Articles by Graham Smith

There was a time when being a “bloody” Volvo driver was anything but cool, but the Swedish brand best known for its bland styling and boring safety message is enjoying a new image that pokes fun at its staid past. It all began with a new generation of models that were more pleasing to the eye. Gone were the boxy old shapes that resembled high rise dwellings on wheels, replaced by softer curves that better fitted modern times.Volvos began to blend in instead of standing out for the wrong reasons. Traditional Volvo owners, who appreciated the engineering, build quality, and, yes, even the styling may not have been so enthusiastic about letting the past go, but the company had to attract new buyers and the new models were clearly aimed at doing that.Among the new models was the 1997 40 series, made up of the S40 sedan and its V40 wagon variant.MODEL WATCH While Volvo claimed safety as its own realm in the 1970s when it relentlessly sold its safe and sound message, by the time the 1990s rolled around it had lost its gloss.Safety was no longer the strong selling point it had been, and car buyers were shopping for excitement. In any case Volvo’s rivals were at least equal in safety terms so there was no real competitive advantage either.By the time the new 40 series was launched in 1997 Volvo’s drab boxy shape wasn’t only dated, it so identified the Swedish cars that it was an impediment to sales. It was clearly time to move on.The 40 series effectively replaced the oddly styled 440, which had died in sales terms. Unlike the 440 the new 40 series was pleasantly styled, much in line with contemporary styling trends, with clean lines and softer edges that were in stark contrast to previous models form Gothenburg.While the shape might not have been recognisable as being traditional Volvo there was no mistaking the trademark grille with its diagonal slash and familiar Volvo badge. Even with the new styling direction there was no mistaking the new 40 series as a Volvo.The S40 and V40 were essentially the same, the S denoting the sedan model, the V standing for variant or wagon. The body differences were from the rear doors back, the front was the same.Mechanically both models were the same. Initially there was just the one engine available, and that was a smooth 2.0-litre double overhead camshaft 16-valve all alloy four-cylinder unit which boasted 103 kW of peak power generated at 6100 revs and 183 Nm of torque which arrived at 4500 revs.Not generally renowned as a performance car, the 40 series was something of a surprise packet if you were prepared to rev it hard and high to realise its performance potential.The performance was boosted by the introduction of a 1.9-litre turbocharged engine a few months after the initial launch. With the turbo under the bonnet the T-4 40 series boasted 147 kW of peak power.Early in 1998 Volvo also launched the T sedan and wagon with a 2.0-litre engine and 118 kW of peak power.A five-speed manual gearbox was standard, or for an extra $2000 there was a four-speed auto available, and the drive was through the front wheels.On the road the auto was smooth in its operation but tended to hunt between gears, and soaked up some of the four-cylinder’s power to dull the performance which was more evident with the manual ’box.The ride was a little solid for what was a family sedan, but the handling was safe and secure, although it exhibited the usual front-wheel drive tendency to push wide at the front when pressed.There was no lack of features in the 40 series. Standard equipment included air-conditioning, power windows, central locking, power mirrors, cloth trim, and four-speaker sound.The better equipped SE, priced at a $4000 premium, included leather trim, woodgrain highlights, CD sound, climate control air-con, sports steering wheel, and alloy wheels.When you selected the T-4 you also got 16-inch alloy wheels, traction control, sports suspension and sports seats.IN THE SHOP Generally the 40 series is living up to Volvo’s reputation for reliability, so look for a service record that can be verified. It should either be from a Volvo dealer or acknowledged service specialist.Major services are due every 45,000 km and it’s important to replace the cam belt every 125,000 km. Failure to do so risks severe internal damage if the belt breaks.Look carefully for signs of dodgy crash repairs, mismatching paint on adjacent panels, overspray in door openings, boot or bonnet openings, variable panel gaps, and doors or tail gates that don’t open and close smoothly.IN A CRASH The 40 series was packed with safety features that makes it a worthy buy on the used market.Front airbags for the driver and passenger provided protection in frontal crashes, while Volvo’s side impact protection system afforded protection in side impacts.Add to that front seat belt pretensioners, and built-in baby seats that match toddlers to the adult seat belts, and you have an impressive secondary safety package.Primary safety package includes ABS and dynamic stability assistance to help avoid crashes in the first instance.OWNERS SAY Joe Perillo has owned two V40s, the latest a 2.0T. He says the turbo provides more than adequate performance, the compact size is good for city driving, while open road driving is nicely European and very enjoyable. He sums up by saying the V40 is a lot of fun for such a practical car.Glenys Allender is very satisfied with the 1997 Volvo S40 T4 she has owned for two years. On the positive side she says it has excellent fuel economy, smooth power, superb handling, powerful brakes, its good sized boot, and solid build quality. Negatives include the hard ride, faulty fuel gauge, and poor headlights.LOOK FOR • safe and secure handling• bumpy ride• solid build quality• good safety• attractive stylingTHE BOTTOM LINE Solid compact family sedan with good performance and handling without the traditional boxy styling.RATING 70/100

