Articles by Graham Smith

The Datsun 2000 Sports arrived here in 1967 to rave reviews, but it faced an uphill battle to win over fans of the British sports cars that dominated the market segment. Anti-Japanese sentiment was still present in the Australian community and it was often expressed as a resistance to buy products produced in the country we'd been fighting just a few years earlier.When it arrived the Datsun 2000 Sports had to overcome this hurdle in addition to breaking down the well-established loyalty of locals to traditional British sports car brands like MG, Austin-Healey and Triumph.MODEL WATCHThe Datsun 2000 Sports was the last in the line, and easily the best of the traditional open sports cars that began with the 1962 Fairlady 1500. In 1970 it was replaced by the very popular 240Z, the first of the Z-Series cars that continues in the 370Z today.When the Fairlady arrived on the local scene in the early 1960s the market was dominated by the British, with cars like the MGB, Austin-Healey 3000 and Triumph TR4 all selling well. The MGB in particular was a top seller, and a very popular and affordable sports car for local fans of open-top motoring.Perhaps not surprising the Datsun Fairlady looked much like the cars it was trying to beat, with long lean lines and athletic proportions of the sort that were familiar on British cars.But the oddly named Fairlady 1500 wasn't a great success. Sports car buyers mostly shunned it, because it was Japanese. Japanese cars were yet to fully establish a place in the market and hadn't had a chance to demonstrate their qualities of reliability and durability. But by the time the 2000 Sports arrived in 1967 the MGB had been on the market for five years and was looking rather tired in comparison.A steady rather than stunning performer the MGB was easily outpaced by the 2000 Sports, which had a top speed in excess of 200 km/h when the British car barely topped 160 km/h. The source of this performance was a 2.0-litre single overhead camshaft four-cylinder engine that put out 112 kW at 6000 revs and 184 Nm at 4800 revs. It was backed up by a five-speed all-synchro manual gearbox.Underneath it boasted independent coil spring front suspension with semi-elliptic leaf springs and torque rod at the rear. Braking was by discs at the front and drums at the rear, while steering was without power-assistance.IN THE SHOPIt's important to realise the Datsun 2000 Sports is now an old car, and as such most are wearied by age. While they are now more appreciated they were once thought of as ugly ducklings, and many were neglected as a result.Neglect, poor maintenance and years of being driven hard are the main causes of problems in the otherwise sturdy car. Look for rust in the sills, footwells, and around the boot hinges, and check the door gaps, as they can be a giveaway to previous crash damage.The 2000 had the U20 engine, which was generally a reliable and robust unit. Look for oil leaks around the rear of the cylinder head and the fuel pump. It's important to use a good coolant, changed regularly to prevent electrolysis with the aluminium cylinder head and cast-iron block.Check for worn synchroes in the gearbox and make sure it doesn't jump out of gear, particularly in fifth when backing off after hard acceleration. Clunking or binding when steering is an indication of wear. The chassis is quite robust and gives little trouble, but look out for sagging rear springs.Generally the interior holds up well, but most parts can be sourced if needed.IN A CRASHDon't look for airbags in the Datsun 2000 Sports, it came from an era before airbags and relied on an agile chassis, responsive steering and powerful brakes to avoid a crash.AT THE PUMPLike all sports cars fuel consumption of the 2000 depends largely on the driver's thirst for speed, but driven normally it's quite economical. Road testers at the time of the 2000 Sport's release reported fuel consumption of 12.2 L/100 km.Of greater interest today is the fuel that can be used. The Datsun was tuned to use Super leaded petrol when new and a fuel with a similar octane rating is best used now. That really means 98-octane unleaded, with an additive to take care of the valves and valve seats.LOOK FORLusty performanceSolid constructionClassic roadster looksRobust and reliableAffordable fun motoring.THE BOTTOM LINE: A sturdy, reliable, and fun sports car capable of outperforming similar British cars of its era.

