Articles by Graham Smith

Think Impreza and you’ll most likely think of WRX, the red-hot rally-bred car that redefined affordable performance in the 1990s, but the Impreza is much more than that. The Impreza, on which the WRX is based, is a range of well-built small family cars including sedans and hatches made to serve much more ordinary motorists than performance-minded WRX owners.But the WRX has done wonders for the once invisible brand, to which it has brought a level of credibility that was once unimaginable. From a brand that was mired in the front-wheel drive mix Subaru, with the help of the WRX and a daring switch to all-wheel drive only, has become an icon brand that stands apart from the regular crowd.MODEL WATCH Once Subaru made the commitment to all-wheel drive across the range it had a unique point of difference that brought people to showrooms who might previously have simply dismissed it as just another front-wheel driver. Add to that the exploits of WRX on the world rally stage and there were lots of reasons to consider the Impreza when looking for a small car.Subaru offered the Impreza in four-door sedan or five-door hatch body styles; the latter looking more like a wagon than a hatch. Both looked a little frumpy, with rounded lines and dumpy proportions that gave them a rather plain appearance. As a result they tended to fade into the background, until 2000 that is, when the company unleashed the new model that everyone thought was ugly with odd-looking round headlights. So apparently did Subaru themselves as they rushed out a facelift that addressed the odd-looking front and made the Impreza much more attractive.Inside, it was a little snug for taller adults, but it had reasonable head and legroom for the class, and would swallow five at a pinch with three squeezed in the back seat.Apart from all-wheel drive Subaru also followed a different path with its engines, choosing to stick with a ‘boxer’ layout instead of following the more normal in-line engine layout.The bulk of the range had a single overhead camshaft 2.0-litre four-cylinder engine with 92 kW and 184 Nm, to which buyers could couple either a five-speed manual ‘box or a four-speed auto. The RS joined the fleet in 2001 and brought with it a 2.5-litre motor that bumped the performance up to 112 kW and 223 Nm.Drive was directed to all four wheels as needed ensuring the Impreza had impressive grip in all conditions. A finely tuned chassis and powerful brakes gave the Impreza a solid road feel that inspired confidence in the driver.At the head of the Impreza pack sat the WRX, a high performance car by any measure. With a 2.0-litre turbocharged double overhead camshaft engine thumping out 160 kW and 290 Nm it had plenty of zip to keep most drivers on their toes. By 2005 the output of the engine had grown to 169 kW and 300 Nm, which kept it at the head of the performance pack.With a good-looking body kit, and big wheels, the WRX looked tough and was the benchmark for performance cars from the moment it hit the roads in the mid-1990s.IN THE SHOP Closely inspect the Impreza as many have been given a hard time by owners who would like to be driving a WRX, but can’t afford it.Cars used by families as regular transport generally stand up well and are rarely modified, but models like the RS often attract owners looking for a WRX look-alike and they often modify them. Check any modification for quality of workmanship and legality as some modifications can contravene the law and you end up sidelined by the police if checked.If well treated and properly serviced the Impreza will stand up well in service, so look for a service record.Be extra cautious when buying a WRX. Many of them have been driven hard, on the road and the track, so look for signs of competition use. Such things like holes drilled in the body for a roll cage and sports harnesses, fire extinguishers etc, and modifications to the engine and electronics are clues to a fast past.Also be wary of ‘grey’ imports, which have come into the country as a result of the popularity of the WRX. Most have little or no history on which to make a sound decision.IN A CRASH The Subaru had good active safety with all-wheel drive, but it didn’t get ABS anti-skid brakes across the range until 2001. Prior to that it was only the RX and WRX that had the safer braking system. Airbags for the driver and front passenger came in with the 1999 model RX, and followed on the other models in 2001. ANCAP rated the Impreza at three stars.AT THE PUMP Those models with the 2.0-litre engine will return 10-11 L/100 km in average round town driving, the RS will take around half a litre more. The WRX requires fuel even higher than PULP, even the 98 octane isn’t high enough to stop it pinging in some cases. Be prepared to pay for the best fuel possible.OWNERS SAY Adrian Nicolescu reckons his 2002 Impreza RS is a great all-round car. It's been slightly lowered, with an all-round body kit, 18-inch rims, low profile tyres (225/35), a Magnaflow exhaust with 2.5-inch drop down pipe and a JVC aftermarket CD/MP3 stereo with remote. Since purchasing the car he has upgraded to a Kenwood seven-inch DVD screen with a custom boot install to fit a subwoofer and amp, an IPod adapter to play and control music from the IPod, a high performance dry cycle battery to cope with power demands, K&N panel filter, front end stabilizer bar, and last but not least clear side indicators with bulbs and a light up Impreza badge mounted on the front of the grille. It has been a pleasure to drive he says. It handles nicely, performs well, and has great fuel economy. For a medium-sized bloke he feels snug inside the compact cabin, but well supported in the bucket seats.Nick Tan has owned his 2004 Impreza for a year and has found it a real treat to drive in all conditions. The AWD makes for great handling, it’s powerful enough and is comfortable for both long and short trips. The interior is well laid-out and the bucket seats are a nice bonus. He has not had any problems at all, but says it can be a little thirsty and expensive if you're using the recommended premium unleaded.Ken Lynch bought a 2002 Impreza RX Sedan new. During the time he owned it he had a trouble free run. He replaced the battery after five years and fitted new tyres at 69,000 km. The styling of the 2002 model was a matter of debate, but it was a joy to drive.LOOK FOR • Good reliability• Solid build quality• snug interior• Good drivability• Boxer engine a little harsh• Good resale• ModificationsTHE BOTTOM LINE Solid, well-built small car with a performance edge, but beware those abused.VERDICT 75/100

Few vehicles have had the impact on the market the small VW van has had. In less than three years the Caddy has gone from zero to hero and now dominates the small van market segment. If it had happened in the passenger car market it would have been splashed across the front pages of our newspapers, but because it happened in the commercial vehicle arena it barely rates a mention.The Caddy was launched late in 2004, a year the Holden Combo was the dominant class leader, but less than three years later the Caddy is the dominant player in the segment with more than 40 per cent of sales. It’s not surprising given that it brought a number of new things to the segment, namely a diesel engine, but it is surprising given that it is clearly the most expensive small van on offer. The Caddy has blown the theory that small van buyers buy on price alone right out of the water.MODEL WATCH The Caddy washed up on these shores at the end of 2004; too late to have an impact on the market that year. But its influence was soon being felt as it raced towards market leadership. It went against conventional wisdom, which had it that small van buyers were only interested in price and they wouldn’t fork out any more than they had to for a van that had all the bells and whistles. Well, they did. This year