Articles by Graham Smith

Peugeot has long been highly regarded in this country. They won respect for their worthy efforts in the early Round Australia Trials, which were regarded as a true test of a car in the early days.In recent times they have had a more chequered time. At one time they were assembled here, but that was some years ago and they have been imported for many years now.In those recent years the brand hasn’t always been well supported and it has lost some of the lustre it once had as a consequence.Build quality has always been an issue with French cars and Peugeot has suffered from inconsistent quality, and it wasn’t always helped by a lack of support from dealers or importers.The 307 replaced the 306 in 2001 and came well credentialed having been voted European Car of the Year for 2002.While it replaced the 306 it was significantly larger than its predecessor. While the 306 was regarded as a small car, the 307 was a size larger, almost a mid-sized model.But along with the extra size came an airy and roomy interior, which provided comfortable accommodation for four, or five at a pinch.While French cars are usually renowned for their comfortable, absorbent ride, the 307 didn’t fit the mould.Peugeots have always been regarded as having a supple suspension that has delivered a most comfortable ride, without having a negative effect on the handling, but the 307’s ride was more nervous and without the absorbency of other Peugeots.On the road it showed a nice balance with good grip and communicative steering, and a solid braking feel. Overall it was a nice package.There were two petrol engines and a diesel offered in the 307. The petrol engines consisted of a 1.6-litre double overhead cam four that produced 80 kW and 147 Nm and a 2.0-litre DOHC four that produced 100 kW and 190 Nm; the 2.0-litre single overhead am diesel boasted 66 kW and 206 Nm.The transmission choices were a five-speed manual, which had a rather imprecise shift, and a four-speed auto, which was quite a limiting factor when it came time to get up and go.In auto form the 1.6-litre 307 was best described as lethargic. Even with the right foot buried deep in the carpet, and the air turned off, the acceleration could easily be measured using the progress of the sun.In manual form it was a different story. With relatively short gearing the five-speed manual car got off the line quickly and with a good torque spread it was a nice easy car to drive.It took 11 seconds or so to reach 100 km/h from a standstill, with another 7.5 seconds needed to cover the standing 400-metre dash. Its top speed was 190 km/h.The 2.0-litre was clearly quicker, and quite a nice little performer, while the turbo diesel delivered at the pump.Initially the 307 came in hatchback form, but a wagon and a convertible were added to the range in 2003.The XS 1.6 five-door was the mainstay of the range and came with a host of standard equipment including front and side airbags, ABS with brake force distribution, cloth trim, power windows, remote central locking, air-conditioning, immobilizer, and CD player. The XS could also be had with the diesel engine.In addition there was XSE five-door, which had the 2.0-litre engine plus a leather-wrapped steering wheel and shift knob and five-stacker CD system.Atop the range sat the XSi three-door that also had the 2.0-litre engine plus leather trim and 17-inch alloy wheels.Build quality was inconsistent at first and there were a few problems as a result. The 307 seemed to be plagued by electrical gremlins that can be frustrating to sort out.Some owners complain about the rate of brake wear that has them replacing pads and discs relatively frequently. There is also some complaint about the brake dust that builds up on wheels.Seats tend to collapse at low kays when the cushion material breaks down.Paint quality is also an issue so keep an eye pealed for blotchy marks and faded areas on exposed surfaces.It seems that most owners rate the 307 quite highly when all goes well, but quickly become frustrated when