Articles by Graham Smith

In BMW terms the Z3 sports roadster was an eminently forgettable car. For a company that almost without fail builds great looking cars that go as good as they look, the Z3 missed the mark by quiet a margin. It looked bland, lacked performance and just failed to ignite the market as it should have, after all if anyone could produce a great sports car it should be BMW.Even when BMW started to crank up the Z3's performance with larger, six-cylinder engines it was still hampered by its plain-Jane looks. There were no such issues with the Z4 when it hit the market in 2003. No one could say the Z4 looks were bland, nor could they complain about its performance, the Z4 was the sports car BMW should have released when launching the Z3.MODEL WATCH The Z4 was everything the Z3 wasn't. It looked good, went hard and had the sort of road presence BMW owners expect of their brand. Where the Z3's lines were soft, its proportions plump, the Z4 had sharp lines that carved out a distinctive shape, and its proportions were tight.If the Z3 seemed tired from the get-go, the Z4 appeared poised to pounce. Viewed from any angle most people thought the Z4 looked great, but it was also challenging to some eyes and it did come in for some criticism for being a little too out-there. But six years on from its launch it hasn't lost any of its visual appeal, and even those who thought it too adventurous at first are more accepting of its shape. Fortunately when it came time to replace the Z4 BMW's engineers didn't bother with a four-banger engine like they did with the Z3.This time round they went straight to the six-cylinder and offered two versions of their silky smooth straight six. The entry engine was a 2.5-litre double overhead camshaft unit that delivered 141 kW at 6000 revs and 245 Nm at 3500 revs. When asked for its best the 2.5-litre Z4 roadster would race to 100 km/h in seven seconds, and rush on to a top speed of 235 km/h. The other option was a 3.0-litre six that boasted 170 kW at 5900 revs and 300 Nm at 3500 revs. It would race from rest to 100 km/h in less than six seconds and had a top speed of 250 km/h.If you chose the smaller engine there was a choice of a five-speed manual gearbox or a five-speed sequential shift auto 'box, but if you opted for the larger engine you got to choose from a six-speed manual and a five-speed DSG auto 'box. Once processed through the gearbox the drive was directed rearwards as it is on the best of BMWs.Independent suspension - struts at the front and multilink at the rear - powerful four-wheel disc brakes, and for the first time adjustable electric power steering, together with a very stiff body and 50:50 weight distribution ensured the chassis had great road holding and response. Overlaid on that was an awesome array of electronic aids to help keep it safely on the straight and narrow.Dynamic Drive Control altered the engine calibration to enhance the response when desired, and Dynamic Stability Control with traction control allowed some wheel slip to add to the thrill of the drive without letting things get out of hand; they were just a couple of the electronic aids the Z4 boasted.BMW only offered the Z4 as an open top roadster in those early days, but the top was a clever piece of work that could be raised or lowered quickly, and once lowered the front part of the roof formed a neat tonneau cover. The Z4 lacked little in terms of standard features. It came with climate-controlled air, leather, power seats with memory on the driver's side, trip computer, CD sound, and cruise.IN THE SHOP Most BMWs are well serviced in the first phase of their lives, which is where the Z4 is now. For the most part first owners have their cars regularly serviced by a factory dealer, and spend what money is needed to keep them running at their peak. It's when they pass on to the second owners that servicing tends to fall away a little.Servicing is important. Regular oil and filter changes are the keys to keeping the engine alive and well. If dealer servicing proves too expensive, and it can, then look for an experienced BMW service specialist to look after your car. There are plenty around and they will charge substantially less than the factory dealers with no less quality of service. They are also likely to be able to source less expensive parts when needed.IN A CRASH The Z4 came with a comprehensive safety package, including dual front airbags, side airbags, rollover protection and seat belt pretensioners. Before the impact the Z4 driver could count on its anti-lock ABS braking, dynamics stability control and traction control to escape from potentially dangerous situations.AT THE PUMP Quite obviously the fuel economy of the Z4 is largely determined by the way it is driven. Driven with a deft right foot it will return 9.5-11.0 L/100 km, but when driven with a lead foot it will go out to 11-13 L/100 km.LOOK FOR * Striking styling* Silky smooth engines* Exhilarating performance* Great road holding* Badge cred* Well-equippedTHE BOTTOM LINE Its looks can be challenging, but there's no doubting the Z4's performance or exhilarating road manners.RATING: 85/100

Previously it was only the VW Transporter and Caddy that had the four-star rating, the top safety rating so far achieved by vans in Australia, but the 'Benz van has joined them and can now also claim to be the safest van in the land.While other vans leave their drivers' legs exposed to serious injury in a frontal crash VW and Mercedes have managed to minimise that risk."These 4-star vans demonstrate this type of vehicle can be designed to minimise leg injury," says ANCAP Chair, Lauchlan McIntosh.While VW and Mercedes are setting the safety pace the Mitsubishi Express languishes at the other end of the field with a single star against its badge.

