Articles by Graham Smith

When Subaru launched the Brumby ute it was just another Japanese carmaker trying to build a following in Australia. With a range of small, mostly front-wheel drive cars, there was little to attract buyers away from more established brands like Nissan, Toyota and Mazda so Subaru struggled to survive. Until it made the bold decision to build all-wheel drive vehicles only.Since making the decision to pump its drive through all four wheels Subaru has gone from strength to strength, with the Liberty, Impreza, Outback and Forester all doing great business.While everyone knows about Subaru now there were some who were firmly of the belief that Subarus were something special long before they became trendy. That was particularly so of the all-wheel drive models the company spun off its bread-and-butter front-wheel drive cars.The Brumby was just such a car, a small ute based on the sedan platform, with a remarkable ability to traverse rough terrain with its competent all-wheel drive system. Owners simply fell in love with them and many refused to part with them.MODEL WATCHThe Brumby arrived in Australia in 1978 and quickly established itself as a durable light workhorse, particularly in rural areas where farmers found its 400 kg payload useable, its car-like comfort welcome, and its ability to get over rough and slippery ground unbeatable.Over time the diminutive ute proved itself to be virtually unbreakable. Many were driven and driven, and driven on even further as they refused to buckle under the pressure of a rough life on the land. Even when they’d become too rough for the road, some farmers simply deregistered them and kept driving them around the farm. They were about as reliable as a true-blue cattle dog.Power was from a flat-four cylinder overhead valve engine of 1.8 litres capacity and fed by a single carburettor. Nothing fancy, but neither was its modest 61 kW of peak power, which was delivered at 5200 rpm.Under normal highway use the Brumby’s power was delivered to the front wheels via a four-speed manual gearbox.At 1620 kg it was a relative lightweight, which meant its performance was reasonable, although some owners who spent their time on the black top say they would have liked a little more torque than the 132 Nm it boasted.But the Brumby wasn’t about performance; its appeal was its go-anywhere ability that rivalled that of many heavy duty dedicated four-wheel drives.That ability came through its combination of light weight, increased ground clearance and on-demand four-wheel drive that could be engaged on the run by a lever on the transmission tunnel. Drive would then be sent to the rear wheels.While its ability to get over rough ground was impressive, it was also what brought about the downfall of many Brumbys as drivers pushed them beyond their limits, believing them to be indestructible.The thing that brought them to a halt was their relatively limited ground clearance. By normal standards they had generous ground clearance which allowed them to get over some pretty rough terrain, but overconfident owners who believed they could go anywhere a serious four-wheel drive could go did them some serious underbody damage when they pushed too far and got them hooked up on rocks and other immovable bits of landscape.There was an update in 1984, which can be identified by a honeycomb grille and square headlamps.A Sports model was released in 1986, and that came with twin halo moon roofs, square halogen headlamps, and park lamps in the bumper bar.The Special followed in 1988 with a bull bar, radio cassette, tonneau cover and tow bar.A limited edition Summer model came in 1993, and featured a bull bar, tow bar and radio cassette sound.Today a Brumby makes a great, cheap car for a young driver, or someone with a bush block. It will carry a decent amount of sports or camping gear, or the odd bale of hay, and will get to those remote fishing or surfing spots, or the bottom paddock.IN THE SHOPWith the last Brumby sold in 1994 even the newest will have some pretty serious miles under its belt by now, so any car you might consider buying needs checking thoroughly.As cars get on in age so their owners tend to neglect them. Try to establish a service record to assure yourself the seller has attempted to look after the car.Properly serviced and driven within reasonable limits the Brumby is pretty much bulletproof; it’s when they’re neglected or beaten up that they develop problems.Check the engine oil to make sure it’s been changed regularly. If it’s black and thick it hasn’t been changed in a while, so be suspicious. Listen for rattly engines, and have someone watch for smoke as you drive down the road.It’s also worth checking the gearbox oil and diff oil, if you can, and look for water contamination through worn or damaged seals.The Brumby’s perceived ability to do anything a big four-wheel drive can do led to many owners trying to make it do things that were beyond even its remarkable ability to beat around the bush. Check underneath for damage from rocks and stumps. Check also for damage to drive shaft boots and seals that might have been torn on rocks or downed trees an over-confident owner might have attempted to drive over.Damaged drive shaft boots will most probably mean damaged UV joints through dirt of water entry.Body rust is a problem, particularly if the Brumby has been left out in the weather and neglected. Any vehicle from coastal areas should be checked thoroughly for rust.The bottom line if you want a Brumby is to take your time and look for that pristine car that hasn’t been beaten up. Do that and you’ll have a car that will be reliable for many years to come.LOOK FOR• rusty beaten up bodywork from years of hard work• damaged underbody from beating around the bush• split and damaged drive shafts boots• smokey, rattley engines• modest on-road performance• great for carrying sports gear or small workloads• reasonable comfort in small cab• amazing ability to go bush

The promise of Mercedes Benz quality at a Korean price was an attractive proposition that drew many buyers to the SsangYong Musso. The Korean-built four-wheel drive wagon was imported first by Mercedes-Benz and sold through ’Benz dealers, giving the Musso an instant credibility few Korean cars enjoyed.Although there were lots of Korean makes and models being sold here, they were typically cheap and cheerful cars that appealed to those with a severely limited budget. With its Mercedes connection the Musso caused a rethink of what Korean cars were.MODEL WATCHWhen it arrived the Musso brought with it some distinctly Asian styling. In a market used to four-wheel drive wagons with fairly straight lines and boxy shapes, the Musso’s angular shape stood out.Back then it was case of love it or leave it, but compared to some of the four-wheel drives that now fill showrooms to overflowing the Musso fits right in.The Musso had a head start in terms of credibility. Although the SsangYong name was new to this country, the fact that it was being imported and sold here by Mercedes-Benz made it acceptable in some minds that would otherwise have dismissed it as just another cheap import from Seoul.At the time SsangYong and Mercedes were involved in a joint venture with the German star marque providing the Korean company with technology, and access to engines that had been superseded in the Mercedes range.SsangYong was also able to source components from the same suppliers as Mercedes so the quality came indirectly as well as through the front door.The Musso was a four-wheel drive wagon of a size similar to the Toyota Prado, Mitsubishi Pajero and Jeep Cherokee, the very models that were beginning to power the push to