problems develop.It’s a good idea to find a dealer with experience working on Peugeots, as some dealers appear to struggle to diagnose and fix faults when they occur, while other dealers appear to be on top of things and fix problems quickly.The 307 boasted an impressive array of airbags that provided a comprehensive package of protection when things turned nasty. All models had front airbags for the driver and passenger, plus front side airbags and front and rear curtain airbags.With antiskid ABS braking, electronic brake force distribution and emergency brake assist, along with good chassis fundamentals, the 307 makes an attractive buy on safety grounds.Richard Powell has owned his 307 HDi for just over three years and has traveled 105,000 km in it. In that time the only real problem he’s had has been the replacement of two blinker assemblies, which was done under warranty and the plastic air, flow director underneath the car getting destroyed on country roads. It has proven very economical approaching 5.0 L/100 km on long trips and just over 6.0 L/100 km around town. It is very comfortable on long journeys and just seems to eat away the kilometres, but the suspension can bottom when loaded and going over rough roads. The car drives, brakes and handles well, all very predictable. It is not very quick off the mark, but once there can cruise at high speed all day and is not slowed down by hills.Rohan Matthews has owned his 2003 307 HDi wagon for three years and it now has 90,000 km on the clock. He had problems with the gearbox, which was eventually traced to an incorrectly fitted bearing on the main shaft. He also had problems with the dashboard display, which kept failing, and the indicators, which have had to be replaced four times. The stereo head unit has been replaced four times and the latest is also faulty. The padding in the front seats is failing, even at the low kilometres. There has also been an issue with the spare wheel winch, which failed the second time it was used, and the paint quality is poor. Worst of all, he says, is the poor customer service he had received from Peugeot. Even though it is nice to drive he tells people to steer clear of Peugeot and buy a car that has the backing of a company who gives a damn.In contrast David Cooper has had few problems with the 307 1.6 five-speed manual he owned for 2.5 years before trading up to the newer model. He says it was a great car that he enjoyed driving, made even better by changing the dreadful Dunlop tyres for Michelins at 30,000 km, which improved the whole feel of the car.David Wryell has had his Peugeot 307 XSE for just over three years and feels it is a much better car than most media reports say. Big comfy seats that don't give him the niggling back ache that most of the Japanese cars he has owned did are unbeatable. The Peugeot doesn't float on the suspension like his last Volkswagen did and doesn't depreciate like a Renault. Dealer servicing has been very good, and combined with 7.0 L/100 km on the highway it is reasonably cheap to run.Richard Campbell is in the depths of despair trying to sort out his daughter’s 307 XSE. It’s done just 25,000 km, and has been suffering from an intermittent electrical gremlin for two years that affects the starting. So far dealers and auto electricians have been unable to trace the problem, which is heard as a clicking noise under the bonnet without the starter engaging, or sometimes a long cranking period without the engine firing. His daughter loves the car on the rare occasion it performs and starts first time. One of the reasons she purchased the car was the safety feature of six airbags and the visibility, but she is now totally disillusioned with it.• Patchy and faded paint• Check all electrical systems are working• Faulty sound systems• Roomy and comfortable interior• good chassis dynamics• modest performance• diesel frugality• Inconsistent build quality• Variable dealer serviceRoomy and comfortable smallish car with good driving dynamics, but with questionable quality.

