Articles by Graham Smith

Small families of two or three kids aren't a problem, the choices are many, but once the brood grows beyond that the choices rapidly diminish.  There are a few wagons that will accommodate seven, but it's really a squeeze. They might be acceptable if you only need to carry seven on occasion, but if you need to do it regularly, like most families do, you're left looking at peoplemovers.When they first began to appear on the market 30 or so years ago peoplemovers were effectively crudely converted commercial vans. They weren't very safe, they certainly weren't very comfortable, and they made their occupants feel like second-class citizens.  Those days are long gone thankfully and today's peoplemovers, like the Toyota Avensis Verso, are much more civilised.MODEL WATCH Unlike most of its van-derived predecessors the front-wheel drive Toyota Avensis Verso was based on a car, the mid-sized Avensis sold in Europe.  Given the baggage of history it was forced to carry the Avensis Verso was something of a revelation; it really wasn't that bad to drive.Compared to its primitive forebears it was easy to drive and had quite respectable road manners.  There was some body roll, but it wasn't too bad; it understeered, but that too wasn't unacceptable. Overall it followed the driver's instructions reasonably faithfully and did its job quite well.Initially there was a 2.0-litre engine, but that was replaced in 2003 with a 2.4-litre unit.  The 110 kW 2.0-litre unit struggled with the mass of the Avensis Verso, particularly when loaded to the gunnels with kids and their gear. With 115 kW at 5700 revs and 211 Nm at 4000 revs the extra grunt of the later 2.4-litre double overhead camshaft engine was a better choice.  The transmission choices were a smooth-shifting five-speed manual or a four-speed auto.It's inside that the Avensis Verso came into its own, with a clever seating arrangement that allowed seats to be moved around to suit the need to carry people or cargo.  The centre seat was fine for two, but a little squeezy for three, and the use of a lap belt in the centre position wasn't ideal.At the back the third seat was a little cramped for adults, but would do the job for three kids.  If not needed for people the second and third seats could be folded flat to open up the area to carry cargo, or sports gear, or whatever might be needed.The interior was well finished and durable, important when you carting kids around, and it was well equipped with cup holders, bottle bins, hooks for grocery bags, cubby holes and other handy little touches for everyday convenience.Toyota offered two models, the GLX and the Ultima.  The GLX came standard with dual air-conditioning, remote central locking, power windows and mirrors, and a six-speaker CD sound system.A step up the Ultima was rewarded with alloy wheels, fog lamps, leather-trimmed steering wheel, roof racks and a rear spoiler.  A facelift in 2003 brought new headlamps and a new grille, new bumpers and new rear lights. The 2.4-litre engine replaced the 2.0- litre unit.IN THE SHOP Toyota might not make the most exciting cars to drive, but if it's reliability that gets you excited then it's the brand for you.  The company has an enviable reputation for build quality and reliability, but it's a well-earned one, and the Avensis Verso is living up to expectations.Little is being reported from the field, the things that are spoken of are to be expected through simple wear and tear, like brakes, tyres, wipers etc.  The good news is that there's a chain driving the camshaft to there's no need for servicing as there is on other makes.Sound engineering and decent build quality can't make up for a lack of maintenance, so check for a service record to ensure your chosen car has been regularly serviced.ON THE ROAD Like all Toyotas the Avensis Verso was competent at everything without being brilliant at anything.  It rode comfortably, steered well, handled predictably, braked securely, and performed with enough gusto not to be an embarrassment.  And like all Toyotas it was well built and nicely finished, two attributes that underpin the brand's popularity.IN A CRASH While the dynamics of the Avensis Verso were quite good for a peoplemover, they were still a compromise when compared to a regular passenger sedan.It wasn't particularly responsive or agile when put to the test in an emergency, but standard ABS anti-lock brakes and electronic brakeforce distribution aided active safety.On the passive safety front there were dual front airbags and seat belt pretensioners on all models, while the Ultima also boasted side front airbags.AT THE PUMP Physical size and mass work against a car like the Avensis when it comes to fuel consumption.  Road testers reported the average fuel consumption at 12.0-12.5 L/100 km.OWNER'S SAY Don Taylor and his family bought their 2001 Avensis in 2002, having previously driven a Mazda 1300, two Golfs, a Nissan Prairie, a Mitsubishi Nimbus and two Toyota Taragos.  They have since driven over 200,000 km in the Avensis and apart from tyres, a battery and a windscreen, the only things they have replaced or repaired are the tailgate struts.The versatility of the seating/load carrying arrangements, from one seat to seven, with every number in between is particularly appealing to them.  With only two people in the car, there is a huge, flat-floored cargo space. The storage area under the floor holds a great deal and has proved very useful.They also appreciate the way the middle seat can be slid into a position that makes it possible to carry seven adults in reasonable comfort.  Many of the other peoplemovers that they have looked at over the years have not really been designed to put adults or even teenagers in the third row.Despite the impressive people/cargo capacity, the Avensis is not a particularly large car to drive, unlike some of the other peoplemovers available.  They have found it economical, reporting 10 L/100 km around town and 8 L/100 km on the highway. On a recent trip they averaged 7.5 L/100 km over a distance of 4000 km, which Don says was "very pleasing."LOOK FOR. Overall competence.. Modest performance.. Smooth ride.. Predictable handling.. Flexible interior.. Good build quality.THE BOTTOM LINEHighly rated peoplemover is a well-built, reliable and solid performer for the family.RATING75/100