Despite being condemned over the years as being boring and bland the Mitsubishi Magna stands out as one that can deliver cheap, reliable motoring.  If they had their critics, they also had their fans, and those who bought Magnas, like the TH, generally became hooked on them.  The Magna is no longer on the market, but there are plenty of them still out there on the used car market, and they can make good buying.MODEL WATCHThe TH Magna was the third makeover of the third generation Magna first released in 1996.  By the time the all-new Gen 3 model was launched the Magna had acquired a reputation for being a steady and sure choice, the sort of car appreciated by people nearing their dotage. But the new Magna was an attempt to rid itself of this baggage and broaden its appeal to younger buyers.Where previous models had been chunky with generously rounded curves the new model had sweeping lines and more athletic proportions.  So sleek was its shape that it was the most aerodynamic car made in this country.It was wider and longer than the outgoing model with increased front and rear legroom and more boot space, but the sweeping roofline attracted quite a deal of criticism for its negative impact on headroom.The new Magna also featured frameless windows and slim B-pillars in an effort to create a more airy feeling inside, but it wasn't enough to quell the critics who slammed the grey trim and high waistline for making the cabin seem dull and generally depressing.When the TH update model arrived early in 1999 it boasted a more aggressive grille, revised rear, updated interiors, and new wheel covers and alloy wheels.  Gone by then was the four-cylinder engine that had been offered in previous models and Magna buyers could only buy a V6.A 140 kW 3.0-litre single overhead camshaft V6 was available in the entry level Executive model, but the rest of the range boasted a 3.5- litre V6 that had performance peaks of 147 kW and 300 Nm.Buyers could choose between a five-speed manual and a four-speed auto, with most choosing the auto. As with previous models the final drive was through the front wheels.The TH also introduced a number of innovations to the local market.  It was the first Australian-made car with ABS anti-lock brakes with Electronic Brakeforce distribution (EBD), and the first to offer Traction Control.It also had air-conditioning as standard, a trip computer and an integrated anti-theft alarm.  The model line-up kicked off with the Executive, followed by the Advance, Altera LS and Sports.IN THE SHOPThere are few reports of troubles with the TH Magna, which backs up the claims that it's pretty well bulletproof.  Most reported problems can be traced back to a lack of maintenance so   check the service history of any car on sale. This can be neglected in cars as old as the TH as they can pass into the hands of owners who are sometimes unable to afford proper servicing.Remove the dipstick and take a look at the oil, if it's black and dirty take a closer look at the service record.  You're likely to find oil leaks around the engine and these could require fixing for a roadworthy, so take them into consideration.Take note of the way the transmission shifts, particularly note any hesitation or reluctance to shift gears, and rule out any car that shows a problem in this area.  Inspect the front driveshafts for damage to the rubber boots. Walk away if any damage is found.  Not all engines in the TH range were LPG compatible, so make sure the engine in your chosen car is if you plan to convert it.IN A CRASHThe base Executive model didn't have airbags, but all other models in the TH range had dual front airbags.  All boasted ABS anti-lock braking with the new feature of Electronic Brakeforce Distribution (EBD).AT THE PUMPMitsubishi claimed the 3.0-litre V6 models with do 6.6 L/100 km on   the highway and 9.0 L/100 km around town; it also said those with the 3.5-litre V6 would do 11.0 L/100 km around town and 6.8 L/100 km on   the open road.  Road testers reported the 3.5-litre V6 would average 10-13 L/100 km.OWNER'S SAYOf all the cars Damien Hamilton and his wife have owned, and they   include an HSV3800, a Nissan 200SX, a Toyota Corolla, three Toyota Camrys and two Toyota Aurions, the 1999 TH Mitsubishi Magna Advance   they recently sold stood out for reliability. In the eight years they owned it they had it serviced by the book and didn't have to spend a   cent on anything else. Everything from door seals to buttons to fuel economy was as good as new! The wear and tear was minimal on things   like brakes and tyres, the tyres easily lasted over 100,000 km each   time!! Admittedly, they say, the car was plain to look at but that   was the only negative, in all other respects it was exceptional and   it's a shame they are no longer made. In Damien's view Toyota's   "bulletproof" reputation is unjustified, particularly when compared   to Mitsubishi and the Magna.LOOK FOR. Sweeping looks. Bland interior. Good-sized boot. Smooth V6 engines. Good driver. Well-built and reliableTHE BOTTOM LINEGet past the name and find a strong, well-built, reliable and   affordable car.

Attempting to reinvent the past is fraught with danger; the motoring graveyard is full of brave, but misguided attempts to breathe new life into past glories.  It's hard to recapture the essence of an older model, to take the thing that made it the runaway success it was and mould it into something as meaningful to today's car buyer.Of all the re-born classics carmakers have tried to pass off on the motoring public in recent times the Mini has clearly been the best and most successful.  The new age Mini not only looked passably like the old one, it had the feel of the old classic as well.MODEL WATCHIt's fair to say that the original Mini was an accidental classic.  It's designer, Sir Alec Issigonis, set out to make an efficient, affordable family car for a country still suffering the ravages of a debilitating war.The efficiency was delivered through a clever packaging approach that employed a boxy body, a wheel planted at each corner, and with the engine swung through 90 degrees from tradition to create a tiny car with a roomy cabin.With a modest engine, manual gearbox and few frills Issigonis's Mini achieved exactly what its designer intended.  Cute looks added to its appeal and the Mini became an instant hit   with car buyers all over the world.But it was to become much more than a cheap and cheerful means of family transport when revheads of the time discovered its stable   chassis could easily handle much more power than it had in its standard form.Grand Prix car designer, John Cooper, was employed to develop a special Mini, one with high performance and nimble handling that was   heaps of fun to drive.  