to date VW has shifted 1061 Caddys out of a total of 2502 small vans sold in total. Holden’s Combo is clinging to second place with sales of 488, but only just.The Caddy had a good start in that it was based on VW’s popular Golf. From the cabin forward it was the same as the Golf; it looked the same, and was the same, but from the cabin back it was all new for the purpose of carrying cargo.The wheelbase was 104 mm longer than the Golf’s, with the extra length grafted in behind the cabin where it could be used to its maximum advantage. New van sheetmetal was grafted onto the extended platform to create a useful local box able to swallow a class-leading 3.2 cubic metres or 750 kg of cargo.The cargo could be loaded through rear barn doors that opened through 180 degrees, or a kerbside sliding door. Inside, the cargo zone floor was flat for easy loading, there were six eyes for securing the load, and a couple of lights for illuminating the area at night. Underneath leaf springs gave it the capacity to handle the load.One of the keys to the Caddy’s remarkable success was its diesel engine; the only diesel engine in the class. With fuel prices on the rise when it arrived it’s perhaps no surprise the Caddy was so enthusiastically received. Sales of the diesel engine now account for three-quarters of all Caddys sold.The 1.9-litre direct injection turbo diesel boasts 77 kW at 4000 revs and 250 Nm at 1900 revs, but perhaps most importantly will return 6 L/100 km. While fuel economy is perhaps front and centre in the minds of those who buy the diesel Caddy, its performance and drivability are also very impressive. The alternative engine is a 1.6-litre fuel-injected petrol engine that produces 75 kW at 5600 revs and 148 Nm at 3800 revs.At launch the standard transmission was a five-speed manual, but VW added the option of its six-speed DSG automated manual shift gearbox earlier this year to satisfy the needs of those who wanted an automatic transmission. Many small vans are driven by young, sometimes female, drivers who often don’t have much experience with manual gearboxes so there’s a significant demand for a self-shifting gearbox.The compact size of the Caddy makes it perfect for companies that need to access tight locations, particularly in cities, where its compact dimensions and easy maneuverability, along with its tight 11.1-metre turning circle come to the fore.The Caddy lacks nothing in equipment either, with a long list of standard features, including air-conditioning, power steering, ABS brakes, traction control, remote central locking, engine immobiliser, power windows and mirrors, CD player, and the safety of a driver’s airbag.IN THE SHOP It’s early days for the Caddy so there isn’t a lot to report on its reliability. Owners say they have had virtually no trouble with them so far, although most have only done 25,000-30,000 km to date. All owners are in agreement that the diesel engine is very economical. They also applaud the Caddy’s driving ease, and its compact dimensions that make it easy to squeeze into tight spots. The DSG gearbox needs to be approached with caution. It’s a relatively complex piece of gear and hasn’t been on the market very long so it’s too early to comment on its reliability and durability.IN A CRASH Vans generally get little attention from carmakers and as a result often lack the sort of safety systems fitted to most, if not all, passenger cars. That particularly applies to the Japanese vans, which are notoriously lacking in safety features. The European vans, however, boast some of the best safety systems going around, and the Caddy is no exception. Its passenger car-like handling boosts primary safety, a flow on from the Golf, while ABS anti-skid brakes and traction control add to its safety package. The Caddy’s secondary safety is also good with a driver’s airbag fitted as standard equipment.OWNERS SAY Dennis and Vicki Cleghorn wanted another van for their growing boarding kennel and cattery business, but they didn’t need a large van like their Vito. They chose a diesel Caddy with the DSG gearbox and are satisfied they made the right choice. Their Caddy is used primarily to pickup dogs and cats from their owners, and return them when the owners come home. As such it has to squeeze into tight spots, often in the inner suburbs of Melbourne, so its compact dimensions are beneficial. It’s mostly driven by women so being car-like is an advantage, as is the DSG transmission that makes it like the cars they normally drive. There’s been no problem to date and Dennis is happy with the 7 L/100 km he’s getting from it.Raj Prashar looked at all the small vans before settling on the Caddy for his printing business. Prashar was prepared to pay the price premium for the fuel economy – he gets 6-7 L/100 km – of the 1.9-litre turbo diesel and the safety features, like ABS and traction control, the Caddy comes with. “It drives like a car, the fuel economy of the diesel is fantastic, and it’s very safe,” he said. “It’s based on the Golf and has every safety feature you could imagine, just like the Golf.” Prashar’s Caddy is used for delivering printing jobs to clients, and the small size is perfect for the task.Locksmith Ron Roberts wanted to cut his fuel bills when he went shopping for a van to replace his ageing, and thirsty Toyota Town Aces. After considering all the small vans on offer Roberts bought five Caddys, which are used as mobile service vans by his technicians. He chose the Caddy for its value-for-money and the fuel economy of the diesel engine. The compact size also played a part, with his technicians needing to get into some tight squeezes in the city and suburbs when they go out on jobs. So far they’ve accumulated around 25,000 km each without any problem. Importantly for Roberts they’re getting around 6.5 L/100 km, and have managed to cut his fuel bill in half “I would have no hesitation buying more,” Roberts said.AT THE PUMP VW claimed the diesel Caddy would do 6 L/100 km, and owners are reporting between six and seven in average round town use.LOOK FOR • good looks make good impression• easy shape to dress up with graphics• easy to drive• economical diesel engine• auto option if desired• class leading cargo capacityTHE BOTTOM LINE Safe and sound van choice with an economical diesel engineRATING 90/100

Rover faced an uphill battle when it re-entered the market in 2001. While it had been a well-respected brand back in the 1950s and ’60s it had disappeared from the local landscape when the British motor industry began to implode in the 1970s and by the time it returned in 2001 the Japanese had hijacked the market.In its heyday Rover was a prestige brand positioned just below luxury makes like Jaguar. They were solid and reliable, but conservative cars, with lashings of leather and walnut. In their homeland they were known as the cars bought by bank managers and accountants.When the brand returned to the market those who remembered it from the good old days were either dead or had handed their license in. In effect Rover had to start all over again from scratch, never an easy thing to do.The market that history said should have been Rover’s had in its absence been taken by the likes of BMW, VW, Audi and Lexus.It was a very crowded market and in reality Rover had little to offer that the others didn’t, and ultimately there was little reason to buy it.In the end it was trouble at Rover’s British headquarters that caused its demise, but it had little chance of survival from the beginning.MODEL WATCH With a price tag in the $50-$60,000 bracket at launch the Rover 75 was in its natural environment, but instead of being a dominant player in the prestige segment it was trying to claw its way in after an absence of many years.In its absence the market had gone through a significant change and the prestige segment had become a particularly congested one with the likes of