four-wheel drives for every day round town use.At launch there was a choice of petrol or diesel engines, both with strong Mercedes-Benz connections. The double overhead camshaft, four valve, 3.2-litre fuel-injected petrol engine gave 161 kW and 310 Nm, which was enough to endow it with a lively turn of speed.Not only was its acceleration off the mark brisk, it also had good mid-range urge for safe overtaking.The diesel choice was a sturdy 2.9-litre single overhead camshaft five cylinder which produced 70 kW and 192 Nm for a much more sedate drive.By today’s standards the normally aspirated diesel lacks performance, it’s sluggish away from the lights, but it’s hard to beat for fuel consumption.A double overhead cam, four valve, fuel-injected four cylinder petrol engine was added to the range in 1997. With 104 kW and 220 Nm, performance was not breathtaking.When it first arrived the petrol-powered Musso could only be had with a four-speed auto taken from the S-Class Mercedes, but a five-sped manual was made available from 1997. The diesel could be had with both from launch.Two types of four-wheel drive system were employed, both activated by a switch on the dash. The diesel had a part-time system, which meant it could be driven in two-wheel drive as well as four-wheel drive, the petrol engines were full-time four-wheel drive. Both had high and low range four-wheel drive for useful offroad performance.All were well equipped with a long list of standard features, including power steering, ABS, air-conditioning, alloy wheels, power windows, power mirrors, central locking, leather steering wheel, rear spoiler, metallic paint.IN THE SHOPThe Musso suffered very few problems, there is nothing major that appears to afflict them.Early wagons with the six-cylinder petrol engines could suffer from oil leaks from the head gasket, but it’s not a widespread problem that should cause undue concern.With the Musso so well equipped it was really aimed at the buyer who drove their 4WD for every day transport with only the very occasional foray beyond the black top, so damage from offtrack use is not normally found.Even so it’s worth looking for signs of hard off-road use, like bashed brackets and fittings underneath, dents and scratches down the sides, and dust in the hard to get at crevices inside.The transfer case caused some grief on early models due to the electric shift motor (coloured blue) overloading the shift fork, which was rectified on a service campaign.Front upper control arm bushes are also known to chop out, but improved aftermarket bushes are available to eliminate that problem.Like all cars Mussos need regular and proper servicing to keep them running sweetly, so look for a service record when inspecting one with a view to purchase. Some uncaring owners were inclined to neglect their Mussos and didn’t service them as they should.OWNERS SAYRetired Mercedes-Benz service technician Peter Hoockey owns a 1997 Musso diesel ex-Mercedes Benz, which has now done 160,000 km. According to Peter it has been an excellent and reliable vehicle. He likes the roomy interior, the lift up tailgate, which gives weather protection when unloading the vehicle, the reasonable roof height for loading the roof rack, the very quiet pre-chamber diesel, and German-made auto. Other good ideas are the heated exterior mirrors, lay back rear seat squabs, and rain sensing wipers. Acceleration is not exactly neck snapping, but the with 10 L/100 km in city driving and 8-9 on the highway the fuel consumption is excellent.John Dummler and his wife, Michelle, own two Mussos. Michelle’s is a 1996 auto, with dealer fitted turbo diesel, which has done 142,000 km, John’s a five-speed manual 3.2-litre six which has done 100,000 km. They have experienced no mechanical problems whatsoever, apart from replacing a set of glow plugs on the diesel at 140,000 km, at a cost of $30 each. John felt the suspension was too soft causing them to wallow over rough roads and sag in the rear, but replacing the rear coils and shockers with Pedder’s heavy duty units rectified that. John says both are more than capable of handling some pretty serious tracks, but the diesel lacks the highway performance of the petrol engine.LOOK FOR• reliable Mercedes-Benz engines and transmissions.• roomy and comfortable interior• capable offroad performance• zippy six-cylinder petrol engine• sluggish, but economical diesel• good value for moneyTHE BOTTOM LINEComfortable, capable four-wheel drive with proven Mercedes-Benz engines and transmissions.RATING65/100

When winter becomes a fast fading memory convertible owners drop their tops and let the sun shine in. There are few things more enjoyable in life than driving a rag-top like the Saab 9-3 on a sunny summer day.For a country covered in snow and ice for much of the years it’s surprising that Sweden is a maker of convertibles, but Saab has been one of the main players in the rag-top market for many years.There is now a wide choice of soft tops from many manufacturers, but it wasn’t so long ago that the Saab convertible was one of the few choices we had. Early Saab convertibles were about the only affordable choice just a few years ago and there are still plenty out there today.The 9-3 arrived in local showrooms in 1998, replacing the 900S, which had been a popular model.The range was made up of three-door and five-door hatches and a convertible, which is the model we’re focussing on here.Saab had a long history of building affordable convertibles and the 9-3 continued that tradition. By the time it was launched there were a number of convertibles available from other carmakers so the pressure was well and truly on the small Swedish car maker to hold its place in an increasingly competitive market.From the outset it has to be said that Saab convertibles have always been a little loose in terms of body stiffness and shake was a constant annoyance when driving one. Saab wasn’t alone in suffering from body shake, which was mostly in the dash and scuttle area, but they seemed to suffer more than most.In the late 1980s with the competition never more intensive the Saab was trailing its closest rivals in the body stiffness stakes, it was something most other car makers had been able to get on top of. Saab seemed to believe theirs was acceptable, but one drive of another convertible was enough to know that they were wrong.What made the lack of body stiffness more annoying was that the Saab made a pretence of its convertible being a sports or performance model. The shake was one thing, but the body flexing dulled the handling and made the 9-3 less precise than it should have been.Front-wheel drive didn’t help the 9-3’s precision either, and couple all of that to a powerful turbo engine and the soft-top Saab could be a bit of a handful.As a cruiser though these problems aren’t so obvious, the 9-3 makes a most pleasant car when the sun is shining and the coast road beckoning.The convertible was available in two models, with a choice of 2.3-litre double overhead camshaft four-cylinder engine or a 2.0-litre double overhead camshaft four-cylinder force fed by a turbocharger.The 2.3-litre engine would make 110 kW at 5700 revs, which gave the 1368 kg soft-top good performance without ever threatening to make your nose bleed, the 2.0-turbo engine made 136 kW at 5500 revs, which gave it a little more zip.While the 2.3-litre was smooth and perhaps the better choice, the turbo lag associated with the 2.0-litre engine was a real downer.Transmission choices were a rather wooden shifting five-speed manual gearbox and a four-speed auto with final drive going through the front wheels.9-3 owners weren’t left without when their cars came packed with