The Peugeot 306 was a revelation when it arrived in 1994 bringing an intoxicating European blend of prestige and practicality that had been missing from most of the familiar small cars at the time.Contemporary road testers were universal in their praise of the small Peugeot, particularly its ride and handling which were considered outstanding. They were also enamoured with its cute styling, which was a distinct change from the staid Japanese hatches that then dominated the market.MODEL WATCHThe 306 N3 range opened with the budget XR three-door hatch, and extended to the nicely equipped XT five-door hatch and concluded with the sizzling S16 sports hatch. A few months later a cabriolet joined the party, and in 1995 a four-door sedan was added to the range.The XR and XT were mechanically identical using the same all-alloy 1.8-litre single overhead cam fuel-injected four-cylinder engine driving the front wheels through either the standard five-speed manual gearbox or the optional four-speed auto.Peak power was a modest 77 kW at 6000 revs, torque peak was 160 Nm at 3000 revs. Biased towards low end and mid-range drivability the 306 was no top-end screamer, but it did deliver smooth and unfussed motoring.Weighing just over 1100 kg the 306 was never going to be a fireball, yet it still returned the reasonable 0-100 km/h time of 12 seconds in manual form. Disappointingly, the auto was about two seconds slower.Sharp, precise and at the same time impressively supple the 306’s ride and handling was a delight delivered by a combination of MacPherson Strut front suspension and trailing arm/torsion bar independent rear. Part of the 306’s secret was its long suspension travel which allowed the suspension to soak up the bumps instead of bounce over them as some other cars tended to do with their stiffer suspension set-ups.Even with this ability to soak up bumps the 306 still handled beautifully. Its power-assisted rack-and-pinion steering was nicely weighted and gave the driver plenty of useful feedback.Equipment level of the XR reflected the price, but it had power windows, central locking, rear wiper and an adjustable steering column. The XT got more in the form of power mirrors, fog lights, an external temp gauge and boot carpet. ABS was optional on the XT but not available on the XR, and neither had airbags to begin with.The sporty S16 three-door hatch was powered by the 2.0-litre twin cam four valve engine from the larger 405 and was an altogether different car. Output was a very respectable 115 kW at 6500 revs and 193 Nm at 3500 revs. which gave it plenty of punch and got it to 100 km/h in 9.2 secs while covering the standing 400 metres in around 16.5 secs.The S16 was fully featured, boasting alloys, ABS and air-con. It was only available with a manual trans, and there was a sunroof available.The heavily revised N5 series arrived in July 1997 and this brought new twin cam engines and much improved performance. The 1.8-litre engine then had 85 kW at 5500 revs and 158 Nm at 4250 revs, which gave it a healthy boost in get up and go.The entry level model became the Style, the mid-spec XT remained, the S16 became the XSi, and the sizzling new GTi6 was the range-topper.The GTi6 had a zippy 124 kW four cylinder engine and six-speed gearbox, and a vast array of features.IN THE SHOPThe 306 is generally a robust and reliable little car with the post-1997 model rated slightly better than the earlier models.Some 1.8-litre engines in early cars suffered from an audible piston rattle and high oil consumption, and while most were fixed under warranty there are some still in service that haven’t been rectified. Listen carefully for a rattly engine.Later twin cam engines have few reported problems, and the 1.8-litre has more respectable performance than the earlier single overhead cam unit.It’s important to change the cam belt at the recommended 80,000 km or four year intervals on both the SOHC and DOHC engines. A broken belt is likely to result in serious internal damage to the engine.No problems are reported with the transmissions or drivelines, although the manual gearbox is much preferred to the auto, which turns the 306 into a slug.Brake wear is an issue with all 306s, the front disc rotors wear out quite quickly and they’re relatively expensive to replace.Later post-1997 cars boast thicker body panels, which make them a little more damage-proof than earlier cars that pick up daily dents much more easily.OWNERS SAYChris Teh bought his 1999 306 GTi6 when it was six months old. It has done 75,000 km now with little trouble and is generally in good overall condition.The 22-year-old electronics engineer is generally happy with the car, although he says the servicing and parts costs are high. The cost of insurance is also a problem for him.Chris likes the interior that he says has plenty of room for up to five people he regularly has to accommodate. Even though it’s a little dark inside he likes the ambience and the lack of obvious plastic trim parts.Performancewise he thinks it lacks the performance of other cars in the same price range, but likes the ride and handling. He is critical of the clutch, which he says is too heavy for a woman to use.Little has gone wrong with the Peugeot, Chris says. He’s replaced the front disc brake rotors twice and the rears once, and the clutch cable has been replaced.LOOK FOR:• cute as a button styling• roomy well appointed interior• modest performance from SOHC 1.8• more zip from DOHC fours• high brake wear• excellent road manners

