Articles by Graham Smith

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.

When Toyota released the Prius hybrid the green debate was in its infancy and climate change sceptics poured scorn on this radical newcomer, but the debate is now driving our choice in cars and the just-replaced second generation Prius has become an option for environmentally aware used car buyers.For many years now we've had laws to limit the emission of unburnt hydrocarbons, carbon monoxide and nitrous oxides, the stuff that causes smog and leads to all sorts of health problems, but those gases are only part of what comes out of the tailpipes of our cars. The bulk of what is emitted is carbon dioxide, now better known as greenhouse gas and blamed for causing global warming and climate change.While it's possible to effectively control hydrocarbons, carbon monoxide and nitrous oxides by treating the exhaust gases before they enter the atmosphere the only way to cut carbon dioxide is to reduce the amount of fuel burnt. Enter hybrids like the Prius that reduce our reliance on the petrol engine, and therefore the amount of fuel burnt, by combining it with an electric motor.MODEL WATCH Toyota launched its first generation Prius hybrid here in 2001 with claims it would cut fuel consumption by 50 per cent and tailpipe emissions by 80 per cent. In 2003 it followed up with the improved second-generation model and claimed it would better those numbers.Driving a Prius was a completely new experience, one that was mostly silent. Silence was something the Prius driver had to come to terms with because there was little of the noise they'd become used to with cars over the decades.The front-wheel drive Prius five-door hatch used a combination of a small 1.5-litre four-cylinder petrol engine and an electric motor for motivation, and depending on the driving circumstances, one or both could be in use.When at rest, at traffic lights or wherever the Prius comes to a halt, there's an eerie silence as neither motor is running. When it comes time to move off the electric motor does the work, it's only when more acceleration is called for that the petrol motor starts and joins in to help out.Once a cruise is reached it's the petrol motor that does most of the work, as it's at its most efficient when running at a steady speed. At that time the electric motor becomes a generator and feeds the system's batteries. Energy is also harnessed during braking and that's also fed into the batteries to keep them charged. The Prius drives smoothly at all times and the changeover between petrol power and electric motivation are seamless.Best of all the driver can observe what's happening with the drive courtesy of an energy readout in the dash, which informs them of the energy being consumed, or better still, that being stored for future use. While the primary aim of designing the Prius was to be frugal and environmentally friendly, Toyota didn't do it at the expense of the driving experience.The Prius was a good car to drive, quiet and smooth with decent performance in traffic and out on the highway. When pitted against the clock it would match a Corolla for acceleration. If the focus was on the hybrid drive system there was also all the features you could want in your daily driver.It came standard with climate-controlled air, cruise, remote central locking, immobiliser, power windows and mirrors, and six-speaker CD sound. The I-Tech model boasted all of that plus a six-stacker CD, leather trim, nine-speaker sound system, reversing camera, and sat-nav.IN THE SHOP Driving a Prius effectively links you to a Toyota dealer, as they are the ones with the knowledge and equipment to service and repair it. The hybrid technology is still relatively new and hasn't flowed on to local workshop level yet.There is some concern about the life of the batteries used in the Prius, for good reason, as they are expensive to replace at around $4000. That said, Toyota says they will last the life of the car, and better still the company says it has only sold a handful through its spare parts service in the eight years the Prius has been on the market here.Because of the complexity of the Prius it's best to adopt a cautious approach when thinking of buying one second hand, and have it checked by a Toyota dealer to make sure all is well. Apart from checking the operation of the hybrid system make the usual checks for crash repairs and regular servicing.IN A CRASH The Prius was packed with all the safety features going. It has dual front airbags, and seat belt pretensioners standard, plus head airbags and side front airbags in the I-Tech. For active safety there was ABS antiskid brakes, brake force distribution, emergency brake assistance, and traction control, but if you stepped up to the I-Tech you also had electronic stability control.AT THE PUMP While the Prius is primarily about reducing greenhouse gas emission owners are keen to point out its fuel-saving virtues as well. But the amount of fuel you save with a Prius is very dependent on the type of driving you do.The more stop-start city driving the more fuel you will save; the savings out on the highway where the petrol engine is used more are much less. Tests of a Prius by carsGuide in 2005 showed that around the city the hybrid would comfortably do 4.1 L/100 km, whereas out on the highway it would run in the high-fives and wasn't any more economical than a small four-cylinder petrol or diesel car.LOOK FOR . Deafening silence. Smooth driving. Low fuel bills. Complexity beyond local mechanic. Comfortable and roomy. Environmentally friendlyTHE BOTTOM LINE It's not a gimmick, the driving future is here, but it isn't cheap and it is yet to be fully proven over the long term.RATING 80/100

Holden's dual-fuel VE Omega ute offers tradesmen the chance to cut their fuel bills, but still delivers everything its petrol-sucking cousin does. Instead of following the Ford path and making its LPG-fuelled Ute a dedicated gas model Holden has chosen to stick with tradition and make it a dual-fuel model.While it has stuck with tradition in offering its ute in dual-fuel form Holden had also chosen to move with the times and use a state-of-the-art gas-injection system instead of employing the old technology Ford has on its E-Gas engine. Holden's system is a well-respected gas-injection system designed and developed by Impco who has done a good job in integrating it into the core vehicle.At first sight there is little to say the dual-fuel Omega ute is any different to the regular model, if it wasn't for the sticker on the rego plates no-one would ever know it runs LPG as well as petrol.It's only when you dig a little deeper that you find that the LPG filler is tucked away neatly under the regular flap alongside the fuel filler, that there is a fuel system switch and LPG level indicator neatly integrated