most of the comfort, convenience and safety items that were sought at the time.The 2.3 rag-top came complete with power steering, power antenna, windows and central locking, it had leather trim, cruise control, trip computer, CD sound, air-conditioning, front and rear fog lamps and an immobiliser.The 2.0-litre turbo had all of that plus six-speaker sound, CD stacker, woodgrain dash and auto climate control air.In 2000 Saab released the Aero model which had the 151 kW boost of an uprated 2.0-litre turbo four-cylinder engine and came fitted with just about every feature on the Saab option list including ABS and traction control.The 2.3-litre engine is a rugged unit that doesn’t give much trouble, and with a chain driving the camshafts there isn’t the need to service it as there is with belt driven engines. Likewise the 2.0-litre turbo gives little trouble and also has a chain driving the camshafts.When shopping for a convertible there are a few things that need to be checked. For starters the interior trim often comes in for a battering from the sun when left exposed for long periods so look for cracking of the leather trim, the dash panel and other plastic parts that will harden and crack or break in time when exposed to the sun’s rays.Leather can get very hot in the sun and be uncomfortable to sit on. Some owners would happily forego leather for cloth for more comfort in the summer months.If you stick with the leather it’s worth treating it regularly with a leather cleaner and conditioner to keep it soft and supple. That way it won’t so readily dry out and crack.Check floor carpets for dampness or staining that might indicate previous dampness from being left in the rain with the roof down.Also check the operation of the soft top, making sure it goes up and down smoothly without any hesitation or jerkiness.Dual front airbags and side airbags provide all round protection for front seat passengers, add to that side head airbags in the Aero and the secondary crash protection is quite extensive.Alex Giansiracusa owns a 2001 9-3 Aero manual convertible and loves it! He was looking specifically for a manual Aero, which at the time was very difficult to find so he went to Sydney to buy his. Now with 32,000 km on the odometer he says it has been very reliable and is very therapeutic to drive. His only criticism is the noticeable turbo lag. Other than that, he reckons he has bought an almost brand new luxury sports car for at a very reasonable second hand price.• body flexing causes squeaks and rattles• solid performance of non-turbo engine• annoying turbo lag on force fed models• interior damage from sun exposure• hot leather in summer months• smooth operation of power roofAn affordable convertible that is generally reliable if you can put up with the body shakes.

Saab, the quirky Swede, has always been in Volvo’s shadow, which was perhaps a good thing when Volvo was the laughing stock of the road. Saab being stuck behind Volvo's shadow meant that few car buyers took a serious look at the cars from Trollhatten when it would have been worth their while to consider one alongside other prestige cars from BMW, Audi, Honda and the like.Saabs are still relatively invisible to most motorists even though the company builds cars with sporty performance, comfort aplenty and commendable reliability.The 900 is just such a car. Built from 1993 to 1998 it was a well built, smartly styled car with enviable reliability that is worth a look if you’re in the market for a used prestige car that will give solid reliable service for many years to come. It’s also a safe, solid car worth considering as a first car for the rookie driver in the family.MODEL WATCHThe 900 was initially offered only as a sleek five-door hatch, with two different versions, the S and SE. The five-door configuration was popular as it doubled as a stylish sedan and a useful part-time wagon when the extra carrying space was needed. A few months later a three-door hatch, a two-door coupe, and a convertible joined the five-door.There were plenty of choices when it came to engines. The most popular engine was the 110 kW 2.3-litre fuel-injected DOHC four, but there was also a 98 kW 2.0-litre version offered which wasn’t terribly popular, and a 125 kW 2.5-litre DOHC 240-valve V6 which was a product of General Motor’s involvement in the company.For a real blast Saab also offered a 2.0-litre turbocharged four, which boasted 136 kW. It could only be described as brutal in the days before Subaru redefined the term with its WRX, but it also suffered from chronic torque steer when you nailed your right foot, which made it much less appealing.The narrow-vee V6 was the first six-cylinder engine ever fitted to a Saab, and was the same engine that was more familiar under the bonnet of the Calibra sports coupe Holden briefly sold here.There was a choice of transmissions, a five-speed manual or a four-speed Asian-Warner electronic auto, and drive was through the front wheels. A clutchless manual gearbox, called Sensonic, was offered as an option on the Turbo in 1995.Novel at the time the Sensonic gearbox simply did away with the clutch pedal, the clutch was actuated by a mechanical system triggered by electronics. To shift you lifted off the throttle, shifted the lever to the gear you wanted, and stepped on the gas again. Quirky yes; necessary, no!The suspension was MacPherson Strut at the front and a semi-rigid axle at the rear, with gas shocks front and back, and an anti-roll bar at the front. Steering was power-assisted rack and pinion.Brakes were disc front and rear with ABS standard on all models.Facelifts in 1996 and 1997 brought more refinement. In 1996 there was Electronic Brake Force Distribution (EBD), alarm, immobiliser, lumbar adjustment for the driver’s seat, and some minor cosmetics, while 1997 brought a smoother gear shift, and the V6 was only available as an auto. There were also special ‘Talladega’ models in honour of the successful record breaking blitz of a 900 Turbo in the US.All 900s were well equipped, even in base form. A long list of features included driver’s airbag, air-conditioning, central locking, fog lights, heated front seats, power mirrors, power windows, and four-speaker sound. A passenger’s airbag was also standard from September 1995.IN THE SHOPMechanically the 900 is pretty well bullet proof, particularly the 2.3-litre engine that is good for many hundreds of thousands of kilometres providing it’s well serviced. The good thing is that the camshafts are chain driven which means there isn’t a belt that regularly requires changing. The same can’t be said for the V6, which does have a cam drive belt and Saab specifies it should be changed at every major service, which come up every 40,000 km.Brakes tend to be a high cost maintenance item with pads and rotors needing replacement at intervals of 50,000 km or less. Heavy front brake wear can be seen from the build-up of brake dust on the front wheels, it’s a consequence of the brake set-up used on most modern cars which use the front brakes quite heavily.Check convertibles carefully. Saab changed from hydraulics to electrics for the roof on the new 900 and then switched back to hydraulics for the next model. Get the message. Make sure the hood operates, up and down, smoothly as it can be expensive to fix a problem roof.While you’re at it check the roof for tears, or areas of high wear which can occur because of the movement in the hood as it goes up and down. Tears can mean water leaks and high wear areas can mean a replacement hood will be needed.Convertible interiors are usually subjected to high sun exposure, which can lead to cracking of trim components. They can fade and become brittle