Articles by Graham Smith

Released in 2011, the all-new PX Ranger was Ford’s entry into the new-age ute market and the range of models verged on bewildering.

Once just a workhorse the humble ute is now called upon to perform all sorts of duties, from traditional worker, to cool sportster, weekend escaper and even family hack.Where in the past Holden and Ford dominated the market with their locally designed and built Commodore and Falcon-based models, the needs of Australian ute buyers are now well served by a vast array of makes and models.One of the more popular ones is the Thailand-built Ford Ranger, which has assumed the mantle once worn by the Falcon, itself a descendent of the original Aussie ute.The PK Ranger was a face-lifted and updated remake of the previous PJ model. It boasted a new, more urbane look, the range of variants was expanded and included a new high-end 'Wildtrack' version, and there were more standard features.It was available in XL, XLT and Wildtrack forms, with a range of cab-chassis and pick-ups, there was a choice of single-cab, super-cab and dual-cab body styles, all were diesel powered, and there was a choice of rear-wheel drive of four-wheel drive.The XL was the entry model. It was available as a rear- or four-wheel drive cab-chassis with single, super or dual-cab bodies, or a pick-up, with the choice of rear or four-wheel drive, and single, super or dual-cab bodies.All were turbo-diesel powered, by either a 2.5-litre or 3.0-litre engine, and depending on the variant a choice of manual gearbox or automatic transmission.Standard features included dual front airbags, air conditioning, tilt adjustable steering column, MP3 connectivity, two-speaker sound, CD player, remote central locking, cupholders, power front windows and power mirrors, and cloth trim.Optional extras included ABS braking, bucket front seats, and a tray.Moving on up to the XLT saw the choices reduced. It was only available as a pick-up, which came as a rear-wheel drive with a dual-cab, or four-wheel drive with super- or dual-cab.XLT buyers were treated to the additional features of 16-inch alloy wheels, ABS braking, EBD electronic brakeforce distribution, air conditioning, side front airbags, CD stacker, front fog lamps, leather steering wheel and gear knob, flares, and chrome grille, mirrors, and door handles.Metallic paint was the only option offered.New to the range in PK was the Wildtrack. It was only available as a dual-cab four-wheel drive pick-up with the 3.0-litre turbo-diesel engine and the choice of manual gearbox of automatic transmission.Standard were 18-inch alloy wheels, six-speaker sound, CD stacker, air conditioning, fog lamps, illuminated side mirrors, leather steering wheel and gear knob, power front windows, power mirrors, roll bar, roof rails, side steps, sports dials, and suede-look trim. If that wasn’t enough you could also have metallic paint.While the PK Ranger was well equipped for the day it didn’t have features like Bluetooth to sync an iPhone or Android device, there was no sat nav to find your way about, it didn’t have a touch screen, the air conditioning wasn’t climate control, and there was no sunroof on offer.Likewise when parking or reversing you couldn’t call on the assistance of a reversing camera, parking sensors and a park assist system.The spare tyre was a full-sized one.The number of seats in the cabin was dependent on the body chosen.If you chose the single-cab you got a bench that could accommodate three, but there was also the option of bucket seats, which would limit the seating to two.The super-cab could accommodate four, two in the front buckets seats, and two in the rear seat.With bucket front seats and a rear bench for three, it was possible to accommodate five in the dual-cab.The cabin was neat and tidy, all controls were well within the driver’s reach, and the seats were comfortable and supportive.There was a footrest for the driver, the steering column could be adjusted for tilt, and there were cupholders in the front.The XL and XLT had cloth trim; the Wildtrack had suede lookalike inserts in the seats and the doors.It was too early for ISOFIX baby car seat mounting points.Like the previous model there were no petrol engines offered in the PK Ranger; both engines offered were four-cylinder common-rail turbo-diesels.The base engine was a 2.5-litre double-overhead camshaft, fuel-injected unit that pumped out 105kW and 330Nm when operating at its twin peaks of horsepower and torque.It was a willing worker, revving smoothly, and pulling readily from low speed.The 3.0-litre version, standard in the Wildtrack, offered more horsepower and torque, with 115kW at its power peak and 380Nm at maximum torque.With more torque it was even more willing from low speed and was more flexible than the smaller engine.The transmission options were a five-speed manual gearbox, or a five-speed automatic transmission, and final drive was either via the rear wheels or all four.Utes were once unrefined and uncomfortable, the sort of vehicle a boss would have his workers drive, but wouldn’t drive one himself.All that has changed, utes like the PK Ranger are much more refined and considerably more comfortable, while still able to get the job done when needed.With independent front suspension the PK handled well and was quite comfortable to ride in, while the semi-elliptic leaf spring rear suspension carried or towed a workmanlike load.On the road the performance was smooth and willing, and those inside were treated to a quiet and comfortable ride, with little wind or road noise to disturb the inner calm.The PK Ranger was rated at three stars by ANCAP.All models came with safety features including airbags for the driver and front seat passenger.The XT and Wildtrack had the most safety features; they too had dual front airbags, but also had side airbags for those in the front seats.ABS braking was optional on the XL, but standard across the rest of the range.Reliability of the PK Ranger is good; there are few problems of note.Owners of vehicles with the manual gearbox are sometimes surprised to find they have to replace the clutch at relatively low kilometres. The cost of replacing the clutch can be higher than expected because the dual-mass flywheel is often replaced at the same time.When checking a Ranger look for damage caused by unthinking and uncaring workers who couldn’t care less about the boss’s vehicle. Also check for signs of off-road abuse.The Ranger’s warranty was three years/100,000km, but that’s long been expired.Ford recommended the Ranger be serviced every 15,000km or 12 months, and capped price servicing didn’t apply.The cost of service isn’t expensive and any experienced mechanic can do it.A recall in 2010 alerted owners to the possibility of a fatigue crack developing around the bonnet striker when driven for extended periods in tough going. If it did crack the bonnet could come open while driving along.PK models fitted with cruise control as a genuine Ford accessory were affected by a recall in 2011. Owners could have found problems setting or cancelling the cruise.There was also a recall on 2012 relating to the potential of a crack developing around the towbar tongue.MORE: If anything crops up, you’ll probably find it on our Ford Ranger problems page.Len Batson: I’ve been to Cape York in my 2010 XL super-cab towing a 1.5-tonne camper. I can’t fault it; it’s comfortable, reliable and economical.Ralph Morton: My 2010 XLT dual-cab is the best car I’ve ever owned. I bought it new and have never had to do anything but the regular servicing. It happily tows a 2.6-tonne caravan.Travis French: I have a 2009 Wildtrack, which is a solid all-round ute. I’ve had one or two problems; I had to replace a rocker cover gasket, and had to replace a clutch at 90,000km. Other than those it’s been good.Alan Bairstow: My 2009 XL double-cab has done 220,000km, and it has been a joy to own and drive. It’s towed a boat without any problem, it’s been reliable and economical, and is as comfortable as any sedan I’ve been in.Toyota HiLuxTough, unbreakable, the class leader is hard to beat.Nissan NavaraLost in the new-age pack, but it’s a worthy contender.Mitsubishi TritonGood all-rounder, but can struggle when worked at the extreme.Reliable, comfortable and economical new-age worker that happily does double-duty at family time.

