the second and third rows.UNDER THE PUMPWith a big and bulky shape and a large engine the Grand Carnival was never going to be a fuel miser. The official claim was 12.8 L/100 km, but expect mid-teens if you can't keep your foot out of the throttle.OWNERS SAYJohn James' company runs four Carnivals, three of which are driven by sales reps, and he could not be happier with them. The company used to run Falcon wagons, but switched because of the high number of warranty problems with the Fords."There have been virtually no mechanical problems, they have plenty of power, they're very comfortable and they have a huge space for carrying things, which makes them ideal reps cars."AT A GLANCEEngine: 3.8-litre V6 petrol; 184 kW/343 NmTransmission: 5-speed automatic, front-wheel driveEconomy: 12.8 L/100 kmBody: 5-door, 8-seat peoplemoverVariants: EX, EX-L and PremiumTHE BOTTOM LINEBig efficient people transporter that gets the job done.RATING3.5 stars

Graham Smith reviews the 2000, 2001, 2002, 2003, 2004 and BMW 3-Series as a used buy.