It's a well recognised fact that we humans don't like change, we prefer to stick with what we know and trust and resist that we aren't so familiar with.  BMW clearly recognised this trait when it updated its very successful 3-Series in 2005 with the new E90 model.While it was clearly a new car with a raft of changes it still ticked all the boxes a 3-Series needed to tick to ensure it would carry on the success that has made the 3-Series the worldwide prestige car benchmark.MODEL WATCH Much had happened in the BMW world since the E90's predecessor, the E46 hit the market in 2000.  Most notably was the arrival of the all-new small 1-Series, which in effect filled the traditional role of the 3-Series as the entry point in the BMW range.With the 1-Series now the entry point the 3-Series was moved upmarket, it was then a stepping stone to bigger things.  Gone from the expanded range of 3-Series models was the 318i, the traditional way into the range. It was replaced with the 320i.The most obvious change from the E46 was the new body, which brought with it the edgy corporate lines that had been introduced on other models like the 5-Series.Run a tape over the car and you would have found it to be larger than its predecessor. It was longer in the wheelbase by 35 mm and a massive 78 mm wider, which translated into more width in the front seat and greater knee-room in the rear.BMW also claimed the boot was much larger, but that was in no small part due to the use of run-flat tyres, which eliminated the need to carry a spare tyre.At launch BMW offered four models: the four-cylinder 320i and its better-equipped 320i Executive sibling, and the six-cylinder 325i and 330i.  A 2.0-litre 16-valve double overhead camshaft four-cylinder engine boasting 110 kW and 200 Nm powered the 320i, and there was the choice of a six-speed sequential-shift automatic transmission or a six-speed manual gearbox.For more zip there was the 325i with a 2.5-litre six-cylinder with 160 kW and 250 Nm, and the 330i with a 3.0-litre six with 190 kW and 300 Nm.  The 325i was available with a six-speed sequential-shift auto and six- speed manual, while 330i was only available with the auto.In a sea of front-wheel drive models BMW has steadfastly held back the tide and the E90 retained rear-drive.  As befits a prestige car the E90 came with plenty of fruit.At the lower end the 320i came with climate controlled air, cruise, remote central locking, power windows and mirrors, a multi-function steering wheel, trip computer, six-speaker CD sound, and 16-inch alloys. Step up to the 320i Executive and you also got fog lamps and leather trim.A move to a six rewarded you with 17-inch alloys, leather, CD- stacker, power driver's seat with memory, and parking sensors.IN THE SHOP BMW parts and servicing don't come cheap if you stick to dealers for your maintenance.  Look around for a BMW service specialist, there are many out there, and you will save heaps on servicing and any parts you might need.The E90 is still in its infancy, with the earliest just coming up five years old and on average with 60,000 km on the odo, so there are very few problems to relate.  All BMW engines use a timing chain instead of a belt, so there's no regular servicing required.ON THE ROAD The real joy of owning a BMW came in the form of the six-cylinder engine.  While the four was adequate, with its smooth driveability and decent fuel economy, there was nothing like a free-revving, silky-smooth BMW straight-six to excite the senses.Coupled with the superbly stable chassis of the E90, with its stiffer body, and rear-wheel drive the 3-Series was a real driver's car.  On the downside, the ride was hard and harsh thanks to the run-flat tyres that BMW used.IN A CRASH BMW claimed the E90 body was 25 per cent stiffer than the E46, a great foundation for building a solid safety package.  Add to that eight airbags and you had plenty of protection when it came to the crunch.Before that the R90 driver had a raft of active safety systems, like ABS anti-lock brakes, dynamic stability control, traction control, and others to assist in avoiding a crash.AT THE PUMP For economy the 320i would deliver 10.0-11.00 L/100 km around town, and 5.5-6.0 L/100 km on the open road.  A six would get between 11.0 and 13.0 L/100 km around town and around 6.5 L/100 km on the highway.LOOK FORSmart modern style . Roomy interior . Good-sized boot . Smooth, free-revving six . Modest four performance . Great rear-drive handling . Hard ride.THE BOTTOM LINEA well built, solid, comfortable that turns heads, but is also a delight to drive.RATING 80/100

The reality of life is that few of us have the bucks to buy the luxury 'Benz, BMW or Jaguar we might aspire to own, they're simply too expensive for the regular Joe in the street. But step back in time to an older model and owning a once unattainable car from one of these great companies can be a real possibility.One such car in question is the BMW 535i that was released in the late 1980s and remained on sale until 1993.  In the days before the arrival of the 'M' Series the 535i was the performance king in the Bavarian carmakers local range.Today it's largely been lost in the crowd with the vast number of sporty BMWs that have since been released, but a chance encounter recently with an acquaintance who had bought one for a couple of grand was a reminder of what can be bought with a very limited budget.MODEL WATCHThe 535i was the top model in the E34 5-Series range that arrived here in 1988.  Minus the edgy look that overtook later models from BMW the E34 was a classically elegant four-door sedan that boasted beautifully clean lines and balanced proportions.It was a great looker when it was new, and that it remains a good looking car today when there are still many on the road is a testament to the appeal of its styling. It's hard to imagine that more than 20 years have passed since it was launched.The E34 range was extensive, extending from the modest 2.0-litre 520i through the popular 2.5-litre 525i and the 3.0-litre 530i to the sporty 535i that sat atop the tree.  