into the centre console, and if you lift the bonnet the injectors and other system components are visible. It's all there if you look, but there's nothing that screams afterthought or backyard.The smooth integration of the LPG system is even more evident on the road where the Omega ute drives and performs equally well on LPG as it does on unleaded. When driven on LPG the system is configured such that the engine starts on petrol and automatically switches over to LPG after a few seconds, so there's none of the extended cranking times that occur when the engine is started on LPG. The switchover is smooth and the driver wouldn't be aware that it did happen unless they were watching the system indicator in the centre console.A coloured light shows which system is in use at any time and changes colour depending on the system employed, when the system switches from petrol to LPG the colour of the light changes as well. The indicator also includes a series of lights to indicate the level of LPG in the 73-litre tank just behind the Omega's cabin.Should the level fall to empty the system will automatically switch across to petrol, so there's no interruption to driving, and no chance of being stuck on the side of the road as there is with a dedicated LPG vehicle.On the road the dual-fuel Omega drives smoothly with none of the stalling, stumbling, surging, or backfiring as has been common in the past with cars running on LPG. There's also no feeling of a loss of performance from the 3.6-litre Alloytec V6 engine; the response to the throttle is fast and spirited, and it's not lethargic, as is the case with most LPG vehicles using older technology.Holden says the dual-fuel V6 puts out 175 kW at 6500 revs and 318 Nm at 2400 revs when working at its peaks, down from the 180 kW at 6000 revs and 330 Nm at 2600 revs it delivers in petrol-only form.Like the regular Omega ute the only choice of transmission in the dual-fuel Ute is a four-speed auto, which shifts smoothly and works well with no obvious glitches.By using the gas-injection system Holden has been able to use the full capability of the dynamic stability control, which is standard on the dual-fuel Ute as it is on the petrol model. Stability control is but one of the safety systems that come standard with the dual-fuel Ute; the others include ABS antiskid brakes, electronic brakeforce distribution for optimum braking, electronic brake assist in emergency stops, and traction control. As with the regular Ute the dual-fuel model rides and handles well, steers with precision and stops with assurance.Buying a dual-fuel Ute really comes down to the savings that could be made in running costs. Over the time Big Wheels had the Omega Ute it returned 13.29 L/100 km on LPG in a mix of town, country and freeway driving, while a previous similar test of a petrol Ute had it doing 12.5 L/100 km.Using those figures, and the prices of regular unleaded and LPG at the time of the test on the dual-fuel Ute, it would cost $152 per 1000 km on regular unleaded and $64 for the same distance on LPG, a saving of $88 per 1000 km. At that rate it would take 38,600 km to recover the $3400 cost of the LPG option.That's of course without considering the $2000 government rebate for private buyers that substantially reduces the payback time and makes the LPG Ute even more appealing.

...but it says it is here for the long term and its revised Pik-Up is proof positive of its commitment.Key among the changes the Indian carmaker has made to its tough workhorse are those aimed at lifting its safety rating to an anticipated three stars once it is tested by ANCAP. With dual front airbags and antiskid ABS brakes standard across the Pik-Up range Mahindra is confident it will achieve a three-star ANCAP rating.While some Pik-Up customers, notably farmers, might not appreciate the addition of airbags as they prevent them from using their vehicles to push and shove gates, equipment and stock around their farms, but the extra safety features are sure to appeal to city slickers.Town dwellers are also likely to be attracted to the new grille, headlights, fog lamps, bumper and bonnet scoop that combine to give the Pik-Up a fresh new face and make it more appealing.Add to the external makeover new ergonomically designed seats for improved comfort, a sporty gear knob and park brake lever, tilt-adjustable steering column, new fabric trim, a new CD sound system with MP3 compatibility and steering wheel controls, and powered mirrors, and you get the impression Mahindra is trying to reach out to buyers wanting more from their utes than the rugged reliability Mahindra has been relying on to win over sceptical Australians.As it was in the first generation of the Pik-Up the range consists of single and dual-cab utes and cab-chassis models, with either two or four-wheel drive, and powered by a 2.5-litre common rail turbo diesel engine boasting 79 kW at 3800 revs and 247 Nm at 1800-2200 revs.A five-speed manual gearbox is standard, there is no auto available, and the four-wheel drive transfer case has electric selection.The suspension is a proven tough combination of front torsion bars and rear leaf springs, the steering is power assisted and the brakes are a combo of front discs and rear drums with standard ABS antiskid electronics.All models boast a payload of at least one-tonne, the single-cab two-wheel drive boasting the highest at 1160 kg, and all will tow up to 2.5-tonne.Mahindra's warranty is for three years or 100,000 km and there's also 24-hour roadside assistance for three years.Mahindra launched in the Australian market with the Pik-Up two years ago as partner in a joint venture with Tynan Motor Industries, but has since taken control of the operation by acquiring an 80 per cent share and renaming the company Mahindra Automotive Australia.Taking control was necessary to advance the Mahindra cause in Australia, said Pravin Shah, Mahindra's Executive Vic President of International Operation in the Automotive Sector. Shah said he was satisfied with the progress the company had made to date, and reconfirmed its commitment to stay in Australia for the long term.When asked about sales to date, Shah refused to elaborate, saying he preferred not to speak about sales as they simply provided a yardstick for others outside the Mahindra to measure his company's success. All he would say is that they were in the thousands. "The number has four figures," was all he would say. "That means they are between 1000 and 9999."While preferring not to talk about current sales Shah was keen to talk up the future, saying Mahindra was likely to release an SUV in the coming months, and had plans for all-new SUV and Pik-Up models for 2011. The new global models are currently being developed on all-new platforms with the intention of selling them in markets all around the world, including Australia.

