Articles by Graham Smith

Driving an old classic car can be appealing, but it's important to buy a quality oldtimer, like the Mercedes-Benz W123, to avoid the dream turning into a nightmare.There's something special about driving an old car. Sure they don't have the safety of a new car, they don't perform as well, and aren't as environmentally friendly, but they have something few new cars have, character.But it's important to make a high quality purchase. A car that was well engineered and well built in its time will usually stand the test of time well.  So, if you start with a quality car, and then buy one that has been lovingly maintained and is in good condition you have a better than equal chance of enjoying your classic motoring experience.Buy a worn-out, rusty old banger that wasn't a great car when new and you're asking for trouble.  The Mercedes-Benz W123 ticks just about every box for an everyday classic driver.  It was a great car when new and there are many examples still being driven every day.MODEL WATCHThe W123 was launched here late in 1976 and went on to become the best selling Mercedes-Benz of the 1970s and early-1980s.  It was a mid-sized model capable of accommodating an average family in comfort with enough room left over to swallow whatever luggage they wished to take with them.It was a model to suit all needs, the Mercedes for the people if you will, with three body styles, sedan, wagon and pretty coupe.  Typical of Mercedes there was a plethora of engine options to choose from, which expanded its appeal even further.The choices began with a modest 2.3-litre carburettor-fed single overhead camshaft four-cylinder engine that boasted 80 kW and 186 Nm. In quite a heavy car the performance it delivered was best described as sluggish.Before diesels were even thought of by the everyday motorist Mercedes offered one in the W123. The 2.4-litre single overhead camshaft four-cylinder was an old-time diesel, no turbocharging here, and put out just 48 kW and 137 Nm. Only those interested in economy bought these.Or the most part W123 buyers chose one of the six-cylinder models, which offered more zip than the fours possibly could.  They were powered either by a carb-fed 2.5-litre single-overhead camshaft in-line engine or a larger 2.8-litre fuel-injected double overhead cam unit.  The 2.5-litre six put out 95 kW and 196 Nm, the 2.8-litre engine boasted 125 kW and 233 Nm.From 1980 there was also the option of a 3.0-litre five-cylinder diesel that gave a more respectable 65 kW and 172 Nm.  The vast majority of W123s were sold with four-speed automatic transmissions, but some made it to market with four-speed manuals. Final drive was through the rear wheels.Mercedes generally equipped its cars well, although nothing to the level of today's models.  Even the base model, the 230, came standard with air. It also had power mirrors, fog lamps, central locking and a radio-cassette sound system.  Other models had power windows and some also boasted cruise control.IN THE SHOPBuying a top quality model usually means it will stand up well over time, but even the best cars need regular care and attention and theW123 is no different.  It's wise to check for evidence of regular oil changes over the years, old oil is a car killer.  Also check for crash repairs and paint defects; a car as old as the W123 is likely to have been in a fender bender at some time.The engine should run smoothly and there shouldn't be any smoke from the exhaust, the transmission should engage gears smoothly without reluctance, and the brakes should pull the car up in a straight line.  Check the tyres for uneven wear that might indicate a suspension problem, and the power steering shouldn't be heavy.The sun can have an affect on the interior trim components, particularly the dash pad and rear parcel shelf where it's possible to find cracks and faded colours.  Find a car in good condition and the W123 can be a pleasure to drive.IN A CRASHThe W123 was made before airbags were routinely fitted, but Mercedes was a pioneer of safety in motorcars and were designing crumple zones before anyone else.  The 'Benz bodies are strong, but are designed to absorb much of the energy in a crash.AT THE PUMPNo lightweight, fuel economy isn't one of the W123's strong points. The fours and the diesels will deliver the best economy if you can stand the sluggish performance; the sixes are the best buy and will get 10 L/100 km on a run.LOOK FOR* Traditional 'Benz look* Stylish coupe a classic charmer* Smooth six-cylinder performance* Family-sized interior* Well built* Solid and sound* Affordable everyday classicTHE BOTTOM LINENeat old car that's fun to drive and still capable of handling modern day traffic.CLASSIC RATING75/100

Australians have long been known for their love of the work ute, and the humble HiLux has long been their clear favourite.