Later there was the V8 540i and the first M5, both of which shoved the 535i into the background, but for a year or two the 535i was the king of the road.The E34 platform was highly regarded with independent suspension back and front, responsive power steering and powerful four-wheel disc brakes.  Up front it had a 3.5-litre fuel-injected single overhead camshaft six-cylinder engine boasting 155 kW at 5700 revs and 3.5 Nm at 4000 revs.BMW offered the choice of a five-speed manual gearbox or four-speed automatic transmission, with the final drive through the rear wheels in traditional BMW style.  Standard features were air, central locking, fog lamps, power windows and radio/cassette sound.An Executive model was available with alloy wheels, cruise and a power sunroof.  There was also a 535is model available with power mirrors, a limited- slip diff and traction control.IN THE SHOPThe key to enjoying the thrill of driving an old car is to buy well, and there is one simple rule to follow when buying: condition, condition, condition.  To find the best car in the best condition it's necessary to shop, shop, and shop.BMW service specialist John Heckrath of Heckrath Engineering Services reckons the 535i is a great car, to own and to drive.  The engine is very strong and gives little trouble; the only word of warning he gives is that they can give cylinder head trouble if they get hot.The main reason they might get hot is a failure of the plastic reservoir in the radiator, which was a common failure with this model 5-Series.  If the temp gauge climbs off the scale don't be tempted to keep driving it, disaster awaits if you ignore the telltale sign of trouble.Brakes can be expensive to replace if that's needed to make a car roadworthy; expect a bill of $1000 for a full brake rebuild with new rotors.  Suspension bushes, particularly the front caster bar bushes, do wear so listen for a knocking noise under brakes, but the caster bar isn't expensive so isn't a huge concern.Electrics can be an issue; things like power windows and the heater control are known weaknesses. Check the operation of all systems to identify anything that isn't working and might need repairing.  The body stands up well, and doesn't rust, and the paint doesn't fade to any degree.Inside the trim also stands the test of time well and the dash isn't prone to cracking, but some minor trim parts do eventually come unglued and the foam in the headlining can crumble in time.  But a car with 200,000-plus kilometres already will keep going long into the future if well maintained.ON THE ROADSettle into the driver's seat of the 535i and you immediately feel at home, the controls readily fall to hand and the dials tell you all you need to know without any of the superfluous information you get on later cars.Start the silky smooth six and hit the road and you are quickly transported back to an age when the engine was the true heart of the car.  While sporty in character with plenty of good old grunt, the 535i is really a high-speed cruiser and at home on the open highway.The straight-six engine revs smoothly and sweetly with great mid- range response to make overtaking a breeze.  When required it would race to 100 km/h in 9.5 secs and cover the standing 400-metre dash in 16.5 secs.It also handles with aplomb, even though it's quite a big car. The steering response is quick and accurate, the handling nicely balanced and predictable, while the ride is firm but comfortable.IN A CRASHThe 535i was born before the widespread adoption of airbags, but it is a fundamentally sound motorcar with a solid body and a well- balanced, responsive chassis that gives the driver every chance of avoiding a crunch.  If it lacks the passive safety of airbags the 535i does have the important active safety delivered by ABS antilock braking.AT THE PUMP Ask anyone about the 535i and you're likely to be told that it's a gas-guzzler. That is its reputation and it is a well-earned one at that.  The 535i shouldn't be bought if you're concerned about fuel consumption; this is a high performance car and it will use quite a lot of fuel.A road test at the time of the launch had it returning 11.9 L/100 km, which isn't too bad, but that can quickly blow out to 14 L/100 km or more if that taps are regularly opened with enthusiasm.LOOK FOR. Classically elegant shape.. Smooth six-cylinder engine.. Sporty performance.. Thirsty if driven hard.. Expect high mileage.. Service record a must.THE BOTTOM LINEAn oldie but a goodie. Buy right and you will thoroughly enjoy the thrill of driving one of the greats from a bygone era.RATING 70/100

The iconic V8 Holden sports coupe was the king of the racetrack back in the 1960s; they also ruled the road in a time when V8 spelt performance and the Monaro had more than most.Fast-forward to 2001 and those classic images were rekindled in the form of a new-age Monaro sports coupe based on the Commodore instead of the Kingswood.  There was plenty of interest in the new Monaro and the market greeted it with great excitement, but once the initial enthusiasm was satisfied demand began to slide.The VZ Monaro released in 2004 was an attempt to freshen it up for the local market, while at the same time toughening it up for the American market where it was sold as a Pontiac GTO.  The GTO was a legendary car in America and the Monaro had a tough task to win over US muscle car fans.Ultimately the sleek, slick Australian coupe failed to excite them in sufficient numbers to make it a viable long-term model in the US and it quietly disappeared from Pontiac dealerships before Pontiac itself vanished.MODEL WATCHThe Monaro was as much an icon inside Holden as it was outside.  There were plenty of Monaro fans at Holden who over the years bemoaned the absence of a sports coupe with the iconic name.  