Articles by Graham Smith

Mazda has undergone a reincarnation in recent times with a raft of new and exciting models like the 3. The respected Japanese company has renewed its entire range in just six years or so, from the diminutive 2 in 2002 to the exhilarating RX8 in 2003, and then the 3 a year later.The 3 replaced the highly regarded 323 in the old range, a car that had won the hearts and minds of many Australians over the previous 30 years, but brought with it a touch of the Mazda ‘Zoom-Zoom’.MODEL WATCH While it was a popular small car the 323 had lost much of its gloss by the time the 3 was launched amid Mazda’s ‘Zoom-Zoom’ renewal. As a result the 3 faced a big task. It had to win back 323 buyers to the fold and make new conquests to keep the Mazda resurgence zooming along.At first glance the 3 was unmistakably new, from top to bottom, bumper to bumper. It looked good from all angles with its striking lines and balanced proportions. Mazda offered two body styles, a five-door hatch for the young and progressive, and a four-door sedan for older motorists who liked the familiarity and security a sedan offered. It not only looked different to the middle-of-the-road 323 it replaced, it was also bigger in all dimensions compared to its illustrious predecessor.The larger exterior dimensions resulted in a roomier interior with good front and rear shoulder room and plenty of leg room for the five adults it’s capable of accommodating. Add to that a large and flexible luggage compartment, and a number of useful storage options and the Mazda 3 is more than capable of satisfying the needs of a modern family.The upright design of the 3, along with a higher seating position also makes its easier to get in an out, an important consideration for ageing motorists who might be thinking of a 3.There were two engines offered in the Mazda 3. The first was a 2.0-litre all-alloy, double overhead camshaft unit boasting 104 kW at 6000 revs and 181 Nm at 4500 revs, respectively 13 per cent and eight per cent more than the 1.8-litre engine in the old 323.A 2.0-litre engine powered the Neo, Maxx and Maxx Sport models, but the sports SP23 had the extra zip of a 2.3-litre engine, which featured variable valve timing, and gave out 115 kW at 6500 revs and 203 Nm at 4500 revs.Buyers could choose between a four-speed automatic tuned for lively acceleration, or a five-speed manual with improved synchronisers for smoother shifting and a cable shift for quieter operation and less vibration. Underneath there was new front and rear suspension that was tuned for a more dynamic drive, new electro-hydraulic power steering and more powerful brakes for better stopping.The 3 range began with the Neo, which came with air, a CD player, remote central locking, tilt and reach adjustable steering column, and a height adjustable driver’s seat. Go to the Maxx and you got side and curtain airbags, ABS anti-skid brakes with electronic brakeforce distribution and emergency brake assist, alloy wheels, power windows and mirrors, a six in-dash CD player and steering wheel-mounted controls. If you went for the Maxx Sport you also got front fog lamps, side skirts, rear spoiler and 16-inch alloy wheels.Then, at the very top of the range sat the SP23 sports hatch. It had everything, from a full body kit, 17-inch alloys, climate control air, sports trim, to a leather wheel and shift knob.IN THE SHOP Mazdas generally cause their owners little concern; they are robust and reliable. The only complaint that is regularly aired by owners is the level of road noise that is audible in the cabin. It is of more concern to hatch owners than it is to those who own sedans, but there’s little that can be done about it. Make the usual checks for evidence of a bingle, and carefully check around the fringes for parking scrapes.Under the bonnet check the oil. Missed oil changes can lead to sludge and ultimately cause the demise of the engine. Make sure of servicing to ensure your car of choice has regularly seen the inside of a service garage during its life.IN A CRASH All models in the 3 range had dual-stage front airbags for the driver and passenger with seatbelt pretensioners, load limiters, and lap/sash belts for all five occupants. For more protection in the Neo you could option it up with a Safety Pack, which gave you front side and curtain airbags, anti-skid brakes with electronic brakeforce distribution and emergency brake assist. All of that came standard on the rest of the range.AT THE PUMP The Mazda3 is in the small car mix in terms of fuel consumption. It will return 8.5-9.0 L/100 km in manual form; the auto will sip about half a litre more per 100 km.LOOK FOR • Dynamic styling• Roomy interior• Zippy performance• Good build quality• Respected brandTHE BOTTOM LINE Good-looking, well-built small car with plenty of room and economical performance.RATING 78/100

After a period of building solid, but less than thrilling models Mazda has undergone a transformation in the last decade and now produces cars like the Mazda 2 that have plenty of pizzazz.Mazda has always produced nice cars, but there was often little to get excited about. There were exceptions of course, like the MX5 and RX7 to keep you thinking there just might be an exciting sedan coming, but for the most part they were staid middle of the road machines that simply didn’t get the juices flowing.That all ended with the Mazda 6 and the Mazda 3, and the release of the small Mazda 2 in 2002 completed the transformation of the range from ho-hum to hallelujah.MODEL WATCH There was plenty of small car history that preceded the front-wheel-drive, five-door Mazda 2 hatch, and plenty it had to live up to. The 121 ‘bubble’ car was an adventurous design with cute styling that stood out in the rather bland small car crowd and became a favourite with some sections of the market. That was followed by the clever 121 Metro, which went in the opposite direction in terms of styling, and was bland in the extreme.The Mazda 2’s job was to re-establish Mazda’s credentials in the small car field after the disappointing 121 Metro, and it did it well. So well, in fact, that it was hailed as the best small car of its time by many motoring scribes. It was upright in the way of the 121 Metro, but had none of the 121’s boxiness. It had style much in the way of the 121 ‘bubble’ without being too adventurous.Its lines were clear and precise, giving it an athletic look that was the very antithesis of the rounded ‘bubble’ car and the boxy Metro. The 2 was a car with a clean shape and purposefully flowing lines. It looked good, and still does.Inside it was a small car masterpiece, the dash was rated the best in a car on the south side of $50,000. That’s some praise and it was justified as the dash was attractively styled and practically laid out. Like the 121 Metro the interior of the 2 was roomy and flexible. The seats were comfortable and supportive; the rear seat was a 60/40 split-fold able to be slid back and forth for more room. Likewise the boot was roomy with a low floor for good storage capacity.Ample power came from a 1.5-litre double overhead camshaft four-cylinder engine that generated 82 kW at 6000 revs and 141 Nm at 4000 revs to give the little Mazda a generous amount of zip on the road.While it had variable valve timing it did need to be revved to around 3500 revs to get the most out of it. Under that it felt like it was lacking in torque. If asked, however, it would respond by sprinting to 100 km/h in less than 13 seconds and account for the standing 400-metre dash in a reasonable 19 seconds.Buyers could choose between a five-speed manual gearbox and a four-speed auto, the latter a little soggy in use and not as smooth and flexible as some other small cars.There was nothing soggy about the Mazda 2’s on-road performance; however, it was well balanced, agile and responsive. Few small cars were thrown around on the road, they were mostly conservatively driven around town by people who couldn’t care less about handling, but there was fun to be had in the little Mazda if you cared, or dared, to explore its limits. The ride was also commendable. Well controlled, it was supple and very comfortable.All round, the Mazda 2 