BMW, VW, Audi, Lexus, Saab, Jaguar, Volvo and ‘Benz all scrapping for a share. It didn’t matter how good the Rover 75 was it was always going to struggle.It went beyond the car itself. There were questions about the reliability and competence of the dealer network, the ability of the factory to supply parts, and there was the instability of the company back in its homeland.There were plenty ready to knock the Rover on its arrival. They were ready, even eager, to remind everyone that it was British, that the British industry had won a reputation for its inability to build quality cars, and that it was locked in a time warp.To gain the respect of the critics the 75 had to offer something the others didn’t, it had to be better.First impressions were that it wasn’t better than the class leaders, and in some respects it trailed them.The 75 was a conventional mid-sized front-wheel drive sedan or wagon with a cross-mounted V6 engine.It was a rather plump looking car with generously rounded proportions that made it look a little portly alongside its main rivals that all had finely chiseled lines.The critics quickly found a reason to criticize the 75 in its rather cramped interior, particularly in the rear. But there was also reason to like the interior with its club-like padded trim, generous use of leather, and the traditional wood grain dash and trim.Spend time with the 75 and there was every chance you would ultimately come to like it.The seats were quite shapely and supportive, and afforded a comfortable ride along with the convenience of power adjustment.Traditionally styled cream dials were a nice touch, and easy to read compared to many of the over-styled instruments in other contemporary cars.Under the bonnet lay a 2.5-litre double overhead camshaft V6, which was content to amble along at low speed, but which would burst into life when the driver’s foot was buried in the carpet.When the throttle was opened the 75 became quite an eager performer, able to reach 100 km/h in 10.5 seconds, and sprint 400 metres in 17.5 seconds.Rover offered the choice of five-speed auto and five-speed manual gearboxes and both were of a sporting mind to suit the spirited V6.Impressive body stiffness underpinned the 75’s handling provided a stable foundation for an agile and responsive chassis. When pressed it turned in accurately and maintained its line through corners with an impressive balance and poise.Even with the handling the 75 never forgot its roots and the ride was comfortable and absorbent, much as you would expect from a Rover.At launch it was the Club that provided the way in for prospective 75 owners. It came loaded with leather trim, adjustable steering column, walnut dash, a full array of dials, six-stacker CD sound system with eight speakers and steering wheel controls, air, cruise, alarm and remote central locking.Next step up for members was the Club SE, which also boasted sat-nav, rear parking sensors and wood trim on the steering wheel and shift knob.From there it was into the Connoisseur that had power front seats with heating and memory, power sunroof, chrome door handles and front fog lamps.The Connoisseur SE received special trim colours, CD-based sat-nav systems and walnut rimmed steering wheel and gearshift knob insert.A revamp to the range in 2003 saw the Club replaced by the Classic and the introduction of a 2.0-litre diesel engine.IN THE SHOP Despite the skepticism it was greeted with the Rover 75 arrived here with a higher level of build quality than expected and has proven to be quite reliable overall.They’re still relatively young in used car terms with the earliest ones around or approaching the 100,000 km mark so there is little to report on deep-seated problems.The engine has a belt driving the camshafts so look for records showing replacement if a car has exceeded 150,000 km. Otherwise look for confirmation of regular oil and filter changes.Make the usual checks for body damage that might indicate a crash some time in the past.Former Rover dealers are still carrying out servicing and know the cars intimately so there is knowledge of them in the trade even though the brand has left the market.Parts are also available locally and overseas if needed. If in doubt contact the Rover club for more information.IN A CRASH The 75 is fundamentally sound with an agile chassis and powerful four-wheel disc brakes aided by ABS antiskid stoppers.Front and side airbags provide protection in a crash.AT THE PUMP Road tests at the time of launch reported the 75 would return around 10.5 L/100 km, but owners suggest it’s a little better than that. Expect 9.5-10.5 L/100 km on average around town.OWNERS SAY Graeme Oxley bought a 2001 Rover 75 Connoisseur in 2005 with 77,000 km on the clock. It’s now done 142,000 km and in that time the only problem he’s had is a minor glitch with the traction control. He has had the car serviced as per the factory schedule and says parts are not a problem to get from England if they’re not available in Australia. As far as he’s concerned the Rover 75 is a stylish looker and fun to drive, and he would not hesitate to recommend it as a daily driver. It’s also quite economical with his average fuel consumption around 9.5 L/100 km.LOOK FOR • Plump styling• Cosy interior• Very British trim and fittings• Agile handling• Spirited performance• Parts still availableTHE BOTTOM LINE Gone but not forgotten, the 75 brought a touch of British class to the local market.RATING 70/100

There are sports cars and there are sports cars. Where once it was easy to define what a sports car was it’s no longer as easy with cars today. Where once a sports car was a stripped down, souped-up model with the emphasis on performance and handling, it seems today a sports car is anything with a folding roof.Toyota’s MR2, however, stuck to the traditional formula. The emphasis was definitely on the on-road performance, which makes it a great car for the enthusiast driver.MODEL WATCH The second generation MR2, the SW20, was the prettiest of the lot. While it evolved from the earlier Mk 1 there were none of the earlier model’s hard lines and sharp edges that dated it quickly. The SW20 was a pretty little two-door, mid-engined, Targa-topped coupe with well-balanced proportions that gave it an athletic stance. Its pretty lines have dated very well; it’s hard to believe it is 17 years old.But it wasn’t just a pretty face. The MR2 might have been small, but it was a pocket dynamo on the road. Its mid-engined layout gave it a balance that was close to perfect. With an agility few other cars could match, coupled with brilliant steering precision, the MR2 would swallow up a winding road like few others.The suspension was independent all round, the steering was rack-and-pinion, and the brakes were big powerful discs on all corners.Under the rear lid lay a cross-mounted 2.0-litre, 16-valve, double overhead camshaft, fuel-injected four-cylinder engine that punched out 117 kW at 6600 revs and 190 Nm at 4800 revs, all of which was channelled through a five-speed manual gearbox to the rear wheels. A 1994 update brought the GT and the ‘Bathurst’ special models. The engine for both boasted 125 kW at 7000 revs and 186 Nm at 4800 revs.Inside, you were cocooned in a tight cockpit, sitting in form-fitting sports seats, with everything within easy reach. There wasn’t a lot of storage space so you couldn’t plan on taking a lot of luggage on a weekend getaway.At launch the coupe came with alloy wheels, power windows, central locking, rear spoiler, fog lamps, high-mounted stop lamp, and AM/FM stereo sound. A facelift in 1992 brought larger 15-inch alloys, larger front spoiler, revised suspension, steering wheel, gearshift knob, and upgraded sound system. From 1994 the ‘Bathurst’ had alloy wheels, front and rear spoilers, power windows and mirrors, central locking, cloth trim and cassette sound. The GT was better equipped. It came with leather, cruise, fog