Their dreams to have a new Monaro became reality in 2001 when the Commodore-based V2 Monaro was unveiled.The V2 Monaro started out as a behind-the-scenes, hush-hush project run by a handful of Monaro devotees who reckoned the VT Commodore could be converted into a coupe relatively easily and they set about proving it by building a one-off prototype.Few knew about the 'coupe' project, it was even kept secret from the top brass, who only got to know about it when it was finally ready for public viewing and there was no option but to own up to its existence.  The coupe prototype was first shown at the Sydney Motor Show in 1999 where it won public acclaim, which was inevitably followed by questions about when it would go on sale.That happened in 2001 when Holden launched two models, the V6-engined CV6 and the CV8 with a 5.7-litre V8 engine.  The CV6 failed to attract much interest and by the time the VZ was launched in 2004 there was just the Gen III V8 engine under the revised bonnet.Visually the VZ was identified by the twin nostril bonnet scoops, which were added primarily to win over sceptical Americans who thought the Monaro was too soft to be a real GTO.If the bonnet scoops gave the Monaro a visual boost the new rumble from under the bonnet added some much-needed growl.  With 260 kW at 5600 revs and 500 Nm at 4000 revs the VZ coupe boasted 15 kW and 35 Nm more than the previous model and Holden proudly proclaimed it to be the most powerful model it had ever produced.  Camshaft modifications improved the low to mid-range torque delivery, giving the VZ Monaro better throttle response and a sportier feel.The VZ Monaro was available with either a six-speed T56 manual transmission, which boasted shorter gear ratios for a punchier feel right through the speed range, or a four-speed 4L65 for a smoother drive.  To rein in the extra performance Holden increased the braking performance with larger front disc rotors front and back, larger twin- pot callipers, and a new brake booster and master cylinder.It was only natural, with the Monaro's position in the Holden model range that it came packed with features.  Included in the list were automatic air, cruise, leather, fog lights, power windows and mirrors, immobiliser, remote central locking, and 10-speaker sound with a CD stacker.IN THE SHOP There are few reports of issues with the Monaro; it is standing up well to the test of time.  The LS1 V8 had some issues with piston rattle and excessive oil consumption when it was first released back in the VT II of 1999.Problem engines were rebuilt with new pistons, which fixed the problem, but it's worth listening for a light rattle as the engine is revved off idle.  Valve lifters can also be an issue as the kays climb, listen for a light tapping noise at idle, particularly when cold, which might signal a sticking lifter.IN A CRASH ANCAP rated the Monaro at four stars, a good rating for 2004, and reflection of the safety equipment the coupe carried.For starters there was a responsive chassis with sports settings, powerful brakes, backed up by ABS antilock braking, optimum brake force distribution and emergency brake assist for maximum stopping power when most needed.If all of that couldn't avoid a crunch the Monaro also had a comprehensive array of front and side airbags for protection.AT THE PUMP Holden quoted fuel consumption figures of 15.3 L/100 km and 13.7 L/ 100 km for the manual and auto models respectively.  A carsGuide test of the manual at the time returned an average of 13.8 L/100 km.It needs to be noted that while the VZ Monaro would run on regular unleaded, it needed premium to achieve the best performance and economy.LOOK FORSexy coupe looksClassic cred of Monaro badgeSpirited V8 performanceSports handlingGas-guzzlerTHE BOTTOM LINEThe best looking car produced in Australia for years, with V8 grunt and the handling and braking to match.RATING 80/100

Building cars people want is a sure way to success, as Hyundai discovered with the Tucson SUV.  The Tucson marked the beginning of a successful new era for Hyundai after a worrying slump in sales in the years preceding the all- purpose family wagon.From a high of 60,000 in 1997 sales had slipped to half that in the years before the Tucson arrived.  As the end of the year approaches Hyundai is sitting comfortably near the top of the sales charts, its sales racing ahead of last year's.  While the Tucson is not alone in driving this success it is one of the models that have contributed to it; it's one people want.MODEL WATCHWhen the Tucson hit the market in 2004 Australia was in the grip of an SUV fever; any company without one was doomed the struggle.  Ford was desperate to get one, and the Territory was the result, while Holden was scrambling to find one somewhere in the General's global portfolio, and eventually found the Captiva.Hyundai's response was the Tucson, a compact crossover wagon created to compete with the likes of the Nissan X-Trail, Toyota RAV4, Honda CR-V and other similar vehicles.The Tucson looked much the same as the other SUVs in the market; it was a pleasant looking wagon with chunky lines that gave a solid look on the road.  The interior was roomy and flexible, with the ability to fold the seats flat to swallow whatever a family might need to carry, for sports or camping gear, to DIY hardware for that home reno project.There were also lots of handy nooks and crannies to stow things securely out of the way, plus shopping bag hooks and tie-downs for restraining larger items being carried.Hyundai launched three models initially, all powered by a 2.7-litre double overhead camshaft V6 backed by a four-speed sequential shift automatic transmission.A willing revver, the V6 would put out 129 kW at 6000 revs and 241 Nm at 4000 revs when at its peak.  There was a lockable centre diff, and all-wheel drive system was a Borg-Warner 'on-demand' one that automatically transferred drive to the rear wheels when needed for traction.A few months after the initial launch, in February 2005, Hyundai added a front-wheel drive model, the City, to the range.  The City was powered by a double overhead camshaft two-litre four- cylinder engine that churned out 104 kW and 184 Nm. It too was backed up by a four-speed sequential shift auto.The V6 range started with the Tucson, which came standard with air, remote central locking, power windows and mirrors, and there was a full-sized spare wheel and tyre.Step up a rung and you got a Tucson Elite, which boasted among other things a sunroof, wider tyres and a trip computer.  