Articles by Graham Smith

One look at the monthly sales numbers is enough to tell you that dual-cab utes like the Nissan Navara D40 are enjoying unprecedented popularity with Australian car buyers.

There have been many important events in the Falcon's long running history in this country, but none more so than the release of the FG Falcon in 2008.  The FG represented the last play in the Falcon fight back from the AU disaster. Ford couldn't afford to have another lame duck on its hands, so it had to be right.Two years on from the launch, as it appears on used car lots around the country as company lease cars, fleet units and ex-renters come up for sale, it's the winner Ford had hoped it would be.Model WatchThe FG came in the wake of the BA and BF models, two solid models that managed to recover much of the ground lost by the unloved AU.  Had it not been for the AU's failure the BA, and the BF makeover, would never have been.The model slated to replace the AU was to be a mild makeover to keep Falcon sales ticking over until an all-new model could be developed.  But such was the alarm over the AU sales slide that Ford pressed the go button on a major revamp that became the 'Barra' or BA.The BA proved a success, as did its BF cousin, and the AU became a distant memory.  Enter the FG, the much-trumpeted all-new model that pushed the AU even further into the depths of history.With a new body, smart new looks, and new chassis, engines and transmissions the FG truly was an all-new car.  What's more there was a new model line-up that clearly differentiated between luxury and sports models.By the launch of the FG the XR6 was a well-respected sports sedan model on the local market and was the entry model to Ford's new sports range. The other sports models were the XR6 Turbo and the V8 XR8.While the FG boasted a new look, the XR's sporty look came from its specific headlights, grille, front bumper, fog lamps, rocker panels, and 17-inch alloy wheels.  The sports theme continued inside where in addition to all of the features of the FG XT, it also came with sports dials, sports seats, alloy pedal covers, and on the manual models there was an aluminium shift knob.Under the bonnet lay the familiar 4.0-litre double overhead camshaft six, but it now had a new fast-burn cylinder head and clever dual- mode intake manifold, and a revised engine calibration.  As a result of the upgrades the peak engine output rose to 195 kW at 6000 revs and 391 Nm at 3250 revs.Not only was the engine's performance increased, its efficiency was also improved, and that meant better fuel economy.  There was also a new five-speed auto, with sports shift function, and a new six-speed manual transmission.A new suspension package, with lightweight virtual pivot control link front suspension and control blade independent rear suspension, along with revised steering and new monotube shock absorbers gave the FG impressive on-road dynamics.  Unique 17-inch alloy wheels wrapped with Dunlop SP Sport rubber completed the XR6 package.In the shopOwners of previous model Falcons have regularly complained to carsGuide about problems with their cars, but to date the complaints about the FG have been few and far between.One regular complaint from owners of those previous models related to the adjustment of the park brake, which was tricky, but the FG has a self-adjusting park brake that should eliminate that issue.The overall lack of complaint is a good sign for FG owners, hopefully one that is a pointer to future reliability.  But with less than 50,000km on average it's still early days for this model.It's worth making a thorough check of all systems to make sure everything on the car works, listen for odd noises while driving, make sure auto transmission engages smoothly and without hesitation.  Check also for signs of crash repairs, mismatching paint etc., gouged alloy wheels from contact with gutters and kerbs, and scarred bumpers.In a crashThe XR6 came standard with an impressive list of safety features, including driver and front passenger airbags, front side head/thorax airbags, dynamic stability control, traction control, ABS brakes, electronic brakeforce distribution and emergency brake assist.  By any measure it's an impressive array of safety systems, enough to be given a five-star ANCAP rating.At the pumpDriven by Carsguide, an FG XR6 returned 10.0 L/100km in general running around town, which was spot-on with Ford's official figure.Owners sayJames Creece has owned several Falcons over the past 10 years and is bewildered by the complaints owners make about them. He currently owns two FG XR6 Falcon autos and is very happy with both of them. One, a work ute, has done 75,000km mostly with a load and towing a loaded trailer, has averaged 12.2L/100km and he says it's a good ute with a tight body, it handles well, everything works, and it's good value for money. The other is a sedan with premium sound, leather, 18-inch alloys, iPod/Bluetooth that has done 30,000km. He says it's great on the road, the best car he's ever owned. James runs it in PULP and it has averaged 8.9L/100km on mostly country driving.On the other hand, after 1000km