The regular two-wheel drive Sprinter is fine for most tradies, but for those whose work takes them off the beaten track Mercedes-Benz has launched a four-wheel drive version.Mercedes new four-wheel drive Sprinter comes in three and five-tonne models, van and cab-chassis variants, the latter with a choice of single or dual cab bodies.The company is quick to say it's not a "rock hopper", but will handle slippery conditions a tradie might encounter getting around a mine site, construction zone, or snow field, or getting down a forest road or over a farm paddock in getting to a remote power line or telecommunications tower.The 4ETS four-wheel drive system is typical of the modern all-wheel drive systems that rely on electronics rather than cold hard mechanics.It works in tandem with other electronic systems fitted to the Sprinter, like the weight sensitive any-skid control, anti-lock brakes, traction control, emergency brake assist and brake force distribution.It's a switchable system engaged by punching a switch on the dash, so most of the time when driving the road it's in normal rear-wheel drive mode.But when the driver selects four-wheel drive all four wheels are driven in the ratio of 35 per cent front and 65 per cent rear.That ratio varies depending on the traction at each wheel as detected by the speed monitors at each wheel. If the system detects one or more wheels slipping it applies the brake to those wheel to minimise the slipping, and at the same time redirects the drive to the other wheels that have traction.A second switch alongside the main four-wheel drive control on the dash engages low range when needed for extra drive in adverse conditions off road. When low is selected the transmission ratio is reduced by around 40 per cent.Raising its suspension to increase its ground clearance, approach and departure angles, and ramp-over angle has further enhanced the Sprinter's offroad performance.There's a choice of 110 kW/330 Nm 2.2-litre four-cylinder turbo diesel engine or a 135 kW/400 Nm 3.0-litre turbo diesel V6, and a choice of six-speed manual or five-speed auto gearboxes.Big Wheels was recently able to test drive a Sprinter 515 4x4 long wheelbase van powered by the 2.2-litre four linked to the six-speed manual gearbox.The 515 CDI has a GVM of 4495 kg, will haul almost 16 cubic metres of cargo or a payload of 1885 kg, and tow up to two tonnes.On the road the big 'Benz comfortably kept pace with town traffic, it hade plenty of pace off the line and easily maintained a comfortable cruise.Out on the highway it showed the ability to run at the highway limit with the engine turning over at a comfortable 2500 revs, and there was sufficient left in the tank to overtake safely when needed.The ride was smooth and supple, bumps and potholes were soaked up without disturbing the inner calm in the cabin.Away from the black top the four-wheel drive system handled the only sloppy conditions that could be found at the end of dry southern summer with aplomb and seemed capable of handling much tougher going.Back on the highway there was a noticeable whine from the front diff at the highway cruising speed. Not so audible at lower speeds the whine could become annoying in long spells on the highway.The raised suspension, while great for going offroad made it more of a climb to get behind the wheel, something not aided by the Sprinter's rather poor assist handles that are even more out of reach than they are on the regular Sprinter with its lower ride height.The Sprinter 4x4 is priced from $67,990, which includes the 4x4 option price of $22,000. 

Where they were once simply workhorses seen on the job site and nowhere else they are now seen more and more in an urban setting hauling things like dirt bikes, jet skis or mountain bikes for their owners' leisure time pursuits.The Ranger has won a following on the basis of its rugged chassis, flexible, fuel-efficient diesel engines and its off-road capability, but that's no longer enough for buyers wanting to use them for personal transport.A ute, or pickup as the rest of the world calls them, has to be tough enough to cut it on the job, but it also has to look good round town.Ford's answer is `Tough Style’, which gives its once `Tough Truck’ a more stylish face in order to appeal to this new and growing generation of ute buyers.In effect it's a facelift of the Ranger released in 2007, with new front and rear styling, and a new highly optioned Wildtrak sports model that's perched atop the range.A bold new laid-back three-bar grille, flanked by air intake nostrils and new wraparound headlamps, and topped by a bulging new bonnet, with a large lower grille opening to feed plenty of air to the turbo intercooler, make for a stylish new face. Down the sides there are new vents on the front guards and mirrors incorporating turn signal repeater lamps, and new clear tail lamp clusters brighten the Ranger's rear.New in the face-lifted Ranger, and to one-tonne utes, are 18-inch alloy wheels and 255/60 R18 rubber that are a signature feature on the Wildtrak.Apart from new trim, an MP3 connector, and cruise on the XLT and Wildtrak the interior is little changed.Safety is enhanced with side airbags now standard across the range in addition to dual front airbags.Mechanically there are also few changes to the Ranger.There are two engines on offer, both flexible and easy driving Duratorq common rail turbo diesels. The smaller 2.5-litre engine boasts peaks of 105 kW at 3500 revs and 330 Nm at 1800 revs, the larger 3.0-litre engine peaks with 115 kW at 3200 revs and 380 Nm at 1800 revs.Both engines are available with a choice of five-speed manual and five-speed auto transmissions, and the 3.0-litre engine is offered in both 4x2 and 4x4 configurations.Four-wheel drive engagement on Rangers with the manual gearbox is manual, but electronic when the auto transmission is fitted. Four-wheel drive high can be selected on the move up to 100 km/h on both manuals and autos.Suspension is a combination of front torsion bars and rear leaf springs across all models, with a blend of front discs and rear drums for retardation.The safety of anti-lock ABS braking, and electronic brakeforce distribution for optimum braking effect are available on the XL base model, but standard on all other models.There's also the choice of 4x2, high riding 4x2 and 4x4 models, with single cab, extended super cab or dual cab body styles, in either cab-chassis or ute configurations.The range opens with the XL base model and includes XLT and the new Wildtrak sports ute.All have a payload of at least 1000 kg and will tow up to 3-tonne (4WD).While the changes are mostly cosmetic the main thrust of the update is the new Wildtrak sports model that seeks to break new ground for Ranger.The Wildtrak is only available as a Dual-cab 4x4 ute, but comes with a raft of features that make it stand out from the crowd.Most notably the Wildtrak rides on 18x7.5-inch alloy wheels with 255/60 R18 tyres, which is a first for Ranger as well as the Japanese-designed ute class.But there's much more to it than big wheels. It starts with the chrome three-bar grille embossed with the Ranger name, and continues down the sides with body-coloured side cladding, aluminium side steps and vibrant Wildtrak graphics, to the climax at the rear with a tailgate also featuring body-coloured cladding.On top there are roof rails, a sportsbar is mounted behind the cab, rails run along the top of the cargo box, and there is a chromed rear step bumper. The package is completed with a lockable roller shutter tonneau providing security and protection.Inside the Wildtrak features Alcantara leather trim, leather steering wheel and gearshift knob, and extra dials atop the dash in a central cluster.On the road recently in Thailand, the updated Ranger showed it had lost none of the smoothness and refinement for which the old model was noted.It rode comfortably and quietly over all sorts of road surfaces, capably handled a testing four-wheel drive course, and both engines showed they had lost none of their impressive easy driving flexibility.