It’s hard to know exactly when Volvo decided it needed to move away from its safe and sound image and put some zing into its cars. Though it’s safe to say that the C70 coupe was one of the first models of the sexy new era for the Swedish brand.Volvo had built a reputation for producing safe, solid, dependable and environmentally friendly cars, which worked very well, but they needed something extra when that message ran out of steam in the late 1980s.The severe shapes that characterised previous models were softened and smoothed, and one of the models that resulted was the 70 series that replaced the old 700s. There was a sedan and a wagon, but the standout was the C70 coupe.MODEL WATCHIf the S70 sedan and V70 wagon were revelations given Volvo’s past, the C70 was the shock when the covers were pulled back to reveal the new model.The C70 was the same as its more family focussed siblings from the windscreen forward, but rear of the ’screen it was all new with sweeping curves, sculpted flanks and bulging wheel arches that combined for a strong powerful stance.Despite its coupe curves the C70 was still reasonably roomy inside with ample accommodation in the rear for a couple of adults.The new dash added to the new softness of the 70 series, the squared-off lines that had become Volvo’s calling card now flowed smoothly, the edges had been softened for a friendlier more welcoming feel.Inside, there was a luxury feel with leather trimmed seats and woodgrain trim, with a leather wrapped steering wheel and gearshift knob.Then there was the long list of standard features which included a power sunroof, a superb 10-speaker sound system with a CD player and Dolby Surround Pro-Logic, power seats, power windows, cruise, trip computer, air-con, dual airbags, side airbags, remote central locking and immobiliser.Below the surface Volvo had switched the drive from its traditional rear drive to the more modern front-wheel drive system.For power it used a turbocharged double overhead camshaft five-cylinder engine that pumped out 176 kW of peak power at 5100 revs and maximum torque of 330 Nm. It was enough to have it reaching 100 km/h in less than seven seconds, and reach a top speed, which was electronically limited to 250 km/h.Buyers could choose between a five-speed manual, which was quite a slick gearbox in use or a four-speed auto, which was by far and away the preferred choice by Australians.A wider rear track gave the coupe a more stable footprint than its sedan and wagon cousins, and along with some retuning of the suspension helped make it quite well balanced on the road after a little turn-in reluctance typical of front-wheel drive cars.Low profile sports tyres provided its grip, while the standard 17-inch alloy wheels finished off its sporty appearance.Retardation came courtesy of four-wheel discs with ABS, and there was the added safety of traction control when applying the power.IN THE SHOPMany C70s will be in the hands of second and third owners, some of whom may not appreciate it as its first owner did. One of the consequences of that can be a lack of servicing, and with many approaching the 100,000 km mark they will be in need of a cam belt change.A check of the service record is imperative, particularly on any car that has passed the 120,000 km mark to make sure the belt has been changed.The C70 is generally a reliable and robust car that gives little trouble, but inspect potential buys closely for damage to the body and wear inside on the leather trim and select the best available car.Body rattles are fairly common, and the plastic rollers in the window winder mechanisms were known to break.IN A CRASHDual front and side airbags provide good secondary crash protection for the moment we all dread, while its agile chassis and powerful disc brakes will hopefully allow you avoid the collision.The annual survey of real life crashes showed the C70 to be better than average for occupant protection, but worse when it came to injuring those it hit.LOOK FOR• sexy coupe styling• turbo performance• well balanced handling• comfortable ride• lots of standard features• Volvo reliability• Body rattlesTHE BOTTOM LINEAttractive four-seater coupe with good performance, roomy interior, and lots of comfort.RATING80/100

Volvo won a reputation for safe and reliable transport with models like the very popular 240, but with the 700 series the Swedes added luxury to its portfolio. The six-cylinder 760 was the ultimate Volvo luxury model, but the 740 combined the new luxury with the best of the old Volvo virtue of four-cylinder reliability.The 700 brought sharp new aerodynamic styling to the Volvo brand, a huge change for eyes accustomed to the boxier 240 series the company had been producing for almost 10 years before the 700 series made its first appearance overseas in 1982.MODEL WATCHThe 700 series arrived here in 1985, and true to its luxury claims was well equipped with plenty of comfort and convenience features.The 740, the four-cylinder variant, came in GL and GLE forms. Initially it was only available as a sedan, but from 1988 Volvo added a wagon to the range, again with GL and GLE versions.The entry level GL had cloth trim, manual window winders and mirror adjustment, but the GLE was the one with the lot, leather trim, power windows, power mirrors, power steering, air-conditioning, ABS and alloy wheels.Power came from a 2.3-litre single overhead camshaft four cylinder engine that had won a loyal following in the 240. It had a cast-iron block, but an alloy head, and was fed initially by a mechanical fuel-injection system.Output of the SOHC four was 96 kW, but from 1986 there was also a turbocharged version of the engine, which pumped power up to 119 kW for more punch.The mandatory use of unleaded fuel from mid-1986 saw the engines revised. Compression ratio was lowered, the fuel-injection system and ignition became fully electronic.A DOHC, 16-valve engine was offered in the GLE from 1989, these cars identified by rear ‘16 Valve’ badging. Power was then 115 kW.Early cars had a choice of four-speed overdrive manual gearbox or four-speed auto, but from 1988 the choice was between a five-speed manual and four-speed electronic auto.Suspension was a combination of MacPherson Struts at the front and a live axle and leaf springs at the rear. Steering was power assisted and brakes were disc at each corner, with ABS standard on the GLE.Although the 740 was built before airbags were commonplace it boasts a high level of safety for the period. Apart from the renowned body structure, which provides a high level of primary safety, later 740s also had seat belt pretensioners that reduced injury from the seat belts by tensioning the belt in the event of a crash.IN THE SHOPThe 740 is now a road veteran, the newest ones being 12 years old. Many will have high mileages showing on their odometer, so care is needed when inspecting prior to purchase.Like all early Volvos the 740 will give many years of solid reliable service, particularly if they have been well maintained. With that in mind start by checking for a service record. If it doesn’t have one, or one that can be verified, take it to an recognised Volvo specialist, like John Johnson of Voldat, and have it checked out.The good news is that with alloy heads and hardened valve seat inserts they can be run on unleaded fuel, even pre-’86 cars, although their high compression means they will need PULP to avoid pinging.Volvo