The hot Mini Cooper was the first of Cooper's creations, the next was the even hotter Mini Cooper S that followed, both of which are much-loved classics today.The popularity of the little car was boosted enormously when London's trendy "in" crowd adopted it as their favoured means of transport.   Appearing in movies such as 'The Italian Job' also helped massage the Mini legend.With such a history BMW was under close scrutiny when it set about recreating the Mini in the early-2000's.  Fail and they would have been the laughing stock of the motoring world, but if they got it right they would have a winner on their hands.Fortunately for the German automaker they got it pretty much right, and its new-age Mini was greeted with enthusiasm.  The new Mini was much larger than the original car, but BMW managed to capture the cute looks and proportions that made the original so popular with the result that the new car doesn't look nearly as large as it is in reality.Like the original there was a wheel at each corner, which along with its well-tuned suspension produced a nimble chassis that was thrilling to drive.  One of the few criticisms of the BMW Mini was of the ride, which was thought to be a little too firm for most modern day rear-ends.Initially BMW launched the Mini Cooper with a 1.6-litre single overhead camshaft four-cylinder engine boasting 85 kW and 149 Nm, but   followed up with the Mini Cooper S that had a supercharged version of the engine producing 120 kW and 210 Nm.In standard Cooper guise buyers could choose between a five-speed manual gearbox and a five-speed CVT auto, while the Cooper S only   came with a six-speed manual.An update in 2003 saw the five-speed CVT replaced by a six-speed CVT auto.  Being upmarket models the Cooper and Cooper S had heaps of standard features.Externally there was the retro paint style with a white roof, alloy wheels, lashings of chrome on things like the door handles, grille and exhaust tip.  On the inside there was cloth trim, a leather steering wheel, a split-folding rear seat, air conditioning, CD sound, power windows and mirrors, remote central locking and a trio of cup holders.When it followed the Cooper S had leather trim, sports seats, larger alloys and sports suspension.IN THE SHOPThe Mini is generally a solid performer, but there are a couple of known problems areas. The power steering is noisy, and there are reports of the failure of  the power steering pump.The CVT transmission could be troublesome and should be carefully checked by someone experienced with this type of transmission. The   manual gearbox is the best choice for a fun drive.  Run-flat tyres are expensive and contribute to a firm ride some find uncomfortable.IN A CRASHThe Mini's underlying strength is its stable platform and nimble handling, with predictable power steering and power ABS anti-lock brakes, electronic brakeforce distribution and traction control.In Cooper S guise it also boasted electronic stability control for even more active safety.  Overlaying the active safety was a comprehensive passive safety package of front, side and head airbags.  ANCAP rated the new Mini at four stars.AT THE PUMPMini owner Frank Bradley says he gets 8.9 L/100 km on around town, and 5.7 L/100 km cruising at 100 km/h on long trips.  Those figures closely match the official BMW numbers of 8.5 L/100 km in city driving and 5.6 L/100 km on the highway, but road testers reported fuel consumption of around 10 L/100 km from cars they tested.OWNERS SAYFrank Bradley bought his manual Mini in 2002 when they were first launched and says he would buy another one if and when he was to sell it. He uses it as his daily driver, but it's also become his hobby car since he joined the Victorian Mini Club. His likes include the unique styling, the precise handling, the drivability, incredible brakes and the build quality, while his list of dislikes include the front seat comfort and the noisy power steering pump.Glenys Tidd and her husband have two Minis and says that they would have more room if they had the room. He uses his 2002 Cooper S for longer trips to the city from their country home when he likes the performance; she drives a 2008 Mini Clubman wagon for the room and   the economy. They both have a lot of fun driving their Minis and say anyone with a complaint is not really a Mini person.LOOK FOR. Cute classic looks. Agile chassis. Fun-filled driveALSO CHECK THESE. VW GTi - 2005-2007The VW Golf is the real successor to the original Mini, the GTi the successor to the Mini Cooper and Cooper S, using the same formula of   brilliant packaging and sizzling performance. The GTi sets the hot hatch benchmark. Pay $25,000-$30,000.. FORD FOCUS XR5-T - 2006-2007Like the rest of the auto world Ford took up the Mini philosophy and built on it with cars like the Focus XR5, the hot sports hatch in the   Focus range. Terrific performance, great handling, an excellent all-rounder. Pay $25,000-$27,000.. PEUGEOT 206 GTi 180 - 2004-2007Peugeot and VW were constant contenders for the hot hatch title after the departure of the original Mini. The 206 GTi 180 delivered a   genuinely sporty ride with a punchy engine and excellent chassis. Pay $16,000-$22,000.THE BOTTOM LINEFun-filled driver that successfully recalls the past.

The old adage that you get what you pay for springs to mind when thinking of the Korean-built current generation Barina. Like all Korean cars of the era there was nothing flashy about the Daewoo-built Barina, it was basic transport and little more than that. Since 2005 Holden has sourced its small car from Daewoo in Korea, which by then was owned by General Motors and run by Holden.Earlier Barinas had been sourced from Suzuki in Japan and Opel in Europe and had become popular with small car buyers. It was particularly popular during the time it was attached to the European-sourced Opel cars, but when Holden began sourcing it from Korea it lost a little of its gloss.There was always going to be some angst when Holden made the decision to source the Barina from Korea, particularly when it was realised it would be Daewoo supplying it. Daewoo had failed to get any traction in the Australian market when it was trying to sell cars locally; its cars were plain and simple, and did nothing to excite the automotive states buds at all.While importing its small cars from Korea instead of Opel