Hyundai today is a very different outfit from the brand that corporate rogue Allan Bond introduced to the market back in the 1980s.  Then it was simply a cheap-and-cheerful brand selling a range of modest small cars at very affordable prices aimed squarely at buyers who were struggling to find enough cash to get into the market.Today it's a full factory operation and a much more sophisticated brand that has won the acceptance of the local market with its range of unpretentious but solid cars that promise not only value-for- money, but also reliability and comfort with a level of refinement Bond and his band could only dream about 20 or more years ago.Cars like the Sonata sedan, and Tucson and Santa Fe SUVs have stretched Hyundai's boundaries and the company is now represented in virtually all the mainstream segments.The Grandeur was the icing on the cake and again expanded the Korean brands penetration of the local market, this time into the prestige segment.MODEL WATCH An earlier attempt to launch a luxury model, also called the Grandeur, into the prestige segment was a dismal failure.  The car was pulled from the market and it was three years before it was willing to have another crack.  In that time Hyundai's evolution into a mainstream, accepted brand had progressed and the time was felt right to re-release the Grandeur nameplate.Luxury buyers weren't necessarily looking for badge credibility, Hyundai claimed at the time of the Grandeur's launch, but they wanted refinement, elegance, comfort and safety at a price that wouldn't break the bank.The Grandeur had the elegance they wanted; it was a handsome car with clean uncluttered lines enhanced with sporty alloy wheels and other touches associated with the image of a prestige model. The interior was restrained, but refined and stylish. There were the usual touches of woodgrain, but it wasn't over the top as it can be with some Asian brands that are over-reaching in the market.Most impressive was the low level of noise, vibration and harshness under most driving conditions. It all added up to a refined drive of the sort expected by the luxury club.Under the bonnet lay a 3.8-litre double overhead camshaft V6 engine with variable intake valve timing and boasting 194 kW at 6000 revs and 348 Nm at 4500 revs.  A five-speed auto transmission was standard, but it had sequential manual shifting for a bit of fun, and the final drive was through the front wheels.The suspension was independent double wishbone at the front and multi- link at the rear; the brakes were a combination of ventilated front discs and solid rears, with standard ABS anti-lock and EBD brakeforce distribution.The earlier Grandeur was heavily criticised for its unruly suspension on local roads, but Hyundai's chassis engineers had taken note of the complaints and worked hard to ensure the new model wouldn't be canned for the same reasons.  As a result the ride and handling were much better suited to Australian roads, although the steering was still thought a little vague.The two-model Grandeur range was made up of the V6 entry level and the Limited.  The V6 came well equipped with standard air, cruise, power windows and mirrors, remote central locking, alarm, leather trim, power seats, parking sensors, eight-speaker CD sound.  Step up to the Limited and you also got heated front seats, a power sunroof and Xenon headlamps.IN THE SHOP With the earliest TG Grandeurs having clocked up just 60,000 km or so it's early days for the luxury Hyundai and few problems of a serious nature have cropped up.  While Hyundai has in the past been thought of as a cheap-and-cheerful brand plagued by the Excel problem of the early 1990s, but it shouldn't be considered so today.The fit and finish of the cars is of a high standard, the equal or any in the price segments it is represented in, and that reflects in the reliability of its cars.  At this early stage of its life the focus of any pre-purchase inspection should be on possible crash damage and subsequent dodgey repairs or a lack of servicing.Check for poor panel fit, drooping doors, scratched or chipped paint, and scarred alloy wheels.  Also check the service record to make sure it has seen the inside of a workshop since it left the showroom when new.IN A CRASH The Grandeur was packed with an impressive array of electronic features that provided a safety net when all turned nasty on the road; there was ABS braking with EBD brakeforce distribution, traction control and stability control.  If all of that wasn't enough to avoid a crash then there were dual front airbags, head airbags and side airbags to provide protection.AT THE PUMP A relatively large V6 engine in a car of generous dimensions the Grandeur is no fuel miser, but Hyundai claimed it would average 10.8 L/100 km, which is competitive in its segment.LOOK FOR . Elegant looks. Refined, roomy interior. Fully equipped. Smooth V6 performance. Comfortable rideTHE BOTTOM LINE Refined, reliable, comfortable and competent, the Grandeur is a real prestige contender.RATING 78/100

