Articles by Graham Smith

The Porsche 911 is a triumph of persistence over perfection. By rights it shouldn’t have worked at all with its air-cooled engine slung out behind the rear axle the way it was, but determined development by Porsche over many years turned the ugly duckling into a graceful swan.Ferdinand Porsche championed the concept of air-cooled rear engines slung out behind the rear axle in a way that led to a pendulum effect when cornering that made his famous VW Beetle and the early Porsches a real handful if pushed to their handling limits.The Porsche family stuck true to Ferdinand’s formula and with endless refinement and improvements in technology made the iconic 911 sports car a true classic revered by petrolheads all round the world.The 911 replaced the 356 in 1964 and the process of evolution was well underway. The 911 3.2 was one of the early signs of what was to come from Porsche; it was bolder, more aggressive and more powerful than the more modest models it followed.Now, almost 25 years old it’s one of the most affordable ways of acquiring a classic Porsche badge.MODEL WATCH In the 1980s Porsche enthusiasts feared the 911 would be killed off by a management determined to enter the mainstream with a series of new models with a water-cooled engine at the front and refined handling of the sort never thought possible with a Porsche badge.The 924 was a rather insipid attempt at appealing to the masses, the 944 was better, while the 928 was a much-underrated supercar. None, however, appealed to the die-hard Porsche enthusiast who couldn’t accept anything but a 911 as a real Porsche.While those front engined models have gone to the great automotive graveyard in the sky the 911 has gone from strength to strength and the company has succeeded beyond even the wildest dreams of the management in charge in 1984 when the 911 3.2 was released.Even today’s 911, a vastly different car to the original 911, has a family resemblance that is unmistakable. Every 911 has retained the 911 ‘look’ even when it’s been heavily altered.The 3.2 looked like a 911, but was subtly different to the cars that went before it. Its lines were bolder than those of its predecessors, and you could have it with the wide body of the Turbo for the ‘Turbo look’.Power came from a 3.2-litre version of the flat six-cylinder engine that was so familiar in the back of previous 911s. It had electronic multi-point fuel injection and electronic engine management and produced a healthy 170 kW and 284 Nm when at its peak. Coupled to a five-speed manual — there was no auto option — it was capable of racing from zero to 100 km/h in 6.1 seconds and had a top speed of 245 km/h.By 1985 exhaust emission limits were having an effect and it was fitted with an air pump. A year later, when Australia went to unleaded fuel the air pump was deleted, but it got a catalytic converter and was detuned to 155 kW.A new stronger gearbox came in 1987, which delivered smoother shifting than the rather stiff shifting Porsche ’box it replaced. At the same time the clutch was changed to hydraulic actuation and the whole gear changing experience was changed for the better. No longer did you need massive muscles to swap cogs, it was a much lighter and more pleasant experience.The following year, 1988, saw engine power boosted to 160 kW with the availability of 95 octane unleaded fuel. Porsche offered the 911 3.2 in a choice of three body styles, coupe, cabriolet and Targa, and in 1985 made the wide body available. In 1987 all were fitted with front spoilers and the wild whale tail rear spoiler.IN THE SHOP Porsches are generally bulletproof, not a lot goes wrong with them even when they get up in the kays as many of them now are. Watch for smoke from the tailpipe under acceleration, which can mean worn bores and oil is getting past the rings. Porsche introduced hydraulic cam timing chain tensioners on the 3.2 and these are much more reliable.The Porsche interior, like all European interiors of the time, suffers under the Aussie sun, and this can lead to cracked and buckled plastics and torn trim. Cabriolets and Targas are more prone to interior damage because of the greater exposure to the sun.It’s important with all cars of the age of the 3.2 to carefully check for evidence of crash damage. The odds of any car of that age being in a crash are high, so it’s worth spending extra time making a thorough check.IN A CRASH Built before the advent of airbags and the like the 3.2 relied on its chassis to get out of trouble. The brakes were powerful, without ABS of course, and stopped the car efficiently. Porsche handling was always the subject of much discussion, and it’s worth getting some experience behind the wheel before pushing the 911 to its limits.AT THE PUMP It’s arguable that a Porsche driver is overly concerned about fuel economy. Most only drive their cars on sunny Sundays and then they rarely go far so the cost of their fun motoring isn’t very high. For what it’s worth the 911 3.2 should get 11-13 L/100 km on average driving, but push it hard and that will markedly increase.LOOK FOR • Porsche cred.• Cheap thrills• Robust mechanicals• Dodge imports• Be wary of modified cars• Great driving fun• Classic Porsche looksTHE BOTTOM LINE It’s almost 25 years old, but the 911 3.2 is an affordable classic that still looks as fresh as tomorrow.RATING 85/100

Peugeot has had a proud history in this country. The company’s exploits in early Round Australia trials in the 1950s established its credentials beyond doubt. Back in the 1950s it took a special car to conquer the rough and rugged conditions a rally through the outback threw up as a matter of course, and those early Peugeots were right up there with the best in the bush.The rally successes might be a fast fading memory for those old enough to have witnessed them, and younger Australians probably don’t know anything about them, or much less care, but those same qualities that marked the early cars have been carried through to more modern models like the 406.Smooth, refined comfort combined with a reassuring agility; with a little French flair thrown in for good measure make the 406 an alluring proposition.MODEL WATCH While there can be no mistaking Peugeot’s French connection it has few of the quirks that its cousins from Citroen are renowned for having. In most respects the 406 is a very conventional car.Peugeot made a switch from rear-wheel drive to front-wheel drive with the 405 that preceded the 406; it was a late change, but one that had to be made if the company wanted to stay on the pace with the market.The 406 was a little larger than its predecessor so it was roomier and more comfortable inside for those in the front and the rear.Like at Peugeots the 406’s ride was supple and superbly comfortable, the seats generous and supportive. Peugeots are renowned for their so-called “long legs”, the ability to cruise for long distances without any fuss, and the seats are part of the package that allows the driver to emerge after hours at the wheel feeling as if they’d just driven around the corner.Along with the