made good business sense given the relative exchange rates and the cost-effectiveness of building cars in Seoul, customers were wary of the Daewoo connection.MODEL WATCHThe Daewoo badge was pretty much on the nose after a series of very ordinary cars over the decade or so it was sold here under its own banner. It didn’t help that it used a dog to promote its wares. In that context Holden faced an uphill battle in trying to convince buyers its Daewoo-sourced cars were of a quality expected of a Holden.The first challenge for Holden was to distance the Barina from the Daewoo it was based on. In that respect Holden’s designers did a decent job, the Barina makeover gave the small Korean car a much brighter and more attractive look than the Daewoo. Daewoos were mostly bland looking cars, so much so they often looked down-in-the-mouth and sad.A bright new grille, big Holden badges, some nice wheels and a new interior had the drab Korean car looking a whole lot more attractive. Underneath, Holden’s engineers retuned the suspension to make it more suitable for Australian roads and driving conditions.The front drive Barina ran a 1.6-litre four-cylinder unit with double overhead camshafts, with an output of 76 kW at 5800 revs and 145 Nm at 3600 revs. While more than man enough for the job of propelling the small car it was rather rough and noisy when revved hard.In base form it was linked to a five-speed manual gearbox, but there was a four-speed auto available as an option. The manual was a bit soggy in operation, and the auto wasn’t the smoothest unit, but they both got the job done without any fuss.Brakes were a combination of front discs and rear drums, while ABS came as part of an option with 15-inch alloy wheels.While the Holden suspension engineers came up with a better package than their Korean counterparts had and it wasn’t a soggy handler, the ride was firm and could be a little uncomfortable even on smooth roads on which it found just about every minor glitch in the road surface.It was initially available as a hatch in three and five-door variants, and from 2006 a four-door sedan as well.Inside the interior was neat and attractive, designed by Mike Simcoe, but the plastics were cold and hard, and the controls and dials cheap and cheerful. It was quite well equipped, however, with a list of standard equipment that included air-conditioning, MP3 compatible CD sound with steering wheel controls, power windows and full-sized spare.IN THE SHOPLike most modern cars the Barina doesn’t suffer from major flaws, and they are still in their infancy in automotive terms. With the oldest now four years old most will have 80,000-100,000 on the clock and coming up for a major service.Being a cheap and cheerful car many will have been used as the family’s second car and driven by drivers of varying skill and experience. Many will have been used in the daily rough and tumble of domestic duty on the school and supermarket runs, so look carefully for the bumps and scrapes that come in that world.Check for evidence of regular servicing, which can be neglected by cash-strapped owners.IN A CRASHSafety became an issue with the Barina when it was given a two-star rating by the European New Car Assessment Program, which cast doubt on its crash performance. When launched the Barina had front airbags for the driver and front seat passenger, along with seat belt pretensioners, but it wasn’t fitted with the side airbags the European models were equipped with.In standard form the Barina didn’t have ABS antilock brakes; they were optional. It’s worth looking for a car with the option fitted. Holden made many safety improvements for the MY 2009 Barina and it achieved a four-star crash rating in ANCAP testing.AT THE PUMPDriven with economy in mind the Barina will deliver the acceptable figures of 7.0-8.5 L/100 km on average around town.THE BOTTOM LINE: It’s unrefined, and no star in safety terms, but the Barina will suit those who want basic transport and have a tight budget.  

The Mercedes-Benz SLK was born at a time the world was waking up to a new age of sports cars. That was the late-1990's when sports cars were back in favour after years in the motoring wilderness.In a matter of a year or two buyers were out shopping for sporty drop-tops. They wanted to inject some fun into their daily motoring, and look good at the same time. Overnight it was cool to be seen in an open car.Carmakers responded with a raft of new models, among them Mercedes-Benz, which released its new age SLK two-seater sports car.  While it was built along the same lines as the old classic sports cars, the SLK delivered a level of comfort and convenience traditional sports cars couldn't.New-age sports cars like the SLK were more practical than their traditional predecessors; they could be used for daily transport without sacrificing the things we'd come to take for granted in the modern car.MODEL WATCHThe SLK arrived in 1997 and with it came one of the great innovations in sports car design, the folding metal roof.  It wasn't really new, the idea had been developed many years earlier, but those early attempts weren't very successful.Mercedes-Benz showed with the SLK that the folding metal roof could not only work, it could work reliably.  In the process it transformed sports car design. In the one car you could then have the comfort, refinement and security of a coupe as well as the fun and feeling of freedom of an open car. The SLK truly was a car for all seasons.On top of that the SLK's folding metal roof was simple to raise or lower. The driver no longer had to fumble with a clumsy frame while trying to erect it in a howling gale, and then attempt to drape a canvas top over it while being drenched in a sudden downpour.The SLK's roof could be raised or lowered in a matter of a few seconds simply by pressing a button.  The only downside to it was that once folded and out of sight in the boot it cut into the space available for luggage. It was necessary to travel light when you left home in an SLK.The new SLK that arrived in 2004 expanded on the original SLK theme, further refining it and making it even better.  While the basics remained the same - it was a two-seater with a folding metal roof - the details were quite different.For starters it was longer and wider, the extra space being used to enlarge the interior and make it more comfortable.  There were also reshaped seats, a new dash with a central computer screen, new switches, and new plastics for the dash and console that were more durable for top-down motoring.On top of the new dimensions was a new, more aggressive look with a droop snoot reminiscent of the McLaren-Mercedes Grand Prix cars of the time.  