Toyota is generally regarded as setting the industry benchmark for build quality, reliability and durability, and it's the Camry that is often held up as the car that best illustrates Toyota's high standards.  Beyond those admirable qualities, though, there isn't a lot to write home about with the Camry.Like all Toyotas it gets the job of providing reliable and efficient transport done with little or no fuss, but it falls well short of the benchmark when it comes to excitement.  But most buyers who stump up the cash for a Camry couldn't care less about the thrill of motoring; they're perfectly happy with a car that doesn't cost the earth to own and rarely if ever lets them down.  Above all else the Camry is a safe and sound motoring choice.MODEL WATCHThe Camry is a much-maligned name. Over the years it has come to be the very definition of boring, at least in motoring terms.  No passionate car person would be seen dead driving a Camry, but to heaps of people the Camry is the best car in the world.  They're the people who value reliability, durability and low cost of ownership above all else. They couldn't care less that petrolheads sneer at their motoring choice.Toyota has worked hard to inject some character into the Camry of late, to make it more appealing to those who value their motoring experience, but its efforts have really come to naught. The Camry has been regarded as boring for too long, and nothing will change the perception.The Series 30 Camry that was launched in 2002 was a much more attractive car. Its lines were much tauter, its shape more aggressive, it was a far more appealing car than any of its predecessors.  Buyers could choose between a 2.4-litre four and a 3.0-litre V6.The double overhead camshaft four-cylinder engine was packed with up-to-the-minute technology like Toyota's VVTi variable valve-timing system that gave it decent flexibility from low speeds right through to high revs.  At its peak it would deliver 112 kW at 5800 revs and 218 Nm at 4000 revs.The V6 was also a double overhead camshaft engine and produced 141 kW at 5200 revs along with 279 Nm at 4000 revs.  Most Camrys were sold with a four-speed auto, but it was also available with a five-speed manual gearbox.Underneath, the Camry was conventional. It had struts at the front and rear, but work by Toyota's local engineering team ensured it was well tuned to our roads. As a result its ride and handling were widely praised.Its power steering was well weighted and precise, and the combination of ventilated front and solid rear disc brakes, backed up by ABS, was solid.  One thing the Camry has always been noted for is its roominess, and the Series 30 was no exception. It was designed as a family car and fits a family of five nicely.There is a plethora of models in the Camry range, starting from the Altise and working up through the Ateva, sporty Sportivo, Azura and finally to the luxury Grande with all the bells and whistles.IN THE SHOPThe Camry does it tough so be careful when choosing a car.  If they've been a family car they've been put to the test in the supermarket parking lot and the school run.Alternatively they've been a company car and driven by people who couldn't care less about their cars.  Check for a service record and make sure the engine oil has been regularly changed. Nothing kills an engine like a lack of fresh oil.The four-cylinder engine has a cam timing chain so there are no worries about replacing it, until it rattles. The V6 does have a belt that requires changing at around 150,000 km.IN A CRASHA capable chassis, powerful brakes with ABS make for a strong level of active crash protection.  A solid structure, dual front airbags, plus side airbags add a solid layer of secondary protection.  ANCAP gave the Camry four stars in its crash testing.AT THE PUMPWith a full-sized body the four-cylinder engine has to work hard, hence the fuel economy suffers. Expect 10-11 L/100 km round town, and single figures out on the highway.  The V6 will consume a little more; expect 10.5-11.5 L/100 km around town, and seven to nine L/100 km on the open road.OWNERS' SAYEric Deakin bought his 2005 Camry Ateva V6 seven months ago having done 97,000 km, and reckons it's the best car he has owned in more than 60 years of motoring. He says it is a well built, well appointed and very roomy car, which has excellent performance. So far he has found no faults at all with it and would happily recommend it to anyone.Rex Manuel bought his 2003 Camry Ateva four-cylinder second hand in 2005. He is happy with the Camry's roominess and its generous boot, but misses the performance of the Ford Fairmont he owned previously.LOOK FORReliabilityHigh build qualityRoomy interiorSmooth drivabilityGood resaleTHE BOTTOM LINEWell engineered and well built, with renowned reliability and good resale, the dull-as-dishwater Camry is a good choice for family transport.RATING72/100COMING UPDo you own a Ford Focus? If so tell us what you think of it by sending your comments to Graham Smith at Cars Guide or e-mail to: grah.smith@bigpond.com.