lamps, power steering, remote central locking, and an alarm. CD sound was added in 1995. Air was an option.Toyota also sold a turbocharged model in some overseas markets. Any here will be grey imports rather than locally delivered cars.IN THE SHOP Most MR2s are owned by enthusiasts who take care of them, but look for signs of hard driving. There are enough around to be choosy so take the time to find a well cared-for car.It’s important to follow the Toyota service schedule. Do so and the MR2 will give little trouble, but stray from the recommendations and you risk problems. Toyota recommends regular changes of the engine coolant, but be careful to bleed the system properly when you do so. Airlocks in the system caused by not bleeding the system correctly will almost certainly lead to overheating and engine damage.The cam-timing belt should be changed every 100,000 km or five years, but the engine is a free-spinning design, so while a broken belt will leave you stranded by the roadside it won’t cause internal damage to the engine.The clutch is relatively heavy. Clutch life can also be short if the car has been driven hard. Generally it’s possible to get well in excess of 100,000 km from the clutch, but hard driving can cut that to 80,000 km or so. The gearbox is generally sound, but there are reports of notchy gearshifts. Using higher-grade oil in the gearbox is the fix most owners use.Tyre wear can be a problem. Front tyres tend to wear the inside edges more rapidly than the outside; the rears wear more rapidly on the outer edges than the inner.If considering a turbo check its history, as it will have been imported though the grey import scheme.IN A CRASH The fundamental safety weapon in a car like the MR2 is the chassis. One of its most endearing attributes is its razor sharp handling that gives the driver every chance of avoiding a crash. Powerful ABS-supported four-wheel disc brakes, big tyres and sporty suspension form a powerful primary safety package. The GT had a driver’s airbag.OWNERS SAY Shae Haefele owns a 1996 MR2 Bathurst model that has done 150,000 km. It lives in the garage through the week and comes out on weekends. He says it is quite powerful, but due to its light weight it’s also very economical. On average he gets 8.8 L/100 km. He says there is nothing like taking the MR2 for a drive with the Targa roof off on nice sunny day. The MR2 is really at home on winding roads, taking any corner with ease. With the mid-mounted engine, it really hangs on, and allows you to put the foot down on the way out, with total control and confidence. He also loves the driving, the comfortable seats and the location of the gear stick. In summary he says it is the ultimate driver’s car, and it has been very reliable.John Mares owns a 1993 MR2 that has now done 89,000 km. He loves the looks, the acceleration, handling, and the economy of driving it day-to-day. His dislikes are the rear tyre wear and the cost of servicing it. Like Shae’s John’s car has been very reliable.LOOK FOR • Pretty coupe looks• Great handling• Good performance• Economical running• Robust and reliable mechanicalsTHE BOTTOM LINE• Great looking sports coupe boasting brilliant handling and performanceRATING 75/100

By all measures the Porsche Boxster was a brilliant car. It was fast, handled superbly, yet was still comfortable and refined, but that wasn’t enough for die-hard Porsche enthusiasts who panned it for being insipid and plastic.Stung by the criticism Porsche swung into action and soon produced the Boxster S, an evolution of the original mid-engined Boxster that had the sort of edge Porsche fans were longing for.MODEL WATCHGiven its current success it’s amazing to think that Porsche was teetering on the brink of bankruptcy 20 years ago.Then, it was a one-dimensional car company producing an expensive high-end sports model that was going nowhere. Company bosses knew it had to expand or it would die, but how to achieve that expansion without losing the very character that made a Porsche the great and classic car that the 911 is wasn’t clear.The company’s first attempt to expand its model range, with some credible front-engined sports cars, proved a disaster. There was nothing wrong with the cars, it was simply that Porsche enthusiasts refused to accept them as real Porsches and wouldn’t buy them.The Boxster was the second attempt. This time the new car line was much more Porsche-like and was a rip-roaring success with everyone but the die-hards.While it looked like a scaled down 911, and shared a number of body panels, the Boxster was very different to the iconic 911.It was mid-engined instead of rear engined, and its engine was water-cooled rather than relying on air to keep it cool.The key was that it didn’t go too far from the Porsche formula. Its looks were in keeping with Porsche tradition and anyone who got behind the wheel found a car that had all the performance you could wish for in the real world, handled like it was on the proverbial rails, and drove sweetly when put to the task in traffic.It was the perfect compromise for anyone who wanted a sports car, but not necessarily one that would induce a nosebleed simply by looking at it.The S came in 1999 and was an attempt to inject a little more excitement into the Boxster for the Porsche die-hards who reckoned the Boxster was perfect for their wives to drive, but wouldn’t dare being seen in one themselves.Put simply, the S accelerated faster, had a higher top speed, and more dynamic handling, better stopping power, and better active and passive safety than the regular Boxster.Its six-cylinder engine was 3.2 litres and put out 185 kW at 6250 revs and 305 Nm from 4500 revs.With the right foot buried in the carpet it would accelerate to 100 km/h in less than six seconds and reach 260 km/h if pushed.Behind the larger engine lay a six-speed manual gearbox, or if optioned up, Porsche’s sporty Tiptronic auto.To keep up with the new performance the Boxster S had firmer springs and shocks, distinctive 17-inch alloy wheels, and large disc brakes on all corners.IN THE SHOPLittle generally goes wrong with Porsches; they are remarkably robust and resilient. Stories abound about Porsches with very high miles and still going strong.At the same time there are many that do few kays. They’re held in reserve for that special day out when the roads are dry and the sun is shining, but they will survive very well if driven daily.Have your chosen car checked over by a Porsche specialist to make sure all is well just the same.It would pay to find someone well qualified to service your car and get on friendly terms with them. That way you will save money of servicing costs.Aware that its parts prices were high Porsche made a conscious effort to contain them with the Boxster and you find that things like headlights, guards and door panels aren’t as expensive as you might think.IN A CRASHA stiff, strong body, underpinned by an agile chassis means the Boxster has good crash protection.Nimble, responsive handling means it can get out of danger if driven capably, its big powerful brakes will get it stopped when threatened, and the body structure will stand up when all is lost.If it happens to roll over the A-pillars are designed to stand up and give it the same level of overhead protection as a coupe.Add to that the passive protection of dual front and side airbags and the Boxster’s crash protection is good.AT THE PUMPDrive it hard and the fuel consumption will increase, but driven normally the Boxster is quite frugal for a sports car.Porsche claimed the Boxster S would do around 10.5 L/100 km on average in manual form, the auto a litre more.LOOK FOR • Badge cred• Superb handling• Exhilarating performance• Robust and reliable• Comfortable and refined• Tractable in trafficTHE BOTTOM LINE Not a cheap buy, but good value for money, and there are few better sports cars if you can scrape up the cash.RATING 85/100