It's been some time coming but the Chinese have finally landed on the local market with the launch by Ateco of two utes manufactured in China by ute and SUV specialist Great Wall Motors. Both are dual-cab models and they follow the very successful formula of affordable pricing combined with a long list of standard features that Ateco used when selling the Kia brand before the Koreans took it back.Ateco Managing Director Ric Hull was the driving force behind Kia's early success then, which saw the Kia Pregio become one of our top selling vans, and is now driving the push into Australia by Great Wall Motors. It shouldn't be a surprise then that Hull is employing the same formula to sell the Great Wall utes, and he's confident it will deliver similar results for the Chinese brand as it did for Kia."We've got no thoughts of taking the market by storm, it will be a gradual process, but I think it will be easier than it was with the Koreans," Hill said. "Everything we buy now is made in China so people are comfortable with buying Chinese."Variants and pricing The three-model Great Wall ute range kicks off with the SA220, which is an older generation 4x2 ute aimed at tradies who are shopping for a second hand HiLux or similar model from one of the established ute brands, but who might be tempted by a new vehicle with plenty of fruit and a full warranty for under $20,000 on the road.For those who want a ute that can be used for weekend pursuits as well as work, and have more to spend, but not necessarily enough to get into a high-end dual-cab model from one of the established brands, there's the V240, which comes in two and four-wheel drive variants.The V240 is of a later generation of dual-cab utes than the SA220 and sits more comfortably alongside the current models from the mainstream ute brands. It too follows Hull's tried-and-true formula of affordable pricing with a host of standard features. The 4x2 is priced at $23,990 while the 4x4 is stickered at $26,990.Styling and fit-out Both models are neatly styled and comfortably fit into the local ute landscape. The build quality, while not quite at the level of the main Thai-built players in the market, is quite good with a decent paint finish and good panel fit. Being an older generation ute the interior plastics of the SA220 are hard and lack the subtlety of those in later models, but they all fit together quite well.Surprisingly for a model at this end of the market the seat facings are trimmed in leather, but Hull said it was cheaper to leave the leather in than it was to delete it at the factory, so SA220 buyers will enjoy the luxury of hide.They also get to enjoy standard air-conditioning, four-speaker CD sound with MP3 compatibility, power windows and mirrors, cup holders and a centre console. Unfortunately they don't have the protection of airbags in the event of a crash.Driving the SA220 The SA220 gets its power from a 2.2-litre four-cylinder engine putting out a modest 78 kW at 4600 revs and 190 Nm at 2400-2800 revs. It's no fireball and lacks mid-range grunt, but from a brief drive it appears it is able to hold its own in traffic or out of the highway. Ateco claims the SA220 will return a combined average of 10.8 L/100 km. A five-speed manual gearbox is the only option available and it's a decent unit with a smooth, if rather long-throw, shift.Underneath the SA220 is built on a conventional ladder chassis with the familiar combination of torsion bar front suspension and solid rear axle on elliptic leaf springs. It rides comfortably with little of the firmness that characterises most one-tonne utes.The standard power steering is well weighted while still giving the driver a good feel of the road. A combination of front ventilated discs and rear drums provide the braking power, but unfortunately ABS antilock braking is not available. With a payload of 855 kg and a towing capacity of 1800 kg the SA220 is ready made for work.Driving the V240 Stepping from the SA220 to the V240 is a journey in time from one generation to the next. While the SA220 has been in production in China for a number of years the V240 is a relative newcomer and much more refined as a result.The interior has a softer, more modern feel with better quality plastics than those in the SA220, and the fit and finish is of a higher quality. As with the SA220 the V240 comes with a long list of standard features, including air-conditioning, six-speaker CD sound, leather trimmed seats, cup holders, centre console, power windows and mirrors, but no airbags or ABS braking.The power comes from a 2.4-litre four-cylinder engine that puts out 100 kW at 5250 revs and 200 Nm at 2500-3000 revs. When compared to the older, smaller engine in the SA220 there's a substantial jump in power, but the torque only increases by a modest 10 Nm and it too suffers from mid-range sluggishness. It's quite spritely off the line and when wound up rolls along nicely on the highway, but it struggles a little when asked to accelerate in the mid-range. Hull said he expects to have a diesel engine available in the coming months and that should improve the mid-range performance when it arrives.Like the SA220 the only gearbox option is a five-speed manual, but in the case of the V240 there is the choice of two or four-wheel drive. Four-wheel drive is part-time with high and low range with a two-speed transfer case, and is selected by pushing a button on the dash.Underneath there's a ladder chassis with torsion bar front suspension and elliptic leaf springs at the rear, with a combination of front discs and rear drums. On the road it rides more firmly than does the SA220, but it isn't in any way uncomfortable. The payload of the V240 is 1000 kg and the towing capacity is 2250 kg.Warranty and dealer network All three models in the Great Wall ute range have a warranty of three years or 100,000 km, there's 24-hour roadside assistance for the warranty period, and Ateco will provide a free loan vehicle if a Great Wall ute is off the road for repairs for more than 48 hours.At the time of launch Ateco has appointed more than 40 dealers to handle the Great Wall utes in all major centres, and Hull anticipates more will be appointed in the coming months.