approached, and sometimes, exceeded similar sized European cars for its on-road sophistication. That was something few Japanese cars can claim. There were three models released at the launch of the Mazda 2: the Neo, Maxx and the Genki.The Neo opened the range and came with plenty of equipment, including a full array of dials, halogen headlights, air, central locking, a vast assortment of pockets, bins and holders to stow just about anything you might to carry, tilt-adjustment on the steering column, AM/FM radio and CD player, rear centre lap/sash belt among a raft of features.Step up to the Maxx and you found it also had alloy wheels, remote central locking, velour/cloth trim, in-dash six-stacker CD system and the driver’s window was powered. For more there was the oddly named Genki that added front fog lamps, ABS antiskid brakes, electronic brake force distribution and brake assist to the list.IN THE SHOP Mazda build quality and design integrity means the Mazda 2 really only sees the dealer when it’s time for a service. Rarely does anything that go wrong. It’s worth checking for a service record to make sure it’s had regular oil changes... The all-alloy four-cylinder engine has a timing chain, not a belt; co there’s no call for a change.Other than that, test drive the vehicle and make sure the auto shifts smoothly, but positively. If it’s a manual make sure the clutch engages without slipping, it’s a little sharp in the take up so be aware that it’s normal. Make the usual checks for dings in the body, particularly at the extremities, which are the most vulnerable in parking lots.IN A CRASH Impressive primary safety performance was provided by the beaut chassis, its agility and responsiveness providing plenty of capability of getting out of trouble when faced with a crash situation. Beyond the crunch the seat belt pretensioners and load limiters, along with the front airbags came into play for the final layer of protection. An added bonus came in the knowledge that the Mazda 2 was given a five-star NCAP rating in its homeland.AT THE PUMP Mazda’s official fuel economy figures say the 2 will do around 6.5-7.0 L/100 km on average, which seems to be borne out by owners who report similar fuel consumption numbers.OWNERS SAY Kenn Sellick doesn’t plan to trade out of his 2002 Mazda 2 Neo manual any time soon. In the 145,000 km it’s done he’s only had to replace tyres, wiper blades and a wheel cover. He rates the 7.0 L/100 km he averages as disappointing, and doesn’t like the fact that it has a space-saver spare wheel.After owning a Mazda 121, which was utterly reliable for 16 years Jennifer Harris bought a Mazda 2 three years ago. She has now done 32,000 km in it, and says it’s the perfect car for her use. The interior is versatile and has plenty of room for four adults, and the seat height means she can slide in sideways without having to lower herself into it. She also praises the performance in second and third gear, saying it has plenty of pull.Greg Dower has done 25,000 km in his 2005 Mazda 2 Maxx and says it is great, but a little under-powered. He says the air works well in summer, and he likes the steering wheel controls for the sound system, but criticizes the wind noise around the rear view mirrors, the space-saver spare, and the odd tyre size with the alloy wheels that are expensive to replace.Paul Rolands bought a Mazda Neo manual new in 2003. It has now done 130,000 km and he says he is more than happy with it. It copes really well with the twisty roads he regularly drives on and he says it’s head and shoulders above the 1998 Hyundai Excel it replaced, the gearshift is very good, and the fuel consumption varies between 6.3 and 6.6 L/100 km. There have been no problems apart from an erratic fuel gauge, the clutch feel, and he would like more torque at low range to improve the low-end performance.LOOK FOR • Stylish looks• Roomy and flexible interior• Good fuel economy• Low-end performance soggy• Brilliant handling• Good build qualityTHE BOTTOM LINE Small wonder, this little Mazda is a gemRATING 85/100

The year 1948 was a big one for the car industry. The war in Europe had ended in 1945 and European carmakers had turned their attention back to peacetime production.Three years on from the end of hostilities it was time to unveil the cars they’d been working on. Just about every car company had new and exciting models to tempt the taste buds of anyone who could afford them. Among the new models was a car with a brand new name: Jaguar.Before the war they were called SS, short for Swallow Sidecar, the name of the company producing them, but after the war that name was on the nose after Mister Hitler and his henchman had committed all sorts of atrocities against innocent people.A name change was called for and Jaguar was the one chosen. The XK120 was an all-new car, one that simply took your breath away. It was the first of a series of sports cars with the XK prefix that culminated in the sexiest of them all, the E-Type.Still today, 47 years after its spectacular launch at the Geneva Motor Show, the E-Type holds its allure with anyone who appreciates the automotive artform.MODEL WATCH Jaguars were the quintessential sports cars when sports cars were special and not dressed up family cars. The first Jaguar, the pre-war SS100 wasn’t a Jaguar as such, but it was a pure sports machine. With its long bonnet, stumpy tail and flowing guards it looked the part, but even more it had the performance to back up its sporty looks.The first post-war Jaguar was the XK120 and it took the world by storm. It retained the same classic proportions of the pre-war car, but had an all-enveloping body that blended the sweeping guards in with the overall body to create a beautiful car that still turns heads today.It also had the performance; the ‘120’ name signifying that it would do 120 mph, or 193 km/h, in 1948. The XK120 remains a classic for good reasons, but it was followed by other classics in the XK140 and XK150, before the E-Type arrived in a blaze of glory in 1961.If the Jaguar road cars became all-time classics for their looks and performance, their allure was increased by the exploits of the racing Jaguars that were so successful in sports car racing in the 1950s. The Le Mans-winning C-Type was a racing evolution of the road going XK120, but the D-Type was an all-new car that dominated Le Mans in the mid-‘50s.When it came to develop a replacement for the XK150 Jaguar blended the mechanics of the earlier XK sports models with the looks and construction of the D-Type. The main body was of monocoque construction similar to the D-Type’s, with front and rear subframes to carry the engine, gearbox and suspension at the front and the diff and rear suspension at the back.Low and sleek, with the classic long bonnet and short tail proportions that its predecessors had, the E-Type was beautiful in every sense of the word. Under the massive one-piece bonnet was a 3.8-litre double-overhead camshaft six-cylinder engine fed by triple SU carburetors and developing close to 200 kW.It was a development of the famous XK engine that helped Jaguar establish its high performance credentials. With heaps of torque from its long strike configuration it was both flexible and capable of propelling the low-slung sports car to very high speeds. The E-Type was capable of reaching 150 mph (250 km/h), which made it the perfect car in which to cross the continent at high speed.The first E-Type had a rather clunky Moss four-speed gearbox, which was one of the few criticisms of the early model. That was changed in 1964 for a Jaguar four-speed all-synchromesh gearbox, which was a much smoother shifting unit.The E-Type’s suspension was independent front and rear, a combination of upper and lower wishbones with front torsion bars and a roll bar, and the brakes were discs all round, a product of Jaguar’s racing experience and advanced for the day.On the road the E-Type could quite happily be driven quietly around town or it could just as happily be driven fast and furiously on the open road. The engine’s torque meant it would pull hard from low down in high gears and respond smoothly and willingly as the revs rose. Its handling was balanced and