Holden's Astra remains a popular second-hand choice, and the late '90s model saw production shift to Europe with a design sourced from Opel in Germany.

The humble utility has always been a sentimental favourite of Australians, but nobody could have guessed it would become the nation’s most popular car. Along the way to market leadership the ute has gone from humble workhorse to fully-loaded all-purpose vehicle for townies as much as bushies. Ford’s Ranger has

Before the Global Financial Crisis triggered a move by Holden to source cars from Korea the German designed, Europe-built Astra was one of its most popular small cars.It arrived here in 1996 and quickly established its credentials against the leading small car models.The all-new AH Astra was a stylish, small front-wheel drive car with a range of models, including a sporty coupe, a practical hatch, a wagon, a hot turbo, and a convertible.With its European roots the Astra delivered on the expectations of a dynamic drive for those who wanted to enjoy the journey.An extensive range of body styles promised a model for everyone, no matter their needs and wants.High on practicality, the five-door hatch and wagon were the family choices.The coupe was aimed at those who sought a stylish ride and didn’t have a tribe to transport; it had the looks to impress, but would only take four adults.For those who wanted a more thrilling ride when they got behind the wheel there was the SRi, which came with a regular four-cylinder engine and a turbocharged version as well.There was also a good choice of variants, with the CD kicking things off and the CDX and CDXi offering plenty of features, and the SRi hot hatch with all you could want plus the performance punch of the turbocharged engine.Given its position at the entry-point to the model range the CD was quite well equipped. Included in a relatively long list of standard features was a CD player, MP3 compatibility, and seven-speaker sound, air conditioning, tilt and reach adjustment for the steering column, remote keyless central locking, adjustable headlights, multi-function control panel, multi-function steering wheel, power mirrors, power front windows, speed dependent stereo volume, and cloth trim. Metallic paint was available as an option.The CDX was even better equipped, adding 16-inch alloy wheels, cruise control, CD stacker, a leather-trimmed steering wheel, power rear windows, and a trip computer to the CD’s list.It was a similar tale with the CDXi, which in addition to the features of the CDX also had climate control air conditioning, sports front seats, sports steering wheel, and specific trim.A diesel option was added in 2006 with the arrival of the CDTi, which was similarly equipped to the CDXi.The hot SRi was also added to the range in 2006. Available as a hatch or coupe it was powered by a 2.0-litre turbo four and had either a six-speed manual gearbox or four-speed automatic transmission.In keeping with its sporting pretentions the SRi came standard with lowered sports suspension, a leather sports steering wheel, sports pedals, roof-mounted rear spoiler, premium sound system, leather trim, and a space-saver spare tyre.Fresh air fiends were able to get into a convertible in the form of the 'Twin Top' in 2006.It had a folding steel roof for the convenience of a hardtop and the fun of a soft-top, and came with a 2.2-litre engine and manual gearbox or automatic transmission.Being of an age before the digital revolution the AH Astra didn’t have many of features regarded as essential today.Missing from its kit of tricks were things like Bluetooth, it wasn’t possible to sync an iPhone or Android device, sat nav wasn’t offered, and while there was a control panel it wasn’t a touch screen.Similarly you wouldn’t find a reversing camera, parking sensors, a park assist system, or a sunroof.Being European the cabin was well laid-out and all controls fell readily to hand.The basic trim was cloth, but some higher level models had leather as standard.There was good head and legroom in the front, the driver’s visibility was good, and even those if the rear found themselves quite confortable.Overall the cabin was comfortable, appealing and quiet, with little road noise to bother the inner calm.Depending on the model, cupholders were provided in the front and rear.With 350 litres of cargo space when the rear seat was up, and 1270 litres when it was down there was plenty of space to carry luggage in the hatch.The bulk of the AH range had a 1.8-litre fuel-injected