Aston Martin will forever be linked with movie spy James Bond. Secret Agent 007 drove an Aston Martin DB5 in the 1965 movie ‘Goldfinger’ and the prestigious British luxury sports car became one of the most desired cars of all times as a result.While the prices of the classic DB5 and its DB6 cousin have gone through the roof, and out of the reach of most enthusiasts, it is still possible to enjoy the thrill of classic British motoring at the wheel of a much more affordable Aston Martin. For the price of a BA Falcon GT or a HSV Clubsport you could be driving an AM V8, a classic GT that won’t drop in value every time you fire it up for a Sunday drive.The AM V8 was a development of the DBS, which in turn followed the DB6 in 1967. The DBS was originally designed to accept a new V8 engine that had been developed by Aston Martin, but when that was delayed the familiar Aston Martin double overhead camshaft six cylinder was fitted.The V8 eventually found its way under the bonnet of the DBS in 1969, but by then the company was in financial trouble and David Brown’s ownership was about to come to an end. Control of the ailing company passed to Company Developments, which then took the DBS V8 and updated it to produce the AM V8.When the DB5 and DB6 are such highly sought Aston Martin icons, the AM V8 is often overlooked. Anyone who dares to consider the striking AM V8 would find a luxurious, refined, high performance four-seat GT with a surprisingly affordable price tag.MODEL WATCH The DBS V8 is regarded as the first in the line of Aston Martin V8s. It was launched in 1970 and immediately addressed the perceived lack of performance of the six-cylinder DBS, regarded by many as a poor man’s Aston.The body was largely unchanged from the DBS, the modifications were limited to those needed to accept the 5.3-litre all-alloy 90-degree V8 engine. It was built on a steel platform, with all upper panels made from aluminium. The front end had quad headlights in a full width grille styled in the traditional Aston Martin manner, while a large scoop dominated the long sleek bonnet.With double overhead camshafts and Bosch mechanical fuel-injection the Aston V8 was said to put out around 320 horsepower (239 kW) at 5000 revs. Gearbox choices consisted of a ZF five-speed manual and a Chrysler Torqueflite three-speed auto. It was a package that could power the 1727 kg coupe to 150 mph – 241 km/h – when owners had the chance to stretch its long legs on the freeways that criss-cross Europe.Not only was it capable of such high speeds, it was also able to accelerate ferociously. It took just six seconds to go from rest to 100 km/h, and just over 14 seconds to rush through the standing 400-metre sprint. To put it into context, that puts it slightly ahead of the XY Falcon GT HO Phase 3, which was regarded as the fastest four-door sedan in the world at the time.Under the sleek skin lay a combination of unequal length upper and lower wishbones with coil springs and an anti-roll bar at the front and a de Dion layout at the rear. For the first time in Aston Martin history the wheels were alloy instead of classic wires.The interior was roomy with accommodation for four in sumptuous leather trimmed seats, but oddly there was no sign of wood. The dash was rather lacklustre, there was a full array of Smiths instruments, but it was more plastic than classic. In an era of wood rims and polished stainless steel spokes, the dark three-spoke steering wheel was also uninspiring.The DBS V8 is regarded as the Series 1 in the AM V8 lexicon. Series 2 came after the company was taken over by Company Developments in 1972. Although it looks much the same as the DBS it followed the AM V8 boasted a number of changes that make it stand out. Among them, the single headlight design of the front end recalls earlier classic models more closely than the quad-lamp DBS. It was also longer, the extra length used to enlarge the boot, enabling the spare wheel to be laid flat and better accommodate luggage.Another update, the Series 3, arrived in 1973. Gone was the Bosch fuel-injection, which was replaced by a pair of twin choke downdraught Weber carbs, which were claimed to make the V8 smoother and more flexible.Series 4, known as ‘Oscar India’, was released in 1978. A revised bonnet and a boot lid spoiler were the obvious give-aways on the outside, but it was the more refined interior that made the Series 4 stand out. The dash and centre console were revised, there was wood grain, and the headlining was leather instead of cloth.The last AM V8, the Series 5, was released in 1986 and saw the return of fuel-injection. This time it was a Weber sequential system. Just 2380 DBS V8 and AM V8 cars were built in the 19 years of production. It is thought that between 70 and 80 are in Australia.IN THE SHOP Mechanically the AM V8 is quite robust and will do high mileage without any difficulty. Check the engine’s oil pressure, which should be 80 psi at 3000 revs when warm. The transmissions are also robust, the ZF five-speed a proven unit, and the Chrysler auto tough as nails. Look for rust in the steel sills and the rear suspension mounting points.Parts are generally easy to get, either from dealers here or from sources in the UK. With many generic parts, like power steering pumps, air-con components, they’re easy to find and simple to work on.IN A CRASH Safety was still an issue to be addressed in the future when the AM V8 was launched. It relied on agility, responsive handling, four-wheel disc brakes, and the power to get out of trouble. Inertia real lap sash seat belts were fitted, but these need to be checked for wear and tear after so many years in use. It may be prudent to replace old belts, even if they don’t appear worn.OWNERS’ VIEWS Paul Sabine fell in love with Aston Martins when he saw a DB4 in 1959. He was just 15 years old, but was instantly smitten by the DB4’s sleek shape, which was so exotic compared to the FB Holdens and Ford Customlines of the day.Today his passion burns just as brightly, and he rates the AM V8 a particular favourite. “The V8 handles a lot better than people give it credit for,” he says. “It might seem a bit ponderous around town, but it’s fantastic at high speed.”The engine, he says, is very responsive and reasonably economical for what they are. Although the DBS six-cylinder is dismissed as a poor man’s Aston Martin, the V8 is proving popular with recent Aston converts who’ve discovered the marque after buying the current DB7. “Many of these new owners are now wanting a classic model,” he says, “and the V8 is the one they’re going for.”LOOK FOR • sleek exotic styling• classic British leather trim• four-seat accommodation• power to burn• seek expert advice• rusty underbody and sills• low oil pressureVERDICT A high speed four-seat Grand Touring car packed with classic British charm at an affordable price.RATING 70/100