There's little doubt of which car Toyota was aiming at when it designed the IS200; its looks, size and proportions all mirror the BMW 3-Series.

The BF Falcon was to be the cure Ford needed to get sales of the Falcon moving again after a painful period of stagnation with the unloved AU.  It followed the BA, which was Geoff Polites' bold move to reinvigorate Falcon sales following on from the disastrous AU.Had the AU been a runaway success the BF probably would have been the model that followed, but tough times call for bold measures and Polites pulled forward the Falcon program and launched the BA earlier than he would have liked.  It worked, the AU was forgotten and the BA embraced. Ford appeared back on track.But if the letters and e-mails received at Carsguide HQ are an accurate reflection of the state of play at Ford the BA was a good car, but flawed.  Owners generally liked them, but were frustrated by the niggling problems they encountered, and Ford's apparent lack of interest in helping fix them.The BA suffered a myriad of build quality and reliability problems, all of which suggested the program had been rushed in an effort to put the AU blues behind them as quickly as possible.  The BF was the first major update of the Falcon after the BA launch, by which time most of the issues that affected the BA seem to have been addressed.MODEL WATCHViewed from afar it was easy to conclude that Ford did little in moving from the BA series to the BF. Discerning the differences required a keen eye.  Externally the BF was little changed, but it didn't need changing. In the course of the BA model change just about every panel was changed, and the result was a much more appealing look.Three years on it still looked fresh so there wasn't much incentive to spend heaps on panel change.  If you cared to look closely you might spot revised bumpers, wheels, taillights, trim and paint colours, but not much more.The main changes were made under the skin where the six-cylinder engine underwent further development and came out with more performance and better economy.  The 4.0-litre six got a more advanced valve timing system that altered the intake and exhaust camshafts independently for better efficiency and a reduced idle speed. Power jumped from 182 to 190 kW.Ford's popular turbo six also grew legs, with power climbing to 245 kW and torque jumping 30 Nm to 480 Nm.  The fuel miser in the range was the E-Gas dedicated LPG version of the 4.0-litre six, which delivered a much more economical motor with a punch of 156 kW and 372 Nm.There were also two 5.4-litre V8s on offer. The entry-level three-valve engine boasted knock sensors, which allowed more spark advance, and the performance grew by 10 kW and 30 Nm to 230 kW and 500 Nm respectively.  The sportier four-valve Boss 260 V8 remained unchanged in the XR8.The base models continued with a revised four-speed auto, but the real talking point at the time was the new ZF six-speed automatic transmission on some of the premium models. It was the first time an Australian car had a six-speed auto and it was one shared in common with cars like the BMW 7-Series and Jaguar XJ.Fuel economy was a major talking point when the BF was launched; the BA was the thirstiest of the big cars and Ford needed the BF to be better.  So it was. The volume-selling models improved 5.2 per cent to claim a combined fuel economy figure of 10.9 L/100 km.With no call for major visual changes Ford made few alterations to the interior, apart from making some minor changes to the interior plastics.The model range began with the XT and added the Fairmont and Fairmont Ghia on the prestige side, and the XR6, the sizzling hot XR6 Turbo and rumbling XR8 on the sporty side.Ford released a MkII BF in 2008 with more fuel economy improvements, and extended the availability of the six-speed auto to the base model XT.IN THE SHOPBuild quality was an issue with the BA/BF Falcons, although it was less of a problem with the later model.  It was particularly noticeable on the inside where the fit and finish wasn't up to scratch.The six-cylinder engine is robust and reliable, having benefited from years of development. Fuel consumption is a concern.  