engines are generally bulletproof and give little trouble, even with high mileages. They are relatively tolerant to a lack of servicing, but it’s better to keep up the maintenance if you want a troublefree run.Turbo engines require more regular servicing to keep them running at their best. Regular oil changes are essential, and it’s important to drive them with some mechanical sympathy, following the recommended procedure when shutting down the engine.Johnson recommends changing oil every 5000 km in cars used in city traffic, but that can be extended to 10,000 km if it’s on the highway. Cam belts should be changed at 60,000 km intervals, but breakage on the single overhead cam engines will only result in an inconvenient roadside wait for help rather than expensive internal damage.Changing the belts is more critical on the double overhead cam engines, which will suffer substantial internal damage in the event a belt breaks. Again, Johnson recommends changing the belts at 60,000 km intervals.The 740 was offered with a manual transmission, but most were sold with an automatic. Early cars had a ZF four-speed, and spares for that are now hard to find, but most had the familiar Asian-Warner five-speed that is quite robust and will give 200,000 km without major trouble, particularly if serviced.Diffs are bulletproof and give virtually no trouble in service, even with high mileage.With MacPherson Strut suspension at the front and coil springs on a solid axle at the rear the 740 suspension is simple and largely troublefree. Listen for any knocking from the front, which could signify the need to replace the caster bushes.Brake wear can be a problem with discs typically needing replacement at around 100,000 km, but aftermarket discs cut the cost.Age is starting to have an affect on the 740’s wiring looms, particularly in the engine bay where they are subject to the extremes of heat and moisture, which can cause deterioration of the wiring and insulation.Later cars with electronic ignition and fuel-injection can suffer problems with the computer, but these can now be rebuilt relatively cheaply by service specialists to avoid any further trouble.Although the 740 was a solidly built car, and the body generally stands up well, it’s important to check for rust. Water leaks, mostly through the rear window or through openings in the dash panel where hoses or wiring looms pass through, can result in rust in the floors. It’s worth lifting the floor coverings to check the state of the floor, front and rear.Providing it’s in good condition, and has been well maintained, Johnson says there’s no reason why a Volvo 740 won’t continue to give reliable motoring to 400,000 km and beyond.LOOK FOR• solid, safe and reliable transport• relatively cheap prestige motoring• check for service record, particularly on turbo models• lift floor coverings to check for rusty floors

Driving a Volvo might not be cool, but if you look past its painfully politically correct safe and sound image you’ll find a sturdy, well-built car that would make the perfect ride for the young inexperienced driver in the family. It shouldn’t come as a surprise that Volvo’s designers placed heavy emphasis on fuel efficiency and safety when they penned the 240 in the early 1970s. After all it came at a time of considerable conflict in the Middle East and it was feared that our supply of oil would dry up overnight.Fearing the worst governments around the world introduced regulations designed to encourage carmakers to build smaller, more economical cars. The 240 was Volvo’s response to the new rules.MODEL WATCHThe 240 debuted in 1975 and ran with regular updates until 1993. From the outside it was rather plain and angular but the boxy shape delivered plenty of room inside, which made it perfect for families. The wagon in particular could swallow everything a family could possibly want to carry, and more.There were three levels of luxury. The DL or Deluxe was the poverty pack model, with a carburettor engine, and basic trim. The GL was the luxury model and that came with a fuel-injected engine, power steering and more luxurious trim, while the GLE was the top model and it came with all the bells and whistles, like full electrics, alloy wheels, sunroof, and the choice of leather trim.The 240’s engine began life as a 2.1-litre single overhead camshaft unit with cast iron block and alloy head. The carburettor version in the DL put out a modest 75 kW, while the Bosch K-Jetronic mechanical fuel injection engine in the higher models produced 140 kW.The fuel-injected engine was increased to 2.3 litres in 1981, and in 1984 the fuel injection system changed to Bosch L-Jetronic electronic and power slipped slightly to 98 kW.There was a choice of auto or manual transmissions. Early cars had a Borg-Warner 35 three-speed auto or four-speed overdrive manual, but a five-speed manual arrived in 1983, followed a year later by a four-speed Aisan-Warner auto.The suspension was conventional MacPherson Strut at the front and live axle at the rear. In standard trim the 240’s ride was comfortable and its handling secure, and with some tweaking of the springs, shocks and sway bars it could be transformed into quite a sporty ride.Its steering was precise rack and pinion, and brakes were disc front and rear.IN THE SHOPIt takes a lot to kill a 240, they’re almost indestructible, but if you manage to pull off the impossible they’re not hard, or expensive, to fix.The good news is that there are lots of 240s around and secondhand parts are easy to find and cheap to buy. An added bonus is that there is a high degree of interchangeability of parts; a guard from a 1975 model will bolt straight up to a 1993 model for instance and there are plenty more parts that will do the same.Rust isn’t a major problem with the Volvo, the bodies were well rustproofed and don’t seem to corrode as much as some other cars. If rust is evident in the doors or guards, check for crash repairs because the rust is probably due to poor repairs at some stage.The most likely places you’ll find rust are around the side windows on the wagon, and around the lower corners of the windscreen on sedans.The four-cylinder engine is good for 400,000-plus kilometres and there are plenty around that are testimony to that. One owner boasted that his 240 is still running like a clock with close to 700,000 km on the odometer.Early cars will happily run on unleaded fuel, but later cars between 1984 and 1986 with a higher compression ratio will ping of unleaded or lead replacement petrol and need a higher octane fuel like PULP to run happily. One solution to this is to reduce the compression ratio, which can be done for around $400, or $800 if you choose to recondition the head at the same time.Oil leaks can be a pest on the 240’s engine. Front seals are prone to leaking but these can be routinely fixed when the cam belt is changed at the recommended 60,000 km intervals, and leakage from the rear main seal is not uncommon.The 240’s driveline is bullet proof. Little trouble is reported from the auto or manual trans and the diff lasts forever.The interior trim is hard wearing and stands up quite well to the harsh Aussie conditions. Cars that have been exposed to the sun all their lives will probably have crashed crash pads.LOOK FOR• boring boxy styling hides comfortable and roomy interior• bullet proof mechanicals• crash protection for young drivers• good supply of inexpensive secondhand parts