SUVs like the Toyota Kluger have been a major new force in the local car market in the last two decades, but the spiraling price of fuel is now putting their very survival under threat.The SUV has replaced the station wagon as the favourite transport for many families. Their appeal lies in their flexibility, size and perceived safety. They have become so popular that every car company has been forced to have at least one in their product offering. Toyota has been of the innovators in the SUV market with a number of models to suit all sizes and budgets. The Kluger is the mid-sized model aimed fairly and squarely as the average family.MODEL WATCH Australians have always had a fascination with the bush; they have always been intrepid travelers, willing to drive thousands of kilometres over rough roads to explore this vast land. Carmakers understood this need to explore distant places and came to realize there was a market for a vehicle that could double as family transport while possessing the capability of getting to these sometimes remote locations.Initially they responded with models that were essentially toned down four-wheel drives, plenty tough enough for the bush, but far too rugged for town. It was in the 1990s that purpose-built models began to emerge. They had four-wheel drive and rode high, but were closer to the regular family four-door than the rough and tough wagon that had blazed a trail through the bush.There was the Toyota RAV4 and the Honda CR-V, but then came the Kluger, and mid-sized wagon capable of transporting the average family round town or the bush.The Kluger was a close relative of the Camry and that’s a pretty good way to look at it. It’s the softroader to suit the average family. Like the Camry it’s conservatively styled, but does everything pretty well without being too outstanding in any one area. Typically Toyota really.It will carry up to seven and still have a bit of space for those things families seem to need to take with them when they hit the road. It had a capable all-wheel drive system, which was able to cope with most rough roads the average family adventurer would encounter. On the upper models there was an array of electronic helpers to keep you out of trouble in the rough stuff.Power came from a 3.3-litre double overhead camshaft V6 producing 172 kW at 5600 revs and 328 Nm at 3600 revs, which gave it plenty of punch.All Klugers came with a five-speed automatic transmission, and all had four-wheel drive.On the black top the Kluger felt a little vague, typical of most offroaders. While it felt safe and sound it felt disconnected from the driver, all controls were light and lacked feel, but the ride was very comfortable. Off road, on rough bush tracks, the Kluger felt quite at home. Its suspension soaked up the bumps with ease, and it was a delight to drive down bush tracks that unsettled other similar cars.Three models made up the Kluger range. The base CV had cloth trim and carpets, the CVX had leather, a sports steering wheel, powered driver’s seat, and alloy wheels, while the Grande also had wood grain highlights.IN THE SHOP It’s important to check for signs of offroad use. Few will have been taken down anything more challenging than a gravel road, but it’s best to be safe and check underneath.Look for sand blasting of the underbody, bent or dented brackets and fittings, and torn rubber boots and seals. If you find anything walk away, there are plenty of Klugers on the market that haven’t been taken off the black top.The Kluger engine has a cam timing belt that needs changing at around 150,000 km, but few if any will have done anywhere near that amount of kays yet. While Toyota is renowned for its reliability there have been a number of concerning reports that suggest there are problems with the Kluger engine. Reports include damaged cylinder heads requiring replacement at 150,000-200,000 km, and con rods through blocks requiring the replacement of the whole engine.IN A CRASH There’s always an argument about the safety of offroad vehicles. The high driving position affords the driver a good view of the road ahead, which has to be good for safety, but that same high ride works against you when it comes to an emergency situation.The Kluger handles satisfactorily. It’s predictable, but not as responsive as a regular sedan and takes time to change course in an emergency. That can make it a bit of a handful in the lead up to a collision. The CV has dual front airbags, but the CVX and Grande had an array of front and side airbags, plus traction control and stability control.AT THE PUMP We are getting lots of queries from owners of all SUVs, including the Kluger, about switching to LPG to save on their running costs. That suggests they are concerned about it. Expect to get 10-12 L/100 km on average, a little less on the open road.OWNERS SAY Roger Turnbull’s 2005 Kluger CVX has done 81,000 km. It has been totally reliable and drives as fresh and tight as it did when new. He uses it for family transport, tows a small trailer, but doesn’t go offroad. He says it’s very comfortable and quiet and quite economical, but he has been unhappy with the standard of the service he’s received from the three Toyota dealers he’s tried.Richard Chaplin wanted a seven-seater for family transport when he bought his 2005 Kluger