double overhead camshaft four-cylinder engine.It ran on regular 91-octane unleaded petrol, and at the time of introduction put out 90kW at its power peak and 165Nm of torque at its maximum. That was increased to 103kW/170Nm in 2007.Holden answered the call for a diesel in 2007 and released the option of a 1.9-litre overhead camshaft four-cylinder engine.At its performance peaks it put out 88kW (118 horsepower) and 280Nm of torque.The SRi came complete with a choice of the regular 2.2-lire four-cylinder engine with 110kW (147 horsepower) and 210Nm, or the sizzling turbocharged 2.0-litre engine with 147kW (197 horsepower) and 262Nm.The downside of the turbo engine is that it ran on 95-octane premium unleaded.When the convertible arrived in 2007 it had the 2.2-litre four-cylinder engine.The transmission choices were a five-speed manual gearbox or a four-speed automatic transmission, and all were front-wheel drive.Diesels and the SRi had a six-speed manual gearbox.Europeans place a high regard on handling and performance and the AH Astra didn’t disappoint on either front.With MacPherson strut front suspension, and also independent rear suspension, the AH handled well exhibiting good grip and balance when cornering, and the ride was comfortable without being soft or soggy.The SRi Turbo hot hatch set the mark for performance in the range, but even the lesser, smaller engine cars were impressively speedy.The CD and CDX had a good array of safety features, with lap/sash seats belts in all five seating positions; the front belts had pretensioners and load limiters as well.There were also front and side airbags for the driver and front passenger.Active safety features included ABS braking and emergency brake assistance.The CDXi and CDTi had the additional safety of head airbags for those in the front and rear seats, and traction control.Electronic stability control was a feature of the SRi Turbo.Lap/sash seat belts in the rear allow the use of a baby car seat, but there were no ISOFIX mounts.The earliest examples of the AH are now 14 years old, which makes them old and more likely to have problems from normal wear and tear.When buying an older car it’s important to understand that it is just that, old, it’s not new, so it will have problems a new car won’tAnyone buying an AH Astra with the 1.8-litre petrol, or 1.9-litre diesel engine needs to be aware that the engines have cam timing belts, which need to be changed regularly. Ignoring the change is risking serious engine damage should a belt brake, as many did in the previous model.Check for signs of a hard life when driving a turbocharged SRi, smoke from the tailpipe under hard acceleration is a good indicator of wear.A service record is a must. It gives a good indication of a caring owner, and alternatively if the servicing has been neglected one that doesn’t care.Capped price servicing didn’t apply to the AH, but service costs are not excessive. The service interval is 15,000 km or 12 months.The Astra was generally well built and shouldn’t squeak or rattle to any major degree. If squeaks and rattles can be heard it could indicate the car has been in a crash.Being a relatively old model now it’s a good idea to look for the external signs of crash repairs in the form of misaligned panels or mismatched paint.Shop around for one that hasn’t done a lot of kilometres, has been regularly serviced, and appears to have been well looked after.The new car warranty on the AH was three years/100,000 km, but that’s well and truly expired.MORE: If anything crops up, you’ll probably find it on our Holden Astra problems page.Allan Caplan: Our AH wagon was 10 years old when we bought it in 2016 and had done 160,000 km. It’s been a good car, reliable, and cheap to run.Phil Ward: We’ve had our 2007 CDX wagon for more than 10 years. It’s easy to park, handles well, has a large boot space, and in that time it has been very reliable.Nicole Jenner: I’ve got a 2007 CD hatch and find it zippy, reliable, and economical. It’s a great car.Sarah Roberts: We bought our 2005 CD hatch new. It’s the best little car we’ve ever had, it handles like a dream, is economical, and its reliability has been commendable. The only problem is the paint, which is sunburnt and patchy.Honda CivicA small car class leader with quality, reliability, and performance.Hyundai ElantraGood value for money and standing the test of time well.Mazda3Perennial class favourite. Ticks all the boxes.Safe, sound and reliable, but it must be in good condition.