Before Toyota released the space age Tarago in 1990, peoplemovers were fairly crude devices based on commercial vans. The Tarago was the first purpose-built vehicle for those people who had a tribe to transport, one that had many of the attributes of a regular family sedan.Today’s buyer has a number of capable peoplemovers to choose from, all decent vehicles to drive and with the safety needed to protect the family. Back when the Tarago was new the choice was limited.The smooth bubble-shaped Tarago arrived on the local market in 1990, replacing a model that was based on a Toyota van with all of the dodgy dynamics that were the norm in vans of that time.The new series was purpose designed for the task of transporting people, which meant it came with few of the compromises that vehicles adapted from other models inevitably have.Where the van-based peoplemovers were tall vehicles with a high centre of gravity, narrow track and a layout suited to carrying a payload, the Tarago had widely spaced wheels —one at each corner — and passengers sat low down and inside the track so they had a much lower centre of gravity. All that meant greater safety and stability, better dynamics, and much more comfort.To help get the centre of gravity down Toyota laid the fuel-injected 2.4-litre double overhead camshaft four-cylinder engine flat under the floor. Access for checking the engine’s vitals was through the bonnet.Peak power was 102 kW at 5000 revs, torque is tops at 208 Nm.Toyota offered a choice of five-speed manual gearbox or electronically controlled four-speed auto trans, with a column shift and drive through the rear wheels. There was also the choice of a four-wheel drive model.Inside, there was comfortable and flexible seating for eight. Access to the rear seats was through a kerbside sliding door, or a rear lift-up hatch.At launch there was a choice of base GLi, four-wheel drive RV or luxury GLX models. GLi came with power steering, AM/FM cassette sound, tachometer, and central locking.The GLX also had four-wheel discs, alloy wheels, a roof spoiler, front driving lamps, power windows and velour trim.An upgrade in 1994 added cruise control, remote central locking and ABS to the list of GLX standard features.The Tarago’s body generally remains tight and taut in the long term, but look for bumps and scrapes that suggest neglect. Rear hatch struts can lose their lift after a while, but they’re easily re-gassed if needed.Inside the Tarago had hard wearing trim and well made plastics so there’s little that goes wrong with them, but age will always take its toll so anticipate wear on high traffic affected items like seats.The Tarago’s 2.4-litre engine was designed for low maintenance, important when the engine is laid flat under the floor and access is through the short bonnet.To keep maintenance to a minimum the engine has a timing chain instead of a belt that would need changing on a regular basis.It does, however, have long life spark plugs, which cost plenty when you do need to have them changed. Unfortunately it is such an awkward and time consuming job that many mechanics simply don’t do it.Some owners report a mysterious overheating problem they say they can’t explain, but others claim they’ve found the problem is due to a broken baffle in the radiator that affects coolant flow.Check the engine’s vital fluids to make sure they’re fresh and clean, a sign they’ve been regularly checked and changed as necessary.A verifiable service record is a comfort when buying a used Tarago.Moving away from the old van layout meant much improved crash performance of peoplemovers, and the Tarago led the way with a reasonable crumple zone ahead of the cabin that was able to absorb much of the energy that is generated in a crash.The GLX got a standard driver’s side airbag in 1993, which makes it the pick of the early models.Anne Dwyer and her family bought a 1992 Tarago eight years ago. It had done 90,000 km when bought and now has done 260,0000 km with no sign of trouble. Anne says she it has made transporting her family of five much easier. It is easy to get in to and out of, and there is plenty of room left for sporting gear, shopping, luggage or whatever needs to be transported.John Eliezer brought a 1990 Tarago GLX for his wife, and rates it one of his best ever buys. It is used mostly as a driver-only vehicle, but is fantastic when the family moves about together and is very popular for school car pool runs. John’s plan was to keep it for four years and update it when the lease ran out, but it behaved and felt like new on its fourth birthday so it stayed and to date has stayed taut. Apart from normal service items it has had two starter motors and three sets of rear door struts.Craig Power has owned a number of Taragos. With four kids of his own, and a steady stream of their friends, the Tarago was perfect family transport. The seating could be quickly reconfigured to take less passengers and more luggage as needed. His 1991 car did 100,000 km on LPG without a problem. In his view, the Tarago is fantastic transport for a large family.Lindsay Taylor has a family of five and owns two Taragos, one of which is a 1993 Ultima purchased in 2004 and now has 196,500 km on the clock. Lindsay rates peoplemovers as the best format for transporting a family of five or more in comfort. Overall, he says the fuel consumption is quite reasonable at 12 L/100 km around town and about 10 L/100 km on a trip. Even though it is almost 12 years old it still compares favourably with more recent vehicles when it comes to driving position and passenger comfort.• comfortable transport for the large family on the move• safe and secure handling• reliable drive train• relatively modest performance from four-cylinder engine• breakthrough design for people moversSafe, solid and reliable transport for the large or extended family with plenty of room left for whatever they need to take with them.