Finding the best transport for your family has always been difficult. Once there was the family favourite station wagon, until it became better known as a rep’s car, then there was the four-wheel drive, until most of us worked out that it was too expensive to run and often wasn’t big enough anyway, and of course there was the peoplemover, which felt like driving a van and had questionable safety.The problem is that vehicles suited to transporting the family have never been cool, but that was until carmakers realised there was a serious need for cars capable of accommodating a family and still be safe and appealing.The Japanese have attempted it with some success, as have the Americans, but it’s the Europeans that seem to have done it the best.The Renault Scenic is one of those. It will swallow a decent sized family, it isn’t huge and unwieldy to drive, and being based on a Renault passenger car platform it has decent road manners.MODEL WATCH The Scenic proved a runaway success when originally launched in Europe in 1996 and in no time at all there were imitations everywhere.It was essentially an upright styled mini-wagon built on a sedan platform.While its styling screamed family wagon its European heritage somehow made it acceptable. It’s unlikely a sales rep would ever be seen in a Renault after all.It was inside that the Scenic really came into its own. With a flexible, and adaptable seating arrangement it could accommodate five, or seven in three rows of seating that could be split and folded, even removed, to suit the number of people you wanted to transport and the gear that was to go along with them.It really was sensible transport, but with a touch of French flair to take some of the serious edge off it.At launch its power was delivered by a 1.6-litre double overhead cam four-cylinder engine putting out 79 kW and 148 Nm, but in 2003 this was replaced by a more powerful 2.0-litre unit developing 101 kW and 188 Nm.It could be linked to a five-speed manual gearbox or a four-speed auto, with drive through the front wheels, and there was also a high-riding 4x4 model available with all-wheel drive.Renault offered three levels of equipment, starting with the Expression, then moving on to the Dynamique and the Privilige.All were well equipped with plenty of standard features.The Expression boasted air, power windows and mirrors, central locking, tilt adjustable steering wheel and height adjustable driver’s seat, trip computer and a chilled storage compartment.Add climate controlled air, a CD player, leather and alloys and you had the Dynamique.At the top of the range the Privilige then got you remote central locking, rear sunshade and a central armrest.An update in 2002 saw roof rails introduced on all models, and twin sunroofs added to the Privilige.IN THE SHOP Before buying a Renault, any Renault, check where you can get it serviced and it’s worth finding out how competent they are while you’re at it, perhaps by talking to an existing customer or two.Renault isn’t well serviced with dealers outside of the major cities and it’s important to know that whomever will be wielding the spanners on your car really knows the make.Too many owners report having serious engine damage because the cam-timing belt has snapped while they’re driving along.It seems it often happens before the car gets to the scheduled change point of 100,000 km.If you’re buying second hand check that the belt has been replaced as per the service schedule. If it hasn’t been it would be wise to have it changed.The Scenic’s interior tends to wilt under the relentless attack of the Australian sun so look for signs of wear and tear on the trim and broken or buckled plastic bits and pieces.Parts can be expensive when they fail so keep that in mind before taking the plunge.IN A CRASH The Scenic was well equipped to crash with front airbags for the driver and front passenger as well as side front airbags.ABS antilock brakes were standard across the range, along with electronic brakeforce distribution for added safety under braking.AT THE PUMP The 2.0-litre engine is quite economical in general use, so expect to get 8.0-9.5 L/ 100 km depending on the type of driving.OWNERS SAY Ricky Bryan and his family owned a 2001 Scenic until last year and while they mostly liked it there are some things they don’t miss. As a car for a young family it was just about perfect, Ricky says. His wife loved the high driving position, the ease of getting their daughter in and out of her capsule, the boot space for the pram etc., and versatile interior. They both loved the looks, the safety gear and the trinkets, part leather seats, twin sunroofs, climate control air, and all the storage compartments. But they didn’t like the quality, servicing costs and availability of people who could service it, and nor did they like its reliability, re-sale value and its general lack of oomph in anything but flat going. There were numerous problems with the trim, from early wear to failure of parts like the sunroof motor at a cost of $3000 to repair, but the big problem was that their dealer made a mess of the cam belt change and the motor was heavily damaged as a result. They’ve now moved on to a Holden Astra, but miss the Scenic in many ways.Daniel Hale bought his 2001 Scenic 4x4 one and a half years ago and says his family enjoys it very much. The handling is great, no matter the quality of the road, and the four-wheel drive is good for light off-road work. While the 2.0-litre engine won’t win any speed contests he has pulled a fully laden trailer with no problems. It is surprisingly roomy and he likes the ability to pull the back seats out individually. He says it gets 8.2 L/100 km on the highway and 9.2 L/100 km around town, with an average of about 8.7. He has not had any trouble with regular services, but says the more involved jobs can be tricky for bush mechanics. Once, the cam belt snapped after being incorrectly installed and the engine had to be rebuilt. Apart from this there have been few mechanical problems and it’s now done 170,000 km.Stan Caple and his wife were attracted to the Scenic having owned a 1972 Renault 16 TS and had enjoyed the clever design and practicality of that model for family carrying, touring, comfort, and economy. The inner space and flexibility of the Scenic won them over and they bought a Scenic I before moving on to a much improved Scenic II after 16 months. At 70 years of age Stan likes the ease of getting in and out of the Scenic. He also likes the luggage space and the clever hideaway recesses built into the car’s interior. It’s economical, getting 8.3 L/100 km on average, the servicing has been reasonably priced, the ride and handling competent and the brakes superb. Stan’s only concern is the availability of dealers once you leave the big cities.In 2004 Phil Dixon and his wife were looking to update their faithful 1991 Holden Nova to a bigger car for the arrival of a baby. They wanted something that was a little different from the rest of the pack and decided on a 2003 Dynamique. Their first test drive of a used Scenic almost turned them off it, but they changed their minds when dealers were offering “unbeatable” deals in early 2005. For them the Scenic had the size they wanted, the space for a pram, the high ride height they liked, the safety of front and side airbags, and the different look they preferred. Having bought it they have found it to be reliable, economical, with good visibility and surprising performance. Their gripes are that it needs premium unleaded, and the auto trans, which they don’t like.Nigel Beddoe bought a second hand 2003 Renault Scenic with 85,000 km on the clock. The main reason for buying it was that it was easy for his wife, having had back surgery, to get in and out without having to bend; it was also easy to out their new baby into to the car seat. He says the seats are exceptionally comfortable and the layout very versatile. He also says the 2.0-litre engine is gutsy, but also economical on a run. Overall he says it is a great and versatile little car.LOOK FOR • compact outer dimensions• surprisingly roomy• flexible seating• high seating position• timing belt failuresTHE BOTTOM LINE Roomy interior with flexible seating arrangement make the Scenic an ideal choice for family transport.RATING 65/100