Steve Walters noticed a clunking noise in the right front of his FG XR6 manual when backing it out of a driveway. The dealer checked it and tightened the front-end, and declared it fixed after a test drive, unfortunately when Steve subsequently checked it he found it was still there. This time, after another check, the dealer compared it to another XR6 and found it too exhibited the same noise. The dealer's response was that it was a characteristic of the car and told Steve to "put up with it". After some frustrating discussions with Ford's Customer Relations people, the dealer, and a Ford service rep, the car was once more checked and the noise was diagnosed as being caused by the front lower control arm. The arm was replaced and for a time it seemed the problem was fixed, but after a few days it returned. The car has now done 15,000km and the noise is still there.Look for. Sports looks. Great chassis. Responsive six-cylinder engine. Five-star safety. Few problems reportedThe Bottom LineGrunty engine, good driving chassis, good buy.Rating85/100

It seems puny today, but in 1994 when HSV unleashed its 215 kW GTS it was one of the most powerful cars on the road.  Today, even the most mundane family hack has close to 200 kW under the bonnet, but it took quite some time for the 200 kW barrier to be breached.Once the breakthrough was achieved the floodgates opened and as a result we now even have cars like the entry level Falcon and Commodore with peak power approaching the 200 kW milestone.With many of today's hero cars boasting more than 300 kW the 215 kW GTS is easily outpaced on the road, but it's now comfortably settled into the automotive afterlife as a classic car.MODEL WATCH With the 'Supercar' scare of the 1970s still ringing in their ears carmakers were still understandably nervous about building high- powered musclecars well into the 1980s.  The peak performance of locally made cars stayed relatively stable for many years, and it wasn't until the formation of new generation go-fast outfits like Holden's HSV and Ford's Tickford towards the end of the '80s that engine grunt started to rise more quickly.Even so the performance arms of the big two carmakers were careful about pushing the boundary too far too quickly. In an increasingly politically correct world both were keener to push the handling, braking and refinement of their cars than they were their ability to go fast. But fast they were.The 215 kW GTS was in a league of its own, it was clearly the fastest car ever built in this country. To find cars that had comparable performance you had to turn to exotic imports.HSV resurrected the GTS badge in 1992 when it launched its first 200 kW supercar based on the VP Commodore, but the VR-based model took the GTS to an even higher plane in 1994.  Road test writers of the day were quick to compare the reborn GTS to the classic musclecars of the 1970s, the original Monaro GTS 350, the Falcon GT HO and the Charger E49, but their comparisons were misguided.Where the rumbling old cars were a thrill-a-minute to drive, with questionable handling and ordinary brakes, the new GTS was just as fast, but it was also refined, comfortable, handled with aplomb and braked safely. The GTS 215 was a performance car for a far more sophisticated time.The heart of the GTS beast was the Holden 5.0-litre V8 that had been increased to 5.7 litres thanks to a stroker crankshaft.  As well as the crankshaft there was a hot camshaft, new valves and valve springs, and a new flywheel, all to suit the bigger motor.New pistons were used to lower the compression ratio to ensure it would run on regular unleaded fuel.  A cold air intake and free-flow air cleaner packed more into the engine, while exhaust headers and low restriction pipes got the gas out efficiently.By the time the engine guys were done the big V8 was putting out 215 kW at 4800 revs and 475 Nm at 3600 revs.  A heavy-duty clutch was fitted to handle the extra grunt on its way to the Borg-Warner six-speed manual gearbox.From there it was fed to the rear wheels through a locally developed limited-slip diff.  To match the high performance of the GTS HSV fitted big new brakes, with larger brake rotors and larger callipers, along with ABS.  It also had HSV's sports suspension package, which included independent rear suspension, uprated springs, shocks and roll bars, and 17-inch alloy wheels with low profile Bridgestone tyres.The GTS was a very fast car, at least for its time. It would accelerate through the standing 400-metre sprint in under 15 seconds and had a top speed of almost 250 km/h.  While it has been eclipsed in the 16 years since it was launched the GTS was truly a special car in 1994.It was not only very fast, it had the handling and braking to match, and it looked the part with its nicely integrated body kit that set it apart, and its sports interior that enhanced the feeling of being in something quite special.IN THE SHOP For starters make sure the car you are thinking of buying is genuine; it's not hard to create a fake and there are plenty of wannabes around.It's also worth checking for any modifications from the original specification. Mods can affect the value and need to be carefully assessed for the quality of the workmanship and the impact on the performance of the car.Cars that have been regularly driven since they were new would have done more than 200,000 km by now, some of them very hard, others will have been pampered and might have done just a few kays.Shop around for those that have been well cared for and be wary of those that have had a hard life.  