Toyota played the quality card when it ran up against the cheap and cheerful Koreans in the mid-1990s. In an effort to turn the surging tide of sales relative newcomers like Hyundai, Daewoo and Kia were enjoying, Toyota tempted to lure customers back to its showrooms with the well-built Starlet mini car.Sales of mini cars were booming when Toyota decided to enter the fray with the Starlet in 1996. Such was the strength of Mini car sales that Toyota felt compelled to be part of the action, partly in an effort to regain market leadership it had lost because of the sales of cars such as the hot-selling Hyundai Excel.The Korean carmakers, particularly Hyundai, were dominating the segment with attractive driveaway pricing that manufacturers like Toyota simply couldn’t match.At the time Toyota didn’t have a mini car on the local market, they relied on the strength of the Corolla in the small car arena. But the mini cars were smaller and cheaper than the Corolla, and despite its popularity with Australians it couldn’t compete in the cutthroat mini market.The Starlet was new to Australia, but had been a top-selling badge in Japan for many years, so while it was unknown here it came with a well-proven pedigree. Importantly for car buyers who didn’t yet trust the Koreans, it had a Toyota badge on the bonnet.When the Starlet arrived here in August 1996 it had only just been released in its home market. While Its styling wasn’t anything to write home about, it was rather plain in the way of most Japanese cars at the time, it was inoffensive, even pleasant to a market that can easily be spooked by anything even slightly radical.The real appeal of the Starlet was the assurance of quality and reliability that came with the Toyota badge. In a market dominated by Korean cars that were yet to fully gain the confidence of the car buying public, the Toyota promised quality, refinement and reliability, even if it wasn’t quite as cheap as the price leaders from Seoul.Toyota offered two body styles, both hatches with either three or five doors, with a choice of three models offering a range of standard equipment.All had a nippy 1.3-litre 16-valve four cylinder engine which delivered good performance for the class. It pulled well, had plenty of punch for overtaking and good fuel consumption.There was a choice of a five-speed manual gearbox and an auto. The auto was an extra cost option ($1500) and, disappointingly, was only a three-speed.The three-door Life was the price leader, and boasted standard features like a headlights ‘on’ reminder, intermittent wipers, and a radio/cassette sound system with two speakers.The Group X had, in addition, a rev counter, four speakers, rear headrests, driver’s footrest, cup holder, and body coloured bumpers.At the top of the model range was the five-door Style which, as well as the Group X features, had power steering with tilt adjustment for the steering column.Options included air-conditioning, dual airbags and ABS.A new model, Max Life was introduced in 1998 with 13-inch alloy wheels, a CD player and a rear sun shield as standard equipment.There were few criticisms of the Starlet when it was launched. The rear seat room was thought to be insufficient, suitable for a couple of kids or smallish adults. It would definitely be too tight for a couple of brawny wharfie types, but then it was unlikely you’d ever find a wharfie in the back seat of a car called a Starlet.There was also some criticism of the size of the boot, which was said to be too small, but apart from those complaints the Starlet was quite highly praised.The renowned Toyota build quality shone through. Doors closed with a solid ‘thunk’, panel gaps were even, and the paint finish was deep and lustrous. Inside the quality was equally obvious with the fit and finish of the plastic trim components.On the road the Starlet drove with the assurance of a much bigger car, with a comfortable ride and secure handling. Performance was on a par, or better, than the competition in the class, with impressive low down grunt that made for zippy response in city traffic, and effortless cruising on the open road.Start with the usual suspects when looking at a Starlet. Uneven body gaps, overspray and mismatching paint on adjoining panels are signs of body damage.Look for signs of abuse or lack of attention. Being relatively new still there is little likelihood of major wear showing up on interior trim, but look anyway. Check driver’s seat, which will be worn more than the other seats due to greater use, and the carpet under the driver’s feet.Check for a service record. As evidenced in the recent revelations about stolen cars being easily rebirthed, a service record becomes even more important, particularly if you are buying from a private seller. A service record can give you a picture of the mileage accumulation of the car.Mechanics record the mileage of the car when they service it so the record will show the pattern of mileage through the life of the car. It can be quite reassuring to see that the mileage has grown at a steady rate that would take it to that shown on the odometer at the time you inspect it.A service record also gives you some clues on who to talk to when you find out more about the life of the car you’re about the spend your hard earned cash on.Mechanics have a high regard for the Starlet, and report few faults with it. Serviced according to the Toyota recommendations, mechanics say a Starlet will do 300,000 km-plus without any major problem.Major service item is the cam-timing belt that should be changed every 100,000 km. As the engine is a free-spinning design no internal damage will occur if the belt breaks in service, but of course you will be left stranded on the side of the road if it does.• renowned Toyota build quality• robust and reliable mechanical package• refined road manners• quality interior trim and plastic components• zippy performance with miserly fuel consumption• boring but inoffensive styling

Much to the disappointment of many local buyers Toyota Australia chose not to import the stylish Soarer GT coupe or its Lexus SC300/400 cousin, but those who still desired the sleek Japanese coupe could still own one thanks to the specialist importers who took on local compliance of the cars.Presumably Toyota believed it couldn’t sell enough of them to turn a profit on the Soarer/Lexus if it brought it in, but that simply left the door open for the importers to fill the void and satisfy the demand from local buyers. Judging by the number on the road that demand has been quite strong.Buying a so-called ‘grey’ import can be a harrowing experience, but shouldn’t be if you do your homework and err on the side of caution when you set out to buy.Recent changes to the import rules have made buying a second hand import a much safer proposition, but that doesn’t mean you shouldn’t be careful.It pays to buy from a recognised specialist in these cars, one that has been doing it for some time and has a solid reputation with the people who buy and drive them. To find out about who is reliable go to the clubs and talk to members about their experiences with the car, and with the importers and dealers.MODEL WATCHToyota launched the Soarer and its Lexus equivalent in the early 1990s. It was designed in America and aimed at affluent Americans who wanted a stylish well built and fully equipped coupe.In the Japanese market it was badged a Toyota, the Soarer to be precise, and was conceived as a sporty model, but on the other side of the Pacific it carried the Lexus badges of Toyota’s premium brand and was a luxury model.The cars that come here are Japanese Soarers, but some have been rebadged as the Lexus SC300/400.Whichever way you look at the two-door four-seater Soarer/Lexus coupe it’s elegant. Its lines are long and languid its proportions are perfect.Apart from some minor styling changes during the model’s 10-year life