When you’re known for building cars that everyone can afford and little else it can be hard to shed that working class image when it inevitably fades and needs renewing. So entrenched was the Beetle in folklore that it was very difficult for Volkswagen to replace it when it clearly needed to do so in the 1970s. It has taken a long time, but the company has emerged from the shadow of the Beetle and now has a range of well-built cars that appeal to a broad range of buyers.The Passat was a key model in the range as the company morphed into a modern carmaker with models to suit all needs and desires. It was the model that promoted it into the same league as the grand German makes like BMW and Mercedes-Benz. The Passat was the prestige car created to compete with the likes of the BMW 3-Series and ’Benz C-Class.MODEL WATCHSolid and sound are words that spring to mind when Volkswagen is mentioned in conversation. Rarely do words like exciting, thrilling and sexy crop up. The company has been building soundly engineered, solidly built and reliable cars since its very beginning in the ashes of World War 2. The Beetle was all of that, and while it had a quirky sort of charm, it could never be described as exciting.To some extent those same fundamentals are still there in today’s VWs, they are the pillars on which VWs are still built today. They apply to the Polo as much as they do to the Golf, and the Passat, Toureg of other models further up the food chain.While they are admirable qualities in any car they can be somewhat constricting if they are first and foremost in the minds of buyers. If VW suffers anything it’s perhaps it’s a lack of pizzazz. The Passat is a very competent car. It’s beautifully engineered, impeccably built, drives wonderfully well, but it doesn’t turn heads.Drive a BMW 3-Series and people notice, same with a ’Benz C-Class, but no one notices you when you drive a Passat. Perhaps passé might have been a better choice of name. The Passat wasn’t the fastest car in the class, it wasn’t the fleetest of foot getting from point to point, but it was competent. A well-rounded car that did everything well without excelling in anything in particular.Weighing in at over 1500 kg the Passat was no lightweight, a fact that came through loud and clear when you depressed the right pedal. It was best described as enthusiastic and willing, never thrilling. The front-wheel drive Passat steered well, gripped reassuringly and faithfully responded to requests to change direction. Its attitude was generally one of calm understeer.The Passat’s looks were reserved; there was none of the BMW bravado from the Wolfsburg company. Still, it looked pleasantly attractive, even if no one took much notice of it when you pulled into your driveway.There were three double overhead camshaft engines offered to begin with: a 92 kW/173 Nm 1.8-litre, a 110 kW/210 Nm turbocharged 1.8-litre and a 142 kW/280 Nm 2.8-litre V6. The gearbox choices were a five-speed manual or a four-speed auto. All Passats were well equipped, as you would expect a premier prestige model to be.The base 1.8-litre sedan came standard with power windows and mirrors, an immobiliser, central locking, auto air, cloth trim, eight-speaker sound with CD, and wood grain highlights. Move on up the line to the turbo and you got alloys, a trip computer, leather steering wheel and sports trim. Then there was the V6, a more luxury-focused model that had larger alloys, a six-stacker CD and more fake wood.IN THE SHOPGood build quality means little goes wrong on a regular basis; the problems that the Passat suffers are usually one-offs rather than persistent flaws that afflict a lot of cars. Check for a service record to make sure the engine oil has been changed regularly. The fours have a cam timing belt, which needs changing around 100,000 km, but the V6 has a chain that doesn’t require servicing.IN A CRASHWhile the Passat chassis wasn’t particularly sporting it was very competent and well capable to responding to an emergency situation. It had the added safety of ABS brakes standard across the range. The driver and front seat passenger had front airbags, and the V6 had side airbags as well. It was given five stars in the last used car safety survey.AT THE PUMPThe 1.8-litre will do 9-10.0 L/100 km around town, and 7-8 L/100 km on the open road. The V6 is thirstier and will get 9.5-11.5 L/100 km around town, and 8-8.5 L/100 km on the highway.LOOK FOR• Pleasant styling• Competent on road• Modest performance• Solid build quality• No badge snobberyTHE BOTTOM LINE• A solid and reliable car that does everything well, but don’t expect to impress the neighbors.RATING• 77/100

The Japanese are so dominant in the small performance hatch arena today that if you were to land on this planet for the first time this week you could believe they wrote the book on them. Actually they didn’t, they were created in Europe back in the 1960s when Mini Coopers showed you didn’t need a V8 to go fast, a long time before the Japanese cottoned on to the idea and made it their own.Subaru’s WRX stands out as the hot hatch hero, but just about every other Japanese carmaker has a sporty model in their range. The Europeans have continued to refine the formula and can claim to have hot hatches, like the VW GTi, that are also refined and sophisticated. The GTi made a fleeting appearance on the local market back in 1990 when the then importer launched a detuned version of the European model.Having heard and read of the GTi’s reputation for 15 years or so the model that came here was a bit of a disappointment. It looked the same, and had the right badges, but lacked the sizzle of the model sold in Europe and failed to win over local performance car nuts who were largely still hooked on big V8s.MODEL WATCHThe Golf GTi that landed here in 1990 was already a dated model in Europe, being part of the