It’s not so long ago that small cars like the Astra meant little to Holden as Australians eagerly swooped on every full-sized car the company could produce.

With the Australian hunger for big cars still raging in the late-1980s carmakers looked to lesser mortals for sales of their small cars.

Buying cheap second hand cars is a risky business. Buy the right car and you can look forward to many years of affordable, worry-free motoring, but buy the wrong one and your motoring dream could become an expensive nightmare. In buying a cheap used car you're potentially buying someone else's problems, but there's no

The great motoring revolution that has taken place in recent years was still a long way away from happening when Mitsubishi launched its small, front-wheel drive (CC) Lancer in 1992.

The Mitsubishi Lancer is a Japanese car designed and made to a high quality, making it one of the leaders in the small car class.Aimed at the conservative buyer rather than the one looking for excitement, the CE Lancer was often driven gently and well maintained by caring, sometimes, older drivers.The CE Lancer was introduced in 1996 and ran through until 2004.It was a small front-wheel drive car available in practical four-door sedan, wagon and sporty two-door coupe bodystyles with a range of models including the GLi , GLXi, VR-X, LRXi, MR, and rally-bred Evolution.The GLi was the entry point and it was available as a two-door coupe and four-door sedan.A 1.5-litre four-cylinder petrol engine provided its power, and there was the choice of a four-speed automatic transmission and a five-speed manual gearbox.It was quite sparsely equipped; the standard features list consisted of cloth trim, power steering, remote releases for the boot and fuel filler, and a fairly basic radio cassette sound system with two speakers.The options list was also short, but included air conditioning and front airbags for the driver and front passenger.For more you had to step up to the GLXi, which was available as a coupe, sedan and wagon.It had a larger, 1.8-litre four-cylinder engine, and the choice of a four-speed automatic transmission or five-speed manual gearbox.Being more up-range than the GLi, the GLXi was better equipped and had four speakers, central locking, power mirrors, and a tachometer.Options included manual air conditioning, a single airbag for the driver, and dual airbags for the driver and front passenger.The sporty MR coupe had a 1.8-litre four-cylinder engine and the choice of four-speed automatic transmission and five-speed manual gearbox.It boasted four-speakers, alloy wheels, a sporty body kit, central locking, power mirrors, power windows, a tachometer, and fog lights.Options were air conditioning and front airbags for the driver and front passenger.An update in 2001 saw the 1.8-litre engine become available on the GLi coupe, and standard on the GLi sedan.Also standard was a driver’s airbag, power mirrors, and a CD player.In the same update the GLXi got power windows, central locking and a CD player.Limited Edition LRX-1 coupes and sedans were launched in 2001 with 14-inch alloy wheels, a CD stacker, and rear spoiler.Mitsubishi also added a hero model to the range in 2001 in the form of the rally-bred Evolution VI sedan.Aimed squarely at the enthusiast driver, the Evo VI had dual front airbags, ABS brakes, Emergency Brakeforce Distribution, traction control, electronic stability control, 17-inch alloy wheels, multi-function steering wheel, sports seats, power windows and mirrors, CD player, central locking, air conditioning, a sports body kit, and an alarm to deter thieves.Modern features like Bluetooth to connect an iPhone or Android device weren’t available.It didn’t have a touchscreen or sat nav either, and the air conditioning was manual, not automatic climate control.You won't find aids like a reversing camera or parking sensors either, or a park assist system.Also missing was the option of a sunroof.The spare tyre was full-sized.Despite its small stature the Lancer had seats for five and could cut it as a family car if the kids were young.Interior space in the front seats was good on all models. The rear could be tight in the coupe, but was generally fine in the sedans and wagons with their extended rooflines.In a rather bland interior awash with grey plastics, cupholders were provided