roomy interior, the 406 had a generous boot capable of swallowing plenty of luggage for a lengthy trip. It also had a full-sized spare wheel.Power was provided by a 2.0-litre double overhead camshaft four-cylinder engine, which produced a relatively modest 100 kW at 5500 revs and 187 Nm at 4200 revs. With the weight of the 406 the 2.0-litre engine was made to work quite hard. There was also a double overhead camshaft 3.0-litre V6, which added some welcome zip to the 406 equation with 144 kW at 5500 revs and 267 Nm at 4000 revs. Buyers had the choice of a five-speed manual and a four-speed auto, and the drive was through the front wheels.The model range began with the ST sedan, which came well equipped with velour trim, air-conditioning, ABS, dual airbags, power windows and mirrors, remote central locking, power steering, and eight-speaker sound. An SV sedan added alloys, auto air, engine immobiliser, and auto windscreen wiper actuation. There was also an SV Wagon, which also came with cruise and a CD player, and a stylish SV Coupe.From 1998 the range also included a diesel STDT sedan and wagon, which makes the 406 a model worth considering in this age of spiralling fuel prices. The turbo diesel was a 2.1-litre eight-valve single overhead camshaft unit putting out 82 kW at 4300 revs and 251 Nm at 2000 revs. An upgrade in 1999 saw more aggressive styling, more equipment across the range, increased performance and a new 1.9-litre HDi turbo diesel.IN THE SHOP Generally the 406 is doing a pretty good job and owners are pleased with its performance and reliability. There were question marks about Peugeot build quality in the 1980s and ’90s, which perhaps explains the electrical gremlins one owner complains about.Mechanically the 406 seems robust and reliable, the cam timing belt needs changing around the 100,000 km mark, but check the state of the oil in the engine. Infrequent oil changes leads to the build of sludge, which can become terminal if left. A service record is important. Being front-wheel drive listen for clicking noises when turning, which might indicate worn CV joints.IN A CRASH Airbags were standard across the 406 range so passive safety is of an acceptable level, while the stable handling and powerful brakes provide a decent level of active safety. ABS electronics added to the active safety of the later D9.OWNERS SAY Self-confessed Peugeot nut Doug Brockfield bought his 2.0-litre manual 406 new in 1998. It's now done 275,000 km and he says it has served him very well in all respects. There have been a few electrical problems, but by and large he says the 406 has been very reliable and a delight to drive. Tyres last for 80,000 km and fuel economy is a wonderful 7.0 L/100 km on the open road. The car has done numerous trips to the outback when the renowned Peugeot "long legs" come to the fore. He says that servicing costs and parts prices are quite reasonable. Summing up, he says the 406 is a fine car, and a second hand, well maintained one, would be a good buy.In the last five years Ray Nicholls has owned two 406 sedans, a 1997 D8 auto ST followed by a 2001 D9 V6 SV. He’d previously owned a 405 and says the 406 was quieter, roomier, and sat better on the road. Its handling was superb, and it was reasonably economical at around 9.0 L/100 km around town. His second 406, a D9 now with 133,000 km on it, was a totally different vehicle to the first. It was more economical, the performance was improved, the brakes are sensational, the seats are more comfortable and he believes it was quieter. The V6 was quiet, smooth, and had wonderful performance. Economy on the open highway was similar to the four-cylinder ST, but suffers in city driving.Serge Petrovich hadn’t owned a Peugeot before buying his 2003 2.0-litre auto ST new, but he’s now done about 135,000 km in it and simply loves it. He says the handling, economy and all round drivability is fantastic.LOOK FOR • Attractive styling• Roomy interior and generous boot• Supple ride• Agile handling• Good economy from four-cylinderTHE BOTTOM LINE The 406 is a smooth, comfortable, economical mid-sized car that makes a wonderful long distance cruiser.RATING 75/100

The SUV phenomenon started back in the 1970s with intoxicating images of peaceful places far way from the hustle and bustle of the city and has since become a tidal wave that has flooded our every day lives.The weekend getaways to the beach or bush have given way to the trek of a lifetime for baby boomers who have taken to the open road in huge numbers, but the SUV has also set down roots in our towns as more and more families turn to it for day-to-day family transport.SUVs, or Sports Utility Vehicles, like the Nissan X-Trail have become the enduring phenomenon of modern day motoring and there’s no sign they’re going to lose favour with car buyers any time soon.MODEL WATCH With the evolution of the SUV have come a number of variations on the theme as carmakers have striven to meet the expectations of a wide variety of buyers.What was once a rough, tough four-wheel drive designed to do the hard yards in the bush is now a jacked-up wagon with town manners that struggles for survival once the black top stops.Most carmakers give their SUVs the look of an offroader, but it’s what’s underneath that separates them from the real bush bashers. Nissan attempted to give the X-Trail, the compact soft-roader SUV it launched in 2001, a degree of off-road credibility with its smart drive selection system.A dial on the dash allows the driver to select their desired drive for the conditions. Select ‘2WD’ and all the drive is directed to the front wheels for regular driving when the rear wheels are just there to keep the back bumper off the bitumen.When the road was wet and slippery there was the ‘Auto’ setting, which engaged the centre viscous coupling and drive was electronically distributed front and rear as needed. For more tricky going the drive could be locked, which set the torque split at 53 per cent to the front and the rest to the rear. It was effective up to 30 km/h. It was a pretty good compromise that delivered decent smooth-road manners and reasonable capability off the road.The X-Trail’s four-cylinder engine was on the money when it came to output, which ensured it had plenty of performance available under the right foot when desired. The double overhead camshaft engine delivered 132 kW at 6000 revs along with 245 Nm at 4000 revs, which was enough to have it doing 100 km/h around 11 seconds after launch.X-Trail buyers had the choice of a five-speed manual gearbox or four-speed auto, the latter being the choice of most townies. Manual gearboxes are normally preferred for control when driving off-road, but even in auto form there was good control of the gears.Inside there were comfortable seats and roomy accommodation for five, although the centre rear seat passenger had to make do with a lap belt only. The dash was rather unusual with the dials located in a centre cluster, and there was a second glove box located ahead of the driver. The rest of the controls were housed in the centre console along