second generation Golf that was launched in 1983. It only just beat the major update that came a year later, so the excitement of finally being able to buy the GTi was somewhat dulled.Still, the GTi’s reputation as the pace setter in the small front-wheel drive hot hatch market had reached Australia in the preceding years and the news it would finally come here was warmly welcomed.The enthusiasm quickly waned, however, when it was realized that the importer had chosen to market it here as a luxury sporting hatch rather than an all-out performance model. The engine chosen for Australia was a mundane 1.8-litre single overhead camshaft four-cylinder engine that was strangled by emission gear and developed just 77 kW at 5400 revs and 155 Nm at 3800 revs.With those sorts of numbers it’s clear the GTi wasn’t a rocketship. Instead it was smooth and refined, terms normally used when a car fails to excite the senses. A five-speed manual gearbox was standard at launch, but a three-speed auto was added in 1991.While the local GTi lacked the punch of a hot hatch it wasn’t lacking in luxury with a raft of features to justify its rather exotic price tag. It came standard with air, central locking, a trip computer, fog lights, Pioneer sound, and mirrors that were powered and heated, but oddly it didn’t have power windows.The GTi’s shape was functional rather than pretty. Its lines were forthright, simple and to the point, there was nothing to offend the eye or equally attract it. Inside there was pretty good room with comfortable seating front and rear, with a decent sized boot left over for luggage if needed. The dash was also functional and well laid-out, but the Europeans hadn’t quite made it to the level of the Japanese when it came to fit and finish of the interior parts. They were fiddly, clearly plastic, and weren’t put together very well.On the road the modest output of the engine dulled the GTi’s performance, but with a reasonable amount of torque available in the mid-range it could be stirred along with the well-matched ratios in the five-speed manual gearbox. If the engine didn’t excite the chassis was highly praised for its reserves of grip and its nimbleness. The power steering was a little vague, but the driver still had a good road feel and it didn’t load up when cornering as some front drivers were inclined to do. Overall the ride was surprisingly supple when it was expected to be rock hard and unforgiving.IN THE SHOPBack in 1990 the Europeans were still coming to grips with the build quality of their Japanese rivals. They weren’t producing cars with anything like the same quality. VW was similarly struggling to get up to the Japanese standard for general fit and finish, and their shortcomings were clearly in view inside the GTi.By today’s standards the plastics were poor, and made for European conditions rather than the ferocity of the sun they would have to contend with here. As a consequence they warped, buckled and split under the relentless attack from the sun. The interior trim also suffered under the tough local conditions, and was soon showing signs of wear and tear. Look also for faded metallic paint, again a legacy of the change to water-based paints that the industry was going through, and the force of the local sun.Mechanically the GTi is robust and reliable, and little of a serious nature often goes wrong with them. It’s important though that they are well serviced, with regular oil changes. If the oil isn’t changed regularly the valve guides can wear and that will lead to oil use.Check for a service record, and when driving look for oil smoke from the tail pipe on overrun. They can have problems with second gear synchro, but it’s not expensive to replace it if needed. Parts are reasonably priced and readily available, and servicing isn’t expensive if you seek out a specialist rather than use the factory dealers. Maintained well it’s generally held that a GTi will do 300,000 km or so without major problems.CRUNCH TIMEAn agile chassis with nimble handling was the GTi’s main safety mechanism in an era before ABS was widely used and airbags weren’t yet known about. Sturdy construction comes into play when the metal starts to crumble.AT THE PUMPWearing a performance tag means a GTi is sometimes driven harder than other cars, and the fuel economy suffers. Look for 9.0-10.5 L/100 km in normal use around town.LOOK FOR• Respected badge• Modest performance• Solid looks• Roomy interior• Robust and reliable• Service record a mustTHE BOTTOM LINE• Had the badge, but disappointedly it didn’t have the grunt to back it up.RATING• 60/100

The soaring price of petrol in the past year or so has had motorists looking at every possible alternative, including diesels that might save them a few bucks at the pump. If LPG has become the champion of used car buyers, the diesel has become one of the most popular alternatives for new car buyers.Increased sales of new diesels, like the VW Golf TDi, in recent times means that there are more used diesels coming on the market. The diesel is now a used buy worth considering by anyone wanting to save on their fuel bills.MODEL WATCHDiesel sales have soared in Europe in recent years as motorists have been slugged with higher fuel prices. The ugly phenomenon has recently reached Australian shores as local motorists have copped a similar whack at the pump. VW is a leader in diesel engine technology in Europe, boasting a range of diesel engines right across its entire model range from humble Polo to the prestigious Passat. In the middle of the range sits the ever-popular Golf, and it’s the Golf that VW has used to power its push into the growing oil-burner market here.The company hit the ground running in 2004 with the release of the 1.9 TDi in two trim levels — the Comfortline and the Trendline — and a 2.0-litre TDi Comfortline. Outwardly the diesel Golfs look like any