in the front.Two single overhead camshaft four-cylinder engines were offered. They were fuel-injected and both ran on 91-octane regular unleaded petrol, and could be run on E10 ethanol blend fuel if so desired.One was a 1.5-litre, which powered the GLi, the other a larger 1.8-litre unit, which powered most models in the range. Both offered a combination of solid performance and good fuel economy.When working at its peaks the 1.5-litre engine was putting out peak power of 69kW (83 horsepower), and 126Nm of torque.The 1.8-litre engine put out maximum power of 86kW (115 horsepower), and 161Nm of torque.The Evo VI had a turbocharged 2.0-litre four-cylinder engine that thundered out a whopping 206 kW (276 horsepower), and 375 Nm of torque.It came with a five-speed manual gearbox and was all-wheel drive.For performance, it’s best to forget cars with the 1.5-litre engine, its zip is lacklustre at best.The 1.8-litre engine is the pick of the bunch; its performance in manual or automatic form is quite good.The Lancer’s combination of independent front suspension and multi-link independent rear suspension gives it a reassuring stability on the road, with a good level of grip and responsiveness.Being a small car the manoeuvrability is easy, with a tight turning circle to aid driving in town and parking in tight spaces.Road noise can be annoying, but most owners are prepared to dismiss it as being normal with such a low-priced car.Generally, the CE Lancer was a strong little car that stood up well in crash testing.When launched the safety features were limited to lap-sash seat belts, airbags for the driver and front passenger were available, but only as options.That changed in 2001 when a driver’s airbag became standard, which makes that a key consideration when shopping.ANCAP rated the dual airbag models at three stars.ISOFIX baby car seat mounting points weren’t fitted; it was too early for them.Quality, condition and service history are the most important things to consider when choosing a cheaper car.Buy the best car you can afford, in the best condition, with a solid service history and you shouldn’t go wrong.The CE Lancer had an enviable reputation for reliability, but it depends heavily on being well serviced.Mitsubishi recommended servicing the CE Lancer every 10,000km or 12 months, and it’s important to adhere to that if you value reliability.The oil to use is 15W-40.Capped price servicing didn’t apply to the CE Lancer, but service costs are not excessive, and any competent mechanic can do it.Mechanics who regularly work on them say the CE Lancer gives little trouble, although they stress that it’s important to change the cam timing belt as per Mitsubishi’s recommendation of 90,000 km.Walk away from any car that hasn’t been properly maintained, even if it appears a cheap buy.When new the CE Lancer was covered by a three-year/100,000km warranty.Older cars tend to get knocked about by owners who couldn’t care less, so look closely for panel damage that has been poorly repaired.When you lift the bonnet, look for oil leaks around the engine and gearbox.Peeling paint can be an issue. It’s not uncommon to find the clear coat peeling away. There’s nothing that can be done to fix it, short of repainting panels.MORE: If anything crops up, you’ll probably find it on our Mitsubishi Lancer problems page http://www.carsguide.com.au/mitsubishi/lancer/problems)Geoffrey Jarvis: I bought a used CE Lancer in 2004. It had done 55,000km at the time and I drove it until it had done 210,000km. I found it to be reliable, with good handling, performance and economy. I heartily recommend it.Raylene Meyer: I bought my GLi a year ago. It’s great to drive, is reliable and cheap to run. My only concern is that it’s difficult to install a baby car seat in the back seats.Sean Evans: I’ve owned two GL models and had a good run out of both. Both did more than 400,000 km, and were very reliable.Barry Thomas: It’s a great little car for driving around town, it will get you where you want to go with minimum fuss and little cost. The only complaint is that it’s a little cramped in the back.VW PoloGreat driver, but can be expensive as kays climb.3 stars.Toyota EchoCute, roomy, and Toyota quality, what more could you ask for in a cheapie.3.5 stars.Nissan PulsarWell-built, solid and reliable small car.3.5 stars.