CV Sport. Richard chose the Kluger over a Ford Territory because it offered better fuel economy, resale and quality and was nicer to drive. His wife preferred it because it was a bit smaller than the Territory and she didn’t like the larger size of the Ford. They have had it for nearly three years now and still love it. It’s done 78,000 km it has never had a problem, only requiring regular servicing. It’s quiet and smooth, tows without a problem, and is reasonably economical. Unlike Roger Richard reckons his Toyota dealer is great.Jack van Bakel bought his Kluger in 2006 after considering a range of other vehicles. The one he chose had to be large enough to tow a caravan, it had to have four-wheel drive or all-wheel drive, had to be value-for-money, and it had to easy to get in and out of. His only regret is that the Kluger, according to Toyota, is not suitable to be converted to LPG.LOOK FOR • comfortable ride• spirited performance• family-sized wagon• good visibility from high seating position• Toyota reliability• capable offroadTHE BOTTOM LINE Typically bland Toyota looks hide competent, well-built family wagon with the capability to tour the outback.RATING 75/100

The Camry has often been the subject of derision and scorn, rarely has it been an object of desire. It has come to be the car we know deep down we should own, but could never bring ourselves to buy.Toyota has built an enviable reputation, and market leadership, on the back of the reliability and durability of its cars, but those things alone are not enough to entice buyers into dealerships. For anyone with petrol running through his or her veins it also takes a healthy measure of emotion, something Toyota generally lacks.The Camry has reliability and durability in bucket loads, but there’s not a lot about it that gets the juices flowing. It’s the safe bet, one you probably won’t regret, but it’s not the car you want to talk about when standing around the barbie.The wide-bodied Camry was a popular car in the 1990s, but did little to endear the badge to buyers looking for a car they could brag about. It was a frumpy four-door, one you parked out of sight rather than in your driveway. It seems that Toyota got the message as the 20th century steamed to an end and began to take more interest in styling.Perhaps there was a realization that they had to appeal to a broader range of buyers if they were to conquer the world as they hoped to do. Whatever the reason, today’s Camrys are much more attractive, with bold flowing lines and nicely balanced proportions.The Series 30 Camry was launched in 2002 and brought with it a tighter look with well-defined lines and an aggressive front end that included wildly sweeping headlights. It was a bold statement from the company that tended to lurk out of sight in the shadows when it came to automotive styling.The Camry’s power choices were a new locally-produced 2.4-litre double overhead camshaft four that was packed with plenty of technology, like Toyota’s VVTi variable valve timing system that gave it smooth pulling power right through the rev range. When stretched to the limit it would produce 112 kW at 5600 revs and 218 Nm at 4000 revs. The alternative was a 3.0-litre double overhead camshaft V6 that produced 141 kW at 5200 revs and 279 Nm at 4000 revs.While most Camrys would have left showrooms with the four-speed auto in the tunnel, it was also possible to have a five-speed manual gearbox.Underneath, the suspension wasn’t earth shatteringly new, with struts front and rear, but worked very well. Local tuning by Toyota’s engineers ensured it handled our roads well; with admirable ride comfort and reassuring handling even over rough surfaces.Likewise, the power steering was well weighted and accurate, and the brakes, a combination of ventilated front discs and solid rears, with ABS oversighting the action, were positive and powerful.There’s plenty of room inside the Camry for a family of five, it’s well equipped and comfortable.The Camry does duty in the toughest arenas, the non-caring world of the fleet car and the school and supermarket runs of mum and the kids, so look for collateral damage from the bump and run of daily life. Bumps and scrapes on body extremities are commonplace, it’s part of the Camry’s natural environment. Nothing looks worse than body scaring and it’s costly to repair. They also tell a tale of how well the car has been treated. If it’s scarred on the outside there’s a good chance it’s scarred on the inside.Check for a service record and make sure the engine oil has been regularly changed. There’s nothing nicer for an engine than fresh oil, sludge build-up is the engine’s natural enemy. The four-cylinder Camry engine has a timing chain so there’s no servicing required until it starts to rattle, but that won’t happen until way into the upper reaches of the odometer. The V6 does have a belt that requires changing at around 150,000 km.Build quality is high, all parts fit together well and stay together over the life of the car, so you don’t tend to find things fall apart or off the Camry in service.The capable chassis with precise steering and powerful brakes presented a convincing primary safety argument for the Camry, and with dual front airbags, plus side airbags there was plenty of protection when the metal started crumpling.Size hampers the Camry when it comes to pump performance. The four-cylinder cars will do 10-11 L/100 km around town and a little better on the highway, while the V6 models will consume on average 1.5 litres more.Ron Flint bought his 2005 Camry in 2007. He had hired a Camry while on holiday and was so impressed with its performance, economy, easy handling and features that he bought one when he got back home. The Camry had done 5000 km when he bought it to replace his 200,000 km Falcon, which had blown a head gasket.Eric 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.• Sharp looks.• Reliable mechanical package• Good performance• Smooth drivability• Good resale valueWell-engineered, well-built, the Camry is robust and reliable, great transport for families.