other Generation 5 Golf. It’s only the TDi badges that distinguish them from their petrol cousins.Modern diesels shouldn’t be confused with the oil-burners of old, which were noisy, smelly, usually followed by clouds of thick black smoke, and generally holding up the traffic. The only time they came into their own was when they rattled past a servo as their petrol-powered cousins stopped to replenish their tanks.Today’s diesels are quiet, don’t smell or belch out clouds of black smoke, and aren’t left standing when the lights go green. Even better news is that they are still economical. The 1.9-litre TDi engine was a single overhead camshaft four cylinder turbo diesel that delivered 77 kW and 250 Nm — compare that to 75 kW and 148 Nm for the 1.6-litre petrol Golf model — while the 2.0-litre TDi was a more modern double overhead camshaft four cylinder turbo diesel that punched out 103 kW and 320 Nm at its peak. Compare the latter to the 2.0-litre FSi engine VW also offered that gave 110 kW and 200 Nm.The key to the diesel performance, and achieving the best fuel economy, is the massive torque that it offers. Drive to make best use of the torque and you will not only realise its potential to save fuel, but you will also realise its performance potential. Both diesels were available with VW’s DSG six-speed auto and a six-speed manual gearbox.On the road the diesel’s low-end and mid-range performance was easily able to account for its petrol equivalent. It was really only the petrol car’s top-end performance that out-gunned the diesel.IN THE SHOPVW build quality is generally high, as high as any other brand and higher than some. That said they can still have issues with build quality, but with VW handling the local distribution now those problems that do occur seem to be handled more effectively than they might have been in the past. Make sure your used car choice has a good service record with regular oil changes.IN A CRASHThe diesel Golfs have the same array of airbags as their petrol cousins so the crash rating is the same. An agile chassis and powerful braking provide plenty of active safety in avoiding a crash.AT THE PUMPThe diesel Golf will return fuel economy numbers in the region of 6.0 L/100 km. That’s about 20 per cent less than you would see from an equivalent petrol engine. The fuel economy equation gets a little tricky here because diesel is usually a little more expensive than regular unleaded, but the gap varies so it’s a moving target. At the time of writing diesel was three cents per litre more expensive than regular unleaded, but 10 cents per litre less expensive than 98-octane premium unleaded.Compared to a car running on regular unleaded it would take almost 90,000 km before the lower economy of the diesel would bring you to a break even point, but if you compare it to a car running on 98-octane unleaded you would gobble up the diesel’s average purchase premium in around 65,000 km.OWNERS’ VIEWSKeith Sanders and his wife tested the diesel Golf soon after its release and were quickly convinced it was for them. They chose the 1.9 TDi Comfortline with DSG gearbox because it was a willing performer and adequate for their needs. Now, after four years and 62,000 km they say it was a great choice. They have had a few issues with a faulty cruise control switch and a water leak through the windscreen, which have been fixed under warranty, but overall they’re happy with the diesel Golf and would buy another one without hesitation. Typically they get 6.3 L/100 km in average daily driving and low to mid-fives on the highway.Roland Nicholson drives a 12-month-old Golf TDi GT Sport with DSG, leather and sunroof. He was looking for better fuel economy when he bought it, but still wanted to have a sporty feel. He says it’s satisfying to see the trip computer showing 4.9 L/100 km on the freeway, and still have the quick acceleration when needed. The downsides to owning a diesel, he says, are the high price of diesel fuel and the lack of decent, clean refueling facilities at some service stations. His only complaint is that off the line the diesel/DSG combination is a bit hesitant and jerky. The vehicle itself is excellent, he says, the finish is very good and things like heated front seats are a great option.Nick Smithwick bought a 2006 2.0-litre TDi Comfortline brand new and loves it. He acknowledges that diesel is more expensive than petrol, but says 85 per cent of his driving is in traffic and around the city and he still gets over 850 km to the tank. On the highway he gets more than 1100 km.Stephanie Harris owns a 2007 2.0-litre TDi Golf and says its fuel economy is really good. She is not happy with the price of diesel, but on a trip she can get between 1100 and 1200 km and 900 km around town. She adds that it is very comfortable and has plenty of get up and go when needed.LOOK FOR• Good Golf build quality• Fuel economy savings• Higher purchase price a downer• Good performance• Ace drivability• Dirty refueling facilitiesTHE BOTTOM LINE• Diesels drive and perform well, but their higher purchase price has to be covered before any economy benefits can be enjoyed and that can rule them out.RATING• 85/100