with a couple of drink holders and other switches, including the drive mode control.IN THE SHOP As with all SUVs a check underneath is mandatory. Any time an SUV is driven off-road it’s susceptible to damage from sand blasting or flying rocks, so check for damage to the underbody, suspension, drive shafts, and exhaust system etc. If you find no damage it’s a good bet it hasn’t gone off the black top. Few SUVs actually do, the most severe use they are usually subjected to is the school run.The X-Trail is generally robust and reliable if serviced according to Nissan’s recommendations, so check for a service record to make sure it has actually seen the inside of a workshop. Servicing is even more crucial if a vehicle is used off-road, even if it appears undamaged from the experience.IN A CRASH Dual front airbags provide protection for the driver and front seat passenger, while standard ABS antiskid brakes and EBD electronic Brakeforce Distribution kick in when things are looking like going pear shaped on the road.AT THE PUMP While its performance is impressive for an SUV it’s fuel economy isn’t bad either. Average drivers should be able to achieve 11.0-11.5 L/100 km around town, and better on the open road, which is quite good for an SUV. There are owners, however, who are unhappy with the economy, but the X-Trail is in line with the average SUV. LPG systems have been developed to meet the demand from some owners who want to save on fuel expenses, and these work well.OWNERS SAY Neil Ricketts reckons the X-Trail’s engine is powerful, but also economical. A keeper of fastidious fuel consumption records, Ricketts gets around 11 L/100 km around town and 8.5 L/100 km on a trip. He particularly likes the X-Trail’s versatility, as on a trip it can go places a normal car can’t. He’s had it on the Bloomfield track north of Cape Tribulation, which involved creek and dry riverbed crossings and last winter being exempt from carrying chains he was able to drive on snow and ice in the NSW snowfields without any problem. The extra traction also comes in handy in wet weather driving in the city.LOOK FOR • User-friendly drive mode system• All-wheel drive security• Good performance• Reasonable fuel economy• LPG systems availableTHE BOTTOM LINE A good blend of town manners and bush capability makes the X-Trail a good family all-rounder.RATING 80/100

You have to wonder about car companies that dump a name that has become popular and replace it with a name that no one knows. Ford did it with the Laser, a top selling small car, and then had to watch as its small car sales dropped dramatically, and Nissan did it when it replaced the popular Pulsar with the oddly named Tiida.The Pulsar nameplate dates back to 1980 and over the years earned a reputation for solid reliability, good value for money and economy of operation. By the time the N16, the last of the line, was released in 2000 it was a well-equipped, good-sized small car that performed well, was economical and gave little trouble.If it had a problem perhaps it was that it had become tired. It was a car for those of us with grey, or no, hair, and not hip enough to appeal to younger buyers.MODEL WATCH The N16 Pulsar sedans were built in Japan and were the first launched in 2000, while the five-door hatchbacks came from England and arrived in the middle of 2001. It was no beacon of contemporary style, admittedly, but it was good looking with pleasant proportions and clean lines. Perhaps it was too ‘nice’ and didn’t have the sort of edge young buyers wanted.There were four versions of the sedan at launch, starting with the LX and working up through the ST, sporty Q and luxury Ti. When the hatchback came a year later it added ST and Q versions to the range.Like all cars the Pulsar grew larger over time and the N16 was quite a bit bigger than the models that went before it, but that extra size translated into decent interior room. Rear passengers may have suffered a little for space, but those in the front seats enjoyed generous room. Like the exterior there was nothing flashy about the Pulsar’s interior. It had everything you wanted, was laid out logically, and was comfortable.Mechanically the Pulsar was quite a conventional front-wheel drive model. There were two engines on offer. The LX entry-level model had a 1.6-litre double overhead camshaft four with fuel injection, which gave 83 kW and 140 Nm.It was an economical engine, but the 1.8-litre engine that powered the rest of the range had a little more zip and made the best buying. With more performance, thanks to its 92 kW and 161 Nm, the 1.8-litre enabled the Pulsar to stay on the pace in the heavy going around town. Both engines were available with either a five-speed manual gearbox or a four-speed auto.On the road the Pulsar was light and nimble making it a breeze around town and easy to park. Out on the road it was quite composed with a supple suspension that was able to soak up most of what was thrown at it without being upset. The ride was compliant and comfortable for a small car, and its handling was well balanced and secure. It was a good all-rounder.IN THE SHOP The Pulsar has a good reputation for build quality and reliability. Nothing serious seems to go wrong with them, which makes them a good used car buy. When checking look for a service record to make sure of a regular maintenance routine. The Pulsar engines have a chain taking care of the cam timing so there’s no servicing needed.Many Pulsars were used by the rental industry, which usually means they accumulated kilometres quickly and were sometimes driven by uncaring drivers. Bear it in mind that any Pulsar with a higher than normal odometer reading could well have been a renter. Negotiate hard to lower the asking price on a car that appears to have a rental background.IN A CRASH All models have a driver’s airbag, but some also have an airbag for the front passenger, and ABS anti-skid brakes.AT THE PUMP The N16 is generally an economical little car, and well worth considering if you want to cut your fuel bills. On average it should do around 7.5-8.5 L/100 km in general use.LOOK FOR • Pleasant looks• good performing 1.8-litre• low fuel consumption• well built• little goes wrong• good all-rounderTHE BOTTOM LINE Well-built and reliable small car that will cut your fuel bills.RATING 78/100