reassuring, but its braking initially left a little to be desired. The brakes were later improved and better matched the performance of the E-Type.The Series 2 came in 1966, but by then Jaguar had to bow to the safety demands of the US market, and there was the Series 3 V12 that came in 1971. There was also what is generally known as Series 1 ½. It’s not an official factory designation, but one that has been given to late Series 1 cars that had some of the Series 2 updates.Along the way the shape on the bonnet changed to allow more cooling air into the radiator for hotter climates than it had to endure in its homeland, the headlights sadly were uncovered and raised to suit American laws, and the tail lights were also changed. None of the changes improved on the original.The engine was enlarged to 4.2 litres in 1964, but without extra performance, the gearbox was changed to a Jaguar unit from the clunky old Moss ’box, the flat floor was altered with the addition of a depression for a footwell to give a more comfortable driving position.The E-Type was initially sold as a sleek coupe and a stunning convertible, but later the company bowed to the demand for a version that would accommodate more than the two of the original car and it produced the ugly duckling two-plus-two coupe from 1966. With a bulging roofline the 2-plus-2 lost the classic lines and proportions of the original cars and wasn’t as popular with enthusiasts.IN THE SHOP Start by checking the authenticity of the car as incorrect changes can have a dramatic effect on values. The engine is generally quite robust. They tended to use oil so a blue haze coming from the tailpipes is not unusual, as long it’s not a smoke screen. They can also suffer from head gasket issues.Like the engine the gearboxes usually give little trouble. The Moss gearbox was tough and reliable, but not generally well liked because of its poor shifting quality, and many cars will have been updated to the later all-synchromesh ’box. Check to make sure it goes into gear readily without baulking or clashing, which is likely to mean the synchros need replacing.Check the rear-end carefully for leaks from the diff and the inboard rear disc brakes. When driving listen intently for clunks and clinks that might signal a problem with universal joints, stub axle splines or bottom pivots. Any directional instability or wallowing when cornering briskly is likely to be caused by wear in the Metalistik bushes between the body and the rear subframe.Rust can also be a problem, as it with most old cars. Check the doors, sills, floors and the bonnet. The bonnet is also prone to the odd accidental knock that can knock it out of alignment.IN A CRASH The E-Type was born before the perceived need for passive safety. It was the product of a time it was thought that handling, braking and engine performance were enough to extract you from a tricky situation.Its handling was impeccable, it generally braked well, and its engine gave it the zip to power out of trouble. Sadly those things are no longer considered enough and cars are only thought safe if they have airbags and ABS, none of which the E-Type had.AT THE PUMP With three SU carburetors feeding the Jaguar’s big six the E-Type could not be described as economical. It was conceived in a time when petrol was cheap and there was no indication supplies would one day run out. Still, driven with a deft touch on the right pedal the E-Type would do 20 mpg (14 L/100 km).LOOK FOR • Classically elegant looks• Thrust of six-cylinder engine• Comfortable long distance cruising• Great handling• Powerful brakingTHE BOTTOM LINE One of the all-time great cars still turns heads almost 50 years since it was launched.RATING 85/100

There are few more elegant cars than the big cats, they’re long and lithe and seem poised to pounce the moment you bury your right foot in the shag pile. Even when you delve back in history to the Mark V model of the late-1940s, the Mark VII of the 1950s, or the original XJ6 of the late-1960s you find a fabulous heritage of beautifully elegant saloons, and little has changed in the 60 years that have passed.The company once used the slogan “pace with grace” and that pretty much sums up the big Jaguar saloons. They were sporty, but still oozed charm and elegance. Today’s models are no less elegant than those early classics, even if some think they’re mired in the past.MODEL WATCH The seventh generation Jaguar XJ saloon emerged in 2003, and yet again it looked for all the world like a makeover of the first XJ shown back in the late-1960s. That first car was such a beauty that it seems Jaguar couldn’t let it go, but then why should they. That original XJ6 was perfectly proportioned, with a balance of lines that keep it looking fresh 40 years later.The XJ8 of 2003 boasted a similar balance despite being significantly larger than the model it replaced. It was longer, wider and taller than its earlier cousin, and also had a longer wheelbase and reduced front overhang.If it looked a throwback to the past the X350, as it was known, was no such thing once you dug under the skin and realized the depth of engineering that marked this cat out as a very new beast.If there’s been a constant criticism of the big cats over the years it’s that its exterior size wasn’t translated into interior room and that the interior was cramped, particularly in the rear seat. But the extra length, width and height was put to good use and went a long way to making this XJ competitive in terms of interior space.At the core of the XJ was a rivet-bonded aluminium monocoque construction that slashed the big cat’s weight by 200 kg or more. Remarkably, it weighed just a little over 1500 kg. The lightness clearly comes through in the driving when the XJ feels agile and responsive, with quick, sensitive and precise steering that belies its physical size.While Jaguars have always been a pleasure to drive the dynamics and sheer speed of this model shifted it into an elite class occupied by the likes of BMW M-Series and ’Benz AMG models. Under the XJ’s long, elegant bonnet at launch was a choice of two V8s, which in early 2004 were joined by a V6.The V8 choices were a 3.5-litre unit and a larger 4.2-litre engine, the latter available in normally aspirated and supercharged forms.Both were of a double overhead camshaft configuration with four valves per cylinder. The 3.5-litre version boasted 196 kW at 6300 revs and 345 Nm at 4200 revs, while the normally-aspirated 4.2-litre engine put out 224 kW at 6000 revs with 420 Nm at 4100 revs. The big cracker blown 4.2-litre engine, which powered the awesome XJR, had 298 kW at 6100 revs and 553 Nm at 3500 revs. All that drive was then transferred to the black top through a ZF six-speed automatic with the final drive going through the rear wheels.When it arrived in 2004 the double overhead camshaft 3.0-litre V6 had 179 kW at 6800 revs and 300 Nm at 4100 revs. There was no lack of zip with the XJ; even the V6 was quick. When asked the V6 would race to 100 km/h in just 8.1 seconds, faster than the small V8 in its predecessor, but the smooth short stroke 3.5-litre V8 required half a second less to make the same journey. The larger V8 took around 6.5 seconds to reach 100 km/h, the supercharged version was even less. With a solid, rigid foundation the XJ had a stable platform that could support the sort of handling the Jaguar engineers wanted to achieve, but it was just the start.Add to the aluminium masterpiece self-leveling air springs to adjust the ride height to suit the speed the big cat is being driven at, and Jaguar’s adaptive shock absorbers and you have an awesome package. A stiffer, more sporting setup was optionally available, and there was the XJR for the ultimate ride. Tradition played as big a role in determining the design of the interior as it did the exterior, with lashings of leather and touches of wood, as well as a raft of luxury features, like power seats, adjustable pedals and steering wheel, parking sensors, cruise, air, and a super sound system.IN THE SHOP Build quality plagued earlier XJ Jags. The problems were mostly silly little things that should never have occurred, but did, and were very frustrating for owners. But since Ford took over the quality has improved and there is little for owners to be concerned about. Make sure the service schedule has been adhered to and the oil in particular has been changed. With 18-inch wheels standard, and 19 and 20-inch wheels optional, be prepared to pay dearly when it comes time to replace the tyres.IN A CRASH There’s an awesome array of safety features in the XJ, as there should be on a car that cost around $200,000 when new. The rigid monocoque chassis, its agility, precise and responsive steering, and powerful brakes give it the road holding to escape many crash situations you might encounter. Once the metal begins to crumple there’s also an array of front and side airbags that come into play to protect you.AT THE PUMP A big lump of a car, but surprisingly light for its dimensions means quite reasonable fuel economy. If you can light pedal it you could expect to see average numbers between 10.5 and 12.5 L/100 km.LOOK FOR • Timeless classic styling• Wonderfully balanced chassis• Precise steering• High performanceTHE BOTTOM LINE Classic looks belie a thoroughly modern sporting saloon capable of matching the German bahn-stormers.RATING 80/100