Recreating a classic model from the past like VW did with the new Beetle is a huge gamble. It can be a huge hit and the company’s decision makers can look like heroes, or it can be an abject failure and those who made the decision can end up looking like zeroes.The problem with retro cars like the new Beetle, and the new BMW-built Mini, is they can often be subject to the fickleness of fashion. They can be the in-thing one day, but out the next.In 2000 when VW launched the new Beetle we were going through a period of motoring nostalgia, and many companies were tapping into the charisma of past models to sell their new ones.Thankfully few reproduced the past, most carmakers were able to distil the essential elements of what made their classics popular and tastefully incorporated them into the new models leaving the flaws of the old cars behind.While the old Beetle is very charismatic, few people today would accept its rattly rear-mounted engine and the dubious handling that went with it, and its bare bones interior. It might have been fine in the ’50s, but it’s not good enough for the noughties.MODEL WATCHVW’s designers knew enough about the appeal of the old Beetle to know that it was the cute looks that makes us all dewy eyed today. They understood that time heals all motoring ills and, apart from enthusiasts, few of today’s motorists really knew much about the old Beetle at all.All they saw was the cute shape that made the old model stand out in the post-WW2 years, and they were smart enough to modernise the original curves into a shape that is just as appealing today as the old was one 50 years or more ago. The connection to the old model ended with the shape as there was nothing else that really reflected the original Beetle. That’s certainly true of the platform and mechanical package, which was thoroughly modern and nothing like the original.The original Beetle had an air-cooled flat four-cylinder engine mounted behind the rear axle. It was quite an economical unit and gave quite respectable performance for the times, but it was noisy and being mounted behind the rear axle acted like a pendulum when cornering.If that wasn’t enough it had a swing axle rear suspension arrangement which would have you spinning into the shrubs if you lifted your foot off the accelerator at the wrong time while in the process of negotiating a curve. The new Beetle had none of that. It was built on a sensible front-drive platform like that used in the Golf.The engine was water-cooled, mounted at the front, and drove the front wheels like every other modern small car, which is what it was under the classic skin. With a capacity of 2.0 litres the Beetle’s four-cylinder engine had a single overhead camshaft, was fuel-injected and put out 85 kW at 5200 revs and 170 Nm at 2400 revs. There was a choice of a five-speed manual gearbox or four-speed auto. When the manual was chosen the new Beetle would rush to 100 km/h in 10.9 secs, the auto took almost two seconds longer for the journey. Top speed was in excess of 180 km/h for both, a speed that was well beyond the old Beetle.The new car’s suspension was also a revelation, with MacPherson Struts at the front and a torsion bean at the rear. The handling woes of the old car were a thing of the past. Brakes were also a huge leap forward, with discs all round, and ABS and electronic brake force distribution standard features.While the new Beetle bore a striking resemblance to its older cousin, it was quite a bit bigger. Unfortunately it wasn’t so roomy inside, where back seat passengers found themselves a little cramped. The new Beetle wasn’t aimed at anyone simply wanting a basic set of wheels, there were more affordable, less stylish cars for them. The new Beetle was aimed at those wanting to make a fashion statement, those who could afford to pay for the privilege, so it was also packed with features from the factory.There were power windows, power mirrors, power steering, remote central locking, adjustable steering column, six-speaker CD sound, fog lamps and floor mats. A Sunshine model was launched a few months after the hatch, and that had bright yellow paint, leather trim on the steering wheel and gearshift knob, and front seat heating.IN THE SHOPThe earliest cars delivered would be approaching 80,000 km so will be in need of a major service within two years. Check service records and make sure the car you’re considering buying has been serviced regularly. Cars that are bought because they are fashionable can be neglected by owners who want to keep up appearances, but aren’t so keen on upkeep on the maintenance side.They are often left parked outside in the street, left under power lines and trees where birds can leave unwanted, paint damaging deposits, and left unwashed. Generally the VW engines, gearboxes and suspensions are well proven and give little trouble if serviced.IN A CRASHConfident handling gives the new Beetle a huge edge over its old cousin, but the safety picture improves with ABS standard, along with Electronic Brake Force Distribution, which adds up to a competent primary safety package. Dual front airbags, seat belt pretensioners and seat belt force limiters make up the secondary line of crash protection.LOOK FOR• cute classic styling• stand out looks• modern mechanical package• reassuring front-wheel drive handling• well equipped• zippy performance• cramped rear seatTHE BOTTOM LINECute retro styled hatch that happily marries the past with the present without any of the old-time blues.RATING80/100

First it was a Jetta, then it became a Bora, now it’s a Jetta again. Confused? Well don’t be it’s simply that the Bora name didn’t catch on and VW returned to the Jetta name it used on its booted-Golf from way back in the 1970s. Quite what VW thought it would achieve by switching names isn’t clear, but whatever it was it was a marketing move that failed.Where the Bora failed to capture the imagination of the market the re-born Jetta is doing good business for VW and seems to be going from strength to strength. Perhaps the problem was that VW was trying to make the Bora something it could never be when it was simply a Golf with a boot. The Bora was made out to be a more sporting model whereas the Jetta is made from more humble stock.MODEL WATCH At its birth the Jetta was simply a Golf with a boot. It was conceived to suit older buyers who liked the security a boot provided and were put off by the lack of security in a Golf hatch. The Bora was the Jetta with different badges, but there was a change of character that came with more sporting