Mini cars are supposed to be cheap and cheerful, or at least they were when VW launched the Polo back in 1996. Back then you handed over $14,990 and drove away in a small car with no more to pay.They came with few frills, their purpose in life was to provide bare bones transport that was a bit better than catching the bus. They weren’t supposed to be comfortable, fun to drive and have features, but than along came VW with the Polo and a new concept in small car motoring. On home turf the little VW competed at all levels of the small car segment, but when it arrived here it was loaded with features, which put it right at the top end of the class.It was part of VW’s local market positioning policy that was designed to create a prestige image for the brand. No matter which segment you cared to look at the relevant VW model was positioned at the upper end of it. In short the VW Polo was a prestige mini car.MODEL WATCH When the first Polo arrived here in 1996 it was already an old model in Europe having been launched two years earlier when it was hailed as the European small car of the year.With a price tag a tick under $20,000 it cost almost half as much again as the average mini car at the time. Not only did it put it in a sub-class of its own, it was competing price wise with models in the bigger small car class. VW reasoned that there were people out there who would spend more on a smaller well-equipped and built car than they would on a larger car with fewer frills.Like most mini cars the five-door Polo hatch was a rather upright device with its alloy wheels placed at the corners to maximize the interior space available to accommodate four adults and their baggage. While its shape was functional it wasn’t at the expense of its looks. It remained a cute little car that had a personality of its own.Inside it was light and airy with enough room to comfortably seat four adults, five at a pinch, although it was a tight squeeze. The seating position was upright and the seats were typically German, hard and a little like sitting on a board, but there was generous head and elbowroom, and ample legroom, for a car of its dimensions. The front seats could be adjusted for height and rake, and the rear seat could be split and folded flat for extra flexibility in carrying large of odd-shaped packages.The dash was typical VW, functional rather than stylish, but all controls fell nicely to hand and were easy to use. Everything about the interior, from cloth trim to the plastics used, gave a sense of quality, which was reinforced by the fit and finish.There was just the one engine offered at launch, a single overhead camshaft 1.6-litre four-cylinder unit, which made it the biggest engine in the class. With fuel injection, it put out 55 kW and 128 Nm, but needed premium unleaded to perform at its best. A makeover in 2000 saw the engine shrink to 1.4 litres. The new double overhead camshaft unit put out similar performance to the old 1.6-litre engine with 55 kW and 126 Nm. A major update in 2002 brought fresh styling and a three-door hatch for the first time, while 2003 saw a double overhead camshaft 1.6-litre engine added to the range.The transmission choices were a five-speed manual and a four-speed auto.On the road the Polo was a zippy little car with plenty of get up and go, no doubt due to the 1.6-litre engine. If you preferred to roll along comfortably with the traffic it would do it, but if you wanted some fun at the wheel it could be stirred along without losing its poise.IN THE SHOP The Polo has a quality feel about it, from the solid ‘thunk’ when the doors close to the fit and finish of the plastics inside. It all suggests a long life and little trouble, and that’s what owners report.Make the usual checks for a service record. VW servicing tends to be expensive and many owners choose to take their cars elsewhere to have them serviced so check carefully to be confident that it has been well serviced by someone who knows what they’re doing. The engines have a belt turning the camshafts so make sure that’s been serviced at the appropriate time.When driving listen carefully for any noises coming from the engine, and make sure the auto transmission engages gear smoothly and without hesitation. On a manual gearbox note when the clutch takes up and any reluctance to engage gears, which may indicate a clutch replacement is near.Also inspect the body to signs of a bingle. All doors, and the hatch, should open and close smoothly, and any mismatching of the paint would suggest a repair has been made.IN A CRASH An agile chassis and responsive steering are a good start to getting out of trouble when faced with a crash, but with airbags for the driver and passenger the Polo is a sound safe bet.AT THE PUMP The Polo is a fuel-friendly little car that will return on average 7.5-8.5 L/100 km around town.OWNERS SAY Nadine McLean’s friends and family were shocked when she swapped her VS Holden Commodore for a six-month-old 2004 VW Polo Elite automatic in 2005, but she loves it. She says she had never considered buying a VW until she got into a friend’s Golf and loved the quality feel of the interior. She says the Polo runs like a dream, is great on fuel, and is easy to park, even in tight spaces. Her only complaints are a tight door handle that requires some force to operate, a skipping CD player, and the cost of servicing, which she says is “unbelievably expensive”.Twenty-one-year-old Vanessa says the Polo is the perfect “chick’s” car. She owns a 2000 Polo hatch that has done 80,500 km and “absolutely loves” it. Vanessa says it's easy to drive and park, and has been reliable, economical, and looks new even though it’s now seven years old. The downside, she says, is that it’s a little underpowered with a full complement of passengers.LOOK FOR • Cute styling• High level of equipment• Reassuring handling• modest performance from 1.4-litre engine• good build quality• generally robust and reliableTHE BOTTOM LINE A light and responsive little car that’s ideal for those who want more in their small car motoring life.RATING 80/100

The Japanese and the Koreans hold sway in the small car segment, they have done for years, but there are now also a number of European brands, like Renault, fighting for a share of the highly competitive market.Renault returned to the market in its own right in 2001, but prior to that it had a somewhat chequered history under the control of independent importers.If you were to turn the clock back 30 years ago you’d find Renault was a well respected brand with a loyal following, but that was eroded through the ’80s and ’90s when it stuttered and stumbled along and lost the confidence of the market. Buyers could never be really sure their dealer would be there when they next took their car in for service.With that background Renault had plenty of ground to make up when it stepped in and took over the distribution of the brand itself in 2001.It hasn’t set the world on fire since it did take back control; instead it has gone along quietly without much fuss as it has worked to rebuild the brand in the eyes of the market.MODEL WATCH The Clio was a small hatch that was given a tough task when Renault launched it against the heavyweights of the small car market in a category that was traditionally price driven.To succeed Renault had to convince buyers that it was worth paying a little more for the features and refinement of a European brand.The problem for Renault was that the mostly Japanese competition had lifted their game