Nissan has had a knack of building good cars and disguising them so well few people get to see just how good they are. The A32 Maxima is a perfect example. It was a very good family four-door that went unnoticed by the majority of car buyers.It was a similar case with the Skyline the company previously built in the 1980s. The Skyline had a refined mechanical package that was reassuringly reliable, it was well built, but its hard-edged styling was hard to accept. Those who cared to take a closer look, however, were pleasantly surprised and became ardent fans.The Maxima is a similar case. It had a wonderfully refined mechanical package, was well built, and very reliable. Even better, its lines were much more attractive that its predecessor.Despite the positives it was a car that failed to grab much attention, but like the Skyline those who looked closer found a great car, and also like the Skyline the Maxima is a car worth taking a close look at when considering your next used car.MODEL WATCHThe Maxima first arrived here in 1991 as an imported replacement for the locally built Skyline, which had attracted a loyal following in the years it was on sale despite some early problems with diff noise.While the Skyline was a competitor for the Falcon and Commodore, the Maxima was aimed at those who wanted more and were prepared to pay for it. Unlike the two locally built cars, and the Skyline, the Maxima was front-wheel drive, but it boasted good build quality, was smooth and refined, and very reliable.Like many Nissans the Maxima’s styling was thought to be ultra conservative, and it was quickly given the tag of your “granddad’s” car. Sure it was conservative, as many Japanese cars of the time were, but it’s really being a little unfair to the Maxima, and yourself, if you disregard it on the basis of its looks.The A32 Maxima is now almost 10 years old, but it has held its looks over that time, and still looks good on the road. That’s the upside of conservative styling, it simply doesn’t date as fast as some more edgy styling does.Initially the model choices consisted of the 30J entry level, plus the better equipped 30G and luxury 30GV.The 30J came quite well equipped with air-conditioning, driver’s airbag, central locking, power windows and mirrors, cloth trim, height adjustable steering wheel, power steering and ABS.The 30G came with standard air-con, auto trans, alloys, cruise, driver’s airbag, wood trim, leather steering wheel and gearshift knob, central locking and CD player. The range topping 30GV had all of that plus leather, dual airbags, active suspension, power sunroof and fog lamps.Power for all models was provided by a jewel-like 3.0-litre V6. The silky smooth double overhead cam motor had multipoint fuel-injection and pumped out a competitive 142 kW at 5600 revs, which was more than a match for the local six cylinder family cars.Nissan initially offered a choice of five-speed manual or four-speed auto, both had floor shift, and drove through the front wheels. Auto became standard after 1996.The 30S Touring sedan replaced the 30J in 1996. Features list included standard auto trans, ally wheels, rear spoiler, leather steering wheel and gearshift knob.IN THE SHOPThe news is good for anyone who’s thinking of buying an A32 Maxima, as there is little that seems to go wrong with them in a regular or serious way.Like any car things do break, and they’re always frustrating, but there’s nothing that says there’s a serious problem lurking under that very conservative skin.The engine gives good service, and with a chain driving the camshafts, there’s nothing that needs replacing at regular intervals.The transmission can give trouble, with the various electric solenoids in the ’box the main culprits. You can expect 200,000 km out of a trannie with little trouble, but try to find a car with a service record as these will be more reliable in the long run than a car that has been neglected.The heater core can also be a source of trouble over the long term, if it fails it will dump its load into the passenger compartment and may drown the car’s computer, which is handily located below the core.It’s a nuisance if it happens, and costly if the ECU is damaged, but it’s not enough to dismiss the Maxima as this is one great car.LOOK FOR• conservative styling won’t stand out in a crowd• plenty of zip• silky smooth quad-cam V6• impeccable reliability• check for service record• high level of equipmentTHE BOTTOM LINEConservative styling can be boring, but well balanced chassis, smooth V6, and great reliability make the Maxima a very attractive used car.RATING85/100