Generally the V8s are smooth and pack the sort of torque wanted, but there are lots of reports of problems extracting the spark plugs from the three-valve engine come service time. The plugs break easily while mechanics attempt to remove them and it's then a case of lifting the heads to get them out.Noisy diffs in XRs are a common complaint and it's nothing to hear of cars having two, three or more diffs. Ford usually replaces them with new diffs up to a point, but then reverts to using used diffs as replacements.  Noisy brakes are annoying and there seems no answer for complaint cars. The noise is a rubbing noise as if the pad is constantly rubbing on the disc.  Warped discs can also be a problem, more so with the performance models.IN A CRASHAn Electronic Stability Program was a key improvement on the BF, although the XT and Futura models missed out.  Front and side airbags were available for a comprehensive crash package.  The BF was rated at five-stars for crashworthiness.AT THE PUMPThe BA was criticised for its relative lack of fuel economy compared to its competition, but Ford hit back with significant improvements in the BF.  Depending on the drivetrain Ford claimed 10.2-10.9 L/100 km for the volume-selling six.  Ford's six can readily be converted to run on LPG.OWNERS SAYWesley Hartley bought his 2007 BFII XR6 six months ago with 24,000 km on the clock. While he loves its looks and its handling, he's not so convinced of its build quality. It's been back to his dealer several times with diff issues. The original diff was replaced, and the replacement was also replaced because it was noisy. There have also been ongoing problems with noisy brakes. Paul Raudino took advantage of the pre-FG run-out deals on the BF earlier this year and traded his AU on a 2007 BFII Falcon ES. The BF and is far better to drive than the old AU, he says. The six-speed auto makes it great to drive and it gives great fuel economy on a trip.Two years ago, after 40 years driving V8s, David Walker bought a six-cylinder BF wagon. He's been impressed by the power and smoothness of the engine, and even more so by the fuel economy. To date it has only been back to the dealer for its scheduled logbook services  -- everything is just spot on after 40,000 km.James Lehane and his wife have owned a second-hand BF XR6 Turbo for just over a year, and both love the car, even though they admit it's a bit of a gas-guzzler. They bought it because they say the BA/BF XR is the best looking Aussie-made car of the period, the six-speed auto is hard to fault, and the Turbo is a fast and satisfying daily driver. If they could they would improve the steering feedback, reduce the weight, and the fuel consumption, fit discs that don't warp, and improve the fit and finish of the interior plastics.LOOK FORo Family-sized motoringo torquey six performanceo new six-speed auto transo sizzling turbocharged XR6To variable build qualityo noisy diffsRATINGo 70/100

Isuzu Ute has made steady if unspectacular progress since it debuted in this market a year ago, recently recording its 2000th local sale. But you can't help thinking it has a long way to go to establish the strong presence in this country it wants.As a one-model brand it is likely struggle to attract customers to its showrooms, particularly when its only model isn't terribly new. The Isuzu D-Max ute is quite a decent vehicle, but there's nothing about it that screams ‘buy me’ if the recent drive of an LS-M four- wheel drive dual-cab is anything to go by.For starters the D-Max is in essence the Rodeo once sold by Holden under that badge, so there's nothing really new to get ute buyers all worked up. In a corporate divorce Holden quit the Rodeo and took up the Colorado, a very similar vehicle also made in Thailand.The LS-M D-Max carries a sticker price of $40,600 and has a three- year/100,000 km warranty. But only those who particularly liked the Rodeo and knew the D-Max was the same vehicle might choose to seek out an Isuzu Ute dealer. Based on the test drive Isuzu Ute needs a new model to get noticed, the current D-Max, while competent, feels a little dated by comparison to other four-wheel drive utes on the market.Fit-out and equipmentWe spent a week in an LS-M, which is the same as the range- topping LS-U but without the bling that comes with the 'U'. Painted silver-grey with plain black bumpers, guard flares, mirrors and door handles it looked dull and dreary. The feeling carried through to the interior, which was awash with grey plastics and fabrics that created a rather sombre feeling even though there were also some