with time if left in the sun too much. It’s also a fact of life that convertible interiors can get wet if you’re caught in a sudden downpour, it’s not a huge problem if the trim and carpets are allowed to dry properly before being left in a garage. If it smells mouldy, walk away!Convertible side window seals can leak if they’re not adjusted properlyOWNERS SAYStuart Stone commends the performance, ride, comfort and roominess of his 1995 V6 five-door. He rates the build quality as excellent, but says the cost of Saab servicing and spare parts is too high.David Batrouney has owned his 1996 Saab 900 SE V6 since new and says it’s been a pleasure to own. It is comfortable and economical on long trips and has never broken down, although he says he would like more powerful headlamps, and the suspension is harsh on road imperfections.Alan Mackew bought his 1994 Saab 900 S 2.3-litre five-door two years ago. It had done 70,000 km, came with a full service history, and cost about the same as a base Corolla at the time. Alan wanted something different which was economical, built to last and good for long distance driving, and bought the Saab after looking at similarly priced Mercedes-Benz and BMWs. The Saab stood out with its high level of standard equipment, useful five-door body configuration, and implications of durability and safety associated with Swedish cars. He’s found it to be a very relaxing and reassuring long distance car that returns very good fuel economy, and would look at a new Saab next time he buys.Accountant Evan Evangelou bought his 1995 900 convertible two years ago with just 30,000 km on the odo. Overall he’s happy, and would buy another Saab, but says the steering is vague and the convertible body shakes. He also says Saab servicing is expensive and has taken it to a non-factory specialist.Walter de Gregorio reckons that if his 1993 900 convertible had a little more punch on take off, and a smoother gearshift, it would be perfect.LOOK FOR• Forget the 2.0-litre engine, the high maintenance V6, and the turbo; go for the reliable and economical 2.3-litre engine.• Gearboxes are generally reliable, although the manual shift is notchy. Forget the Sensonic clutchless manual, it’s a gimmick.• Build quality is high, and there is little problem with rust although one owner reported a less than satisfactory experience with Saab over rust in his car.• Convertible is an affordable and pleasant driving soft top, but beware of cars that have been left exposed in the sun and rain with the top down. Also know that Saab convertibles shake like crazy.• Brake wear is high so be prepared for regular replacement of pads and rotors.• Front-wheel drive 900s suffer from torque steer on takeoff, the Turbo is chronic.

Saab is a difficult make to judge. It’s the second Swede, a quirky make that has always been stuck in Volvo’s shadow and suffered as a result. For some it has more character than Volvo, and it has always tended to tread a different path, but it remains largely invisible. We all know it’s there, but few seriously consider it a rival for makes like Audi, BMW and the like, even though it builds reliable, comfortable and sporty cars.MODEL WATCHExternally the 9-3 seems little different to the 900 that preceded it. The styling was basically carried over from the previous model with little change and the reality is that little did change other than the model designation, which fell into line with the new system Saab was using, and some simplification of the model range.Saab offered the choice of three-door coupe, five-door sedan, and convertible in the 9-3 range.The styling of the 9-3 was simple, clean and efficient. There was nothing that jarred, the lines flowed nicely, the curves were soft and the shapes clean, but that also meant it was easy to miss. It simply melted into the background rather than stand out.Saab simplified its engine offerings in the 9-3, dropping the V6 and sticking to the well respected four-cylinder engines.The 110 kW 2.3-litre double overhead camshaft four had a solid reputation for reliability and was a Saab favourite, and there was also the choice of the 96 kW 2.0-litre and 136 kW 2.0-litre turbo engines.From 1990 the choices were limited to the 2.0-litre, which came in 113 kW low-pressure turbo and 136 kW regular turbo versions.The transmission choices were a five-speed manual with a rather clunky shift and a four-speed auto, with drive through the front wheels. Early Saabs suffered terribly from torque-steer, which became chronic on the more powerful turbo models.All Saab models came with an extensive list of standard features.IN THE SHOPSaab stuck to its reliable four-cylinder engines in the 9-3, the 2.3-litre four a well known and trusted power plant that gives little trouble.Mechanically the 9-3 is pretty well bullet proof, particularly the 2.3-litre engine, which is good for many hundreds of thousands of kilometres providing it’s well serviced. The good thing is that the camshafts are chain driven, which means there isn’t a belt that regularly requires changing.Brakes tend to be a high cost maintenance item with pads and rotors needing replacement at intervals of 50,000 km or less. Heavy front brake wear can be seen from the build-up of brake dust on the front wheels, it’s a consequence of the brake set-up used on most modern cars which use the front brakes quite heavily.The Saab sedans and coupes are generally tight in the body, and retain the tightness over time, but the convertible is full of shakes and rattles. So much so that it can be a turnoff when you first drive one.For a time the Saab soft top was one of the few affordable convertibles on the market, and buyers tended to accept its scuttle shake because there was little choice, but today there are lots of soft top choices and few have the shake problems of the Saab.Check convertibles carefully. Make sure the hood operates, up and down, smoothly as it can be expensive to fix a problem roof.While you’re at it check the roof for tears, or areas of high wear which can occur because of the movement in the hood as it goes up and down. Tears can mean water leaks and high wear areas can mean a replacement hood will be needed.Convertible interiors are usually subjected to high sun exposure, which can lead to cracking of trim components. They can fade and become brittle with time if left in the sun too much. It’s also a fact of life that convertible interiors can get wet if you’re caught in a sudden downpour, it’s not a huge problem if the trim and carpets are allowed to dry properly before being left in a garage. If it smells mouldy, walk away!IN A CRASHDual front airbags were standard in the 9-3 as the main secondary safety protection. ABS and safe handling provide the first line of protection in a crash situation.OWNERS SAYChris Bor bought his 2001 9-3 turbo a year ago after falling for a friend’s 9-3 cabriolet in Sydney, but chose the five-door sedan because he felt it was better suited to Melbourne’s climate. It’s done less than 40,000 km and hasn’t given him any problems to date. Chris likes the Saab’s style, the performance, and particularly appreciates its roomy boot, which is handy for his work as a salesman. While Chris acknowledges Saab’s poor resale he says it worked in his favour when he bought it.LOOK FOR• good value for money• low resale values• modest performance from low pressure turbo• plain and simple looks• reliable 2.3-litre four cylinder engine the pick of the bunchTHE BOTTOM LINEWell built Swede is often overlooked, but soft resale values can make a good used buy.RATING80/100