span there is little to tell one model from another.The choice of powertrains offered either heady sports performance of a turbo six or the more laid-back effortless performance of a V8.The ST-T was the tearaway of the Toyota bunch, its 2.5-litre twin turbocharged double overhead camshaft, 24-valve straight six pumping out 157 kW at 6200 revs.When asked the 1560 kg rear-wheel drive coupe will reach 100 km/h in a little over six seconds, but will continue to pull hard well beyond that, reaching 250-plus km/h in no time at all.The progress of the normally aspirated 3.0-litre straight six GT is more sedate, it will require almost 17 seconds to cover the standing 400-metre sprint, which is some four seconds more than the turbo requires.The quad-cam 4.0-litre V8 is the same engine as sold here in the Lexus so it should be familiar to local buyers. It’s a silky smooth unit that is equally at home cruising around clogged city streets as it is at speed on the open road.Most have a four-speed electronic automatic gearbox, but the 2.5 GT-T is also available for a five-speed manual gearbox.Independent suspension was under both ends, with coil springs on earlier cars and airbags on later ones.Variable ratio rack and pinion steering ensured handling precision; the sportier twin turbo Soarer was the most precise. The luxurious Lexus rolled a little more in the interests of overall ride comfort, but none-the-less still handled with assurance.All Soarers were well equipped with a range of features, from air-conditioning, anti-skid brakes, traction control (optional), tele-tilt steering column, power windows and mirrors and a rear window demister.All had a driver’s airbag; some also had a passenger airbag, which came as part of the option pack that included traction control.IN THE SHOPThe first thing to consider is that these cars are brought here as second hand cars, some of them now with high mileage on their odometers. The digital odometer is relatively easy to alter and without a previous history it’s hard to pick, so be careful and make sure the car looks like it’s done the mileage shown on the odometer.An old car with a low odometer reading should be regarded with suspicion unless the owner can provide evidence of its authenticity. A 1991 model car would normally have in excess of 200,000 km on the clock, a 2000 model around 100,000.Many were landed in the 1990s and have been here for some time, which makes it hard to establish their early history before their arrival. That makes it imperative that you buy from someone you trust.They also have plenty of zip and being relatively inexpensive many have been within the reach of younger drivers who have used up all of that awesome performance potential.While the Toyota mechanical package is pretty robust it’s well worth having a check carried out by an expert to determine the state of play inside the engine in particular.All engines require high octane unleaded and the consumption can be quite high, especially if driven enthusiastically. Driven carefully you could get 12.0 L/100 km, but don’t be surprised if it’s more like 14-15 L/100 km.Water pumps can be a problem at high mileage and they’re expensive to replace.Power steering pumps can be a problem as well, so have a good look for oil leaks in the vicinity of the pump.Electrics can also be a problem. The headlamps suffer from condensation build-up, the central locking often gives up the ghost, and the EMV screen is another item that often stops working and is expensive to repair.It’s a good idea to check the operation of all the accessories to ensure they actually work.The leather can be a problem where fitted. It’s basically through a lack of maintenance in the car’s early life, probably because the Japanese know they’ll be getting out of their cars after a relatively short period of ownership so they don’t bother looking after them.IN A CRASHThe mix of high performance and youthful exuberance is a potent one with the Soarer/ Lexus, but thankfully it has a very competent chassis with powerful brakes and anti-skid brakes to help avoid a collision.All have at least one airbag, for the driver, and some have dual airbags providing the front seat passenger with some protection in the event of a crash.OWNERS SAYPeter Smith was looking for something different in a motor car in 1988 and settled for the Soarer due to the classic looks and exhilarating performance. He says the car is a dream to drive in and around the city, but what a difference when you put your foot down. It is a no frills, economical black beauty with 110,000 km on the clock. He has done 85,000 km in it and has had no trouble whatsoever.Frank Pettiford currently has a 1991 Soarer TT manual. It just turned over 145,000 km and is running perfectly. He has the oil and filter changed religiously every 5-6000 km and uses mineral based oil. He says he has had no problems in three and a half years, and says it offers excellent value for money in that it still appears stylish, gives 8.5L /100 km on the highway and is extremely reliable.LOOK FOR• elegant coupe styling• altered odometers on high mileage cars• accessories that don’t work• signs of hard use• mechanically robust and reliableTHE BOTTOM LINEA good looking coupe that still turns heads, but age is catching up with them now that the oldest is 14 years old.RATING60/100

If you’d nodded off in the late-1990s and snoozed through the next decade or so you’d be amazed at the change that had taken place on our roads while you were off in slumberland. Back in the late-1990s there would have been a lot of four-wheel drives on the road, sure, but nothing like as many as there are now.When you went to sleep a typical four-wheel drive was a huge monster that was built to conquer the toughest conditions it might encounter in the bush, but there’s been a revolution in the past decade or so and the majority of four-wheel drives are now much lighter wagons that are more likely to be seen on the school run or supermarket scramble than the outback.The vast majority of four-wheel drives now sold rarely leave the bitumen, and the result is a new generation of wagons with the high viewpoint of a four-wheel drive, but with more safety and better handling and comfort than the traditional off-roader. The trade-off is in their off-road capability, but if you don’t plan to go bush that’s immaterial.Toyota’s RAV4 was one of the first so-called soft-roaders to cash in on this trend. It was conceived as a funky little multipurpose wagon that looked good round town, and was still quite capable if its city slicker owner decided to go away for a weekend in the bush or to the beach.In subsequent years the RAV4 has grown into a vehicle that is more likely to transport the family as four-wheel drives have gained in popularity as alternatives to boring station wagons.MODEL WATCHThe RAV4 was shown to the world for the first time at the 1989 Tokyo Motor Show, but it didn’t become a production reality until early 1994, the year it arrived here.The first RAV4 was really aimed at the funky few, who wanted to look like they went bush or beach while they cruised around the trendy suburbs of our major cities.At first it was only available as a compact, a short wheelbase three-door hardtop, although it would also later become available as a long wheelbase wagon.It boasted the same monocoque construction we normally associate only with regular cars, and that gave it strength and rigidity. It also allowed designers to create front and rear crumple zones which gave it better crash protection than most regular four-wheel drives, and with side intrusion bars and optional airbags it was quite a revelation in off-roader safety.Monocoque construction was not only a boon for safety it also provided a stiff and stable platform on which quite reasonable handling could be built. Of course the high centre of gravity meant its handling could never