The snoot was central in a new grille and flanked by new headlamps.The engine choices ranged from a supercharged four to a V6, and on to a stonking 5.5-litre V8 if you had the wherewithal to afford an AMG-  tweaked SLK 55.The AMG model aside, the regular SLK delivered 120 kW and 240 Nm when powered by the 1.8-litre blown four, 170 kW and 300 Nm with the 3.0-  litre V6, or 200 kW and 350 Nm with the 3.5-litre V6.  The standard transmission was a seven-speed auto, but there was also a six-speed manual available. IN THE SHOPGenerally robust and reliable the SLK gives little mechanical trouble.  The folding metal roof is a complex piece of gear, make sure it works and seals properly as repairs and adjustment could be expensive. Check for oil leaks around the engine and transmission.  It can be worthwhile finding an independent specialist for servicing if you want to save a little money on maintenance.ON THE ROADThe original SLK was considered to be dull by many people, but the   new 2004 model couldn't be described in such a way.  With its stiffer body and larger footprint it was a great driving car, whether you preferred cruising or wanted a more spirited drive.The V6 engine in particular was smooth and refined, with wonderfully smooth power delivery over a broad rev range.  Unfortunately the same couldn't be said for the six-speed manual gearbox, for despite Mercedes' best efforts it was still an awkward, slow shifting unit.The auto transmission was a much better choice, and most buyers would have gone that route, given that the auto was the standard fit.IN A CRASHWith a taut, responsive chassis boasting anti-skid brakes, electronic stability control, and traction control, overlaid with a comprehensive array of airbags the SLK was well equipped to handle a crunch.AT THE PUMPThe fuel consumption of sports cars tends to vary quite markedly depending on the way they are driven, but despite this the SLK is   relatively economical.  On test the SLK 350 typically returned around 13 L/100 km, and would do better than that if driven with a soft pedal.LOOK FORMore aggressive looksSuper smooth V6 engines Sportier handlingRoomier cabinMore comfortableCoupe refinement,Roadster funTHE BOTTOM LINEOut with the dull, in with the fun, the updated SLK was a joy to drive.RATING 85/100

Such is its broad appeal that it's hard to peg down the Mazda CX-7, but that's the nature of the new-age so-called 'Crossover' vehicle. For some it would be a stylish family wagon, for others it might be a sporty all-rounder perfect for a weekend on the run. The reality is that it could satisfy many and varied uses for all manner of people. Mazda itself tried to define by saying it was a "sportscar on steroids" when launching it, claiming it would appeal to young parents in the 35-45 age group 'who wanted a car with style, performance and driving fun'.MODEL WATCHAlthough the CX-7 looked much like a traditional four-wheel drive wagon, and boasted all-wheel drive, it was not really likely to be used for anything more than light off-road driving. With limited ground clearance and the massive 18-inch alloys filling its wheel arches the CX-7 it was clearly aimed at city dwellers. But with accommodation for five it wasn't for the large family either, it was clear it wasn't trying to compete with the likes of the Ford Territory, the Holden Captiva or the Toyota Prado, which all offered seating for seven. No, the CX-7 was best suited for smaller families, or those with no kids at all.The engine was a 2.3-litre turbocharged four-cylinder unit, the same engine that powered the sporty Mazda6 and Mazda3 MPS models, but it was detuned for the CX-7 and put out 175 kW at 5000 revs and 350 Nm at 2500 revs. In the CX-7 it had to lug around a rather large lump of a car weighing almost 1800 kg and that put something of a dampener on the CX-7's performance and fuel economy. A six-speed automatic transmission was standard, and Mazda didn't offer a manual alternative.Final drive was through all four wheels and split between the front and rear as its active AWD system determined was for safe traction. Mazda offered two models, the base CX-7, replaced by the Classic in 2007, and the Luxury, the latter with a host more standard equipment. All had air-conditioning, cruise control, power windows and mirrors, remote central locking, a trip computer and an MP3-compatible sound system. In addition the Luxury had automatic climate control air, six-stack CD player, and leather trim instead of the cloth of the base model.IN THE SHOPIt's early days on the life of the CX-7, but so far owners are giving the big Mazda a clan bill, of health in terms of reliability. Carsguide has received very few complaints from owners, those that have been received are of a minor nature and mostly concerned with higher than expected fuel consumption. Despite the good field report make the usual checks to confirm regular servicing and look for signs of offroad use. Few are likely to have been driven offroad, other than down a gravel road, but it's worth making sure.IN A CRASHANCAP awarded the CX-7 its highest rating of five stars, which was not surprising given it had front, side and curtain airbags, antilock brakes, electronic brakeforce distribution, emergency brake assistance, traction control and electronic stability control.AT THE PUMPThe weight of the CX-7 makes it difficult to get decent fuel economy out of it, and not surprising that's the most common complaint of owners. Mazda claimed an average of 11.5 L/100 km, but the real life reality is 14-15 L/100 km. Adding to the cost brought on by the high consumption is the requirement to use Premium unleaded fuel.OWNERS SAYTony Gigliotti bought a CX-7 Classic in 2007 and has done 28,000kms in it since. He says the styling is well ahead of anything else of its type, and rates the ride and handling as excellent. He also likes the visibility afforded by the high ride height, the split rear seats, cup holders and the privacy blind over the cargo area, and reckons the retained value is high compared to others in the class. He's not so enamored with its fuel consumption, the 'cheap' plastics inside, the lack of rear cooling vents, and the blind spots in the rear quarter.The Gianakopoulos family uses its 2008 CX-7 Luxury mainly as family transport for two young children as well as the usual shopping trips. They have racked up 15,000 km in the time that they have owned the car and report that they have not had a problem with it. It seems well built, it's comfortable to ride in, and is a pleasure to drive, and they are happy with it overall. Their only complaint is its fuel use, which has been 16.7 L/100 km on average.David Devlin's CX-7 has done 30,000 km and the 66-year-old says it's a great car, one of the best he's owned in the last 45 years. He likes the power seats, rear camera and large storage areas, but dislikes the high fuel consumption.LOOK FORSporty looksRoom for five plus luggageGood ride and handlingSlurps fuelWell built.THE BOTTOM LINE: Looks good, drives well, but has a thirst for fuel.RATING: 75/100