name. The Bora was more of a sports sedan than its more humble predecessor, even though it was still spun off the Golf hatchback. While the Golf was intended to compete with less pretentious rivals VW pitched the Bora at more lofty targets, like the 3-Series BMW, Volvo S40 and Lexus IS200.From the boot forward the Bora shared much with the Golf, the front-end sheetmetal was essentially the same, the cabin was much the same, the main differences were in the power and drive train which VW claimed at the time made the Bora “Australia’s fastest VW”.At launch VW offered the Bora with the choice of a 2.0-litre single overhead camshaft four-cylinder engine that boasted 85 kW at 5200 revs and 170 Nm at 2400 revs, and a 2.3-litre single overhead camshaft V5 which produced 110 kW at 6000 revs and 205 Nm at 3200 revs. Either could be linked to a five-speed manual gearbox or four-speed auto. Following an update in 2001 the output of the V5 was boosted to 125 kW at 6000 revs and 220 Nm at 3200 revs.VW also introduced a V6 4Motion all-wheel drive model in the same update. The 2.8-litre double overhead camshaft V6 produced a healthy 150 kW at 6200 revs and 270 Nm at 3200 revs. The 4Motion was only available with a six-speed manual gearbox with the final drive through all four wheels. A rigid body shell formed a stable platform that was the perfect foundation for a sporty sedan.The 2.0-litre and V5 models had the same MacPherson Strut and coil spring front suspension with triangulated lower control arms, along with the same rear Torsion beam axle. The V6 4Motion boasted independent suspension at both ends, with coil springs and anti-roll bars.Brakes were discs all round, with ABS anti-skid protection across the range, and ESP an added feature on the 4Motion. All Boras were packed with standard features, which included power steering, cruise control, power windows and mirrors, air-conditioning, alloy wheels, immobiliser and good quality sound systems.IN THE SHOP Owners have had a mixed run with the Bora. Some report no problems, but others have had plenty of trouble, enough even for them to ditch their cars rather than keep paying the bills.Look for electrical woes, particularly with the window lifts, but they can also have trouble with engine electrics with airflow meters and oxygen sensors. The latter can send the fuel consumption rocketing if they fail, and may not send any signals to the driver that there’s a problem while driving.Ignition coils can also be an irritating problem. Check the auto if fitted, particularly check it for smooth shifting and no problems in engaging gears. One owner has reported a gearbox meltdown after 60,000 km or so, which should serve as a warning of potential trouble.The 2.0-litre engine has a cam timing belt, which needs replacing around 100,000 km, the V5 and V6 have chains that don’t require replacement. Check for a service record, VW’s don’t appreciate being neglected. Dirty oil means sludge and sludge means trouble.IN A CRASH Dual airbags provide good protection in a crunch, the VW chassis is stable and responsive, and there’s ABS to help avoid trouble. The 4Motion all-wheel drive adds to the on-road safety.OWNERS SAY Rob Mirfin has thoroughly enjoyed his 2001 VW Bora V6 4Motion and says the 4Motion system is a wonderful safety feature in adverse conditions. It’s done 117,000 km, and while he’s had problems with the ignition coils and oxygen sensors (it’s on its third set), he says it’s a fabulous car.Travis Nilsen bought his Bora in 2005, but noticed it was pinging shortly after buying it. He was told it needed the best quality PULP from BP only, and although the car drove very well on the high quality fuel he was concerned the pinging problem would return, so sold it. He says the fuel economy was good on long trips, averaging 7.7 L/100 km, but disappointing around town where it averaged up to 16 L/100 km. He has bought a new Golf, which he’s very happy with. He says that if he had his time over again he would have steered away from the Bora.Rodney Barlow-Pye bought a Volkswagen Bora 2.0 in 2001, and having owned Fords and Holdens says it is the best car he’s ever owned. It has done 300,000 km without any major problem, and it still looks new and feels very solid. He’s so happy with it that he’s become a VW fan.John Gregory had a less than happy experience with his 2002 Bora, which he says was so expensive to repair that he had to cut his losses and sell it. It had several problems, in and out of warranty. Both right and left window regulators had to be replaced, the water pump failed, the engine electronics were unreliable, and the cooling fan burned out.Marina Avgeris has been told that the automatic transmission in her 2002 Bora 2.0-litre needs rebuilding at a cost of more than $5000 despite having done just 63,000 km. It recently began rattling and was difficult to shift into reverse gear.LOOK FOR • Generous boot• Balanced, responsive handling• All-wheel drive safety (4Motion)• Good performance• Wobbly electrics• Regular servicingTHE BOTTOM LINE Well styled compact sedan with sporty credentials, but dodgy electrics can be frustrating and expensive to repair.RATING 65/100