Make the usual checks for crash damage and a regular service routine.ON THE ROAD The GTS 215 wasn't just a dressed-up Commodore; it was a fully developed package with a high performance engine matched with a well- balanced chassis.  That match of engine and chassis came through loud and clear on the road where, given the situation, the engine's performance could be fully exploited.The special limited-slip diff was one of the keys to the chassis balance that was achieved, while the Bridgestone tyres generated amazing grip on the road.  The GTS 215 could be driven hard with generous amounts of throttle without losing its composure.While performance was central to its character the GTS was also comfortable and boasted all of the features expected of a high-end sports sedan.IN A CRASH There were no airbags in the VR-based GTS, the passive safety was provided by the basic body structure and seat belts.  Its active safety was in its chassis with its sports tuned suspension, large powerful brakes, and ABS anti-lock system.AT THE PUMP If you're concerned about fuel economy it's best you turn away now, because the GTS 215 is a gas-guzzler. That shouldn't be surprising given its high performance capability.But if you're not planning to drive it daily the impact on your bank balance won't necessarily be high.  Expect 15 L/100 km on average when driven around town with a light right foot, more if you're a lead foot.LOOK FOR . Exhilarating performance.. Finely tuned handling.. Powerful braking.. No airbags.. Hot looks.. Collectable Aussie musclecarRATING 85/100

It was no mistake that Hyundai chose the Victorian high country to debut its diesel Terracan, the company knew its new offroader was perfectly capable of conquering the tough terrain and was more than happy to demonstrate it.  The diesel Terracan CRDi was a new addition to the Terracan range in 2005, and the first diesel model Hyundai released in this country.It had been available in other countries for a year or two, but couldn't come here until the quality of the local diesel fuel improved. That had happened by 2005, so it was with great excitement that the Korean carmaker added it to its Terracan range.The petrol-only Terracan was unveiled four years earlier, in 2001, when Hyundai was stepping up its presence here and moving from a seller of cheap-and-cheerful cars to a serious player in the market mainstream.The addition of the diesel served to underline the shift and brought with it an important new choice for SUV buyers.MODEL WATCH While the Terracan CRDi was a new model to the range in 2005, apart from the diesel engine it was the same as the petrol-engined wagon that arrived in 2001.The market for offroaders is a highly competitive one, one in which Hyundai was up against carmakers with years of experience building rough, tough vehicles for the most extreme conditions.It is one familiar to many Australians who love nothing better than a weekend away in a remote corner of the country. These people know their stuff when it comes to an offroader and mark any vehicle that fails to meet their demands hard.  There was no escaping it, Hyundai was going to be closely scrutinized when it launched the Terracan here.True, the market for offroaders has divided into a number of sub-segments as families have adopted SUV all-wheel drive wagons as their preferred means of transport, but any new model with the claim of being an offroader comes under the spotlight of serious offroaders.  Before the launch of the CRDi in 2005 the only engine available was a 3.5-litre V6 with 145 kW and 302 Nm when it was being pressed at its peak. The addition of the 2.9-litre common rail turbo diesel in 2005 changed the landscape for the Terracan, the diesel was much better suited to serious offroading and was also handy when it came to towing.  Both engines carried the option of five-speed manual and four-speed auto transmissions and drove through all four wheels.The Terracan's suspension had come in for some criticism, it wasn't that great once the black top ran out, but in 2005, when it introduced the diesel model, it also added an improved suspension option developed locally.With a package of goodies including Edelbrock gas shocks, revised rear springs and bump stops the 'Trek n' Tow' suspension pack made a huge improvement over the standard set-up, and better still it was fully backed by the factory.While the suspension copped some flak early on, the Terracan was generally praised for its value-for-money proposition.  There were in essence two well-equipped models in the range, the Terracan and Terracan Highlander.The base Terracan had air, cruise, remote central locking, immobiliser, alarm, power windows and mirrors, six-speaker CD sound, roof racks and fog lamps.  