Renault won plenty of respect in Australia with its success in early rallies where it demonstrated a blend of rugged reliability and innovative design. Who could forget the R8, R10 and the wonderful 16?But that was a long time ago and the French brand has struggled in recent times, partly because it hasn’t had a consistent local presence. It is now backed by the factory through its alliance with Nissan, but when the Laguna was first launched in 1995 the company was in bed with Volvo and it was Volvo that made a somewhat abortive attempt to reintroduce it to the Australian market.MODEL WATCHThe Laguna was part of a new wave of models released by Renault as it fought back from the difficult financial times it went through in the 1980s.Unlike earlier Renaults the Laguna wasn’t particularly remarkable, it was much like the other cars coming from European factories and beginning to find their way to Australia with the market freed of tariffs.The Laguna was an attractive mid-sized five-door hatch with smooth, clean, but unremarkable lines.When it arrived here there was the choice of three up-spec variants, the 2.0-litre four-cylinder RXE with manual or auto transmissions, and the 3.0-litre V6, which was only available with the auto transmission.The interior was quite roomy. The front seats were height adjustable and trimmed in velour, the rear was a 60/40 split-fold bench for flexibility of use. Power adjustment was available for the front seats on the RXE, but standard on the V6, and charcoal leather was an option on all models.Given its position in the prestige segment it came packed with plenty of tasty fruit. Auto air headed the list, which also included power windows and mirrors, central locking, trip computer, and radio/cassette sound.The V6 also boasted standard cruise control, with options including a sunroof, CD stacker and a rear spoiler.Power for the entry level variant was provided by a torquey long stroke 2.0-litre single overhead camshaft four-cylinder engine, which put out a modest 83 kW at 5250 revs, but a more respectable 168 Nm at 3500 revs. Ninety per cent of the peak torque was on tap between 1750 and 5250 revs making the four a smooth driving unit, if not particularly spirited.The V6 was a more stirring driver with 123 kW available at 5500 revs and 235 Nm on tap at 4500 revs.Transmission choices for the four consisted of a rather vague shifting five-speed manual and a four-speed auto, the latter much better suited to the Laguna’s laid-back cruising personality.MacPherson Struts were employed at the front with the rear using transverse torsion bars located by trailing arms and shocks. Anti-sway bars were used at both ends.On the road the Laguna showed pronounced body roll, but it still clung to the tarmac with admirable tenacity, displaying mild understeer as the cornering speed rose.The ride was supple with good isolation from road imperfections.It’s power-assisted rack and pinion steering was comfortably weighted while still giving good road feel.Brakes were a combination of vented front discs and solid rears with ABS anti-skid electronics standard across the range, and got the job done without fuss.The base RXE rode on steel wheels with trims, but the V6 had better-looking alloys filling the wheel arches.IN THE SHOPFind a mechanic who is familiar with Renaults and you will have a much happier time. There are a number of specialist service outlets with expert knowledge of French cars, and they’re the best to service your car.Owners report that mechanics didn’t know much about the Laguna in the early days and the servicing wasn’t as good as it should have been so some were poorly maintained. The arrival of Renault dealers under the new alliance with Nissan has improved the knowledge of the product and the quality of servicing has improved as a result.Renaults are often owned by people who specifically went out to buy the brand, they’re less often bought be people who don’t know them or don’t care for them.That means they’re usually well cared for so they can be a good buy if you’re prepared to punt on a brand that doesn’t have a great recent history of stability in this country.Little really goes wrong with them, the engines, gearboxes and suspension seem robust, the interior stands up quite well.IN A CRASHAll models in the range had a driver’s airbag and ABS was standard making quite a solid safety net in the event in the event an accident situation arises.OWNERS SAYStephen Robards bought his Laguna V6 two years ago. The five-star safety rating was one of the Laguna’s attractions, he says, but he also likes its comfort, handling, low noise level, and fuel economy. On the downside he’s critical of the build quality and says it’s slow off the mark for a six, but comes on strong at the top end. He says servicing was a problem in the early days, but has improved since Renault has arrived as a factory operation. It has now done 70,000 km and in that time the cooling system has been cleaned out, a new radiator expansion tank and a reconditioned starter have been fitted.LOOK FOR• Unremarkable styling• Flexible hatch body• Smooth, supple ride• Modest performance• Auto better choice than manualTHE BOTTOM LINESmooth driving, comfortable, refined five-door hatch for the converted.RATING55/100

Renault has had a chequered history in this country. In earlier times the French carmaker enjoyed a popular following here, its cars were locally assembled, it even had a factory team competing in rallies, and won a national rally championship.That was in the 1960s and ’70s when Renault was at the peak of its popularity, with a range of interesting small cars including the popular R8 and 10, the 12 and quirky 16. Since those heady times, however, Renault has gone through some lean times with a series of distributors trying to get the brand kick started again without making a breakthrough.The 19 was launched in the early 1990s when Volvo was handling Renault here. Unfortunately the Volvo attempt to relaunch the brand was also doomed to failure, and further damaged a brand that was by then losing its lustre.There were many reasons why Volvo’s attempt to relaunch Renault failed, among them the French government’s desire and determination to reduce a certain atoll in the Pacific ocean to uninhabitable rubble.I remember well one trip to Melbourne airport in a Renault 19 I had as a long-term test car in 1995. I was driving along the airport freeway, minding my own business, when out of the blue swooped a rather ratty old Laser covered in “Ban the Bomb” slogans.At first the Laser sat on my rear bumper, headlights flashing, horn blaring. Its female driver, nostrils flaring and eyes bulging with obvious rage, then pulled out and roared past before slicing in front of the Renault and slamming on her brakes, forcing me to swerve violently to avoid a collision.It was pretty scary stuff. It was the environment into which Volvo was trying to promote the French company’s cars.Renault had little chance of success when there was such a strong anti-France feeling in the community. It didn’t, and the brand disappeared from local showrooms once again, until the recent merger with Nissan saw it mount another attempt in 2001.It’s a pity that the 19 never had a chance to shine, as it was a good car, one now worth considering if you’re in the market for an affordable budget Euro.MARKET WATCHThe 19 first landed on these shores in 1991. It was a modest entry with one model, the TXE, which was offered as a roomy sedan or five-door hatch.There was just one engine, a 1.7-litre single overhead camshaft fuel-injected four which put out a modest 69 kW at 5250 revs, and drove the front wheels through either a five-speed manual of four-speed auto.The list of standard equipment was quite long, and included power steering, power windows, remote central