With Ford celebrating 50 years of Falcon it seems appropriate to look back at one of the more memorable models that dot the rich Falcon history, the stylish XM/XP Falcon Hardtop.Other models are more highly prized than the XM/XP Hardtop, the XY GT and its Phase III HO spin-off for instance, but there are few more admired models than the lovely coupe.Back in the mid-'60s, the Australian car market was undergoing a transformation of seismic proportions. Where Australians had been served a diet of utilitarian models in the 1950s, carmakers were beginning to offer cars with more style and pizzazz as the '60s rolled out.Engines grew in size and performance, rumbling V8s were more widely available, go-fast stripes and GT badges started to appear, and stylish two-door coupes were added to the model list of choices that were previously limited to family-friendly sedans and wagons. Ford led the way with the first coupe when it launched the two-door Hardtop in 1964.MODEL WATCHHolden had a stranglehold on the market as the 50's came to a close, so Ford had to play catch-up when it launched the Falcon in 1960.With its Detroit styling, the Falcon was way ahead of Holden at the time. With little competition, Holden styling had lagged behind the American styling of the time and looked old and stodgy compared to the sleek, airy newcomer with the blue oval badge.Ford would have made more progress in hunting down the Holden, but the first Falcon quickly developed a reputation for being unsuited to Australian conditions when its front-end began to collapse.Those problems were quickly fixed, but Australians had become wary of the new Ford and sales stagnated.Trying hard to make up for the early setback, Ford grabbed the attention of local buyers by releasing the Hardtop. In conjuring up the coupe Ford raided the corporate parts bin in Detroit where it found the slimline turret, pillarless doors and rear quarter panels that had been used in the American Falcon Sprint.The Hardtop first appeared in the XM range in 1964 as the base model Deluxe and upmarket Futura.Apart from the looks, the Hardtop varied little from the regular Falcon sedan. It used the same engines, gearboxes, suspension, steering and brakes as the family four-doors. The Deluxe had an 83 kW 2.8-litre 'Pursuit' six and a three-speed manual gearbox, while the Futura was only available with a two-speed automatic transmission and most were built with a more powerful 90 kW 3.3-litre 'Super Pursuit' six.In 1965 Ford released the XP with its squarer front, but other than that there were few changes to the Hardtop. The Deluxe and Futura models continued. The engine offerings were the same, but a better three-speed unit replaced the two-speed auto. Ford dropped the hardtop when it went to the XR in 1966. By then it is believed some 3000 XM Hardtops and up to 7000 XP models had been produced.IN THE SHOPThe great thing about old Falcons is that you can get pretty much everything you need to repair or restore your car. There are a number of local outlets specialising in older Falcons and they can supply most parts you might need. If not it's more than likely you can get whatever you need, NOS or repro, from the US. The Falcon mechanicals are robust, and while tired engines might need rebuilding, the parts and know-how are readily available to do it.When shopping for a car it's best to search for one with a good, solid body with minimal rust and body cracking. That way you're not likely to have to big body repair bills to bring your car back to showroom condition. It's also worth noting the condition of the bright work on the body, as that can be hard and costly to replace. Stainless steel trim, wheel covers, bumpers, grilles and badges in good condition can be a real bonus as they can soak up big dollars when it comes to repairing or replacing them.ON THE ROADWhile it looked sporty the XM/XP Hardtop wasn't a performance car, it was conceived as a stylish cruiser that turned heads as it rolled down the road. The steering was over-geared and vague, the drum brakes faded fast if put under real pressure, and the chassis understeered if pushed through corners with any vigour.While the Hardtop accelerated quite well for its time - it needed 15 seconds or so to reach 100 km/h - it could only be described as lethargic by today's standards. But as a weekend cruiser when performance and handling don't matter too much there are few nicer classics than the XM/XP Falcon Hardtop.Fitting modern tyres, lowering the suspension, fitting better shock absorbers and larger sway bars, and fitting disc brakes can make an enormous improvement and transform the Hardtop into a much more enjoyable car to drive today.IN A CRASHForget airbags, anti-skid brakes, traction or stability control, the XM/XP Hardtop was made well before these modern safety systems were even thought of. Check the seat belts and make sure they are in good condition, as the belts and the body structure are the only crash protection the Hardtop has.AT THE PUMPThe XM/XP Hardtop was no fuel miser; contemporary road testers reported fuel consumption of up to 17 L/100 km. But that's not likely to concern anyone wanting to use it as a weekend classic. The XM/XP Hardtop was built when fuel contained lead, so it's best to use PULP to get a decent octane rating and use a valve protection additive. An alternative is to fit the engine with hardened valves and valve seats, and then use unleaded without the additive.LOOK FORClassic pillarless coupe stylingCruising comfortModest performanceBuy rust-free carCheck condition of body trimLikely to maintain, perhaps increase, value over time.OTHER CLASSIC FALCONS TO CONSIDERXR FALCON GT 1967: The first Falcon GT with its gold paint, black stripes, sports steering wheel and gearshifter is a most desirable classic Falcon. Gaining in value as GT fans realise its real place in Falcon history. Pay up to $80,000.XC FALCON COBRA COUPE 1978: Ford created one of the all-time great Falcon classics when it released the XC Cobra Coupe. It was a smart marketing idea to get rid of the last 400 coupe bodies. Striking in white with bold blue stripes the Cobra was the last blast in the classic early Ford performance line. Pay up to $75,000.BA/BF FALCON XR6 TURBO 02-08: Of the more recent Falcons the BA/BF Falcon XR6 Turbo models are likely to become great Falcon classics in years to come. With their tyre-shredding performance, road-hugging handling and downright good looks the hotshot turbos have the special ingredients needed to acquire true classic status. Pay $14,000-$30,000.THE BOTTOM LINE: An affordable and good-looking cruiser that ticks most classic boxes.CLASSIC RATING: 85/100