be as sharp and precise as a normal family sedan or wagon, but it was clearly a step up for ponderous four-wheel drive wagons.Power came from a 2.0-litre double overhead camshaft fuel-injected four-cylinder engine that developed a healthy 96 kW at 5800 revs and 180 Nm at 4400 revs, which was enough to give the RAV4 punchy performance on or off the tarmac.There was a choice of five-speed manual or four-speed auto. The rear diff was a limited-slip unit, and drive was constant four-wheel drive, with a centre diff that could be locked when greater traction was needed in rough going.Under the curvaceous skin there was independent suspension that delivered a comfortable ride with quite reasonable handling, along with quite competent off-road capability.Brakes were a combination of disc front and drum rear, and ABS was available as an extra-cost option.Inside, the RAV4 was typically Toyota, neat with quality plastics and cloth-trimmed buckets for the front occupants and a flexible split-fold bench in the rear.Flexibility was a key to the RAV4’s interior. The rear bench seat could be split and folded to provide plenty of carrying capacity, and if needed all four seats could be laid flat for overnight accommodation.Mud flaps, body side protection mouldings, power steering, a radio/cassette sound system with four speakers, and tilt steering column came standard, while options included antilock brakes, air-conditioning, sunroof, driver’s airbag, a Cruiser dress-up pack, and a Safety Pack.RAV4 grew up in 1995 when Toyota added a long wheelbase five-door wagon to the range. It wasn’t then just a fashion statement; it had become a practical full-sized family wagon. Its appeal was widened even further in 1998 when a three-door soft-top was added to the range.IN THE SHOPMechanics report few problems with the RAV4. Older cars with higher mileage may show some minor oil leaks from the engine, but these are routine rather than cause for concern.The engine is basically the same as that in the Camry, which has shown itself to be quite trouble-free. Same goes for the drive line, although one mechanic reported two instances in which the manual five-speed was jumping out of fifth due to wear in the ‘box. Both instances were at quite high mileages.Interior trim stands up well to the ravages of the harsh local sun, so expect little deterioration inside.Likewise the exterior stands up quite well, but it’s worth checking the body and underbody thoroughly for obvious signs of bush bashing. On the outside look for scratches down the sides, heavy dust in door jams, hinges and other body equipment, while underneath look for bashed in bodywork, flattened exhausts and dings on suspension components. So few RAV4s have gone offroad in any serious manner that you’re unlikely to find much damage.The trade reports that the cost of body components is quite high, even with components like reflectors, tail light lenses, and bumpers etc., so it’s worth making sure none of these need replacing.As always look for a service record that shows consistent servicing that can be verified.LOOK FOR• good blend of on-road manners and off-road capability• good visibility from high driving position• strong and stiff construction• comfortable ride and acceptable handling• funky styling• good reliability

The Paseo is one of those cars that get left behind whenever there’s a choice of cars to drive home, but it shouldn’t simply be dismissed as unworthy of a second look. Tucked away below the Celica in the Toyota model range it was easy to miss, or dismiss the Paseo. There wasn’t much wrong with it, it was a well engineered and built small coupe, but it simply lacked character.It first arrived here in 1991 as an affordable and stylish small coupe positioned below the Celica, but over time its price crept up until it became too expensive for what it was. By 1995, before Toyota unveiled the new model, its price was too close to that of its bigger brother for comfort and sales had slumped.The 1995 model was Toyota’s attempt to redress the situation. The model range was simplified and the price adjusted downwards to make it more desirable.At first sight the Toyota Paseo introduced late in 1995 seems like a mild makeover of the previous model, but it was much more than that. There was enough change to consider it a new model in its own right.Let’s be kind from the start, the Paseo might have looked like a sports car, but it didn’t possess enough of the key things that make a sports car stand out to consider it anything other than a stylish small coupe.There was just one specification available in the simplified model range Toyota released, and that generally fell midway between the base and upmarket versions of the previous model in terms of equipment.If you took a quick look you could be forgiven for thinking that Toyota had pulled a con with the new Paseo, it looked so much like its predecessor. A longer look would reveal a new car with an aggressive new profile and all-new sheet metal.There was now longer a grille, the front bumper was revised and incorporated the air intake, the roof line was sleeker forming more of a fastback than the previous model which had a more defined coupe roof line.Larger rear quarter windows made the interior much lighter, but unfortunately it couldn’t do much to increase the room inside the Paseo, which was cramped. Average sized adults found it very cramped in the rear, with limited legroom and minimal headroom making the experience uncomfortable at best.If rear seat roominess wasn’t a priority the rest of the Paseo’s interior was quite acceptable. The front seats were new and trimmed in a light grey material, which helped make the interior lighter.The list of standard features was quite long, with sports instruments, a four-speaker sound system, power mirrors and windows, central locking, cup holders and a tilt adjustable steering column.Outside it had body coloured bumpers, a neat rear spoiler, rear window wiper and full dress hub caps over steel wheels.Power was from a 1.5-litre double overhead camshaft fuel-injected four cylinder engine that put out 69 kW at 5400 revs and 136 Nm at 4400 revs. The numbers tell the story, the Paseo is no fireball.Power delivery was smooth and steady making the Paseo a nice driver rather than a zippy road rager.Transmission choices were a five-speed manual or a four-speed auto.On the road the Paseo was competent rather than breathtaking, its handling well balanced and ride comfortable.Brakes were a combination of disc at the front and drum at the rear, with ABS available as part of the optional Safety Pack which also included a driver’s airbag.The Paseo is generally a reliable little car and little goes wrong with it on a regular basis. Look for a well cared for car, with low mileage if possible, and definitely seek one with a service record.Check for crash repairs, dropped doors, varying panel gaps, and paint mismatches.A driver’s airbag was part of optional Safety Pack, which also included ABS brakes. A passenger’s airbag also became available as an option from 1996, and seat belt pretensioners were added as a standard feature from March 1998.Sybil Coppock’s short stature dictated her car be one that gave her confidence in all driving conditions, but most importantly good vision. After test driving several vehicles she settled on a new 1996 Paseo. It has now done 86,000 km and has met all her expectations for reliability, economy and performance. Her only complaint is the poor design of the boot lock emblem which swivels to allow the key to be inserted and has twice failed, and she says the lack of room in the rear seat would make it cramped for a person of average size.• Sleek fastback styling• cramped interior, particularly in the rear• renowned Toyota reliability and build quality• modest performance• safe handlingWell built attractive small coupe perfect for the beginner driver.