locking, AM/FM radio cassette sound, velour trim, adjustable steering column, tachometer and a useful split-fold rear seat. Air-conditioning was added to the list in 1992.A three-tier sports pack also became available in 1992. The base pack comprised of 13-inch alloy wheels, a rear spoiler, and a sports steering wheel; the intermediate pack had 14-inch alloy wheels and low profile tyres, while the top pack also had a body kit.The options list was quite short, comprising only air-conditioning before it became standard in March 1992, and metallic paint.A facelifted 19 was launched in 1993 and offered a much expanded choice of models, the RT, RT Plus, Alize and Baccara.All were again offered as a sedan or five-door hatch, with a mild reworking of the boxy shape with a fresh new front with a new bonnet, grille, and headlamps.Power came from the same 1.7-litre single overhead cam fuel-injected four. By 1993 the 69 kW it put out was considered rather puny when most off its rivals boasted bigger 1.8-litre engines punching out a fair bit more power.The transmission choices were also unchanged, with a five-speed manual and four-speed auto available.Among the standard features, the RT had power steering, air-conditioning, power windows, velour trim, tilt column, remote central locking, split-fold rear seat, and fog lamps.The RT Plus was only available with manual trans, and had alloy wheels, metallic paint, rear headrests, power mirrors, and a CD player.Black bumpers and mirrors distinguished the Alize. It also had power steering, remote central locking, four-speaker sound, power front windows and mirrors, rear head restraints, and a split-fold rear seat.Sitting atop the tree was the Baccara, which boasted everything the RT Plus had, plus a driver’s airbag, and seat belt pretensioners.Another upgrade came in the form of the Series 3 in 1995. That brought with it a 1.8-litre engine, and alloy wheels grew from 13 inches to 14, and the Alize replaced the RT.Although the larger engine was warmly welcomed it still didn’t endow the 19 with spirited performance. When it was tag-teamed with the auto it had just 66 kW, at 5000 revs, but when mated to the manual trans it had a more reasonable 81 kW, at 5500 revs.IN THE SHOPThe 19’s performance was nothing to write home about. It was adequate rather than spirited, but the 1.7-litre SOHC four was quite smooth and got the job done.Like most French cars, the 19 had lots of wheel travel and rolled quite a lot, but not to the detriment of handling, which was quite precise despite the wooden feel to the steering. Ride was plush, thanks to the long wheel travel, making the 19 a pleasure to drive.The 19 wasn’t a standout on any front, except perhaps for comfort, but it did everything quite well. It was a good all-rounder.The auto trans can be troublesome, so much so that it’s better to avoid them. Parts to rebuild them aren’t readily available here, and a replacement ’box will set you back $4000-$5000.Parts can be a problem. Renault Australia doesn’t stock parts for old models like the 19, but specialist suppliers can provide most things. More adventurous owners, like Josef Boehm have found the internet useful for sourcing parts from overseas.For a rewarding drive look for a well cared for manual car with low mileage, and a service record.OWNERS’ VIEWSJoe Boehm says the 19 rides well, handles well, is comfortable and economical. He has had no trouble with the engine, which is geared towards low down performance rather than high end, but he knows the troubles with the auto transmission well. After being frustrated at the lack of local expertise to fix the auto, he resorted to the net where he found parts and help to repair the transmission himself. He also says the auto runs hot and he’s fixed that by fitting an external oil cooler.Sean Cole’s 1993 19 TXE five-door auto hatch has done over 200,000 km in the service of his family. It was bought secondhand six years ago, and has since travelled extensively around Victoria and interstate. Sean says “it has always been a pleasure to drive” and “just keeps going”.LOOK FOR• comfortable compliant ride• assured road holding• modest performance• quiet and refined• automatic trans meltdown• parts can be hard to findTHE BOTTOM LINEWorth a look if you’re after a smooth, refined small sedan or hatch that rides superbly and handles well, but don’t necessarily want sizzling performance. Avoid troublesome auto trans.RATING60/100

When you think of Porsche you can’t help but think of the rear-engine cars that have made the German sports car maker legendary. Rarely do the front-engine cars come to mind, yet they’re very competent sports cars, and now represent great bang for your buck as used cars.Tradition it seems is so strongly ingrained in the minds of Porsche enthusiasts that the company simply can’t get away from it. The front-engine cars were an attempt by the company to broaden its reach and strengthen its future, but the traditionalists shunned them and the company was eventually forced back to its traditional air-cooled rear engine formula.The 924 was Porsche’s first front-engine model and was perhaps the mistake the company made, if indeed it did make a mistake in experimenting with front engine cars. Unfortunately the 924 was a lemon, at least in Porsche terms, powered by an Audi 2.0-litre engine. If any other company had produced it the 924 might have been a success, but it was so far from what Porsche was building at the time it was too big a step for Porsche aficionados to accept.The later 944 and 928 probably suffered because of the 924’s reputation and never quite got off the ground. Pity, because both were great cars.The good thing is that they’re both now relatively affordable, and make great classic sports cars.MODEL WATCH The 944 was launched in Europe in 1981 and arrived here the following year.With hindsight Porsche probably erred with the 944 in that it was an evolution of the 924. It used the same basic body structure, albeit with unique guards that gave it a tougher look, had the same interior, suspension, and brakes from the 924 Turbo.Porsche did address one of the perceived problems of the 924 by powering the 944 with a genuine Porsche-designed engine. Essentially half of a 928 V8, the 944’s 2.5-litre water-cooled four-cylinder engine produced a useful 120 kW, and had a very flat and usable torque curve.In an effort to optimise the weight distribution Porsche engineers mounted the gearbox, either a five-speed manual or three-speed auto, in a transaxle at the rear with a torque tube to connect the gearbox with the engine.Underneath the 944 featured MacPherson struts and coil springs at the front and semi-trailing arms with torsion bars at the back.Ventilated front and rear disc brakes with 15-inch alloy wheels were standard equipment.Porsche pumped the power up a whopping 35 per cent to 162 kW in 1986 by adding a turbo.The 944S followed in 1987 and sold alongside the 944 and Turbo. Thanks to a new 16-valve head power climbed to 140 kW.Compression was increased from to 10.2:1 in 1988 and pushed the regular 944's power up to 121 kW.The Turbo S was also introduced in 1988. Based on the 944 Turbo, the S had a modified turbo and computer which delivered more boost over the entire rev range, the clutch was a heavy-duty unit designed to handle the increased power, the first and second gear sets were specially hardened, a limited-slip differential and transmission oil cooler were standard, shocks and springs were upgraded to Koni coil-over units, 928 brakes were used all around and bushings were of a harder rubber than on the standard Turbo.The changes that made the Turbo S so special were adapted across the 944 Turbo