Debate is raging over the relative merits of diesels and hybrids, and while both are considered an economical choice, they also have their drawbacks. Hybrids, such as Toyota's Prius cost more to buy and the fuel savings are not necessarily that great.The Echo replaced the Starlet as the smallest model in the Toyota range in 1999. It was a trendy little car and brought a touch of style and class that had generally been lacking in small cars, particularly the bland Starlet.There were three models in the range: a three-door hatch; a more practical five-door model that would better suit a small family looking at downsizing; and a four-door sedan.Compared with other small cars, the Echo was fairly sparse when it came to standard features. South Korean rivals had standard airconditioning, a CD player and power steering, but you had to pay extra for them in the Echo.Build quality was something that didn't cost any extra and for many that made up for the lack of frills. Power steering was added to the standard features late in 2002, and airconditioning came in 2003. Despite its size, the Echo is quite a big car inside, at least given its external dimensions. It has a short but tall stature, and Toyota was able to conjure up some useful interior space.The upright seating is comfortable, provides good legroom and makes it easy to get in and out.Toyota offered the choice of two engines, a 1.3-litre in the hatch and a 1.5-litre in the sedan and sporty Sportivo hatch. The 1.3-litre pushed out 63kW at 6000 revs and 122Nm at 4400 revs. Its larger cousin had 80kW at 6000 revs and 142Nm at 4000 revs.Though the small engine gave adequate performance and was the most economical, the 1.5-litre is the better engine all round. A five-speed manual was the standard gearbox on offer, but there was also a four-speed auto.Toyotas are renowned for their reliability and owners have few troubles with their Echo. Some report a few squeaks and rattles that seem to come from the body. They're not necessarily a big deal, but can be annoying. Check for clicking sounds while making turns. It could signal trouble from the CV joints.If you want to save money at the bowser, here's one way of doing it.

Holden's VE Sportwagon was an attempt to breathe new life into the station wagon just when it seemed dead and all but buried.Wagons were once the staple of families all over the country, they were the practical all-rounder for the family that needed to carry extra gear on their travels, but in recent times they have fallen out of favour as the SUV has become the family favourite. The SUV has become something the wagon could never be, an aspirational vehicle with the practicality of the traditional wagon.The wagon's cause wasn't aided by the rather grey image it acquired when it became the choice of the country's sales reps. If it was to sell, the wagon had to offer more than mere practicality, and the Sportwagon was Holden's attempt to make the wagon cool again by giving it a stylish makeover.MODEL WATCHBefore the Sportwagon Holden wagons boasted a longer wheelbase than the regular Holden sedans, but its new-age wagon differed in that it was based on the same wheelbase as the sedan. It was a sign of the tough times that the only way Holden could justify a wagon program was to build it on the sedan platform. But it was an important addition to the Commodore range that expanded its appeal to a broader market.Gone was the traditional boxy style that has been employed on wagons since the year dot, in its place was a rather swoopy shape that gave the Sportwagon a sportiness never before seen in the class.The shortened body and sweeping roofline did, however, cut into the available rear space, which was down almost 40 per cent on the VZ wagon it replaced. That's with the rear seats in their normal position... when folded flat, the rear load space was still 30 per cent less than the old wagon. A 60:40 split/fold rear seat provided flexibility in the rear, allowing objects of various shapes and sizes to be accommodated.Under the swoopy new skin lay the same mechanical package as that of the VE sedan. There was the choice of two versions of the 3.6-litre Alloytec V6, one that delivered 180 kW and 330 Nm in base form, and one that boasted 195 kW and 340 Nm in sporty SV6 guise.There was also the 6.0-litre V8 in the SS and SS-V that peaked at 270 kW and 530 Nm. The base V6 was only available with a four-speed auto, the SV6 came with a five-speed auto, while the V8 models were available in standard form with a six-speed auto with the option of a six-speed manual. The suspension was largely carried over from the sedan, with some alterations to enable it to carry a heavier load in the rear.Apart from the rear seat the interior was familiar VE, neat and tidy with all controls logically laid out and readily at hand. The Sportwagon range was quite extensive, with the base Omega, Berlina, luxury Calais and Calais V, and sporty SV6, SS and SS-V.IN THE SHOPOverall there are few concerns with the VE; while owners have reported the odd issue there is nothing that appears widespread. The engine, gearbox, diff and suspension all seem rugged and   generally reliable.The one issue that some owners have raised is the rather large A-pillars that can obstruct the driver's view when turning. The size is largely determined by the airbags the car boasts, but it is something potential owners should note and check to see if it affects them. The degree of obstruction can be affected by the seating position, so if it does appear to restrict your vision, move the seat to see if it can be reduced.It should be noted that the Sportwagon carries a space-saver spare. Even though the Sportwagon has only been on sale for a year or two it's wise to check for a service record to make sure the oil