considerably and brands like Mazda and Honda were selling some pretty hot little cars.But the Clio had plenty to offer anyone who cared to take a closer look. It was an attractive looking little car with a dash of French flair that made it stand out from the Japanese crowd; it was packed with plenty of features and was a fun little car to drive.The company first hit the market in 2001 with a handful of hot 2.0-litre Clio Sport three-door models to help kick-start the brand with a sporting image.They were followed a few months later by a facelifted model, and with that came the full range.There were three and five-door hatches, with three levels of equipment, and a number of limited edition models that came with a few extra features.Engine choices were 1.4, 1.6 and 2.0-litre, but the 1.4-litre was the only one available with an automatic transmission.The engines were all double overhead camshaft units and willing little things if you were prepared to rev them.At the entry end of the range the 1.4-litre engine put out 72 kW at 6000 revs along with 127 Nm at 3750 revs.The 1.6-litre delivered a little more power and torque, with 79 kW and 148 Nm respectively, but it was the 2.0-litre that really provided the thrills with 124 kW and 200 Nm.The 1.4-litre auto Expression five-door hatch kicked off the range in style by winning the trophy for the best small car in the 2002 ‘Australia’s Best Cars’ award.When stacked up against other small cars it was well equipped with standard features like air, adjustable steering wheel, power front windows, six-speaker sound system with cassette player, remote central locking and an engine immobiliser.Step up to the five-door Privilege or three-door Dynamique and you got the 1.6-litre engine and a five-speed manual gearbox. You also got the extra comfort of climate control air, a trip computer, lumbar adjustment for the driver’s seat, and a CD player.At the top of the range was the fun-filled Sport three-door hatch that boasted the 2.0-litre engine. Light and powerful the Sport delivered high performance with go-kart like handling and powerful braking power courtesy of its disc brakes on all four wheels.The lesser models were more biased towards ride and quiet comfort, but still handled well if not quite as direct and precise as the Sport.Being small there isn’t heaps of room inside the Clio. It was fine for those sitting in the front that enjoyed a comfortable time in supportive seats, but those in the rear found themselves a little cramped.IN THE SHOP The Clio is mostly reliable without any major problems.Those problems it does have tend to be fairly minor ones, like electrical faults, warning lights staying on, and sometimes difficult starting.Other than those there can be the odd oil leak around the engine.The engines have a cam timing belt that requires changing at 100,000 km and it’s important that it is changed. A breakage can lead to major internal damage to the engine that’s expensive to repair.It’s also worth checking where you will get your Renault serviced as there aren’t as many dealers around as there are for other makes. The big cities are pretty well covered, but the country isn’t.IN A CRASH The Clio is pretty well equipped to handle a crash. All models had dual front airbags, along with the dynamic safety of ABS antiskid brakes and emergency brake assist.ESP was added to the Sport in 2003.AT THE PUMP Premium is the recommended fuel for all Clio models.The 1.4-litre models should return 6-8 L/100 km, the 1.6-litre 7-9 L/100 km, and the 2.0-litre Sport should get 8.5-10 L/100 km depending on how hard it’s driven.OWNERS SAY Tony Muir replaced his 2002 VW Polo, which he describes as a disaster, with a 2003 Renault Clio Expression Verve 1.4. He reckons the Clio was a great little car. The upsides, he says were the road holding and braking, which made him feel safe, the French style, the interior, firm supportive seats, and good-sized boot, and the fuel economy. The downsides were the noise through the gears, the sluggish acceleration, the lack of rear seat room and low roofline that cramped the rear seat passengers. Tony also had the expensive misfortune to break a timing belt at four years and six months when the car had done 67,000 km. It did considerable internal damage to the engine and he says owners should be aware of the potential consequences of not changing the belt.THE BOTTOM LINE Sweet driving hatch with French flair, but lacks interior room and comprehensive dealer network.RATING 70/100

Regarded as the safe option Volvo shocked the car world when it launched the front-wheel drive 850 in 1992; it was the first front-wheel drive the company ever made. In developing the 850 Volvo threw out the rulebook by which it had developed its rear-wheel drive cars for most, if all of its long and illustrious history.Volvo had always been a company that had gone about the business of making cars its own way, by creating and building safe, solid cars that were well built and reliable. The company’s strong focus on safety and the environment before it became trendy, while honorable, probably hurt Volvo more than it helped. In a case of reverse snobbery Volvo was looked down upon by the masses because it was the car of choice for the intellectual elite.By the mid-1980s sales were in a slump and the company was in financial strife, reporting the first loss in its history in 1990. The safety message that had made Volvo stand out from the crowd was no longer getting through when the rest of the car industry had caught up. Volvo had to reinvent itself and the 850 was one of the first to emerge in the new age of the Swedish company.MODEL WATCH The 850 was an all-new Volvo mid-sized car launched in 1992. It was produced in sedan and wagon body styles. It came as something of a shock to the Volvo faithful to find that the company had abandoned its history of building rear-wheel drive cars and for the first time designed one that drove the front wheels.Visually the 850 followed the styling theme Volvo had been using for some years, although the bold lines and boxy shapes had been softened slightly in line with the trend of the times. But compared to the jelly mould shapes that were coming from other carmakers, the Japanese in particular, the 850 was distinctive. It was unmistakably a Volvo.The four-door 850 would accommodate four adults in comfort, and true to its roots it had plenty of headroom and legroom. There was also plenty of elbowroom provided you weren’t trying to squeeze three across the back seat.Like its predecessors it had a low belt line that resulted in a large glass area, which gave the interior an airy feeling. Inside, it had plenty of fruit for the time. Air-conditioning was standard, the steering column could be adjusted, and there was a six-speaker sound system along with central locking. Leather trim became standard in 1994, while some models also got power windows and mirrors.On top of that it had ABS anti-skid brakes as standard as well as power steering, and from 1993 it had a driver’s airbag.The sedan’s boot was large and its low lip made loading easy. The wagon also had plenty of room for carrying things when the rear seats were folded.If the switch to front-wheel drive caused some consternation among the Volvo faithful so too did the five-cylinder engine that was mounted across the engine bay east-west style. Volvo sliced one cylinder off an existing engine to create the 2.5-litre five-cylinder unit it used to power the 850.There were two versions of the engine early on; the base engine had two valves per cylinder and produced 103 kW and 206 Nm, and there was a version with four valves per cylinder that produced 125 kW and 220 Nm. Later on there was a turbo variant that generated 166 kW and 300 Nm, and an even more powerful turbo engine that boasted 177 kW and 300 Nm. Transmission choices were a five-speed manual or a four-speed auto.There was also