The humble Beetle was able to do something Adolf Hitler couldn’t, it conquered the world. The Beetle was Hitler’s idea to give his people a cheap and cheerful car, but by the time it went out of production in the 1990s more of them had been built than any other car, the Ford Model T included, in history. While it was conceived as an affordable car for the masses, and served that purpose very well, it also became an icon.In the 1950s it was admired for its toughness in winning a number of Round Australia trials that tested the ultimate durability of cars of the day, in the 1960s it became a very visible symbol of the peace movement. All along it was highly regarded for its reliability and frugality. It was basic transport delivered in an endearing package.MODEL WATCH The VW Beetle, while conceived by Hitler in the 1930s, was designed by Dr. Ferdinand Porsche, one of the most gifted automotive designers of all times. Porsche responded to Hitler’s brief by designing one of the simplest, most efficient cars that has ever put rubber to road. It had to be cheap and cheerful if the public was to be able to afford it.Remember it was conceived in a time when cars were still out of the reach of most people, the VW was to be Hitler’s gift to his people. It was to put the German people on wheels much like the Model T Ford did for Americans, and many other people, in the early part of the 20th century.Porsche’s design was based on a simple platform chassis, at one end of which was a rudimentary torsion bar independent suspension, while at the other end was an engine and gearbox with a swing axle independent suspension which also featured torsion bar springing.The engine was an air-cooled overhead valve flat four-cylinder engine of a capacity of 1.1 litres, although this would steadily increase over the years. The engine’s output was a modest 19 kW in the first instance, and while this would increase with the passage of time it was always quite modest. Porsche linked the engine to a four-speed manual gearbox, which was slung from the rear of the engine and would contribute to the Beetle’s reputation for being an awkward handling vehicle, at least in the early years.Most drivers of the time were more accustomed to cars powered by an engine at the front and driven through the rear wheels, a combination generally conducive to safe understeer, that’s when the front wheels want to steer a wider arc than the rear wheels and the car tends to run wide, and many were caught out by the Beetle’s habit of oversteering when the driver lifted their foot of the gas pedal while cornering.Stories are legend of Beetles flipping over or spinning off the road after drivers were surprised by this less than endearing habit. Once it became known and drivers were aware of it, and knew how to combat it, it was less of a concern.The Beetle’s body is perhaps the most endearing part of the car. It looks cute, even today when it’s still one of the most recognised cars on the road, but more importantly to Porsche it was also aerodynamically efficient. With just 19 kW on tap aerodynamic efficiency was important when one of Hitler’s demands was that the Beetle be capable of returning 8.1 L/100 km while capable of a top speed of 100 km/h.Inside, the Beetle was equally austere with few frills to make life on the road comfortable. There was a basic heating system with heated air from the engine compartment directed into the cabin through ducts in the floor, but little else.On the road the Beetle had quite good performance for the time, and it improved over the years as more power was extracted from the engine, it was economical, and there was a characteristic rattle from the engine.IN THE SHOP The great thing about the Beetle is that maintenance is relatively easy for a novice or home mechanic, and it makes a great vehicle on which to learn the basics of automotive mechanics if you’re so inclined. Parts are generally available from VW specialists who can also provide expert advice and servicing if you don’t feel inclined to do your own work.Like all old cars condition is the key thing to consider before purchase. A car in run down condition, particularly in the body, will cost a small fortune to refurbish and won’t be worth the cost of investment when you come to sell it. On the other hand if you buy a car in good general condition that doesn’t require much work to bring it up to good roadworthy condition it won’t put a strain on the budget and your final investment shouldn’t exceed the value of the car on the used car market.Check for rust in the doors and the rear quarter panels, and look for signs of water leakage from the windshield, which suggests rust around the windscreen flange. Also check the floors, front and rear, for rust, and lift the rear seat as water can accumulate there and lead to rust in the floor.Mechanically the Beetle is a fairly simple package and fun to work on. Look for vague steering, which could indicate wear in the front-end, steering gear, or shot shockers. The engine is quite robust and hard to kill, but look for oil leaks and the condition of the oil to reassure yourself it’s been serviced. Likewise the gearbox has a reputation for being indestructible, but check to make sure it doesn’t jump out of gear and gears can be selected without baulking. If either of those problems are noticed, the gearbox needs attention.IN A CRASH The Beetle was built before the advent of things like airbags and other safety systems fitted to modern cars, so you have to rely on the body structure itself to protect you in a crash. It’s quite a sturdy little car so there’s reasonable crash protection. Carefully inspect any seat belts that might be fitted and replace them if they show signs of wear.OWNERS SAY Twenty-year-old Jessica Begovic has owned her 1968 VW Beetle 1500 since she was 16 and has spent quite a bit of money on it renewing the exhaust, brakes. door and rear window seals, repairing some oil leaks and repainting it. Even though it is older than most other cars on the road, lacks the performance of a modern car, the engine sounds like a lawn mower in the back seat, it doesn’t have air-conditioning, and the ride isn’t very smooth she loves her car and wouldn't trade it for anything. Overall she says it is a reliable, if not cramped and quirky little car, with tons more character and personality than anything put on the road since.LOOK FOR • Cute styling• Modest performance• Great fuel economy• Admirable reliability• Body rustTHE BOTTOM LINE Great classic car that is still capable of being driven daily.RATING: 75/100