Step up to the Highlander and you also got auto air, leather, woodgrain, as well as ABS braking with EBD brake distribution.  An update in 2004 made ABS and EBD standard across the range.IN THE SHOP Hyundai's star is on the rise as can be seen through its rising sales. That's a reflection of its model range that is hitting the spot with new car buyers, but it's also a sign that the company is getting right in terms of quality, durability and reliability.It wasn't that long ago that carsGuide was regularly receiving queries from readers with complaints about their cars, but it's not so now.  The complaints and criticisms, certainly deserved, have largely dried up.That's a great start when looking for a used car. Hyundai's like the Terracan that have been built in the last 10 years are a cut above those built in earlier times.  The Terracan can be approached with confidence, it's really only necessary to carry out the basic checks you would on any used car.Those checks include inspecting for panel damage that would suggest a car has been in a fender-bender, and confirmation that it has been well serviced.IN A CRASH Before 2004 only the Highlander had the important safety features of ABS and EBD, so it's best to opt for a post-2004 model to have those essential features.  All Terracans boasted dual front airbags and pretensioners from 2001.AT THE PUMP Like most four-wheel drives with petrol engines the Terracan V6 is a thirsty beast, not surprising given its bulk and the extra gear the engine has to drive. On average a 3.5-litre V6 Terracan will do around 15 L/100 km.  The diesel is better, and the best option for most situations, and it will do 10.5 L/100 km on average.LOOK FOR Improved suspension after 2005 . High fuel consumption of V6 . Good performance and economy of diesel . Only has front airbags . ABS not fitted to all models . Good build qualityTHE BOTTOM LINEValue-for-money off-roader that is capable of going the hard years in the bush.RATING 70/100

The T5 has been on the local market since 2003 and has always been a cut above the average commercial carrier.

Mercedes-Benz has always enjoyed a good reputation for prestige, quality, refinement and reliability in this country; it was one that was, and still is, well earned. The problem for most of us is that the price that came with it was way out of reach.That was not only an issue for those of us who lusted after a 'Benz, but couldn't afford one, it was also an issue for the company if it was to build its sales in this part of the world. It had a good slice of the big-dollar prestige market, but that only got it so far; if it wanted to grow its sales substantially it had to appeal to buyers on a more limited budget. In short it had to take the three-pointed star to the 'burbs.The answer was the 190E and it was pitched at the young professional who couldn't wait until later in life to drive a 'Benz. That same quality, refinement, reliability and prestige is now available to the used car buyer at a very affordable price.MODEL WATCHThe biggest problem Mercedes had when introducing the 'budget 'Benz' was to avoid cheapening the brand in the eyes of its traditional buyers. It was a major issue for both the company and those buyers who were of the mind the company was abandoning the very things that made it what it was. The 190E was the first move Mercedes made into the sub-compact market that was then dominated by the BMW 3-Series. It was immediately successful being voted 'European Car of the Year'.At the time it was regarded as a radical departure from what had come to be accepted as the 'Benz norm. It had a rather edgy look, with sharp lines, and a high boot line and tapered rear section, both of which were driven largely by the need for fuel economy. The Mercedes driver felt right at home at the wheel of the 190E, the dash layout was like the rest of the range, the seat was firm and flat like those in the bigger 'Benzes, the fabrics and fittings were also familiar.There was generous accommodation inside and the boot was of a good, usable size. Underneath the suspension was conventional with MacPherson Struts at the front and a five-link independent arrangement at the rear. The steering was power-assisted recirculating ball, while the brakes were a combination of ventilated discs at the front and solid discs at the rear. ABS became standard in 1989. here were a number of engines used at various times in the life of the 190E.Between the introduction in 1984 and 1990 there was a single overhead camshaft 2.0-litre engine that produced 89 kW and 175 Nm. For a little more punch there was a 2.6-litre six-cylinder single overhead camshaft engine available between 1987 and 1991, and that produced 121 kW and 225 Nm.From 1990 to the model's exit in 1994 the base engine was a 1.8- litre single overhead camshaft unit producing 82 kW and 154 Nm. Also available between 1990 and 1992 was a 2.3-litre four-cylinder engine producing 97 kW and 198 Nm, and from 1992 to 1994 there was a 2.0-litre engine with 89 kW and 175 Nm. Up to 1990 it was only possible to have a four-auto transmission, but after that some models were also available