It might be the last letter in the alphabet, but ‘Z’ is the first that comes to mind when thinking of the great sports cars Nissan has made over the years. It came into being with the great Datsun 240Z sports coupe in the early 1970s and has continued to identify the company’s sports cars ever since.Today it’s used on the 350Z, Nissan’s current sports car that first hit our roads back in 2003. When launching the 350Z, Nissan’s then managing director, Leon Daphne, said it was the company’s “halo” car, designed to represent the “heart, soul and passion” of the company.MODEL WATCH The 350Z continued the rich history of Nissan sports cars dating back to the iconic 240Z. With two doors and seating for two the 350Z is not a car for the family. It’s the car owned by those without kids, or those who want a second fun car for the weekends.The 350Z range was made up of three models: two coupes and a roadster. The Touring Coupe was tailored more to those who wanted their sporting motoring with a slightly softer edge than its Track Coupe cousin. It came with leather trim, drilled alloy pedals, Bose sound system with six-stack CD player, and rolled on 17-inch alloy wheels for a suppler ride. The Track Coupe had all of that, but had a more defined sporty edge with 18-inch alloy wheels, bigger disc brakes and electronic stability control.The Roadster could be transformed from a comfy and secure coupe to an open top cruiser at the push of a button, when the power roof would fold down out of sight.The 350Z’s power came from a wonderful 3.5-litre double overhead camshaft V6. When asked it would willingly deliver to the tune of 206 kW at 6200 revs and 363 Nm at 4800 revs. Down low there was plenty of torque on tap, whether you just wanted to cruise along without changing gears, or if you wanted to slam your foot to the floor and race through the gears.The 350Z was superbly tractable at low speeds, but ask it for its best and it would pin your ears back like few others. If you wanted it would reach 100 km/h in 6.5 seconds and race through the 400-metre dash in 14.5 seconds.But it wasn’t just a straight-line hero; it really came into its own on a winding country road where you got to experience its full performance repertoire. Buyers had the choice of a six-speed manual, which was criticized for its less than precise gearshift, or a five-speed auto with a paddle shift manual mode. Final drive was fittingly delivered through the rear wheels.The 350Z boasted an almost perfect 50/50 weight distribution. It was marginally heavier on the front than it was on the rear, but the near perfect distribution was one of the reasons the 350Z had a wonderfully balanced chassis.Underneath it had independent all-alloy suspension front and rear, speed sensitive power steering and four-wheel ventilated disc brakes. There was also a raft of electronics to keep a watchful eye over proceedings. All models had ABS antiskid brakes, brake force distribution, brake assist, and traction control. On top of that the sporty Track Coupe also had stability control and more powerful Brembo brakes.Inside, the 350Z was snug. There wasn’t a huge amount of space to stretch out, you felt surrounded, but there was a sense of security and plenty of support if you wanted to push things to the limit.IN THE SHOP Generally the 350Z is trouble free with few problems coming to the surface in the first few years it has been on sale. The earliest cars now have around 60,000 km on the odometer if they’ve been used daily, but there are a number that have been reserved for weekend use and haven’t got as many kays under their belts.The wonderful double overhead camshaft V6 is robust and doesn’t appear to give much trouble at all. It does, however, require PULP or better to be used. Likewise the transmissions and drive train seem robust and reliable. The chassis generally is standing up well, although there are some reports of high tyre wear.IN A CRASH The 350Z’s safety package was comprehensive, with all models having dual front and side airbags, and the Coupes also having curtain airbags. Add to that a responsive chassis and powerful brakes, with an extensive array of electronic driver aids, and the safety package is an impressive one.OWNERS SAY Greg Bird has owned his 350Z for the last four years, but has used it as a weekend car and it has only clocked up 35,000 km. He says it’s easy to drive, whether driven down to the local shops or hard around a racetrack. The steering is razor sharp, the handling great, while the engine has good torque and a good spread of power through the rev range. It’s also been economical, and utterly reliable. He’s not so rapt in the rear visibility, which he says is poor, the interior noise level, and the high level of front tyre wear, which he says was fixed under warranty.Derek bought his 2003 350Z Touring second hand when it had done 14,000 km and sold it when it had 35,000 km on the clock. He says it was the best car he’d ever driven. It had great performance, and loved corners and straight lines, and he loved the firm ride. The fuel consumption was 14.2 L/100 km around town and around 8.5 L/100 km on the open road. His only complaints were a squeak in the driver’s seat and the cheap look of the interior plastics.LOOK FOR • chunky styling• sizzling V6 engine• good road holding• responsive chassis• powerful brakes.THE BOTTOM LINE Good looking thrill-a-minute sports car with a great engine and agile chassis.RATING 80/100

It took Mitsubishi a while to get into the on-road offroader market, but when it did it did so in its usual competent way with the Outlander. The compact offroader market has been the biggest growth segment on the local scene in recent times so it was only natural that Mitsubishi came up with a contender.The first effort, the Pajero iO wasn’t well accepted. It was well credentialed to go offroad, possibly the best in the class, but an offroad capability doesn’t count when it’s only going to be used to take the kids to school and pick up the groceries.What does matter in this class of town cars is size and the iO was too small, and it was also a little too uncouth for town use. The Outlander was Mitsubishi’s next attempt to break into the market and it was a much better effort.MODEL WATCH Like all compact SUVs the Outlander looked like an offroader, but that’s about where the similarity ended. With its high ride height, and all-wheel drive, it could handle dirt roads and smooth bush tracks with aplomb, but it wasn’t meant to plunge too deep into the real Outback.The reality is that, like all SUVs, the Outlander was a family wagon and it was a capable one in that role. Looked at from most angles the Outlander seems a middle of the road, conventional Japanese SUV, but then you spot the front and wonder if the designer was having a bad hair day.Either that or the guy who chose the name really meant to call it ‘Outlandish’ and got it wrong. The front is just appalling. You really should warn to neighbors you’re buying one so they can put the dog away before you drive it home.Under the prominent snout lies a modest 2.35-litre single overhead camshaft fuel-injected four-cylinder engine that puts out 100 kW at 5000 revs and 205 Nm at 2500 revs. The engine was upgraded with Mitsubishi’s MIVEC variable valve timing system in 2004 when the power jumped to 120 kW at 5750 revs and 220 Nm at 4000 revs to give it a little more punch.It only came with a four-speed auto, which was a smooth unit and perfectly suited to its intended use around town. The Outlander didn’t have a low-range like any serious offroader does. Instead it had a viscous coupling with drive split 50 per cent front and rear with conventional diffs at both ends, and no traction control. As such its off-road ability is limited. There’s little wheel travel, no low-range, no limited-slip diff, no traction control and no underbody