Make it all the way to the top and you found yourself in an Elite S with body-coloured bumpers and side cladding.  When it arrived the City was also well equipped.IN THE SHOPHyundai has racked up more awards for its build quality than most in the last five or so years, so that's a good guide to the potential reliability you're likely to experience.Rarely to Hyundai's feature in the carsGuide complaints columns, which means owners are generally content.  Engines, gearboxes, drivelines all seem strong and reliable; there is little that seems to plague the body and hardware.All round the Tucson is getting through life with few concerns; those problems that do crop up are usually of a minor nature.  Make the usual checks for a service record to ensure the maintenance has been done, and of course look for signs of crash repairs that might not have been well done.IN A CRASHThe Tucson is quire well equipped to handle a crash. All models came standard with ABS antilock brakes, EBD brakeforce optimization, and traction control.They also came standard with dual front airbags, but the Elite and Elite S also boasted the added protection of head airbags and side front airbags.ANCAP gave the Tucson four stars in 2006.AT THE PUMPHyundai claimed the 2.0-litre Tucson would do 9.2 L/100 km on average, the 2.7-litre V6 11.0 L/100 km.  A carsGuide road test at the time of the launch had the V6 doing an average of 14.5 L/100 km.  Owners are saying they are happy with the economy of the 2.0-litre Tucson and getting around 9.5 L/100 km.OWNERS SAYJohn Murray has clocked up 70,000 km in his 2006 Tucson. He says its chunky style makes it easy to get in and out of for a 58-year-old, and the interior is roomy.On the road it is quiet and feels very car-like, the auto works well, the cruise and air are good, but the 2.0-litre engine, while economical, could do with more grunt.John also says the dealer service is expensive. He was told at the 30,000 km that the power steering fluid was contaminated and needed replacing. It was not covered by warranty and cost $106. Worse, he says, was that he wad told that had he not replaced the fluid future claims might have been denied.Paul Anderson has traveled 80,000 km in his 2006 Tucson City auto, which he says has never missed a beat. It is very good value for money with a good level of standard equipment, has a flexible interior with the ability to fold the seats down flat for carrying gear, and is economical.Paul's only complaint, something he'd like fixed before he would buy another one, is the gearing in the auto."It takes forever to change up, and works very hard to change up from first to second, and to third in particular," he says.LOOK FOR. Heaps of equipment. Roomy, flexible interior. Choice of AWD or FWD. V8 grunt or economy of four. Good value-for-moneyTHE BOTTOM LINEA well-equipped, value-packed, competent and reliable wagon for the family on the go.RATING80/100

Convertibles are great when the weather is fine and you can drop the soft-top, but they have their issues that make them a compromise for everyday useThey're not very secure, or particularly refined. It's easy for a would-be thief to slash a gaping hole in a fabric roof and make off with your mobile phone, GPS, laptop computer or any other valuable item left inside, and a soft-top simply can't provide the same noise isolation a solid steel roof can.Car designers have been trying for years to come up with a folding metal roof that could deliver the wind-in-the-hair driving experience of a convertible with the security and refinement of a coupe or sedan.As far back as the 1950s they were playing with steel roofs that could be lowered out of sight into the boot, but they were clunky mostly unreliable things that could only be lowered when the car was parked on a flat, level surface.The breakthrough really came in the 1990s when efficient folding metal roofs began to appear. At first it was only more expensive cars that had them, the likes of the Mercedes-Benz SL/K sports car, which had a folding roof that worked a treat, but like all new things they have worked their way down the price scale and can be found on more affordable cars like the VW EOS.MODEL WATCHVW was producing convertibles almost since its inception. The Beetle cabriolet was a popular little soft-top, and still is with the classic crew, and the ragtop Golf was an equally popular car.  Arguably it still is, but the EOS took the VW convertible to a whole new level of sophistication with its folding metal roof.Like its soft-top forebears the EOS was a four-seater with a metal roof that delivered the security of a coupe or sedan when in the raised position, but at the touch of a button it could become an open- top car ready for that special wind-in-the-hair driving thrill.With the roof raised the EOS is a stylish coupe with pretty lines; when the roof is lowered and tucked away out of sight it becomes a sleek convertible with a rakish stance.  On the road the EOS was nicely balanced and responded quickly to steering inputs, while its ride was comfortable and compliant.VW offered the choice of two engines, a 2.0-litre FSi turbocharged four-cylinder that put out 147 kW and 280 Nm, and a 2.0-litre four- cylinder turbo diesel that boasted peaks of 103 kW and 320 Nm.The Transmission choices were a six-speed manual or a six-speed DSG automated manual 'box.  The list of standard features was comprehensive, and included auto climate-control air, cruise, central locking, power windows and mirrors, six-CD sound, leather steering wheel, fog lamps and park assist.IN THE SHOP VW build quality has come on leaps and bounds in recent years and that's reflected in the relatively few complaints that come to Cars Guide.  Mechanically they are generally robust and reliable, the bodies are well finished and stand up well to the Australian conditions, and the interiors are durable.The most common complaint Cars Guide receives about VWs concerns brake wear, and owners are often shocked to find they are facing a hefty bill for new disc rotors and pads even though their cars have done relatively few kays.At this stage the earliest EOS's have clocked up less than 50,000 km and are not showing any sign of serious flaws.  