has been changed.IN A CRASHANCAP gave the Sportwagon a five-star rating; the highest rating it can give a car. It featured a comprehensive safety arsenal including front and side airbags, anti-skid brakes, brakeforce distribution with brake assist, as well as traction and stability control systems.AT THE PUMPHolden claimed the Sportwagon fuel consumption ranged between 11.1 L/100 km for the Omega V6 to 14.4 L/100 km for the V6 SS manual.OWNER'S SAYRay Davo has driven a Sportwagon supplied by his employer for the past two years, doing 20 to 800 km daily, usually solo with a variable load, and he says he would be happy to hand it back. His main criticism is the poor visibility caused by the A-pillar, which he says is a safety issue, but he's also critical of the location of the handbrake, the seating, the fuel consumption, and says the cruise won't hold its settings, the handling is upset when it's carrying a load in the back, it tracks poorly on country roads, the transmission sometimes appears to slip when changing up, and there's an annoying vibration through the steering wheel. Overall it feels like it was hastily designed around an attractive profile without due regard for ergonomics.LOOK FORSporty styleLimited rear cargo spaceSedan performance and handlingPractical family transport without the size of an SUV.THE BOTTOM LINE: Sporty shape makes wagon more appealing with minimal loss of practicality.RATING: 85/100

Ford dropped the Fairlane in 2007 when the penny finally dropped that Australian luxury car buyers had turned their backs on it, turning instead to brands like Mercedes-Benz, BMW and Lexus. But it was a different story back in the late-50's when the Fairlane was the car to be seen in if you wanted to flaunt your success.Ford first launched the Fairlane badge in 1959 and, apart from a brief hiatus in the mid-1960's it carried on until its ultimate demise at the end of 2007. It followed the same formula right to the end, but by then size wasn't the ultimate measure of a luxury car and size was the Fairlane's biggest selling point.MODEL WATCHAustralia was under the spell of America late in the 1950's and many local car buyers aspired to own a big 'Yank Tank'. The closest they could come to owning a big American car was the 'Tank' Fairlane Ford released in 1959 to replace the long running and very successful Customline series. The Fairlane had its roots in America, but the cars that bore the badge in Australia were supplied through Ford of Canada.Ford offered three models, the rather Spartan Custom 300, the more luxurious Fairlane 500, and the vast Ranch Wagon station wagon. All came in component form, they were already right-hand drive, and were assembled locally. In the process they were fitted with a handful of local parts, these including 15-inch wheels to increase the ground clearance for Australian conditions, glass, seats and interior trim.All had the distinctive rumble of Ford's 332 cubic inch (5.4-litre) overhead valve Y-Block V8; there was the choice of a three-speed column shift manual gearbox or a two-speed auto. The front suspension was independent with coil springs and telescopic shock absorbers, while the rear was suspended on half elliptic leaf springs with telescopic shock absorbers for damping.Steering was by worm and peg without power assistance, and braking was done with large unassisted drums all round. Vinyl and fabric trim was used inside where there was plenty of room for six or more adults with broad bench seats front and back. There was also plenty of capacity for luggage in the cavernous boot.The Fairlane continued with minor revisions until 1962 when it was replaced by the 'Compact' model.IN THE SHOPAny car that is 50 years old need careful checking before it's purchased, and the 'Tank' Fairlane is no different. It's most important that the body is thoroughly checked for rust. Cars built in the 1950's were particularly prone to rusting, the steel used wasn't of the highest quality and the rust-prevention measures used by carmakers were rudimentary at best.Check the front and rear floors in the cabin, and the boot floor as well, as these are known areas of rust. But also check the front and rear guards, the bottoms of the doors, under the trim across the top of the windscreen and rear window, and the windscreen pillar and the front of the bonnet.Mechanically the Fairlane is robust and reliable, and most parts can be found at specialist parts suppliers, either here or in the US, and the Internet is a good place to find them.ON THE ROADRoad testers of the day were generous in their praise of the Fairlane. They were particularly impressed with its steering, braking, ride, and even its handling. Today, of course, those things would be widely criticised for being crude.The Fairlane is a big lump of a car, its weight impacts on its performance, which could only be described as leisurely by today's standards. Weight also has the Fairlane wallowing through corners if pushed; its ride on the other hand is smooth and comfortable.Given its 1950s limits, however, the Fairlane is a smooth, comfortable cruiser that's great fun to drive.IN A CRASHWhile it seems safety was only discovered recently carmakers were paying attention to it a long, long time ago. In the case of the Fairlane there was a deep-dished steering wheel to prevent you from cracking your head on the steering wheel hub, and the switches were located behind the wheel so you wouldn't hit them in the event of a crash.There were no seat belts, but most cars would have had aftermarket belts fitted later on, so it's worth checking the installation to make sure it's sound, and also check the seat belt webbing for wear and tear. If they were not fitted it would be worth fitting self-retracting lap/ sash belts.AT THE PUMP There is no getting around it the Fairlane, with its V8 motor, is a gas-guzzler. But as they're more likely to be used as weekend cruisers than daily drivers, the impact on your wallet isn't likely to be great. The Fairlane was designed in the days of leaded petrol, but it will use 91-octane unleaded with an upper cylinder additive for valve protection. It would run better and more efficiently on 95-octane or higher. Be wary of using E10 ethanol in old engines like the Fairlane's, reports suggest it does terrible things to old engines.LOOK FOR Cool '50s styleGreat weekend cruiser for the familyLots of interior roomHuge bootV8 rumbleSusceptible to body rust.THE BOTTOM LINE: Affordable classic if you like to cruise the highways '50s American style.CLASSIC RATING: 70/100