line-up in 1998 to distance it from the new S2.The S2 featured a 3.0-litre, 16-valve four-cylinder engine that cranked out 155 kW. The S2 also featured the beefier front panels from the Turbo, and was available as a coupe or convertible.Standard features on the S2 included alloy wheels, air-conditioning, power steering, ABS and full electrics including a removable sunroof.IN THE SHOP A service history is important when buying a 944. Like all Porsches they are very resilient and can tolerate quite a beating if they are well serviced.The engines are remarkably reliable given that they are often used in competitive events, or simply driven hard on the road, but oil should be changed regularly. Check engine oil for colour and sludge to determine the frequency of changes.If you find sludge walk away because the car hasn’t been serviced regularly.It’s also important with the Porsche’s alloy engine that the coolant is regularly changed.Camshaft belts need to be changed at 100,000 km intervals, and must be changed. A broken cam belt can lead to substantial and expensive internal damage.Look for oil leaks from the front and rear seals on the engine.Clutches can be a problem so watch for excessive driveline lash that can mean a clutch replacement.The galvanised body means rust isn’t a problem with the 944. Even so it’s worth checking around the battery, as this is one area prone to rusting.While some Porsches are used the way their designers intended, some are pampered so look for one of these. They often have low mileages, which adds to their attraction.Parts and servicing can be expensive, but shop around and you’ll find Porsche specialists able to take care of your car at more affordable prices.CRUNCH TIME Don’t bother looking for airbags in the 944, there weren’t any. Safety came from a combination of brilliant chassis dynamics, and powerful brakes. ABS was added on the S2.OWNERS’ VIEWS Greg Turner reckons the 944 is perfect for anyone wanting want a classic, inexpensive sports car that handles and stops brilliantly and can go hard when the adrenaline is high. He says it is extremely rewarding and easy to drive, its rugged construction will give years of trouble-free motoring.Peter Andressen owns a 1988 944S with 160,000 km on the clock. He says they handle like a dream, and are just the best fun to drive.Leigh Voges recently bought a 1990 944 S2 which he drives as his daily car. He and his father also use it in the Porsche club events and have it to be great value for money as well as a lot of fun, not to mention competitive for our class.LOOK FOR • Traditional Porsche enthusiasts don’t rate them real Porsches• Great handling with perfect weight balance• S2 much improved over earlier model• Good performance• Durable mechanical package if well serviced• Parts and servicing can be expensive.VERDICT Great sports car at an affordable price that can be used daily or just for weekend getaways.RATING 80/100

Porsche enthusiasts rejected the 928 because it wasn’t true to Porsche tradition with its water-cooled front-mounted engine affecting resale value on the used car market today.Used Porsche 928 prices tend to hover around the mid-$20,000 range the front-engine Porsche supercar is a super buy.MODEL WATCHThe 928 first appeared on the scene in 1977, when it was a shock to Porsche traditionalists who refused to accept that a car with a water-cooled engine mounted in the front for heaven’s sake could carry the Stuttgart sports car maker’s badge.Porsches had always had air-cooled engines mounted in the back, and despite the inadequacies of that layout, like quirky handling as a result of the pendulum effect caused by the mass of the engine hanging way out behind the rear axle, Porsche fans would have it no other way.So adamant were they that Porsche eventually admitted defeat and returned to its roots with a rear-engine, and in the case of the Boxster, a mid-engined layout.If you were prepared to ignore the traditionalists you’d find that the 928 was a true supercar, and one that has few peers even today.With a 4.5-litre single overhead camshaft all-alloy V8 pumping out 176 kW mounted under the alloy bonnet, driving through a three-speed auto or five-speed manual gearbox, the 928 would accelerate from standstill to 100 km/h in less than seven seconds, and reach a top speed well in excess of 220 km/h.Underneath the sleek two-plus-two body was independent suspension front and rear, the rear boasting a unique self-steering feature that made a significant contribution to the 928’s impeccable road manners.the original 928 gave way to the 928S in 1980, which can be readily identified by its front and rear spoilers, and 16-inch wheels. Other improvements under the skin saw the engine grow to 4.7 litres and output to 221 kW, while slotted front brake rotors and air ducting provided some much needed improvement to the braking which had come in for criticism on the original 928.A four-speed auto replaced the earlier three-speed in 1984 to make it a more lively car off the line, and in 1985 the manual was updated to a much more user-friendly five-speed unit.A new dual overhead camshaft 5.0-litre engine was fitted from 1986. Able to run on low-octane unleaded fuel its output dropped to 212 kW. At the same time Porsche further upgraded the 928’s brakes with four-piston callipers all round and ABS for the first time.The 928S4 arrived in 1987 with a more rounded shape and a separate hinged rear spoiler. The front spoiler had been deleted and if you cared to look underneath you’d discover ground effect panelling.Power was back to 221 kW, the brakes were again upgraded with larger front callipers and wider, eight-inch, wheels were fitted to the rear.The 928GT was released in 1989 and power climbed to 242 kW among a raft of changes. Porsche’s acclaimed PSD Porsche Slip Diff was fitted from 1990.The final fling before Porsche killed off the 928 in 1995 was the GTS, which was launched in 1992. By the time it vanished from Porsche showrooms the power was a mighty 257 kW, it had huge brakes, and just about every feature you could imagine.In its final guise the 928 would accelerate to 100 km/h in less than six seconds, and reach a top speed of 270 km/h. It was a supercar in all senses of the term.ON THE LOTPorsche imported a total of 1319 928s in the 14 years the car was sold here. Because it was a Grand Tourer in nature, most were sold with the automatic transmission.Early 1970s 928 models can be found for less than $15,000. Spend $25-$35,000 and you’ll find a nice S4 from the mid-1980s, which is probably the pick of the bunch. If you’ve got a bundle of cash burning a hole in your pocket you can step up to a 1994 GTS for $60-$70,000.IN THE SHOPThe 928 was a techno tour d’force, a true supercar that will deliver exhilarating performance, but while it now comes at a quite reasonable purchase price there is a sting in the tail, and that is the cost of maintenance. Regular servicing is a must, and it’s not cheap.The engine itself is generally bulletproof, it will last forever without wearing out, but the engine ancillaries require regular attention.The camshaft belt requires changing every 40,000 km; if you don’t you run the risk of it breaking and when that happens you’re likely to do considerable damage to the engine’s internals.Oil leaks are a problem and can be expensive to fix. The most common from the engine are from the cam housings, the front and rear camshaft seals, and the crankshaft seal. Oil leaks from the power steering rack are also common.Brake wear can also be high. Replacement of pads after 10,000 km is not uncommon, and discs need replacing at around 20-30,000 km depending on how hard you work them.Early cars, which had K-Jetronic fuel injection up to 1983, suffered with the accumulation of deposits on the inlet valves and poor cold running which will require the removal of the intake manifold and the blasting of the valves.Gearboxes, diffs and the chassis are pretty much trouble free, as is the body which was a combination of alloy panels and galvanised main structure so it doesn’t suffer from rust.Electrical switches and controls, like air-conditioning controls, tend to be unreliable and can require regular replacement.Check service records as many owners wouldn’t pay the price of ownership, and be aware that some owners get their cars serviced at reputable service outlets just to get their book stamped, and don’t always have all the repairs done that they should. As a result there are some cars out there that need a lot of money spent on them.LOOK FOR• Awesome road performance• Impeccable handling and road manners• There’s nothing like a Porsche badge• Inadequate brakes for the performance on early cars• High maintenance costsRIVALSBMW 840i 1993-1999 $49,000-$95,000Mercedes-Benz 500SL 1990-1993 $64,000-$87,000