Following a spate of problems with paint, rust, brake hoses and front suspensions affecting their vehicles, the Ford owners are angry.But none are angrier than Tina Heraudeau who is furious with Ford after the front suspension on her Territory collapsed after a mere 14,000 km.The young Melbourne mum of two is so shaken after the incident late in 2008 that she is now afraid to drive her 2005 model Territory."I don't feel safe in it," she told Carsguide. "I'm scared to drive it."Fortunately the right-front lower control arm ball joint failed at low speed as Ms Heraudeau was pulling away from the kerb, but she now fears it could happen again, this time at a higher speed that could leave her and her family in grave danger."I just heard metal crunching on the ground as I pulled out from the kerb," she says."I couldn't move it, it was stuck and going nowhere with its nose sticking out in the traffic."I looked under the car and that's when I saw that the whole front axle was lying on the ground.Her concerns were raised when told by a mechanic at her Ford dealer that it wasn't the first ball joint failure he'd seem, before adding that he wouldn't allow his wife to drive a Territory because it wasn't safe.Further adding to her fears is Ford's reluctance to explain what caused the ball joint to fail and its inability or unwillingness to assure her that it won't happen again in the future now that her car has been repaired.Ford repaired her car under warranty, no question, but Tina Heraudeau wants the company to assure her that the car is now safe to drive. She has vigorously pursed the company for such an assurance, but so far none has been forthcoming."They couldn't confirm to me whether I was driving a safe vehicle," says the frustrated mum. "They couldn't tell me what had happened to my car and why, and they still can't."In her efforts to get to the bottom of the failure Ms Heraudeau has contacted the dealer, Ford's warranty centre and the company's Customer Service Centre, but with no satisfactory response there she has also been in contact with the RACV and the Victorian Government Consumer Affairs Department, who recommended she contact Carsguide.Ms Heraudeau believes the Territory's front suspension is flawed, and that the replacement ball joints could just as easily fail as the ones originally fitted on the Ford production line.Her suspicion is heightened by the fact that the dealer replaced not only the ball joint that failed, but also the one that didn't fail.The fact Ford changed the design of the front suspension on the recently updated Series II Territory only serves to underline her concerns there is a design flaw in her car.Ms Heraudeau is not the only Territory owner to have experienced front suspension failure.The Herald Sun has had numerous reports from Territory owners who have had ball joints fail on their cars, or wear to the point they need replacing at very low kilometres.Carsguide reader Steve Smith told us that both front ball joints on his 2005 Territory were replaced by Ford under warranty at 45,000km and again at 90,000km.They also needed replacing at 140,000km, but by then the warranty had expired and Ford refused to cover it.Smith's Territory has now racked up 170,000km and his dealer has told him that one of the ball joints is showing signs of wear again."The ball joints have failed on four occasions," he says."Surely this is a design or manufacturing defect that Ford should cover."Other owners are being told by their dealers the ball joints need replacing when they take their cars in for servicing in the region of 30,000-75,000km, a number have discovered the flaw when they have taken their cars in to have the front brake hoses replaced under the recent recall.Carsguide understands the ball joint problem is not a new one; that Ford has been aware of it for some time and so far chosen not to do anything about it. An inside source involved in the front suspension design of the Territory who wished to remain anonymous told Carsguide that Ford has known about the issue with the ball joints from early on in the Territory program.What's more he says it will be an ongoing problem for the rest of the life of the Territory; owners face replacing the ball joints on a regular basis.While that's an expensive frustration for current owners, particularly once the warranty expires, it's likely to become an even greater safety issue once the cars pass into the hands of inexperienced, younger and sometimes cash-strapped owners who aren't as concerned about having their cars checked and serviced as are owners of new cars.In a recent meeting with Ford president Marin Burela Carsguide presented him with a fistful of emails from owners expressing their concerns, not only with the Territory ball joints, but also the front brake hoses on the Falcon that are prone to failure, along with rust and paint problems.In the meeting Burela was urged by Carsguide to initiate a recall on the Territory to fix the front suspension problem, and the Falcon to replace the front brake hoses.Burela's response was that neither issue had shown up as a problem on Ford's field monitoring system, which he assured Carsguide was the most sophisticated in the industry, one that would surely identify a problem if it existed.As an example he told Carsguide he authorised the recent recall on the Territory's front brake hoses when the monitoring system only showed a failure rate of around two per cent, even though he felt the failure rate wasn't high enough to justify a full recall.What he failed to say was that while two per cent seems a very low failure rate when it's just a number in a report, it actually represents something in the order of 2000 cars that have suffered a brake hose failure.When questioned over the thoroughness of Ford's testing regime Burela claimed it was the most stringent of any used by carmakers around the world.But he couldn't explain why the same system didn't identify a problem with the Falcon rear brake hose that went into production when it was too short and failed as a result.That failure caused Ford to issue an alert to dealers to replace the Falcon rear brake hoses when cars came in for service.Owners knew nothing of the potential problem that could severely reduce the braking power of their cars at any moment, and owners who chose to have their cars serviced at places other than Ford dealers were left out in the cold.Burela's claims that his company's testing regime is beyond question are also questionable in the light of the Territory front suspension problem.Ford's testing regime failed Tina Heraudeau and her family, and every Ford owner, as did the company's field monitoring system that has failed to identify problems that clearly exist on the Falcon and Territory.Perhaps it's a case of too many statistics and too little concern for the plight of owners like Ms Heraudeau who simply wants to know she is driving a safe car, that the children are not being put at risk when she's driving them to school in her Territory. 