plenty happening underneath the 850, particularly in the rear where the company’s engineers had employed a new ‘delta-link’ suspension, which went a long way to giving the 850 its sporty road feel.On the road the 850 felt assured and stable with good road holding and a firm ride that belied its family four-door image. It went against the thinking of the time that front-wheel drive cars didn’t handle; those who took the time to drive it found it a pleasure on the open road with responsive and neutral handling and quite spirited performance.IN THE SHOP Generally the 850 is a sound car and little of real note seems to afflict them in service. Reports of problems are of a generally minor nature and nothing to be too concerned about. The automatic transmission can sometimes be difficult to shift out of park; this is caused by poor contact of the microswitch on the lockout.Failure of the cruise control to engage is probably caused by damage to the plastic vacuum line in the vicinity of the left headlamp.There have been reports of problems with the cam timing belt tensioner that results in a noise from the front of the engine. Oil leaks are sometimes observed from the oil pump mounting screws. Starting and drivability issues can be traced to a corroded connection where the negative battery cable connects to the engine.IN A CRASH Volvo has always prided itself on being a pioneer on safety so the 850 is full of features to protect us in a crash. Safety really starts with the body structure and Volvo was a leader in that field with the crash performance of its cars right up there with the best. Airbags were adopted quite early in the model cycle so look for cars sold from 1994 on. The 850 was also very capable on the road so its level of primary safety, with good road holding and features like ABS standard, is a match for its secondary safety package.OWNERS SAY Les Hotchin has had a great run out of his 1994 Volvo 850 T5 sedan since buying it second-hand in1999. It was a one owner and had traveled 84,000 km when he bought it, but it has now done 312,000 km. In that time the rear main seal was replaced at 220,000 km, a turbo was replaced at 289,000 km, and the starter motor was overhauled at 311,000 km. The radiator has been replaced, it has had 1.5 sets of brake rotors, plus pads as required, and two sets of shock absorbers. The oil has been changed every 5000 km and the specified service has been done every 10,000 km. It uses about 1.5 litres of oil between changes. The car is tight, comfortable, and rattle free. The leather front seats are showing their age, but are still quite supportive. It gets regular medium to long runs with at least one interstate trip per year, and on these drives will return about 8.5 L/100 km.LOOK FOR • timeless elegant styling• modest performance from non-turbo models• solid build quality• robust engines and gearboxes• roomy interior and boot• good roadholding• good fuel economyTHE BOTTOM LINE Well-built, reliable, safe and sound car that would suit a young driver or family.RATING80/100

There are some classics that, while very desirable, are simply too expensive for all but the well-heeled collector. That’s the way it is with the 1973 Porsche 911 RS, the race tuned version of the iconic 911.A genuine RS would comfortably sell for half a million dollars on today’s market, which puts it out of the reach of most enthusiasts. But there is a way of enjoying the thrill of the RS for much less money. That’s in the form of a replica, a car that captures the essence of the original, but is created from a more affordable model like the later 911 3.2.MODEL WATCH The 1973 911 Carrera RS is one of the most desirable and collectable Porsches of all. In its time the RS was one of the fastest production sports cars on the market.To create the RS Porsche took the 911S, also a very desirable classic sports car today, and put it on a diet that would see it shed 100 kg by doing things like removing the rear seat and the dash board clock, using thinner body panels, and fabric pulls to open the doors instead of regular handles, and covering the floor in rudimentary rubber mats.By the time it was over the RS had been trimmed to just over 1000 kg, but the Porsche formula for speed went further than mere weight loss. The flat-six engine was bored out to 2.7 litres, and with Bosch fuel-injection delivering the fuel it put out a healthy 157 kW. With its power boosted and its weight trimmed the RS was fast. It required just 5.7 seconds to reach 100 km/h, and would do 240 km/h when pushed to the limit.Not only did it do the business on the road it also looked the part with its large bootlid spoiler, front airdam, bold Carrera graphics down each side, and Fuchs alloy rims. It’s no wonder the RS is held in such high esteem by Porsche aficionados. Equally, given Porsche only made 1000 or so, it’s not surprising that RS prices are now so high. It shouldn’t be a surprise then that it has attracted replica makers.The RS is an ideal car to replicate. It was based on the regular Porsche 911, which didn’t change very much over a long period of time from the 1960s to the mid-’80s. The later 911 3.2 is the most obvious model to use as the base for a replica. It was released in the early 1980s and continued in production until late in the decade. It not only provides a sound foundation, requiring little modification to the body, it’s also affordable and there are heaps available here and overseas.IN THE SHOP Sydney company ZAG Automotive specialises in RS replicas. It takes a 911 3.2, mostly imported from Asia where there is an abundance of potential donor cars, and does a complete bare body rebuild on them with a range of genuine and reproduction RS parts to create a car that fits the image of one of Porsche’s most treasured classics.They usually retain the 3.2-litre engine and the gearbox that came with the car, but rework the car visually to recreate the credibility of the original RS.Buyers have a choice of options, from sunroof, air-conditioning, sound systems, and power windows among a comprehensive list of choices. They can also choose their colours, the original RS came in white with blue, green or red graphics, but ZAG will paint a car to the owner’s wishes. There is also a range of details the owner can nominate to achieve the appropriate level of authenticity.The cars are mostly left-hand drive when they arrive and are converted to right-hand drive in the build process. Once completed they require the approval of an engineer before they can be registered, and the requirements can vary from state to state so it’s well worth doing your homework to establish the requirements for your state.IN A CRASH Porsche body strength has never been questioned and that’s the primary crash protection in the early 911 and the replicas. There were no airbags, so safety reverts to the basics of construction, handling, braking and roadholding with the Porsche.AT THE PUMP If your priority is fuel economy read no further as the 911, and the replicas, are high performance cars and like to drink lots of fuel.OWNER SAYS Rohan Veal says he has wanted a classic 911 for as long as he can remember, and he set himself a goal of having one by the time he turned 30. He achieved his goal earlier this year when he took delivery of his 911 RS replica from ZAG Automotive.By then he had already owned a genuine four-cylinder 912, but found it was too good to drive. He was always worried about damaging it to really enjoy the driving experience. There are no such concerns about the replica. “I just want to drive it,” he said. “I won’t pay half a million dollars on a car to polish.”LOOK FOR • the ultimate classic Porsche look.• raw-boned performance• great rasping engine sound• affordable exotic• easy to drive dailyTHE BOTTOM LINE Not the real thing, but close enough it delivers the thrill of the original, at a price that won’t break the bank.RATING 78/100