Porsche’s attempt to move away from its traditional roots with a range of front-engined sports cars in the 1980s proved disastrous. It wasn’t that the cars were bad, it’s simply that die-hard Porsche fans refused to accept anything other than a car with a rear-mounted air-cooled ‘boxer’ engine and sales of the front-engined cars didn’t get off the ground. With that sort of background the arrival of the Boxster in 1997 was a much anticipated event.The German sports car maker was acutely aware that it had to expand its range of cars beyond its traditional models or face extinction. The front-engined experiment had failed so there was plenty riding on the Boxster when it was launched.Unlike the front-engined models – the 924, 944, 928 and 928 – which represented a major departure from Porsche history, the Boxster honoured the past despite being quite different to the great old Porsche models.For a start it looked like a Porsche. It was reminiscent of the old Speedsters of the 1950s, and bore a clear family resemblance to the 911, which became even clearer with the release of the new generation 911 in 1998 that shared many body panels with the Boxster.Some hardcore Porsche traditionalists remained unconvinced that it was a “real” Porsche, but sales surged. Aided by a base price tag of $109,900, which made it relatively affordable, the Boxster attracted people to the brand who would never have considered buying a Porsche before.MODEL WATCHThe Boxster was a marked departure from past Porsche practice although it wasn’t immediately obvious from the outside.The engine, a horizontally-opposed 2.5-litre six-cylinder ‘boxer’ unit, was totally new. Most notably it was water cooled instead of being air-cooled as was previous Porsche practice, apart from the front-engined cars.Boasting an alloy cylinder block and heads, dry-sump lubrication, with twin overhead camshafts on each bank and four valves per cylinder, the fuel-injected Boxster engine produced peak power of 150 kW at 6000 rpm. Maximum torque was 245 Nm at 4500 rpm, but importantly more than 200 Nm was available between 1750 rpm and 6400 rpm, which made it smooth and tractable.The power was transmitted to the rear wheels through either the standard five-speed manual gearbox, or the optional five-speed ‘Tiptronic’ auto that added $7000 to the price tag.The smart ‘Tiptronic’ auto would choose the correct gear for the moment based on what the driver was doing, accelerating, coasting or braking, but it also offered the driver the fun option of self-shifting using buttons on the steering wheel.Acceleration was brisk with either transmission, the 1250 kg manual two-seater able to reach 100 km/h in 6.9 seconds, the auto only marginally slower. Top speed was quoted as 240 km/h.In another departure from past Porsche practice the engine was mid-mounted rather than being slung out behind the rear axle, which was the source of the Porsche reputation for being difficult to drive quickly if you couldn’t conquer their habit of oversteering when you lifted off the throttle.There was no such problem with the Boxster with its mid-mounted engine. Coupled with its independent suspension front and rear its road manners were impeccable with a wonderful balance that made it a sheer joy to drive.Powerful four-wheel disc brakes slowed the Boxster with the assistance of standard ABS, while traction control was optional.Standard wheels were 16-inch alloys, with 17-inch alloys optional.The Boxster was also comfortable with none of the privations that were part and parcel of old time sports cars. The sports seats were comfortable and supportive and the folding roof worked a treat. With the touch of a button it would lower, taking 12 just seconds before eventually disappearing into the rear compartment.It was just as easily raised to make the Boxster quiet and thoroughly weatherproof, even at high speed.There were also two quite generous luggage compartments, which meant you could take along all the luggage you needed on a trip, and you didn’t lose any luggage capacity when the roof was lowered.The Boxster’s interior was criticised by some owners for being bland. Some of the plastic trim components were a little too hard and plain for a car of such high price, they said, and Porsche reacted by upgrading the interior in the model released in 1999.Even so the original Boxster interior is roomy and quite well appointed with lashings of