with a five-speed manual 'box.While the 190E was aimed at budget conscious buyers it still featured air, power windows and a radio/cassette sound system. Later models, after 1990, generally also had central locking.IN THE SHOPThe 190E is generally robust and reliable, little of a significant nature goes wrong with them. The body is strong and doesn't suffer from rust to any degree; the paint quality is also of a good standard such that they still sparkle if looked after. Inside, it had a high standard of fit and finish and the hardware stands up well.Under the bonnet the early cars had a single row timing chain, later ones a double row that is better over the long term. Listen for any signs of a rattle that might suggest a worn timing chain, particularly in the earlier cars with the single row chain. It's most important to check the corrosion inhibitor that has been used; the correct inhibitor will mean trouble free running; an incorrect inhibitor will mean expensive trouble in the form of a corroded cylinder head.Check under the intake manifold for a possible oil leak from the cylinder head gasket. It's not uncommon to find a leak, but it's usually nothing to be overly concerned about. Underneath the front suspension stands up quite well, it's worth checking for wear in the bushes; more importantly it's worth checking for wear in the rear suspension bushes, which can affect the handling of the car. Check for a service record to make sure the oil has been regularly changed, as well as important items like the coolant.ON THE ROAD The 190E was no fireball on the road, it was lethargic at best, but its saving grace was that it was quite economical. The ride was smooth and comfortable; it soaked up the bumps well and isolated those in the cabin from most of the nasties underneath. It also handled with aplomb; a natural understeerer, it was a safe and sound driver. Today, it's important to check for wear in the rear suspension bushes. Wear there can result in the rear trying to steer the car in a rather unsettling way. Worn bushes can be replaced quite cheaply if needed.AT THE PUMP Around town a 190E will do 10-12 L/100 km depending on the driving style, but out on the open road it's normal to see 8-9.0 L/100 km.IN A CRASH No 190E had airbags, owners had to rely on the renowned strength and integrity of the 'Benz body. ABS braking was standard on most models, the entry-level model between 1991 and 1994 being the one to miss out on this most important safety feature. Buying an old car today it's worth inspecting the seat belts for wear and tear, and considering replacing them.OWNER SAYS Tasmanian Anthony Williams has driven Holdens, Hondas, BMWs, Nissans and Toyotas over the years, but all of them pale in comparison with his 1985 190E. It still rides and handles smoothly and when he closes the door there's still the sold 'thunk' that spells quality. So reliable has it been that fitting new brake hoses recently was the first time he'd had to spend anything over and above the normal costs associated with running and maintenance.LOOK FOR 'Benz badge prestigeVery affordable quality built carModest performanceVery economicalGenerally robust and reliable.THE BOTTOM LINEQuality build is shining through in later life with the compact 'Benz.RATING80/100

Ford took a long time to find a proper replacement for the Korean-built Festiva, but it finally struck gold in 2004 when it unearthed the European Fiesta.The Kia-built Festiva had been a winner for the blue oval, as had the Laser before that, but the company stumbled at the first attempt to find a suitable Festiva replacement when the quirky Ka proved a dismal failure in this market. When small car buyers went looking for a car to replace their Festivas what they found was the odd looking Ka and they quickly realised it wasn't for them.In effect Ford abandoned the traditional small car market when it pitched the Ka at funky young females hoping they would think it cute. Traditional small car buyers also baulked when they found the Ka was only available as a three-door hatch and they couldn't get it with an auto transmission.The arrival of the Fiesta was a relief to all concerned, probably including Ford's management who must have been relieved to see the end of the Ka experiment.MODEL WATCHThe Fiesta was a return to the mainstream for Ford after the Ka experiment. Whereas the Ka only came as a funky three-door hatch the Fiesta was a more conventionally styled model and buyers could choose between three-door and five-door hatch body styles. They also had the choice of three models, in the form of the LX, Zetec and Ghia.The LX was the price leader, which missed out on air-conditioning. For that you needed to spend an extra couple of grand. What you did get was remote central locking, power windows and mirrors, immobiliser, leather steering wheel and a four-speaker CD sound system.In the middle of the range was the Zetec, a three-door hatch with the promise of a more sporty drive. Those who chose to spend the extra for the Zetec got air, alloy wheels, and fog lamps in addition to the gear that came with the LX.Perched atop the range was the luxury Ghia