Make the usual checks for dodgy crash repairs, and make sure of a regular service routine.IN A CRASH ANCAP gave the EOS a four-star rating, which is a solid result, particularly for the time it was released.  It's packed with active and passive safety systems, including ABS antilock brakes, electronic brakeforce distribution, brake assist and electronic stability control for crash avoidance, with the backup of dual front airbags and side front airbags for when the steel began to crumple.AT THE PUMPBoth the petrol and diesel models are quite economical. VW claimed a combined fuel economy of 8.4 L/100 km for the FSi petrol engine, and 6.9 L/100 km for the turbo diesel.LOOK FOR . Classy coupe, sassy soft-top. Coupe security. VW reliability. Fun driver. Diesel economyTHE BOTTOM LINE . VW EOS offers all the fun of a ragtop with none of the downsides.RATING80/100

The Falcon made an inglorious entry to the Australian market in 1960 when the front-end of the XK was found to be too weak to stand up to the tough Australian conditions.Ford quickly swung into action and beefed up the XK's sagging suspension, but by the time it reacted the Falcon's image was already tarnished in the eyes of Australian motorists.  It wouldn't be until the XR in 1966 that the Falcon would win the respect of local car buyers.The XR Falcon also saw the introduction of the GT model, which went a long way to convincing sceptical Australians that Ford had fixed the suspension problems when it swept to victory at Bathurst in 1967.  Today, the Falcon GT is a standout in the classic car world, attracting high prices from collectors, but for those who can't afford a GT the XR still represents a neat classic car.MODEL WATCHThe XR was the first of the second generation Falcon in Australia, and as such as a clear step away from the model that caused so much heartache for average Aussie motorists.  It was bigger all round, had the option of a V8 engine, and the safety of disc front brakes.Ford' marketing men, keen to get away from the disasters of the past, promoted it as the 'Mustang Bred Falcon', hoping to tap into the raging success of the Mustang in its homeland.  There were many similarities with the Mustang, it had similar long nose short tail proportions to those of the Mustang, and there was the distinctive kick up at the back doors.If it wasn't quite a Mustang, the new Falcon was heavily based on the American Falcon.  The XR extracted the Falcon from the '50s and firmly planted it in the 1960s with a clean, contemporary look that is still attractive today.Ford offered three engines, two sixes and a lone V8. There was the 170 cu. In. (2.78-litre) that powered the base model to the tune of 83 kW and 214 Nm, the optional 200 cu. In. (3.28-litre) Super Pursuit with 90 kW and 258 Nm, and the mighty 289 cu, in. (4.74-litre) V8 with 149 kW and 382 Nm that breathed new life into the local car market.Buyers of the 170 cu. In. engine could have it with a three-speed column-shift manual or the 3S three-speed auto; those choosing the Super Pursuit could also have it with the three-speed manual, but also had the choice of the 3S auto or the Cruisomatic, while V8 buyers only had the option of the Cruisomatic.By today's standards the XR's performance was pathetic, but in its day it was quite a goer.  A V8 sedan would get to 100 km/h in around 10 seconds and sprint through the standing 400-metre dash in a fraction over 17 seconds.The Falcon range started with the sedan and wagon, and then moved up to the 500 variants, to the Fairmont, which topped the list of regular models.  Standard features were few across the range, Ford's marketing men preferred to leave it to the buyer to choose what they wanted. It was a neat ploy aimed at forcing them to spend more at showroom.The Fairmont had the most features, with things like a heater/demister, plush carpets on the floor, reversing lights, woodgrain dash and extra exterior brightwork.IN THE SHOPFirst and foremost look for rust. Rust could be expected in the floor, the boot floor, the doors, the rear doglegs and the guards. If you care to dig even deeper you're almost sure to find rust in the torque box, but that's going to the extreme and probably not warranted.After rust you should look for crash repairs. Any car that has been on the road for 40-plus years is almost certain to have been in a fender bender, perhaps more than one.  If you're keen on a Fairmont make sure it's got all the external mouldings, and that they are in good condition. Repairing damaged mouldings, or finding replacements is very difficult.One you've cleared the body look at the mechanical condition.  Engines and gearboxes are quite robust, but after 40 years expect wear in vital mechanical components.Apart from the cost, rebuilding them isn't a problem; parts are readily available and quite affordable.  Having an XR professionally restored is expensive, but the good news is that they are a simple car and easy to work on. In short they're perfect for the amateur restorer.IN A CRASHAirbags were still in the experimental stage when the XR was launched; state-of-the-art safety then came in the form of a big solid body, power-assisted disc front brakes, optional radial ply tyres and lap seat belts.  For a few extra bucks you could have the extra protection of lap-sash seat belts.UNDER THE PUMPFuel was cheap, performance was a priority, and so fuel economy wasn't uppermost in the minds of most motorists in the '60s.The fuel economy ranged from around 12 L/100 km for a six to 16 L/100 km for the V8.LOOK FOR* Classic chrome style* Mustang-bed looks* Choice of six or burbling V8* Plenty of room for the family* Affordable and funTHE BOTTOM LINEThe XR is one of the great Falcons from the 1960s; it's affordable to buy, easy to work on, and great fun to drive.RATING70/100 (classic)