Peter Brock’s name will always be synonymous with Holden. The late great driver forged his relationship with Holden with a string of sensational race victories in the 1970s and will forever be remembered as a Holden hero. Never was the bond between Brock and Holden stronger than it was in the early 1980s when Brock set up his own car company and produced a series of race-bred road cars based on the Holden Commodore. There were many great HDT-branded Commodores, but one of the greatest was the ‘Bluey’, the born-to-race Group A Commodore built for the new international Group A racing rules in 1985.MODEL WATCH In 1985 Australia’s touring car racing changed from the home-grown rules that has been in place since the early 1970s to a new formula devised in Europe. The local rules had moved touring car racing away from the street by allowing manufacturers wide ranging freedoms to modify their production cars to suit the track, but the new overseas rules were more restrictive and they reintroduced the requirement to build at least a limited run of production cars to qualify for racing.The VK SS Group A was the first of these so-called ‘homologation’ specials Holden built during the Group A era. It was based on Brock’s HDT SS Commodore, which itself was based on the Commodore SL, the lightest model in the Holden range. All were painted ‘Formula Blue’, hence the nick-name ‘Bluey’ by Brock enthusiasts, and featured a Brock-inspired ‘letter box’ grille and a body kit derived largely from Brock’s previous Commodore racers.Inside it had special blue trim, full instrumentation and a Mono leather steering wheel.Underneath the Group A had a similar suspension set-up to that on Brock’s SS Group Three, with Bilstein gas struts and shocks, and SS springs. Like the regular SS it had a 14 mm rear anti-roll bar, but there was a much heftier 27 mm bar at the front.Brakes were lifted from the Brock SS Group Three, while the wheels were HDT’s 16x7-inch alloys and they were wrapped in Bridgestone Potenza 225/50 rubber.Under the bonnet sat a specially tweaked 4.9-litre Holden V8. Under the Group A rules the Commodore would have been heavily penalised with extra weight had it raced with a regular-sized Holden V8, so the engine’s capacity was reduced from 5.044 litres to 4.987 litres by reducing the stroke to squeak in under the 5.0-litre limit.The rest of the engine drew heavily on Holden’s past racing experience, and included cylinder heads modified by engine guru Ron Harrop, heavier L34 conrods, heavier Chev/L34 valve springs, Crane roller rockers, a lumpy Crane camshaft, Rochester four-barrel carb, matched inlet and exhaust ports, double-row timing chain, lightened flywheel, HM headers, and Lukey mufflers.All up it produced 196 kW at 5200 revs and 418 Nm at 3600 revs, an increase of 19 kW over the regular Holden V8 with equal torque. It was also a more free-revving engine and Holden lifted the red-line by 1000 revs from the standard engine’s limit of 5000 revs. Backing up to the new engine was a stock Holden M21 four-speed manual gearbox.Tested at the time the VK Group A would reach 100 km/h in around seven seconds, and cover the standing 400-metre sprint in 15s. It was quick for its time, handled and stopped exceptionally well, and looked great with an unmistakable Brock road presence.Under the Group A rules Holden had to produce 500 cars before they could race it. These were built on the Holden production line and then shipped to Brock’s factory in Port Melbourne where it was completed.IN THE SHOP Under the Brock skin it’s a Holden Commodore and subject to the same issues that afflict regular Commodores. Under the bonnet look for oil leaks around the engine and power steering. Inside look for wear on the light blue trim as it doesn’t wear well, and check the dash pad for cracks and distortions through exposure to the sun. The good news is that most owners treasure their cars and look after them accordingly. The most important thing is to make sure it’s a genuine Group A model and not a fake.IN A CRASH Safety was in its infancy when the VK Group A was launched, so it lacked the systems now taken for granted. There were no airbags, or ABS, and stability control was still years away from reality. In 1985 cars mostly fell back on body strength and crumple zones, while drivers had to rely on seat belts in a crash. But the VK Group A did have quite good, at least for the time, active safety with its responsive handling and good-sized disc brakes.AT THE PUMP With a highly-tuned V8 under the bonnet the VK Group A is never going to be a fuel-miser, but fuel economy is something few owners would care about. The VK Group A is a sunny Sunday car, it’s not likely to be driven daily, so fuel consumption is of a lesser concern to those who own it. It requires a high-octane fuel, and unless it’s been modified for unleaded it requires an additive. Expect to see economy figures of 15-17 L/100 km, but it depends on driving style.LOOK FOR • Classic Aussie muscle• Brock cred.• Authenticity• V8 performance• Responsive handlingTHE BOTTOM LINE A great Aussie classic muscle car built by a true legend of motorsport.RATING 85/100