five-door hatch, which came with a six-stacker CD sound system and the option of extra safety gear. There was just the single engine available and that was a 1.6-litre four-cylinder with double overhead camshafts and sequential fuel injection. At its twin peaks it was outputting 74 kW at 6000 revs and 146 Nm at 4000 revs, enough to endow the Fiesta with quite a bit of zip.The transmission choices consisted of a five-speed manual and four-speed auto, and the final drive was through the front wheels. The brakes were disc front and rear, the suspension was independent with a typically Ford of Europe sporty feel, and the steering was by power-assisted rack-and-pinion.IN THE SHOPOwners of the Fiesta appear to be generally satisfied with their cars; very few complaints have been received here at CarsGuide. If there's a consistent complaint it's about brake wear, but that's a common grizzle with most European cars, not something peculiar to the small Ford. Make the usual checks for dodgy crash repairs and a service record.ON THE ROADThe Fiesta was a revelation after the Ka; it was great to drive with a punchy engine, nippy performance, and very good ride and handling. On top of that it looked good, had a bright and breezy interior, and was easy on the pocket when it came to those compulsory stops for fuel. If there was a criticism it was that the seats lacked support, but that was about it.IN A CRASHAll models were equipped with dual-stage airbags for the driver and front passenger, as well as seat belt pretensioners. ABS and EBD braking was standard on all models, except the base LX manual hatch. ANCAP rated the WP Fiesta at four stars.AT THE PUMPRoad testers at the time reported 7.5-8.0 L/100 km on average. Ford's official claim was 6.6 L/100 km.LOOK FORAttractive looksPunchy engineGood economyNippy handing.THE BOTTOM LINEA great little car that was a delight to drive.RATING80/100

Most of the time it was the front wheels doing all the driving, it was only when wheel slip was detected at the front that drive was directed to the rear, up to a maximum of 50 per cent.  At its peaks the double overhead camshaft V6 engine was putting out 129 kW at 6000 revs and 241 Nm at 4000 revs.The suspension was independent at both ends, the brakes were disc all round and supported by ABS, and the steering was power-assisted rack- and-pinion.The Sportage had a host of standard features, including air, remote central locking, immobiliser, power mirrors and windows, six-speaker CD sound system, fog lamps and 16-inch alloy wheels.In the shopAs the quality of Korean cars has improved so too has their reliability, and carsGuide receives little in the way of complaint about Korean cars in general, and the Kia Sportage in particular.  Owners appear content with their cars and little of a serious nature goes wrong with them.When checking a car for purchase make the usual checks for crash repairs, make sure it's been regularly serviced, and inspect the underbody for signs of extensive offroad use.  Sportage owners are unlikely to have driven their cars offroad, but it's worth taking the time to check underneath.On the roadThe KM Sportage, while not sporty, was a decent driving car with secure handling and a comfortable ride on most surfaces.  While the V6 engine was a good performer, the overall performance was dulled a little by the wide spread of ratios of auto 'box.In a crashThe Sportage suffered from the same dull dynamics most, if not all, SUVs suffered from. The handling was secure without being sporting, but that came with the SUV territory.Standard ABS and traction control, and all-wheel drive helped on the active safety front, while dual front airbags and seatbelt pretensioners gave decent crash protection.At the pumpKia's lab rats claimed an average fuel consumption of 10 L/100 km for the KM Sportage, 13.0 L/100 km when driven in town, and 8.2 L/100 km when outside the city limits.  Road testers of the time of the Sportage's launch reported an average of 11.5 L/100 km in real world driving conditions.Look forPleasant SUV styling . Lots of standard gear . Decent performance . Secure handling . Comfortable ride . Improved build quality . Robust and reliable . Value-for-moneyThe bottom lineWell-built, reliable, comfortable wagon should be on family shopping lists.Rating75/100

Mazda caused quite a stir when it unveiled its bubbly little 121 in 1990. The new model wasn't a classical beauty in any sense, but it was certainly an eye-catching little car and everyone fell madly in love with it at first glance. With its extravagant curves it was instantly dubbed the 'bubble' top and became an overnight sensation in the small car world. Even today, when you see one on the road, and there are lots of them still in use, it's hard to stop yourself from smiling. It was that sort of a car.MODEL WATCHAfter the 'Plain Jane' car that preceded it the new 121 was a breath of fresh air when it was launched in 1990. Available only as a four-door sedan the new 121 was a head-turner from the moment it set four tyres on our roads. With its soft, rounded shape it stood out from the rather bland angular cars that filled small car shopping