Want a classic Falcon GT, but can't afford the silly prices GTs bring? The GS might be the answer.  There's no doubt the Falcon GT is the classic leader in Australia, it is the car that defines Australian muscle, the one that has set the price pace for classic muscle cars.For most classic car enthusiasts the prices GTs have been bringing has put them out of reach of all but the well heeled.  The solution may be the GS or 'Grand Sport', an option pack that could be added to a Falcon 500, Futura or Fairmont to give the regular Falcon sedan a sporty appeal.MODEL WATCHNot everyone wanted, or could afford, the rumbling menace that was the Falcon GT, but many desired a sportier ride than the regular Falcons could offer.  The answer for them came in the form of the GS option pack, a bundle of bits and pieces lifted from the Ford parts bin that cleverly combined to give the Falcon a more exciting personality.The GS pack could be added to any of the regular Falcon models, the 500 base sedan, the more luxurious Futura and the fabulous Fairmont.In essence the GS option was a dress-up kit aimed at giving the regular Falcon a sporty look.Outside there were rally stripes running down each side, ending with a GS decal on the read guards, and fully chromed wheel covers, while inside there was a GT-style wood-grained steering wheel, and a full array of dials in the cockpit dash.  From there the GS buyer could dip further into the option box and add all manner of appearance and mechanical options to individualise his/her GS even further.The interior could be made sportier with bucket seats and a sports console, air-conditioning made it more comfortable, a laminated windscreen added to its safety, while a vinyl roof could be fitted to give it a real touch of class. Mechanical options included a 5.0-litre V8, manual or auto transmissions, power disc brakes, power steering and wide radial tyres.  In the XY model it was also possible to have the GS option with the legendary 351 Cleveland V8 engine.IN THE SHOPBuying old cars is always fraught with risk so take lots of time and examine cars very carefully; it's always a good idea to get an expert to eyeball your car before you lay down any cash money.The old adage of condition, condition, condition is the best advice to follow when looking at old cars.A pristine car in good condition could provide many years of enjoyment without the need for a major rebuild, but a car in down condition requiring a full resto could cost tens of thousands of dollars and end up costing far more than it's worth on the market.Look for rust, and not just rust you can see on the outside, lift carpets, boot mats, remove door trims and check the underbody. If a car is fitted with a vinyl roof inspect it closely for bubbles that could indicate rust underneath.Engines, gearboxes, suspensions and other mechanical components are likely to be worn, but it's not a huge job to refurbish these components, and it can be fun to do if you're handy with tools.IN A CRASHThe XW/XY Falcons were built well before airbags, safety was provided primarily by a collapsible steering column, a strong, solid body, and seat belts.  Check seat belts for wear to the webbing and replace if they're worn.AT THE PUMPA six-cylinder Falcon GS can be an economical classic, one that won't cost an arm and a leg to run. But a big-bore V8 will suck up the juice and will cost a lot more.LOOK FOR. Classic Aussie chrome bumper car. Sporty GS look. Roomy family fun car. Low-cost classic. Avoid rusty cars. Easily maintainedTHE BOTTOM LINEDoesn't have the GT edge, but it's a neat, affordable and fun Aussie classic.RATING70/100

The Japanese work ute is no longer the humble hard working vehicle it once was; today's ute is now also refined, sophisticated, safe and sporty.  Utes like the Mitsubishi Triton now regularly appear on our bestseller lists, among with perennially popular cars like the Commodore, Corolla and Falcon.The ML Triton arrived on these shores in 2006 amid much fanfare about its funky styling, but it has since become a popular part of our ute culture.MODEL WATCHAustralia has one of the strongest ute markets in the world. And where utes were once bare and basic work vehicles with very few frills and even less safety, the latest generation, of which the ML Triton is a member, are much more refined, better equipped, and slowly but surely they're becoming safer.There was much debate over the looks of the ML Triton leading up to its launch, opinion was divided over whether it looked good or was too swoopy.  Three years on the debate has ceased and the Triton has become part of the regular road scenery.The debate over its looks centred on the curved rear wall of the double cab ute's cabin, but it was done with a purpose in mind, to increase the space inside the cabin.  Where most dual-cab utes had a flat rear cabin wall that meant the rear seat had to be vertical with little adjustment, the rear seat in the Triton could be cranked back and was more comfortable as a result.Mitsubishi described the look as striking, sporty and futuristic, and there could be little argument with that.  The range included two and four-wheel drive models, with single and dual cabs, ute or tray bodies, petrol and diesel engines, and three model lines.The 3.2-litre common rail turbo diesel engine was new and boasted 118kW at 4000rpm and 347Nm at 2000rpm.  On the road it was very flexible with good pulling power, and economical to boot.  The 3.5-litre petrol alternative was a single overhead cam unit that put out 135kW at 4750rpm and 309Nm at 3500rpm.Transmissions offered were a five-speed manual and a four-speed auto.  Four-wheel drive models had high and low ratio with the ability to change between two-wheel drive to four-wheel drive 'high' on the move at up to 100 km/h. The changeover is done using a lever on the console alongside the gear lever.For those wanting more traction Mitsubishi offered a rear diff-lock, which was operated by a button on the dash.  Underneath, the ML had coil springs at the front with leaf springs at the back, large ventilated front discs and big rear drums, ABS braking and electronic brake force distribution.Three model lines were offered beginning with the GLX, which came in single and double cab variants with petrol and diesel engines, GLX-R double cabs, and the fully equipped GLS rounded out the range.IN THE SHOPTritons were built to do the hard yards off the beaten track or on the job site rather than soft miles in suburbia so look for signs of such use.  