The VQ Statesman saw the return of the long wheelbase models to the Holden range after an absence of six years. Holden was emerging from a troubled period where it was in real danger of failing. Were it not for a massive rescue package by GM head office in Detroit in 1986 Holden may well have gone out of business.The rescue, along with some clever local planning that resulted in the VN Commodore in 1988, and the Commodore-derived VQ Statesman two years later ensured the company would not only survive, but prosper going forward. The VQ Statesman was hailed as the best locally produced car ever, which made it the perfect base for an HSV spin-off like the SV90.MODEL WATCH Even the best cars can be improved and so it was with the VQ Statesman once HSV got its hands on it and created the SV90. The SV90 was one of the first models to emerge from the fledgling HSV outfit as it embarked on a major expansion program to create three main model streams.One was based on the Commodore, another on the Holden long wheelbase models, and the third on the ute. HSV built on the base Statesman and gave it an injection of its Commodore performance, like that of the SV89 model.The Statesman came with Holden’s fuel-injected 5.0-litre V8, but once HSV got to it and added its dual exhaust system, cold air intake, and some other tweaks its power jumped from 165 kW to 182 kW.Underneath HSV took the Statesman’s suspension, which included IRS independent rear suspension for the first time in a locally produced car, lowered it 20 mm and made it a little more taut.The objective, according to John Harvey, then HSV’s guiding light in a product sense, was to create a sportier feel than the Statesman had without compromising the ride quality expected of a long wheelbase prestige model.HSV was using Monroe shocks on its cars at the time and stuck with them even though Holden used Bilstein shocks on the VQ. Special HSV 16x8 alloy wheels were shod with Dunlop high performance D40M2 rubber.The SV90 styling was kept low key in line with the image of the car, so the body kit is distinctive without being too wild. All were painted Ruby Red with a new Honey Beige interior. The interior featured leather and velour, with a Momo steering wheel to provide some sporting distinction from its Holden cousin.IN THE SHOP It’s a Holden so expect the same niggles as you would from a similar car coming from the main Holden assembly line. The HSV cars were, in fact, built by Holden and then shipped across to HSV where they were ‘enhanced’ with all the things that made an HSV special.Holden build quality wasn’t the greatest at the time; they were still in transition from the 1980s when production quality was probably at an all time low for the company to the mid-1990s when they began to get it right. Don’t worry about panel gaps, they were all over the place, but do be concerned about paint quality.Holdens of that era were renowned for their poor paint quality, which can be seen in the faded, blotchy, VNs and other similar models on the road today. There’s only one way to fix damaged paintwork like this, and that’s to repaint the car. That’s an expensive option so don’t buy a paint-damaged car lightly.The engine and auto gearbox are both quite rugged and reliable if not particularly sophisticated. Look for oil leaks around the engine that might need fixing for a roadworthy, and watch for sloppy shifts from the transmission. Many HSV cars tend to be well looked after so shop around for one that has been pampered rather than settle for one that has been thrashed. Make sure it’s an original SV90 and not a look-alike. Check the build plates, and make sure it’s got all the correct HSV bits as it was built with. A missing build plate or missing bits will reduce its value considerably.IN A CRASH Look to sheet metal and lots of it for protection in a crash in the SV90. It’s a big, solid car that will stand up well when it comes to the crunch, which is good because it doesn’t have things like airbags to soften the impact. A decent chassis, with four-wheel discs, big wheels and tyres, and IRS, means the SV90 stops, steers and handles pretty well.AT THE PUMP It’s got a V8 so it is thirsty. Don’t buy an SV90 and hope it will be as economical as a small four-cylinder model. It won’t be. Expect 15-18 L/100 km if driven with a light foot, more if you can’t keep your right foot under control. The Holden V8 will convert to LPG without a problem, but I am against that option on a car like the SV90. In my view adding LPG takes away from the car’s originality, and its value, and that’s an important thing with a car like an HSV.OWNERS SAY Dean Mostert found himself addicted to the styling of the HSV VN/VQ models, so he snapped up the tidy SV90 he stumbled across after selling the VN HSV+6 that was his first car. Other than a fresh respray it was fully original with 147,000 km on the odo. It has the optional leather trim and a few other goodies.LOOK FOR • Complete with correct HSV parts• Sporty style• Sports handling with prestige ride• Distinctive looks of panoramic rear window• V8 performance• Fuel guzzlerTHE BOTTOM LINE Elegant long wheelbase sedan from a classic Holden era.RATING 65/100

HSV had plenty to live up to when it was formed back in the late-1980s, following as it did the legacy established by Peter Brock’s HDT Special Vehicles. Brock had weaved his magic on a series of mundane Holdens and created cars deserving of the “special” tag. Brock’s cars are now very collectable and gaining in value.Despite lacking the Brock name HSV has established its own niche in the market and has a strong following among high performance car enthusiasts. Its most prominent and popular model has been the Clubsport, a name first attached to an HSV-modified VN Commodore in 1990.MODEL WATCH The HSV formula was pretty simple, and well tried by many people, like Carroll Shelby and, of course, Brock, in earlier times. It started with a solid car, like a Commodore in HSV’s case, one that had plenty of potential for modification that would yield more performance without making it undrivable on a daily basis.In fact it’s been HSV’s mantra that they build refined performance cars and the VY Clubsport was true to that concept. Words like refinement, sophistication and quality were liberally splashed around on the release for the Y Series in 2002, a clear signal of HSV’s intent.By then HSV was aiming at buyers who were also looking at brands like BMW, Mercedes-Benz and the like, but who perhaps couldn’t quite muster the readies to make that big a step.HSV had its own designer, although his work had to be endorsed by Holden’s design team before it could be released for production. Typically the styling enhancements were built into the easily swapped peripheral parts, like the front panel and airdam, the side skirts, rear panel and airdam and the bootlid spoiler. The addition of the kit of body bits had a dramatic effect on the Commodore’s appearance, taking it from family-friendly four-door to sports stunner.A lower stance, courtesy of the HSV-tuned suspension, made a major contribution to the overall sports look of the Clubsport, which was further enhanced by some sharp 18-inch alloy wheels filling out the wheel arches to the maximum.The sports theme was continued inside where the Clubsport boasted sports seats, a leather-bound steering wheel, sports dials, bright colours and sports highlights to reinforce the concept while maintaining a feeling of relative sophistication.Under the distinctive skin lay sports shocks and springs, which produced a sporting bias and sharper turn-in. It also boasted the HSV Performance Braking package, which included larger ventilated front and rear discs, and larger front calipers.No HSV would be complete without a big banger badge on the back denoting the improvement in power its engineers had been able to squeeze from the big-bore V8 under the bonnet.The standard 5.7-litre LS1 V8 was boosted to 260 kW at 5600 revs and 475 Nm at 4000 revs, which made it capable of propelling the 1600 kg Clubsport from zero to 100 km/h in less than six seconds if so