baskets of the day.The 121 designer, Toshihiro Hashimoto, claimed the four-door sedan was more expensive to produce than a hatch would have been, but was more practical, quieter, more rigid, and offered better comfort. While it looked small, it was in fact larger than its predecessor. According to the tape it was substantially taller, wider and longer, and had a longer wheelbase and wider track.Inside, four adults could be accommodated in quite decent comfort in a roomy and airy cabin. They sat in a rather upright position, which liberated quite a bit of room fore-aft, and with the high roof line there was quite good headroom. The boot was also a good size, aided by the use of a space-saver spare, while the 50/50 split/fold rear seat made it even more flexible.There was just the one engine available at launch, which was a 1.3- litre single overhead camshaft four-cylinder engine with throttle body fuel injection. At its best it put out 54 kW at 6000 revs and 106 Nm at 3700 revs, enough to give it nippy performance around town.A little more zip was injected in 1994 when Mazda added the choice of a 1.5-litre engine, which offered eight kilowatts more power and 14 Nm of extra torque. Buyers could choose between a five-speed manual and four-speed auto at first, until the auto was dropped in 1993 leaving the manual the sole option. The suspension was conventional, MacPherson Struts at the front with a torsion beam at the rear, and coil springs all round.Being tall, roll could have been an unsettling trait in the 121, but Mazda kept a fairly tight rein on it to keep it riding flat. That, coupled with the stiff body, meant the 121 was quite a fun little car to drive.There were precious few frills. The windows cranked by hand, the mirrors were hand-adjusted, but there was a decent radio-cassette sound system. Power steering was standard with the 1.5-litre engine, and also standard with the 1.3 between 1991 and 1994, after which it became optional.IN THE SHOPCars as old as the 121 'bubble' vary enormously in condition, from unroadworthy wrecks that shouldn't be on the road to pristine, well cared for cars with plenty of life left in them. Shopping around is important to find those that have been well looked after; don't fall under the spell of the first car you see.Paint can be a problem; it's quite common to find faded paint, particularly on the darker colours. It looks ugly, but it's not the end of the world. Check the body for rust, lift the carpets and boot mat to look at the floorpan, and check around the windows. Generally there won't be any significant rust to be found.Listen for rattles coming from the engine, remove the oil filler and look for sludge, and watch for smoke from the exhaust. Make sure the auto transmission selects gears smoothly and without hesitation; on the manual observe for any reluctance to engage when shifting gears.Check for a service record, regular oil changes are crucial to keeping the engine alive, and cars of this age are often neglected because they're approaching the end of the road.ON THE ROADIt looked bright and bubbly and the 121 drove that way as well. Its compact dimensions, tight body, and stiff suspension made it quite sporty in nature, even though that wasn't the intention of its designers. Nicely balanced on the road it was accomplished on all types of roads. While its rather large frontal area limited its ultimate speed somewhat, it accelerated well, which made it zippy in traffic.IN A CRASHA small car and no airbags is not a great recipe for safety in today's crash and bash world. As they are often bought for starter drivers, parents should consider the relative lack of safety of the 121 before putting their kids into one.AT THE PUMPSmall and compact, the 121 was an economical little car. At its launch Mazda claimed it would do around 7.0 L/100 km around town and 5.5 L/100 km on the open road.OWNER SAYSDante Rossie bought a 1.3-litre auto Mazda 121 'bubble' for his mother in 1991. In 2007 it was replaced with a Toyota Yaris YRX, after which he was going to sell the Mazda, but he was so impressed with it that he sold his larger, newer and much more expensive car and kept the 121. It is still his daily driver and he reckons it's a better drive than many cars half its age. It's now done 190,000 km and the engine has some tappet noise, but other than that it is in good mechanical condition. The body is free of rust, but the paint on the roof, boot and bonnet is shot.LOOK FOR Cute looksUpright, roomy cabinModest performanceFun drivingFew safety featuresEconomical runningGood overall condition.THE BOTTOM LINEA cute and cuddly little sedan that, in good condition, can make a good first car.THE RATING 65/100