You have to hand it to Toyota, when it sets out to do something it usually does it well. In the case of the Echo, though, it’s probably a case of doing it too well. The Koreans changed the hatch market when they brought in the concept of the cheap and cheerful chariot with low driveaway pricing that made it tough for the big established carmakers to compete.Toyota, the car maker that has to be involved in every market segment going, had a crack with a couple of models, but barely landed a punch on the segment stars from Seoul. The problem was that the Toyotas were always priced at a premium, the company believing that discerning buyers would pay more for a well-engineered car that boasted an array of technology the Koreans couldn’t match.But the small hatch market wasn’t tuned to sophistication, buyers were happy with the Korean ‘drive away, no more to pay’ concept, which made it tough for Toyota. Price was the key ingredient to success and carmakers like Toyota had problems matching the Korean stickers.So it was with the Echo, a well engineered little hatch or sedan that delivered a level of technology, build quality and standard features that set it apart from the main players in the segment. Unfortunately it also came at a price that set it apart.MODEL WATCHThe Echo was a breath of fresh air after the stodgy Starlet, Toyota’s previous entry in the small hatch segment. Unlike its predecessor the Echo was smartly styled, undoubtedly aimed at the young and cool, who bypassed the Starlet in droves.It came as a three-door hatch in base form, but was also offered as a more practical five-door, and the oldies were looked after with a booted sedan. While the hatches, the three-door in particular were attractive, the booted sedan looked like a styling afterthought, it wasn’t in the least appealing with its boot looking like it had been stuck on at the last minute when it was too late to do anything better.The swoopy design of the exterior was carried through to the interior, which was well laid-out with a central dash pod and had plenty of useful storage bins and boxes for all of life’s daily necessities for the young on the run.For power the Echo hatches had a double overhead cam 16-valve 1.3-litre four which boasted Toyota’s VVTi variable valve timing system to ensure it had enough zip to keep it competitive. The fuel-injected powerplant had class leading power with peak power of 63 kW and top torque of 122 Nm.The sedan relied on a larger, more powerful motor. At 1.5 litres it also had double overhead camshafts, four valves per cylinder, variable valve timing and fuel-injection, which all went together to produce 80 kW and 142 Nm.Transmission choices were a five-speed manual, which had a nice shift in the usual Toyota manner or a four-speed auto.Steering was non-assisted rack and pinion on the hatches at the launch in 1999, but power steering became standard in 2002. It was standard from the outset on the sedan.Standard features on the three-door included a driver’s airbag, adjustable column, cloth trim, engine immobiliser, and radio cassette sound with a couple of speakers. Add to that a CD player and a couple more speakers and you have the standard features of the five-door.The sedan also boasted a remote control boot release, and a CD player from 2002 when it also got remote central locking.ON THE LOTThe trade has a nickname for the Echo, which for reasons of good taste won’t be repeated here, but suffice to say it isn’t kind. It is in fact a reflection that they are hard to sell on the used car market. Few wholesalers will handle them, and dealers aren’t keen to have them in their yards because they move so slowly. If you really want one, and why not, look for an independent dealer with one sitting in his yard, and haggle hard as you might just negotiate yourself a bargain.1999 Echoes will have around 50,000 km on the clock, and you’ll pay up to $13,000 for a three-door hatch, $1000 more for a five-door hatch, $1200 for a four-door sedan. Add a further $2500 for ’02 models.IN THE SHOPEchoes are still showing low mileage and won’t have reached the point they need a major service involving a belt change and the like, but it’s worth checking for a service record for peace of mind.Toyota engines are generally bulletproof as long as they are serviced so don’t expect any problems under the bonnet. Same goes for the transmissions and driveline.Likewise there doesn’t seem to be any major problems with the suspension, steering or brakes. Even after clocking up 75,000 km in short time our reader from the NSW south coast hasn’t had to replace brakes.Trim and body work stands up well in typical Toyota style so don’t expect bits and pieces to fail off, distort or break. Seating trim is generally hard wearing, will show signs of wear on sides of driver’s seat, but it’s nothing to be concerned about.Generally look for dings and dents along the body sides, and corners of the bumpers, which might indicate a careless or uncaring owner. Look of course for colour mismatches, distorted panel seams and poor fitting doors, bonnets and boots that might indicate crash repairs.OWNERS VIEWMichael Pitt’s wife thought the Echo looked “nice”, she also liked the colour, which he admits is no way to buy a car, but despite the unusual purchase process he says he’s happy with it. He says it’s comfortable and economical, he reports 5.7 L/100 km, but is critical of the road noise, its susceptibility to side winds and says its ventilation is poor.Casey Padey has racked up 75,000 km in just two years at the wheel of her Echo, mostly travelling to and from Sydney from her south coast NSW home of Mogo. She loves its looks, says it’s cute, and has had no problems with it.LOOK FOR• Cute styling makes it a stand out in the generally boring hatch market.• VVTi four-cylinder engine gives it the performance to match hatches with bigger engines• Renowned Toyota reliability means relatively trouble free run in the long term• Practical interior with comfortable seating and lots of useful storage• Little side protection against parking lot scrapes• Capable little hatch around town or on the open roadRIVALS• Daewoo Matiz – 1999-2002 – $8600-$11,100• Daihatsu Sirion – 1998-2002 – $9000-$15,500• Mitsubishi Mirage – 1996-2001 – $10,000-$13,800