desired.HSV offered the choice of a four-speed auto and a six-speed manual, and drive was through the rear wheels. ABS antiskid stoppers and traction control assisted drivers to keep the Clubsport safely on the black top.For an even sportier ride there was the Clubsport R8 with added enhancements, particularly the improved braking from the Premium Braking package, which included larger front and rear discs, and more powerful calipers.A year after the Y Series was released HSV updated it with a Series 2 version, which brought more power (285 kW) and torque (510 Nm), a heavy-duty four-speed auto trans, and on the R8 the Performance suspension that was previously only on the GTS model. Inside there were new seats with four-way power adjustment and new trim materials.IN THE SHOP The Clubsport is at the end of the day a V8 Commodore with a number of sports enhancements so it’s subject to the same shortcomings as the Commodore. The LS1 V8 suffered some piston related problems early on. They consumed oil and there was often a rattle at cold start-up, which Holden fixed by rebuilding complaint engines with new pistons. Check the records for a rebuild. If it hasn’t had a rebuild, listen carefully for piston rattle. It’s best observed just off idle by blipping the throttle when it should be clearly heard if it exists.Rear tyre wear has always been a problem with the HSV cars, it’s a consequence of the type of independent rear suspension Holden used, and made worse by HSV’s retuned set-up. Look carefully around the body for bumps and scrapes, the lower ride height and bold body bits are a recipe for damage on kerbs etc.IN A CRASH The Clubsport’s chassis is one of its strongest safety weapons, with agile handling, responsive steering and powerful brakes empowering the driver with the capability of avoiding a crash. If that’s not enough there’s front and side airbags for the front seat occupants to provide a final layer of protection.AT THE PUMP It’s a V8, a tuned one at that, so expect to be on first name terms with your local servo proprietor in no time at all. This thing will chew through fuel like there’s no tomorrow, especially if you can’t control your right foot. Driven normally expect 13-15 L/100 km on average around town, 10-12 L/100 km when you hit the highway.OWNERS SAY Dean McBain’s VYII Clubsport R8 manual hasn‘t missed a beat in 72,000 km. He drives it daily to and from work and he says it not only looks the part, but is a joy to drive, comfortable with room for a family of four. The seats are brilliant, it stops exceptionally well, and it goes harder than he’s prepared to push it, and on average he gets 13.5 L/100 km around town and nine on the highway. On the downside he’s had to fix is a leaking front suspension strut and he says the original Pirelli P-Zero tyres were too soft for road use and wore out in 20,000 km.LOOK FOR • Sports styling• Room for a family• High performance• Sports handling• Gas guzzler• High tyre wearTHE BOTTOM LINE Looks good, goes hard, but it’s not for the faint hearted or inexperienced driver.RATING 70/100

Honda did to sports cars what Lexus did to luxury cars. Before the NSX came on the scene in 1991 high performance sports cars were snarling creatures with idiosyncrasies that made them both difficult to drive and unreliable. Often they were lovingly hand built by craftsmen who poured their hearts and souls into them, and their owners accepted their flaws as “character”.The NSX changed all of that. Honda brought some Japanese production discipline to the genre and showed that it was possible to build a high performance car that behaved itself when asked to do the more mundane things in a motoring life, like going to the supermarket for instance. So good was the NSX that it shook up the supercar elite, just as the Lexus LS400 did to the luxury car elite.It was no longer acceptable to build a car that was unreliable, fell apart with regular monotony and cost a fortune to keep on the road. Anyone who owns a late model Ferrari, Lamborghini, Aston Martin, or even Porsche should be eternally grateful to Honda for producing the NSX. Without it their cars wouldn’t be anywhere near as well built and reliable as they are.MODEL WATCH On the outside the NSX had everything needed to be called a true high performance sports coupe and take its place alongside the greats from Europe, but it had something those others didn’t.It had the benefit of being related to a major manufacturer, specifically a Japanese one who could bring to it a level of production quality, reliability and durability the Europeans couldn’t. It looked like a supercar should; it was low and sleek, well balanced and athletic. It looked fast even when parked outside the cafe.If there was anything that caused some concern initially was the aluminium body and chassis. Crash one and you were up for a pretty hefty repair bill to get it back on the road.Mechanically a mid-mounted 3.0-litre double overhead camshaft V6 with VTEC valve timing and lift motivated it. Although its output was modest for the class with peaks of 201 kW at 7300 revs and 284 Nm at 5300 revs the Honda V6 was pleasantly flexible and had enough performance to satisfy all but hard core sports car drivers.Those who chose the optional four-speed auto transmission over the standard five-speed manual gearbox had to accept a little less performance with the peak power trimmed to 188 kW at 6800 revs when the V6 was attached to the self-shifter.Under the sleek skin the NSX boasted a true sports car chassis with independent wishbone suspension at each end, powerful four-wheel disc brakes, and power-assisted rack-and-pinion steering. On the road it had great dynamics with good grip and a wonderful balance that made it a rewarding car to drive fast, on the road or track.The NSX weighed just 1380 kg and with its 201 kW enjoyed a competitive weight-to-power ratio of 6.9 kg/kW, the same as the Porsche 911 of the same era. On the go it would reach 100 km/h just 6.9 seconds from rest; the standing 400-metre dash was done and dusted in less than 15 seconds and its top speed was way north of 200 km/h.If there was a criticism of the NSX it was inside where it had switches and other bits of hardware that appeared to have been lifted from the Civic production line. They worked well, but they had the look of a much cheaper car and that didn’t sit well with many buyers. There was no shortage of equipment; the NSX was packed with all the gear you could possibly want. There was auto air-conditioning, leather trim, cruise control, power windows, seats and mirrors, and a Bose sound system.In the course of its 13-year life the NSX remained much the same, but there were a number of changes that kept it relatively fresh right up to its 2004 demise. The wheels and tyres were upgraded in 1994 when it was fitted with seven-spoke 16-inch front wheels and 17-inch rear wheels. A Targa style coupe was added in 1995, at the same time there was the option of a sports-shift auto with shifter paddles in the steering wheel.The engine was increased to 3.2 litres in 1997 when attached to the new six-speed manual transmission, while the auto models stuck with the smaller 3.0-litre engine. Power of the larger engine grew to 206 kW and the torque climbed to 298 Nm. The final chapter in the NSX story was written in 2002 when Honda restyled the front and rear bumpers and replaced the retractable headlamps with more efficient fixed units.IN THE SHOP While the NSX is a genuine supercar it isn’t any more complex than a regular Honda, so it’s less expensive than some supercars to service. As long as they are serviced correctly as per Honda’s recommendation they are generally bullet proof. Regular oil changes are needed to ensure the engine doesn’t get clogged with gum and other deposits.The camshafts are driven by belt so it’s important to make sure the changes has been done at the correct mileage, and many NSXs will be around the time and distance a service is required.They’re expensive to repair if crashed thanks to their aluminium chassis and body structure so keep a keen eye out for signs