Peugeots have always had a special place in the heart of Australians, older ones at least, those who can recall the French makes efforts in early round Australia trials. Back then it took a special car to conquer the rough and rugged conditions a rally through the outback presented, and those early Peugeots were among the best in the bush.Younger Australians might not know much about those early exploits, and modern Peugeots have moved away from the old mould, but those who sample the delights of the modern Pugs are usually swept away by the same things their parents and grandparents were.Refined, comfortable and agile are words often used in describing a Peugeot, the smooth supple ride legendary, the agile handling revered. Throw in a little French flair and you arrive at an attractive package.The 405 marked a move away from tradition for the French company. Most Peugeots before the 405 were rear-wheel drive, but the 405 joined the trend towards front-wheel drive when it was launched in Europe in 1988.It was a fundamental change, but the company managed to retain the basic elements of what makes a Peugeot to ensure it didn’t move too far away from its roots.Build quality was a major issue for the 405 from the start. Rattles and squeaks were commonplace, and there’s no better place on earth to bring them out than Australia with its rough and ready roads.The early history of the 405 is a chequered one. It suffered from build quality issues, fuel quality issues, pricing issues, and was hit by the backlash against all things French when the French government decided to bomb a tiny Pacific atoll into oblivion.Early 405s struggled when run on our low octane regular unleaded when they were designed to be run on the higher octane fuel in their homeland. The engines lost power here and many local owners were disappointed when they found their cars wouldn’t perform as well as European road tests led them to believe they would.Peugeot had to react on the run. Changes were made progressively, and the car improved on all fronts, but it was the raft of changes made in 1993 that really had an impact on the car.The 405 was a pretty four-door sedan, and wagon, no matter which way you looked at it. It had smooth, clean, contemporary lines that even today look smart and modern.Inside, it was typically Peugeot. It was roomy, with ample accommodation for four, the dash was nicely laid out, there was a good sized steering wheel, and the seats were not only ample, but superbly comfortable.Power initially came from a 1.9-litre single overhead camshaft fuel-injected four-cylinder engine. When run on our 91 octane unleaded it lost some 10 kW from its European spec, which meant it put out a paltry 80 kW at 5500 revs and 163 Nm at 4250 revs.At best that meant the 405 was a willing performer. In reality it couldn’t match cars coming from Japan at the time; it was a car that couldn’t be justified on the basis of performance.It was, however, quite economical. Even driven hard it would return around 9.0 L/100 km around town.More performance was available in the form of the Mi16 sports sedan with its twin cam four-cylinder engine, but it too lost out when run on our fuel. As a consequence it had 108 kW at 6500 revs, along with 174 Nm.Transmission choices were a four-speed auto and a five-speed manual. While the auto worked quite well, most buyers preferred the manual to better keep the sluggish four on the boil.Under the 405’s stylish skin was MacPherson Strut front suspension, and an anti-roll bar, while at the rear it had an independent system of trailing arms, torsion bars, and an anti-roll bar.Power steering was standard, and it had disc brakes at both ends, and alloy wheels filled the wheel arches.Inside, the 405 was nicely equipped, with standard air-conditioning, power front windows, power mirrors, remote central locking, and six-speaker radio/cassette sound.The S model had all of that, plus leather trim, leather wrapped steering wheel, and power rear windows.The Mi16 was distinguished on the outside by a rear spoiler and front fog lamps, inside it had air-con, remote central locking, leather wrapped steering wheel, power mirrors, power front windows and six-speaker sound.The 1.9-litre engine gave way to a much better 2.0-litre four in 1993. It was one of the changes that transformed the car. It then had 89 kW on tap, and performed accordingly.Buyers could then choose from the SRi and the luxury STi, and the Mi16.Peugeot also unveiled a diesel version the same year, the SRDT. The 1.9-litre turbocharged, intercooled four-cylinder diesel delivered 68 kW at 4000 revs along with 196 Nm at 2250 revs.Performance wasn’t zippy, but fuel efficiency was, as seen by the results of the round Australia fuel economy test run by Peugeot at the launch. After three weeks and 16,032 km the average fuel consumption across three vehicles was 5.34 L/100 km.Peugeot service specialist Ted Geermans has seen plenty of Peugeots through his Peugeoplus workshop and advises against buying early 405s.They have lots of problems as a result of the poor initial build quality, suffer excessive oil consumption, and the auto transmission gives trouble.It’s better to buy a post-1993 model, STi or diesel, which had most of the problems sorted and now give little trouble.Certainly look for a clean, well cared for car, and one with a service record from a Peugeot specialist or dealer.Driver’s airbags were standard on the Mi16 and STi from October 1994. They were optional on the SRi and SRDT.Darren Dumble owns a 1994 SRDT with 200,000 km on the clock. The car is fantastic, he says, getting better than 7.0 L/100 km around town, and up to 1150 km between refills. The car rides and handles like a dream, the diesel provides effortless highway cruising, even when fully loaded. There is no sign of rust in the body, and no oil leaks.Ted Croft bought his daughter a 1990 MI16 this year. It had done heaps of kilometres, but he reasoned, on a $10,000 budget he could buy this car and have money left for a new engine or gear box if needed. It has comfortable seats, holds the road like a magnet, pulls up in a hurry, has air-con, power steering, ABS, a sunroof, a spoiler, mag wheels, a sporty note.• poor build quality, squeaks and rattles in early cars• exhaust smoke signals valve stem seals need replacing• auto trans problems• better performance from post-1993 2.0-litre engine• good diesel engine option• comfortable ride• great handlingNicely styled European that rides and handles like a dream, but early cars afflicted with build quality problems. Buy post-1993 if you must.