Check underneath for damage caused by extended use offroad, such as gravel rash, or bashed and bent brackets, exhausts, suspension components and floor pans etc.Plenty have been used for family transport, towing a boat or caravan, so look for those.  Make sure of regular servicing with routine oil changes so engines don't get clogged up with sludge.Also look for crash damage, particularly look for poor repairs that would cut the value of a vehicle.  The ML Triton is generally a sound, reliable and durable vehicle that gives little trouble; there are no major flaws to report.IN A CRASHDriver and front passenger airbags are standard across all models, along with ABS braking and EBD for optimum brakeforce at each wheel.ANCAP rated the ML Triton at four stars.AT THE PUMPWith relatively large displacement engines the Triton isn't a fuel miser, and particularly so as a four-wheel drive. Expect to see 12-13 L/100 km around town, with autos a little higher and diesels a little lower.LOOK FOR. Funky styling.. Roomy interior. Flexible diesel engine. Four-star safety. Robust and reliableTHE BOTTOM LINEGood driving and comfortable ute that can double as a workhorse or flexible family transporter.RATING85/100

Given the Australian passion for utes it was only natural that HSV would give the humble Holden workhorse a makeover and produce a hot hauler like the Maloo.The first Maloo appeared on the scene in 1990 and became an enduring classic that will continue to turn heads well into the future.  Holden had only just released the new VG utility when the Maloo came out; the VG was an all-new model based on the Commodore and the first Holden ute for six years.Not surprisingly fans of the good ol' Aussie ute who had missed their favourite workhorse warmly welcomed the VG ute.  When HSV dropped the Maloo on the market they were over the moon with delight.MODEL WATCHThe VG Maloo followed the tried and true HSV formula, itself taken from Peter Brock and his earlier HDT operation.  In essence it was to take a regular run-of-the-mill model from Holden's product line-up and tinker with it around the edges to create something more exciting.HSV's makeover was largely skin deep, the changes kept to those parts that could be easily unbolted and replaced with new parts.  That way it was a simple operation and the result was eye-catching to say the least.In creating the Maloo HSV took a humble V8 ute and reworked it with much of what it was doing in creating its sedan models.  The core 5.0-litre V8 engine was pretty much left untouched, but its output was boosted by the use of a high-flow dual exhaust system, a free-flowing air cleaner, both of which allowed the engine to breathe better, and finally a recalibrated engine management computer that took the engine closer to the limit.The result was peak power of 180kW at 4600rpm and max torque of 400Nm at 3800rpm, increases of 15kW and 15Nm over the rock-stock Holden ute.  That sounds puny today, but was pretty hot in its day.Maloo buyers could choose between a five-speed manual gearbox, which was untouched, or a four-speed auto that was recalibrated to shift cleaner and crisper.  When pressed, the Maloo would reach 100 km/h in a fraction over seven seconds from rest; and account for the standing 400-metre sprint in around 15.5 secs.The Maloo's developers wrestled with how they could retain the original payload of the Holden ute and still give the Maloo a sporting feel as they felt HSV owners would expect.  They couldn't, and eventually dropped the payload to 592 kg, which allowed them to use meaty low profile tyres, softer rear springs, along with the front suspension from the SV5000 sedan.It all came together nicely; the handling was as crisp and sharp as an HSV sedan, with good grip even during hard cornering.  With the performance nailed down HSV turned to the cosmetics and produced a neat looking sports truck that stood out without being too far out-there.The colour-keyed body kit was made up to 10 parts, including a grille, front bumper, side skirts, and rear bumper. There was also s a roof-mounted airfoil and a sports bar in the rear, along with an HSV monogrammed tonneau cover, as well as badges and decals to alert the neighbours to what was making all the noise next door.The sports look was nicely completed with HSV-styled five-spoke 16 x 7 inch alloys in the guards.  Inside, it had sports seats, a Calais dash and dials, a Momo steering wheel, air, and a Eurovox sound system.IN THE SHOPFirst thing to do when checking a Maloo is to make sure it is one; do that by checking the tags.  Once that's established make sure it's got all the correct bits that were fitted by HSV; modifications can rob a car of its classic value.If it all stacks up start looking for the same sorts of things that affect all cars that have been on the road for close to 20 years.  Look for oil leaks from the engine, gearbox and diff; check for smoke from the engine, listen for rattles at idle and when you rev the engine.Make sure the clutch fully disengages, the gears go in without any baulking, and there is no gear noise driving down the road.  Inside, expect some wear and tear on the fabric seat trim, and some fading from the sun.IN A CRASHA well-balanced chassis with reasonably good disc front brakes gives the driver a chance to avoid a crash.  In the event of a crash you have to rely on body strength to absorb energy, there are no airbags to intervene.Check seat belts for wear on the webbing and smooth action.  Safety was satisfactory for the time, but by today's standards it isn't great, especially if the Maloo is going to be a daily driver.UNDER THE PUMPA big-bore V8 souped up by HSV isn't the recipe for fuel economy, so expect 12-16 L/100 km depending on the driving style used.LOOK FORHSV cred.Standout styleCollectabilityStandout performanceSharp handlingTHE BOTTOM LINEAn exciting mix of good ol' Aussie ute and HSV magic makes for a fun classic.RATING70/100 (classic)