The dizzyingly high prices being realised for the XY Falcon GTHO Phase III in recent times has led to a rethink of values right across the classic car market. While the Phase III HO has grabbed the headlines with cars selling well in excess of half a million dollars, other lesser Australian muscle car classics have also appreciated in its wake. When the price of the Phase III became beyond the reach of all but the very well heeled those who wanted a Phase III turned to the regular XY GT and its price escalated as a result.By the time it finished every local muscle car classic had increased in value and the search was on for any that had yet to really take off. The early classics, the Falcon GTs, Monaros, Toranas, Chargers and the like were pretty much out of the picture having already had, in some cases, some pretty hefty price hikes.It was in the later group, from the 1980s and early 1990s that there was some cars, like the VN Commodore SS Group A, that still had some potential to appreciate in value in the future.The trick was to decide which ones had the potential and how high the prices might climb. When selecting cars for their potential to increase in value it’s important to tick a number of boxes, namely, rarity, heritage and desirability. The VN Commodore SS Group A ticks all of those boxes. Just 302 were built, they were built for racing and they’re very desirable.MODEL WATCH The VN Group A was born out the need for Holden to go racing. The company had been a long-time supporter of touring car racing and held on through the 1980s when the local racing authority adopted Group A racing rules from Europe. Group A was conceived by European carmakers to promote the cars they were building and selling to the public in their home markets, it was much like the old Production car rules here in the 1960s and ’70s.One of stipulations of Group A was that any carmaker wishing to compete had to build a run of 5000 production cars, after which they could then spin off a special racing model. It too had to be built and sold to the public, but it could have a number of special features aimed at making it a better racing car.The VN Commodore SS Group A was such a car. It was the last so-called ‘homologation special’ Holden built for Group A before the rules were changed to the current Supercar V8 formula, which doesn’t require any special models to be built in production.The VN Group A story really began under the bonnet. The fuel-injected 5.0-litre Holden V8 was virtually all new from top to bottom and produced 210 kW at 5200 revs and 400 Nm at 4000 revs. Under full acceleration it would race from 0 to 100 km/h in just over six seconds and account for the standing 400-metre sprint in 15 or so seconds. To cope with the torque Holden engineers equipped the VN Group A with a six-speed manual ZF gearbox lifted from the American Corvette.The suspension was thoroughly reworked with higher rate front and rear springs, heavier anti-roll bars, and Bilstein shocks all round. Special Holden designed 17x8-inch alloy wheels were wrapped in 235x45 17-inch Goodyear Eagle tyres to give it the grip it needed.Compared to the Walkinshaw VL that preceded it the VN Group A was fairly subtle. The body kit consisted of quite modest spoilers front and rear, neat side skirts, but a power bulge in the bonnet and a sizable boot lid wing gave it a measure of menace. Holden also developed a special red to satisfy their dealers’ desires for the VN to recall the early red VL Group A, but added a touch of blue to make a little less vibrant.IN THE SHOP Few of the 302 VN SS Group A Commodores Holden built would have been driven daily as a regular VN would have been. Most will have been used for play purposes and left to sit in the shed for most of their lives. But leaving a car unused for long periods can be a recipe for disaster so look for signs of regular use. Just starting them regularly and driving them around the block is not enough to keep them in good order, they need to be driven for long enough to thoroughly warm up the engine, gearbox and diff, and operate the brakes a number of times.The best cars are the ones that haven’t done a lot of kilometres, but have been looked after none the less. Before handing over your cash make sure it is a genuine VN Group A, never assume anything, and check to make sure it has all of the special equipment it should have.IN A CRASH Built prior to the widespread use of airbags the VN Commodore SS Group A has to rely on its body structure and seat belts in a crash. But it has a competent chassis package, responsive steering, good brakes and tyres, so there’s every chance a skilled driver could dodge a collision.OWNERS SAY Jamie Boatwood’s father-in-law bought a VN Group A in 1993 and he and his wife inherited it when his father passed away. Jamie was with him when he bought it and was allowed to drive it on very rare occasions over the years. He says it looks fantastic and drives beautifully. The twin throttle body set up matched with the six speed transmission make it a really special drive, the beauty is you can just ‘cruise’ and enjoy the experience or give it a boot full and hold on. He drives the car probably every four to six weeks and the rest of the time it remains warm and cozy under its car cover locked away safely.Con Sarvanakis has owned the fourth VN Commodore SS Group A built for six years. He bought it from a mate after his VL Commodore Group A had been stolen. He says he wanted a car with power that handled well on the track. He also says he love’s the VN’s shape and the fact that it’s a luxury car that can be driven hard or gently.LOOK FOR • tough muscle car looks• rare, but useable classic• awesome performance• last of the supercarsTHE BOTTOM LINE A classic Australian muscle car that can be driven daily and will in time appreciate in value.RATING 85/100