protection. On the black top it’s another matter. It’s quiet, comfortable and quite refined.The Outlander has fully independent suspension front and back, with struts at the front and a multi-link layout in the rear. The tuning is well sorted so it can be driven with confidence on all types of roads. On the highway the engine can be found wanting for grunt when you need to overtake, but apart from that it’s quite a smooth unit. Inside, the Outlander is quite roomy, it’s the sort of room a family wants.The LS opened the bidding and had a long list of standard equipment including cloth trim, air-conditioning, power windows, tilt column, cruise, power mirrors, CD player, immobilizer, remote central locking. Buy the XLS and you got leather, sunroof, six speakers and a cargo cover.IN THE SHOP There is no real intelligence on problems with the Outlander; it appears to be quite robust and reliable, although it is early days yet with the early cars now only just past the 50,000 km mark. But based on Mitsubishi’s generally good record of reliability it is fair to assume it will continue to be reliable in the longer term.The Outlander isn’t designed to beat around the bush so look for signs of offroad use. Look over, under, inside and out for stone and rock impact damage to panel work and underbody equipment, and dust intrusion in door openings and hardware etc. Walk away if you suspect it’s been used off the beaten track. Check for a service record to make sure it’s been maintained from new.IN A CRASH All models had seat belts with pretensioners and dual front airbags, while other models higher up the pecking order also had front side airbags as well. Well-tuned suspension with ABS brakes and EBD electronic brakeforce distribution aided safety.FUEL ECONOMY On average you could expect to get 12-13 L/100 km from the Outlander, which appears a little thirstier than its main rivals.OWNERS SAY Len Gemelli bought a later Outlander VR-X in 2005 when he wanted to downsize from a Mitsubishi Challenger he’d done 200,000 km in without any trouble, and says he’s extremely happy with its comfort, performance and economy in the 45,000 km it has done. The only downside is the Sat Nav system, which due to an issue with Mitsubishi and Eurovox cannot be upgraded.Bruce Gill bought his Outlander in December 2005, when Mitsubishi was doing a drive-away special deal. Bruce says it’s not a performance car, but it is a great package. The MIVEC engine moves it along as well as it needs to, and it’s comfortable and quiet. For the first time he says he really appreciated the full-time all-wheel drive on a snow and ice covered road to the ski resorts It hasn’t missed a beat, and he’s getting around 10.5 L/100 km on a mix of mostly country and some around town driving. Doing 100-110 km/h on highways, it’s comfortable and quiet. His only real criticism is the relatively small load area and slightly odd style at the rear.LOOK FOR • challenging looks• very roomy interior• modest performance• limited offroad capability• robust and reliableTHE BOTTOM LINE Reliable and roomy, it’s one of the better SUVs if you can get used to the looksRATING 70/100

The 380 will forever be known as the car that ended local production of Mitsubishi cars. There’s no escaping the fact that it was the last car the company produced in Australia so in that sense it’s a rap it has to wear, but there’s more to the Mitsubishi story than one last model, and in that sense it’s a bum rap.To blame the 380 for the demise of local production is going too far. It’s not a bad car by any measure, far from it, but it was probably too late and too little. By the time it hit the road in 2005 the Mitsubishi name was already on the nose with buyers and there was little the 380 could do to rescue the situation.Even a name change from the Magna wasn’t enough; that should have happened many years ago when the name was tarnished by the auto trans fiasco way back in the 1980s. But just because the 380 is out of production shouldn’t suggest that it be removed from your shopping list, either as a new car buy or as a used car.There are plenty of sound reasons for buying the last of the long line of Australian-made Mitsubishis, none more so than its price, which is already showing signs of plummeting.MODEL WATCH The vultures were already circling the barely breathing body of the Tonsley assembly plant in Adelaide long before the 380 starting rolling off the production line.Magna sales had slowed to an unsustainable level and there was no sign buyers had any intention of returning to the fold. It was clear something radical had to be done if there was to be any chance of keeping Tonsley going.The decision was to build a Magna that wasn’t a Magna. There was nothing spectacularly wrong with the Magna, it was soundly engineered, performed well, was well built and reliable, but the name had become synonymous with the cardigan set and nothing was going to shake that perception.There wasn’t much wrong with the idea of building another car along the lines of the Magna, but it had to be given a new name. The 380 was the name chosen, and the car hit Mitsubishi showrooms with an optimistic fanfare in 2005, as Mitsubishi’s management team watched and waited for the reaction of car buyers.It wasn’t long before it was realised that trouble was ahead. There wasn’t a surge in sales and prices started to drop in an effort to spark showroom traffic. From then it was really only a matter of time before Mitsubishi’s Japanese bosses ran out of patience and hit the big red button on the production line.But the 380 story didn’t end with the halting of production because there will be new cars in the market for many months, and used cars will be bought and sold for many years ahead as owners argue its merits. Conservatively styled there was nothing to write home about the 380’s looks. It had a clear family connection to the Magna, which mustn’t have helped, and it really did disappear into the background on the road.In its favour it was larger than the Magna and had the room for a family with good front and rear head and legroom. The dash was well laid-out, although the finish of the plastics looked and felt cheap. But it was well put together and the cheap-look of the plastics could have been corrected with a more subtle texture without too much trouble. At the wheel the driving position was comfortable and the seats supportive.Under the bonnet was a 3.8-litre single overhead camshaft V6 that delivered smooth steady power as the revs climbed. At its peak it would deliver 175 kW and 340 Nm into either a five-speed manual gearbox or, more likely a five-speed auto, with the auto boasting a manual shift option.The suspension was MacPherson Strut at the front with a stabiliser bar, and independent multi-link at the rear. Four-wheel disc brakes, assisted by ABS anti-skid and traction control electronics helped keep it on the black top.Models in the 380 range at launch consisted of base sedan, LS, LX, VR-X and GT. In 2006 Mitsubishi released a Series II with ES, LX, SX, VR-X and GT. Finally in 2007 the company unveiled the