silver highlights.In general the build quality seemed of a decent standard, but at the same time the interior fit and finish was a little off the mark expected of a Japanese-designed, Thai-produced ute in this market. Exposed screws had surface rust; some of the dash fittings simply didn't fit very well.It had plenty of standard features, like air, cruise, leather wheel and shift knob, trip computer, CD/MP3 sound, power windows and mirrors, but they were all contained in a rather dull package.Isuzu offers just the one engine, a surprisingly economical 3.0-litre double overhead camshaft common rail injection turbo diesel four that peaks with 120 kW at 3600 revs and 360 Nm from 1800-2800 revs when hooked to a manual gearbox. That manual is a five-speed unit with a relatively long throw shift and long clutch travel.The test ute had four-wheel drive, which offered the choice of two- wheel drive for regular driving, and high and low-range four-wheel drive. Selecting the wanted drive was simply done by pressing the appropriate button on the dash.On the road it was smooth and steady, nothing to write home about, but it got the job done.Isuzu Ute claims the LS four-wheel drive dual-cab manual would do a combined 8.4 L/100 km and that impressive figure was backed up by Big Wheels when the test ute got 8.5 L/100 km on test.Like all Japanese-designed Thai-built utes of its type the Isuzu Ute rides on a separate ladder chassis, with torsion bar independent front suspension and leaf spring rear. Steering is power-assisted rack-and-pinion and brakes are a combination of front disc and rear drum, with the assistance of ABS antilock and EBD brakeforce distribution electronics. More safety is delivered through the dual-front airbags.Tradies most often tow a trailer behind their work utes, and the D- Max, with its three-tonne towing capacity will handle their trailers with ease.

...and it's a 'Pearler'.Just 120 of the Arctic Pearl crew cab utes are being released and they come with just about everything you could want in a ute. Based on the LS 4x2 and LS-U 4x4 dual-cab D-Max utes the 'Pearler' boasts $5700 worth of genuine Isuzu Ute accessories for just $3000.The 'Pearler' gets its nickname from its Pearlescent White metallic paint, but that's just the start of the bling you get.The Pearlescent White extends to the guard flares, front bumper and hard tonneau cover, and there's also a host of blindingly bright accents like a chrome sports bar with high mounted LED brake light, chrome strips on the bonnet and lower grille intake, fog light recesses and taillights, topped off the 'Limited Edition ' badges.Inside, 'Pearler' owners are treated to custom monogrammed carpets and Blue Tooth connectivity, while out back there's a heavy rubber floor mat in the bed. There's also a large 'Isuzu' decal splashed across the tailgate, which is now a feature of all D-Max utes.The Isuzu Ute people felt their utes weren't standing enough from the rest of the Thai-built ute pack without prominent branding on the rear as most of their rivals have. That has now been addressed and there can be no mistaking the D-Max for any other brand.Being based on the LS D-Max the 3.0-litre turbo diesel 'Pearler' comes standard with air, ABS antilock brakes with EBD for optimum braking at each wheel, dual airbags, cruise, headlight protectors, fold-in mirrors with turn indicators, remote central locking, power windows, chrome rear bumper, side steps, alloy wheels and high-riding suspension.Pricing for the D-Max Arctic Pearl Limited Edition ute starts at $39,400. 

If looks count for anything when buying a work ute, Mahindra could be on a winner with its Pik-Up

The new Space Cab SX 4x4 cab-chassis is priced just $2200 more than its single cab-chassis cousin, with a price tag of $35,800 before add-ons, or $37,476 MRP with the approved alloy tray body.The Space Cab offers a spacious cabin with valuable room behind the seats to securely stow valuable tools and equipment. The Space Cab SX 4x4 comes equipped plenty of standard features, including air, ABS with EBD and LSD, dual airbags, power door locks, remote entry, CD/MP3 sound and power windows.Isuzu Ute continues to expand its dealer network and now has 62 dealers now operational, along with another eight satellite outlets. A further 12 satellite outlets are planned in the near future. Sales of the D-Max have now passed the 2000 mark.