It wasn't so long ago Ford that ruled the small car roost with its Laser perched atop the sales charts ahead of popular cars like the Toyota Corolla, Nissan Pulsar and the Mazda 323.In more recent times the company has lost its way when it comes to small cars, preferring to focus on the larger Falcon and Territory. Along the way small Fords have dropped off the shopping lists of most small car buyers.  That's changed with the introduction of fresh new European-designed models like the Focus and Fiesta, but it's been a long, hard slog back.The first Ford Focus got lost in the frenzy of the BA Falcon launch, which was a do-or-die model that could easily have spelt the end of the local Ford operation had it failed.  It took a new Focus model to get any attention, but Ford gritted its teeth and did the sort of promotion necessary to kick-start showroom traffic.The new Focus launched in 2005 delivered European driving dynamics in a sophisticated, but still value-for-money package.MODEL WATCHThe LS Focus was a more rounded car than the first model Ford unveiled here in 2002.  That first model, the LR, was acclaimed for its sportiness, but the LS won more plaudits for its sophisticated feel, roominess and improved interior.There were two body versions, a five-door hatch and a four-door sedan, with two levels of trim, the CL and LX, in each. In addition there was a sporty Zetec hatch and a luxury Ghia sedan.Ford's designers moved away from the soft rounded forms that characterized the previous Focus, and gave the LS a sharper, more chiseled look.  The body was wider, the wheelbase longer, and overall the LS Focus was a little stiffer.One engine was offered across the LS range, it was a 2.0-litre that generated 107 kW at 6000 revs and 185 Nm at 4500 revs at its performance peaks.  A five-speed manual gearbox was standard on all models except the Ghia that had a four-speed auto, but the auto was optional on the other models.The CL range-starter had air-conditioning and dual front airbags, but not ABS anti-lock brakes, they came part of an extra-cost safety pack along with side airbags.For a more geared ride there was the LX that had cruise, alloys, ABS brakes and side airbags.  The sporty Zetec hatch had all of that, plus 17-inch alloys, a groovy body kit and sports suspension.  If you wanted a smoother ride there was the Ghia sedan, which boasted dual climate-controlled air, six-CD sound, and leather seats.IN THE SHOPOwners are generally happy with the reliability of their cars, which on average have now done around 75,000 km. There are no general faults that are showing up on a regular basis. They should be aware of brake wear, as they should on all European-designed cars.It’s worth paying close attention to the build quality of cars under consideration. While the Focus was designed in Europe, those coming to Australia were built in South Africa and the build quality was variable.Check paint quality, panel gaps and general fit and finish. Also check for a service record that shows regular maintenance has been carried out.  It’s worth noting that the LS Focus has a timing chain, not a belt, and doesn’t need any maintenance until you’ve racked up 240,000 km.ON THE ROADSlide behind the wheel of the LS and you are instantly aware of the extra cabin space, it's wider in the front and anyone sitting in the rear would notice the extra legroom.Look around you and you would have seen the new dash that was much better laid-out with controls placed more logically and within easier reach of the driver.  On the downside the plastics were rather hard and had an industrial feel.  The seats were also flat and could be unsupportive, particularly when driven hard.The 2.0-litre engine was responsive and the throttle was very light, and needed careful application to avoid unintentionally exceeding the speed limit in a moment of inattention.IN A CRASHA stiffer body on an agile, responsive chassis platform is a fine beginning for a safe package; add front and side airbags and it became even better.  Front and side airbags, and ABS braking, were all standard on all models except the CL. They were added to the CL in 2008.  ANCAP rated the Focus at four stars, five with side airbags.AT THE PUMPRoad testers at the time of launch were generally positive about the fuel-economy of the Focus, the average reported at 8.7-9.2 L/100 km.  A more recent drive of a Zetec hatch had the better return of 7.1 L/ 100 km in average driving around town.OWNERS SAYTim Bainbridge has done 45,000 km since buying his 2006 CL Focus and says it's a great car. His only beef is that the air-conditioning struggles on very hot days.Jayden Gebbie has racked up 105,000 km in his 2006 Focus, and apart from an oil burning issue in the first 10-15,000 km there have been no other faults. His criticisms are of the level of road noise, the flat and hard seats and the lack of a light in the rear of the cabin.Lee James is generally happy with his 2007 LX hatch, which was bought for its extra safety features. He likes the handling, the nippy performance around town, the interior roominess and boot space, fuel economy, cost of servicing and its value-for-money, but he's not so enamored with the paint quality, the hard plastics on the interior, and some areas where he believes Ford skimped on material, and the spacer-saver spare wheel. He's also unimpressed at having to replace the water pump at 30,000 km.LOOK FOR. Modern looks. Roomy cabin. Torquey engine. Comfy ride. good level of safetyTHE BOTTOM LINE. Safe, sound, solid package that rides, handles and goes well and has room for a small family.RATING80/100