Series III, which was destined to be the last act in the company’s local manufacturing play.IN THE SHOP The 380 is still very much in its youth so there isn’t a lot to report, but going by the record of recent Magnas it’s fair to say the new car will be pretty reliable. The engine, gearboxes and driveline are all well proven and have given little drama in the past. Plenty of 380s went into fleet use so be cautious when buying cars that have been driven by people who don’t care much about their ride. Negotiate hard if you’re buying an ex-fleet car.Make the usual checks for minor bumps and scrapes on the body and thoroughly check for serious body damage that might have been caused by a crash. The interior trim of Magnas generally stood up well over time and there’s no reason to think the 380 will be any worse.The 3.8-litre V6 has plenty of punch and will do the job for many years to come without any dramas. Because it’s awkward to get to the three spark plugs at the rear of the engine those cylinders have expensive platinum plugs that require replacing at 90,000 km and some owners get a surprise when they receive the bill from their mechanic. The plugs in the three cylinders at the front of the engine are regular plugs that aren’t as expensive, but require replacement more often.With a six-year warranty Mitsubishi provided plenty of cover for 380 owners, and that’s still in play with the oldest 380 still only three years old.IN A CRASH The 380 had a solid array of safety features with dual front airbags, side airbags, and seat belt pretensioners, which all helped in a crash. It also had an agile, responsive chassis with good steering, powerful disc brakes all round with anti-skid and traction control electronics to empower the driver with the capability to dodge a crash.AT THE PUMP The 380 was quite economical given its mass and the size of its engine. The manual would do around 11.5 L/100 km and the auto a little less at around 10.5 L/100 km. It’s also good on gas with an LPG-compatible engine right from the factory. An approved aftermarket LPG injection kit for the 380 costs around $4200, so given the government rebate of $2000 the extra $2200 the owner needs to cover can be recovered in around 18 months by an average motorist.OWNERS SAY Kelvin Tennant bought his 380 GT shortly after the 2005 release and he rates it by far the best car he’s ever owned. Right from the very first time he drove a 380 he was impressed with the feeling of stability that the car imparts to a driver. It always feels beautifully balanced in corners with hardly any body roll. Added to which the ride is quiet and smooth and the braking excellent. Kelvin also uses it to tow a pop-top caravan and says it makes light work of it even on steep hills. Tests he’s done shows it does 11.6 L/100km on average and as little as 9.0 on a trip.Nick Renwick and his dad both have Mitsubishi 380s and they reckon they are the perfect cars. Nick’s is a brand new 2008 SX; his father’s a 2006 SX Platinum. The build quality is much better than both the VE Commodore and the BF Falcon, they say, and they are so smooth, quiet and comfortable, yet incredibly sporty to drive. They rate the fuel consumption as good, so too the interior space and the fit and finish.Noel Carey bought his 2006 380 Series 2 LX with around 56,000 km on the clock. It has now done 60,000 km and feels as good as new. The body is tight, the panels fit well and the doors close with a solid ‘clunk’. On the road it’s quiet, the engine oozes power and the transmission is smooth and shifts seamlessly.Geoff Burton owns a 2005 380LX with 38,000 km on the clock, and says it is a magnificent vehicle, better than the Fairlane and Statesman he has previously owned. It is a very comfortable car, and is quite good on fuel, handles well and has responsive performance. If it had any faults they would be a lack of mudflaps, a blind spot on the rear passenger side when reversing and no grab handle for the front seat passenger.LOOK OUT FOR • conservative styling• roomy interior• smooth, gutsy V6• good ride and handling• potential for gas conversionTHE BOTTOM LINE With a six-year warranty and sliding prices the well-built and equipped 380 is a potential bargain used car buy.RATING 90/100

There are two reasons to buy a used car. One is to buy cheap by avoiding the first couple of years when depreciation is at its highest, the other is to buy a better car than you could otherwise afford new.The Mercedes-Benz AMG C36 falls in the latter category. With a new price of $154,900 when launched in 1995 only the very well heeled could afford it, but 10 years later many more of us can afford to drive one of the great sports sedans of the last decade.The C36 was the result of the partnership between Mercedes-Benz and its performance partner AMG, which had built a strong reputation for its tuned versions of regular Mercedes-Benz sedans. AMG began tuning Mercedes-Benz cars back in the 1960s, but today is part of Daimler and its work is now done in-house.MODEL WATCH The C36 started life like any other humble C-Class; it only grew horns after being transported across town to the AMG factory where it underwent surgery of the most radical kind in the process of being transformed into a super sports sedan.When it emerged from the ’Benz bunker it was a C280 with a 2.8-litre straight six-cylinder engine, but by the time it left the AMG factory the engine was stretched to 3.6 litres courtesy of a larger bore and longer stroke and was a ’bahn-storming C36.Inside, the compression ratio had been raised to 10.5: 1, a new inlet camshaft worked with a high flow inlet manifold to ease the charge into the engine, and enlarged exhaust ports and a free flow exhaust system fast tracked the spent gases away.With revised electronics to make the best use of the changes the enlarged engine put out 206 kW at 5750 revs and 385 Nm at 4000 revs. That put it into the company of other hot sports sedans like the BMW M3 and 540i, and the homegrown HSV GTS.Tests at the time had it sprinting from rest to 100 km/h in 6.5 secs while accounting for the standing 400-metre dash in 14.5s. Top speed was electronically limited to 250 km/h.Naturally the C36 wasn’t just about its engine, it also had a beefed-up four-speed auto taken from the S-Class and a sportier torque convertor. An updated model in late 1996 saw the four-speed auto replaced by a five-speed.Underneath, its suspension was lowered and retuned with new springs and shocks, while the steering was sharpened even though it was still lacking in feel much as most Mercedes do. Along with the extra speed the C36 also featured massively increased braking power with brakes taken from the S-Class with an overlay of anti-skid and traction control electronics for added safety.Large 17-inch alloy wheels and low profile tyres completed the sporty package, and were the main clues to the C36’s performance potential. There were other things that made you take a second look, but the C36 was a subtle package, the sort that caught others unaware when the lights turned green.A combination of a new front