of body repairs. Tyres are also expensive if you need to replace them. Different sizes back to front and specific tread patterns and construction makes them a costly buy so check the tyre condition carefully before you buy. The main mechanical malady reported relates to the gearbox in the early five-speed cars, which seem to develop bearing noises at quite low speeds.With good reliable Japanese electrical systems and components not a lot goes wrong in this area, but some cars have had trouble with the Bose sound system, which can be expensive to repair. Be wary of any car that has been imported. They can be cheaper than those cars sold locally, but without a history they are a risk. Have them checked thoroughly by a Honda specialist and look very carefully for smash repairs.IN A CRASH The earliest NSXs only had a driver’s airbag, but those from 1993 on also had a passenger’s airbag. While the aluminium chassis is expensive to repair it is strong and rigid, so add airbags and you have a decent secondary safety package. Primary safety is what a supercar is all about and the NSX is well equipped in that area with an agile and responsive chassis, powerful engine, big disc brakes with antiskid ABS electronics and traction control.OWNERS SAY Ross Canavan has owned a succession of high performance sports cars including Ferraris and Aston Martins, but reckons his 1992 NSX beats the pants off the others in every respect. He’s put just 5000 km on it in the two years he bought it with 140,000 km on the clock. He says he liked it the minute he saw it when it was first released; he was particularly taken with its shape and has since been impressed with its handling and its everyday drivability. He accepts it’s not the fastest sports car he’s ever owned, but he says it’s the easiest to drive. It’s very tractable around town, but still fast enough to get your juices flowing when you put your foot down.LOOK FOR • Sexy styling• Smooth effortless performance• Great flexibility for everyday driving• Expensive to repair if crashed• Well built and reliable• Tyres are expensive• Practical, affordable supercar• Lacks prestige of classic supercarsTHE BOTTOM LINE NSX brought the thrill supercar motoring within reach of the everyday motorist in a well-built and reliable package.RATING 75/100

For many years Honda was spoken of as the Asian BMW, but never has that description been more accurate than it is now with the Accord Euro leading the brand’s charge.It was generally held that Hondas were better engineered and better built. They were said to be a class above the other Japanese makes, and rivaled European brands like the sporty BMW.There wasn’t any doubt about the claims of engineering excellence and build quality, but Hondas still looked and felt like a Japanese car. They were generally bland to look at and the controls didn’t have a quality feel about them.But then something happened, the Japanese industry awoke, and their cars changed. They became more European in the intangible things that distinguish the good cars from the also-rans.The Honda Accord Euro – the name says it all – had the looks and the feel to go with the Japanese reliability and quality. It was as if the Japanese industry had realized it needed to appeal to western buyers if it wanted to succeed. All of a sudden exports were the key to long-term success.MODEL WATCH Japanese cars have built an enviable reputation for reliability and durability through the standard of their engineering and their build quality. The Japanese industry has set the pace in those regards and forced other manufacturers to lift their game, but its cars were manacled to mediocrity by stodgy styling and overtly plastic ‘cheap looking’ interiors.The classic example was the Honda NSX sports car. An awesome mid-engined sports coupe that had the performance to match the world’s great supercars, but its interior looked like it came from a humble Civic with acres of average plastic and controls that clearly came from the Honda small car parts bin.Previous Accords were good solid reliable cars, but the sixth generation Accord Euro launched in 2003 was different. It still felt light on the road, it didn’t have the solid road feel that most Europeans have, but there was little to moan about, and even the looks were attractive.Honda was clear in its focus with the Accord Euro, it was to be a performance oriented model. Anyone who wanted a more conservative ride could buy the plusher Accord V6, which was also available at Honda dealers alongside the Euro.The Accord Euro was well proportioned with appealing lines that gave it an athletic look without being too bold. But while it was an appealing car its styling was somewhat derivative; it could easily have come from Munich.There were two models in the range, the Accord and Accord Luxury, both powered by Honda’s renowned 2.4-litre double overhead camshaft i-VTEC LEV engine boasting peak power of 140 kW at 6800 revs and 223 Nm at 4500 revs.The engine used variable valve timing and electronic lift with variable inlet cam phasing for more efficient combustion with exhaust gas recirculation, better torque and more linear performance through the rev range. Backing up to the engine was a choice of a six-speed manual gearbox, which had a light, precise, short-throw shift, or a five-speed auto with a manual shift function.All of that was built on a rigid, stable platform that provided a sound foundation for the handling Honda wanted for the Accord Euro. Double wishbone independent suspension was a feature at both ends; it had massive disc brakes with anti-skid, brake force distribution and brake assist electronics to assist with the stopping. The electronic arsenal also extended to stability control and traction control in an impressive package of driver aids.Inside, the Accord had all the features expected of a prestige model, including air, cruise, power windows and mirrors, six-stack CD sound with steering wheel controls, remote keyless entry, alarm and immobiliser. On top of that the Luxury also had high-density headlights, power sunroof, power front seats, leather, woodgrain, rain sensor wipers, headlight washers and fog lamps.IN THE SHOPMake sure the Accord has been serviced, and by someone who knows the brand well. They are packed with technology and are built to close tolerances so regular servicing is essential. Oil changes in particular must be done on a regular basis.The Accord’s good build quality means little generally goes wrong with them, and they are still in their youth with just five years of road life under the tyre marks. Look for body damage, and listen for odd noises when driven.IN A CRASH The agility, road holding and braking prowess of the Accord Euro enables drivers to escape threatening situations they may face on the road if they’ve got the driving ability. Both the Accord and Accord Luxury boasted an impressive array of airbags including front and side airbags, while the Luxury had the added protection of curtain airbags. In another plus all occupants had three-point lap-sash seat belts.AT THE PUMP Owners report they get around 9.5 L/100 km average fuel consumption around town, but on a trip that drops to 7-8 L/100 km. Those figures compare quite well to the 9.2 L/100 km Honda quotes for the auto model on the ADR test.OWNERS SAY Jenny Foster loves driving her 2005 Accord Euro, and living in country Victoria she does plenty of it driving between her country home and Melbourne. She says it’s fantastic on the highway. It’s also been reasonably cheap to run, although it does require premium fuel, which it sips at the rate of 8 L/100 km on the highway. There have been no mechanical problems to date, but she is critical of the large turning circle, the blocked vision when turning, and the poor visibility when backing because of the low seating position.Daniel Madeira is the proud and happy owner of a 2005 Accord Euro. He loves its looks and the way it drives. Its handling is exceptional, he says, and he loves the option of changing gears manually on the auto transmission. His only problem has been a squeak where the windscreen meets the body, which was fixed under warranty.Nick Zouros has clocked up 47,000 km in his 2005 Accord Euro and reckons it’s a great car. The engine and auto transmission are brilliant, and the build quality, reliability and comfort are exceptional, he says. He’s critical of the firm ride at low speeds and he would like more room in the back seat for his growing family.William Martin reckons his Accord Euro is the best-finished car he’s had in his 50 years of owning motor vehicles. Its comfort and performance are first class, he says.LOOK FOR • Attractive styling• Brilliant handling• Zippy performance• Firm ride at low speeds• Good fuel economy• Requires premium fuelTHE BOTTOM LINE Soundly engineered and well built, the Accord Euro is a reliable and fun driver.RATING 80/100