spoiler, side skirts and rear airdam along with some subtle AMG badges helped give it a meaner look than its regular cousins. As would be expected of a car costing almost $155,000 the C36 was packed with luxury features, including leather trim, air-conditioning, sports seats, cruise, power windows, tinted glass, dual front airbags, 10-stacker CD player, remote central locking and sunroof.IN THE SHOP There is always a risk in buying an expensive used car like the C36, which will have more than 100,000 km on average and as much as 150,000 km or more if they’ve been regularly driven. That’s the key as these sorts of cars are often garaged for much of their life while their owners use other more modest cars for their regular transport. For that reason they often have much lower odometer readings than most cars of a similar age.It’s also important not to rush in and buy the first you see. Although they are relatively rare and don’t come up for sale on a regular basis it’s best to shop around and make a careful decision. Look for a low mileage car, one with a verifiable service record and with all the indicators of low use. Things like lack of wear on the driver’s side carpet, the side bolster of the driver’s seat, the steering wheel.Get an independent check, preferably by a Mercedes expert, and inspect it closely for panel damage. Expect to pay more for replacement parts and don’t try to get away with cheaper parts if you want to maintain the C36’s performance.IN A CRASH An agile chassis with sports settings, big brakes, antilock and traction control electronics deliver a high level of primary safety, while dual front airbags protect the front passengers in a frontal collision. Used car crash investigators rate the C-Class ’Benz better than average in protecting its occupants in a crash and average in its impact on others.LOOK FOR • subtle styling masks performance potential• great high performance luxury cruiser• agile and responsive chassis• powerful brakes match performance• loads of standard featuresVERDICT A rare and exhilarating sports sedan worth considering instead of a new Commodore SS or Falcon XR8.RATING 85/100

The SL is the hero model in the ’Benz range. It was when it was introduced in the 1950s and it still holds a special place in the hearts of Mercedes-Benz aficionados today.In the Mercedes-Benz lexicon SL literally means “lightweight sports”. It was an apt description of the 300 SL that began the line, but by the time the 500 SL was launched in 1990 it was anything but light.A more apt description of the 500 SL perhaps might have been “luxury sports”, but it was still an awesome two-seater sports car and ranked among the best in the world at the time of its launch.MODEL WATCH At the time of its launch the 500 SL was the first open top roadster released by Mercedes-Benz for 18 years and was an instant hit in Europe. The success was repeated here when it made these shores, and the first four years of supply was quickly spoken for as SL fans lined up for a slice of history.Australia only got the big-bore quad-cam V8 model, and it came loaded with everything from traction control to an electrically adjustable interior rear view mirror. It shared the top spot on the ’Benz totem pole with the S-Class sedan, but the S-Class could never approach the SL’s blend of style, performance and status.The 500 SL was impressive from every angle, and like all great sports car it looked capable of going fast even when it was parked outside the café as its owner sipped a latte inside.It was to be Mercedes’ sports car for the 1990s and as such couldn’t date quickly. Look at its sleek, lithe lines today and it’s clear that the 500 SL’s designers met their brief perfectly. Almost 20 years after its launch, it still turns heads like few cars can.The 500 SL was a complex car. As the Mercedes-Benz flag-bearer it pushed the boundaries of contemporary automotive engineering and packed the very latest technology available at the time.It came equipped with a clever power folding roof, an automatic rollover bar that sprung into place when it seemed you were about to turn turtle, there was traction control to keep the wheels from spinning, and the seats boasted automatically adjusting seat belts.The 500 SL was a surprisingly big car, a message that came through loud and clear when it was driven over a weighbridge. It was longer, wider and taller than its predecessor, and weighed in at a whopping 1770 kg.The suspension was fully independent with struts at the front and a five-link system at the rear; the brakes were disc front and rear with ABS keeping a watchful eye on them to prevent lockup, and the steering was power-assisted.Under the elegant bonnet lay a fuel-injected double overhead camshaft 5.0-litre V8 that put out 240 kW at 5500 revs along with 450 Nm at 4000 revs. The V8 was linked to a four-speed automatic transmission; Mercedes didn’t offer the buyers of its premier sports car the choice of a manual gearbox.Despite its considerable mass the 500 SL still packed plenty of performance. When the taps were opened to their maximum the 500 SL required a little over six seconds to reach 100 km/h, but it really came into its own on the open road where it would run all day at its electronically-limited top speed of 250 km/h.It also had impressive road manners. It was sure-footed with big low profile tyres on 16-inch alloys, rode comfortably and was finely balanced with a damping system that lowered it by 30 mm when it was travelling at more than 120 km/h.IN THE SHOP The 500 SL was a technically advanced car for its time and for that reason needs the care of a trained specialist with a thorough knowledge of the technology and experience in keeping it in good fettle. Generally the 500 SL was well built and this reflects in its on-going reliability, but they are now getting on in years, if not in kays, so the chances of something going wrong are getting higher.Before laying out any of your hard-earned cash have an inspection conducted by an expert who can give you a comprehensive report on a car’s condition. Be wary of imports, and there are quite a few from Europe and Asia that could well have been subjected to some pretty tough climatic conditions before they landed here. Local cars are more likely to have done fewer kilometres and housed in secure garages out of the weather, so they make a much more compelling case than cars with little known history from parts unknown.IN A CRASH Few cars in 1990 had an airbag, but the 500 SL was one that did. There was an airbag for the driver, and the ‘pop-up’ rollover bar provided protection in the event the car rolled over. It also boasted ABS, traction control, and the self-lowering suspension for an impressive dynamic safety package.AT THE PUMP A heavy car powered by a large capacity, highly tuned V8 engine is not a recipe for great fuel economy, but 500 SL owners are not likely to drive their cars on a daily basis so the cost of the occasional sunny Sunday drive usually isn’t high for them. If it were of concern it would get 15-18 L/100 km in average use.LOOK FOR • Classic roadster styling• Head turning prestige• Awesome performance• Be wary of imports• Packed full of featuresTHE BOTTOM LINE Perfect for the Sunday drive if you prefer your sports motoring with loads of luxury and style.RATING 75/100