Transporting a family always presents parents with a dilemma, the bigger the family the bigger the dilemma. Many parents have resorted to driving their families in big, heavy four-wheel drives, which seem to have become the station wagon of the 21st century.But there are other, more efficient means of getting the family members to where they need to be. Vehicles like the Holden Zafira compact peoplemover, which was cleverly conceived to transport up to seven people, large and small, as well as the gear they need to take with them in a flexible package that covered most family transport needs.MODEL WATCH While four-wheel drives, some people call them SUVs or Sports Utility Vehicles, have become the fashionable mode of family transport they come with lots of downsides. They’re big, heavy, and with all of that four-wheel drive gear underneath they guzzle fuel like there’s no tomorrow.Having bought them many families fall out of love with them when they realize they steer like the Queen Mary and are about as big as the mother ship when they have to navigate their way through the morning school rush or the supermarket grand prix.If that’s not enough to put the wind up them, the shock that comes with every stop at the servo is surely enough to put them off their juggernaut. Of course they always have the ability to drive their four-wheel drive offroad on that long dreamt of trip of a lifetime, the one they never seem to get around to.In the meantime they’re driving the extra drive gear under the front of the car, and using up fuel for no reason. Four-wheel drives, SUVs, are an inefficient, expensive way of getting the family around if you don’t need to leave the blacktop.Holden’s Zafira was conceived by Opel in Europe, but built in Thailand, before undergoing a badge transplant and an ‘Australianisation’ program to emerge as a Holden. It’s the European interpretation of family transport.The Zafira was based on the Astra platform with its compact external dimensions, but the compact exterior didn’t compromise the interior efficiency, which boasted a flexible seating layout that would accommodate up to seven in three rows of seats.Holden called it the ‘Flex 7’ seating system because it could be altered to be a two-seater, a five seater or a seven seater through a simple, but clever folding system. By folding one or more of the seats the Zafira’s interior could be rearranged to accommodate all sorts of items of luggage, sports gear, camping equipment or whatever was needed to transport home from the shops, hardware store or wherever. Being based on a passenger car platform the upright Zafira was relatively easy to get in and out of, there was no climbing up into the cabin as there is with a high-riding four-wheel drive.There was one engine, a 2.2-litre double overhead camshaft four-cylinder, offered in the Zafira. Its peak power was 108 kW developed at 5800 revs, while it developed its maximum torque of 203 Nm at 4000 revs. It could be linked to either a five-speed manual gearbox or a four-speed automatic.For a family’s peace of mind the Zafira came with an impressive complement of features, both safety and comfort. Among them were ABS antiskid brakes, traction control, dual front airbags, air, cruise, power steering, power windows and mirrors, adjustable steering wheel, central locking and six-speaker CD sound.An update in 2003 brought even more interior flexibility with a 40/20/40 split-fold second row seat. Comfort was improved for the driver with a height adjustable seat. At the same time Holden released an additional model, the Equipe, a limited edition model with extra gear, including 15-inch alloy wheels, front fog lamps, roof racks, power rear windows, trip computer and a cargo blind for security.IN THE SHOP Owners say they have little trouble with the Zafira, which suggests it was a well-built car that is holding up well as time goes by. The camshafts in the 2.2-litre engine are chain driven so there’s no maintenance required as there would be with a belt. Check cars thoroughly for wear and tear caused by tots; also check for collateral damage from its life in the tough unforgiving world of the school and supermarket.IN A CRASH The Europeans rated the Zafira three out of five in their NCAP test, which is a pass, but not a great result. The Zafira does have a comprehensive package of passive and active safety systems, including ABS antiskid brakes, traction control, and dual front airbags. It also has lap/sash seat belts for all occupants, as well as pyrotechnic seat belt pretensioners and belt force limiters. Child restraint anchor fittings were standard.AT THE PUMP Around town you could expect the Zafira to return around 11 L/100 km, but that should drop to around 8 L/100 km once you hit the highway.OWNERS SAY Rodney Teague bought his Zafira Equipe manual in 2004 after determining what he wanted the car to do. At the time he had one child aged four and another one on the way, and wanted a small car with plenty of space for the kids and their gear, and enough room left for the family when they visited. It would be used mainly for local trips with an occasional trip around his home state of Tasmania. He found the Toyota Avensis motor was too small, the Honda Odyssey was too expensive and the child seat attachments were impractical, station wagons were too large, and other cars like the Daewoo Nubira had too little space. The Zafira was by far the most practical car for the Teagues at the time. It’s now four years old, having done 40,000 km. The car has been excellent for all jobs, he says. It goes well, has good torque for the local hills around Hobart and is fuel efficient on the longer trips, especially using the cruise control. Being high sided and with an upright seating position the Zafira is not too long so it is good for city parking etc. and with 650 kg trailer towing capacity it is easy work for the small towing job like landscape supplies etc.With three children, and often a friend along for a ride, Cathy Cockshott wanted a Zafira from the moment she saw the ads on TV. Eventually she bought a one-year-old car, and says she loves it. It's so versatile, with its flat-folding rear seats, and semi-flat-folding second row, it can even be used to transport small items of furniture! It's very simple to change the seating arrangements to suit your passenger load and/or luggage space. She says the only problem has been with a catalytic converter that was replaced under warranty. She likes the looks and finds it much easier to maneouvre than the Magna she previously owned. It fits into tight parking spaces and visibility is good.Barry Hofert and his family are very impressed with the performance, economy and ease of handling of their 2003 Zafira. He says they find that the seat height is great for entry and exit, and the shape of the body makes it easy to park. Fuel economy averages about 8.6 L/100 km. The only complaints they have are the thick A-pillars that cut into visibility and the hardness of the seats on a long trip.LOOK FOR • good visibility from upright driving position• very flexible interior• capable of carrying seven• good performance• average fuel consumption• easy to manoeuvreTHE BOTTOM LINE Gone, and unfortunately forgotten, the Zafira is a good family transport solution.RATING 80/100