All-wheel drive is all about safety in all weather conditions on all road types, but almost as soon as those wonderful attributes were identified some rally tuner realised it also had enormous potential for rallying. It was about then that the all-wheel car went from a nice safe family car to a hotter-than-hell performance machine and we had some of the hottest special edition models, like the Subaru Liberty RS Turbo, appearing in our showrooms.At first it was a limited edition model available to rally competitors by way of special order, but such was the demand for it that Subaru released it for general consumption. Before the WRX with which the company is so closely identified, the RS Turbo was already attracting the attention of rally enthusiasts.MODEL WATCH Subaru was in a period of transition in the early 1990s. Apart from its all-wheel drive models Subaru was producing cars that were struggling to stand apart from the small Japanese crowd, but in a moment of marketing genius the company decided to become an all-wheel drive only company. It was a masterstroke, one from which the company hasn’t looked back.In late 1991 when the RS Liberty Turbo sedan was launched it looked much like its more mainstream cousin. If it wasn’t for the alloy wheels, sports rubber and modest rear wing you wouldn’t know you were looking at anything but a regular Liberty sedan. It’s not until you drove the RS Turbo that it became clear, instantly clear, that this wasn’t a family shopping trolley.If you dared bury the right foot in the carpet the RS Turbo’s blown 2.0-litre quad-cam flat four responded with nearly 50 per cent more power and almost 40 per cent more torque than the naturally aspirated 2.2-litre engine that lurked under the standard Liberty’s bonnet. Peak power was 147 kW at 6000 revs while the torque curve reached its maximum of 260 Nm at 3600 revs.To achieve the increased output Subaru beefed up the cylinder block, added four-coil ignition and added a liquid-cooled turbocharger and liquid/air intercooler. It then fed it through a five-speed manual gearbox and centre and rear differentials to all four wheels for a thrilling drive well beyond its modest looks suggest it’s capable of.Given its head the RS Turbo Liberty would run hard and fast. It was capable of reaching 100 km/h in seven seconds, the standing 400-metre sprint was dismissed in 15 seconds, and it would reach 215 km/h if pressed all the way in fifth gear. As you might expect with its rally credentials, the RS Turbo LIberty was a delight on the road. It handled fast and slow corners well, was very precise and could change direction easily. The ride, while firm, wasn’t uncomfortable and soaked up bumps and potholes without being upset.The brakes were perhaps an area for criticism. While discs were employed at all corners it lacked the added safety of ABS anti-skid electronics, which would definitely have been a bonus on a car of such high performance.Inside, the RS Turbo LIberty offered the full accommodation of a regular four-door with quite good headroom, good legroom and foot space, even for tall occupants. The cloth-trimmed seats were both supportive and comfortable, there was a footrest for the driver’s left foot and an adjustable steering column.Standard equipment included air-conditioning, power windows, mirrors and antenna, central locking, cruise, and there was an optional sunroof. The sound system was an AM/FM radio cassette with four speakers. A wagon version was released in 1992.IN THE SHOP The RS Liberty Turbo is at least 12 years old now, the last leaving dealerships in 1994, which means they will have racked up plenty of kays, some of which could well have been very hard ones. On average an early car will have done over 200,000 km, a later one around 170,000 km, but Subaru reliability is such that high kay cars can still be worth taking on.Some early cars had rattling valve lifters that were fixed on complaint by Subaru, but some might have slipped through the system and owners have to try and find a solution themselves.The body is fairly sturdy and stands the test of time well. Look for the usual car park dings, which are inevitable if the car has been driven daily.Many have been modified for more performance or handling so look carefully for mods and make sure they have been well done by professionals who know what they’re doing. Also make sure those modifications don’t adversely affect the things that matter to you.Fitting aftermarket springs and shocks, for instance, can make the ride hard and uncomfortable which diminishes its appeal as a family tourer. Look carefully for engine modifications, which might have boosted performance, but cut the reliability. Again seek expert help before buying a heavily modified car. Before you take on a car that has been modified check to ensure the modifications are legal rather than risk getting stuck with a car that doesn’t comply with the law.IN A CRASH Primary safety is the all-wheel drive RS Turbo Liberty’s great suit. Its handling in all conditions, boosted by its rally suspension is the perfect recipe for extracting yourself from a dicey situation. Airbags weren’t offered, but secondary safety comes down to its sturdy body construction.OWNERS SAY Dave Shephard has owned two RS Turbo wagons. The first was written off a few weeks after he bought it, but the second now has 260,000 km on it. When he bought them he was looking for a car with performance, but could still swallow his kite surfing gear. He says it’s a perfect compromise, a mix of power and performance with Subaru reliability.Oliver Lever says the RS Turbo Liberty is a fantastic car for the young enthusiast or the family. Like all cars, he says, they have their shortfalls, which in the case of the RS Turbo Liberty is the gearbox. He says there’s plenty of information on them, parts are readily available, and their modest looks means they don’t come in for regular attention from the police.Matthew Pyman has owned a 1991 RS Turbo for a year and says he has never been happier with any previous car. It is, he says, a dream to drive. He loves the handling, the rumble of the boxer engine, and the overall thrill of the drive.Jarrod Power has owned his RS Turbo Liberty for three years. The great thing about them, he says, is that while they are quite attractive, and can be improved upon easily by lowering them and fitting a set of alloy wheels, they don't attract the attention of the police, which allows you to enjoy the driving experience. The RS Turbo Liberty gets tick in every box with its looks, performance and cost.LOOK FOR • Rattling valve lifters• Illegal modifications• Great all-wheel drive handling• Roomy interior for family• Combination of performance and practicality• Good build qualityTHE BOTTOM LINE Its all-wheel drive safety makes it a great learning car for young drivers to gain experience.RATING 75/100