leather to soften the hard plastics of the dash and console.Standard equipment included air-conditioning, a super sound system with CD stacker, twin airbags and remote central locking.IN THE SHOPPorsches are generally one of the most bulletproof cars on the road. Many are kept locked away in garages during the week and only brought out on sunny days, but there are also plenty that are used day in day out as round town transport.Porsches are easily the user-friendliest sports cars on the market. They are just as happy to trundle along in everyday traffic, as they are the blast along an open road at warp speed.They also give very little trouble. There are plenty of old Porsches on the road with 200,000-plus kilometres showing on the odometer, I’ve even seen a mid-1990s 911 with more than 300,000 km clocked up. The bottom line is that Porsche are built to last, and they do that with admirable reliability.If you’re shopping privately check the bona fides of any car before you part with your cash. It’s best to buy a car that has been delivered locally rather than an import, even though imports are sometimes attractive because they are usually priced lower.And check for a service record from a reputable Porsche service agent.LOOK FOR• superbly balanced handling• brisk but not breathtaking performance• practical for everyday use• well designed soft top

With its folding steel roof Peugeot’s 206CC was two cars in one, combining the fun of a convertible with the comfort and security of a coupe. It wasn’t the first car to feature a retractable steel roof, the Americans were toying with the concept in the 1950s before Mercedes really nailed it with the SLK in the ’90s, but the cute Peugeot was the first to make it an affordable alternative to the rag top.Traditional convertibles had folding fabric tops, but there are a number of deficiencies in a soft top. They don’t provide much, if any, noise insulation, they often leak and can be slashed by someone intent on breaking into your car, and those foggy plastic rear windows are just a pain. On top of that they contribute nothing to a car’s structure at all.A steel roof, on the other hand, doesn’t leak, it can be as quiet as a regular coupe or sedan, afford a greater level of security, and can contribute to a car’s strength by dint of its rigid panels.MODEL WATCHThe arrival of the CC – coupe cabriolet – version of Peugeot’s little 206 came as a surprise.Mercedes-Benz had shown a folding steel roof was plausible with the SLK sports car, but the idea of employing the apparently expensive concept on a cheaper model wasn’t really considered a possibility.It’s really a brilliant concept. With the steel roof in the raised position the occupants are afforded the comfort and protection of a coupe, but it’s also possible to lower the roof to reveal a fun convertible in a matter of a few seconds.If there’s a downside to the concept it’s that you lose more than half of the boot space you might otherwise use for carrying luggage, shopping or what have you when the roof is folded away.The 206CC sat on the same wheelbase and track as its sedan cousins; it also shared the same front floorpan and drivetrain with the more modest models in the 206 range.It didn’t matter which way you viewed it the 206CC was cute, a mix of form, fashion and function with a roof that disappeared from view in 20 seconds at the touch of a button on the console.Inside it had four seats, but in reality it was a two-seater with rear seats suitable only for occasional use.The seats, dash and door panels were lifted from the 206 sedan, but the rear is unique to the CC.Under the cute curves lay a form of MacPherson Strut front suspension, with an anti-roll bar, and a system of torsion bars at the rear, also with an anti-roll bar. On the road it had a comfortable ride and it handled with aplomb.Steering was power assisted rack and pinion, while brakes were disc front and rear with the assistance of anti-skid control and electronic brake force distribution to ensure optimum brake effort where it was most needed.Two engines were on offer, a 1.6-litre double overhead camshaft fuel-injected four-cylinder unit that was linked to a four-speed auto, and a 2.0-litre double overhead camshaft fuel-injected four that came with a five-speed manual gearbox.The 1.6-litre engine developed 80 kW at 5800 revs along with 147 Nm at 4000 revs, while the larger engine made 100 kW at 6000 revs and 194 Nm at 4000 revs.On the road that translated into a 0-100 km/h sprint of 12.5 seconds for the 1.6 and 9.3s for the 2.0-litre model.Standard features included climate control air-conditioning, power windows and mirrors, cloth trimmed sports seats, drilled ‘rally’ style pedals, height adjustable steering column and driver’s seat, and remote central locking.IN THE SHOPThe earliest 206CCs are approaching the time for a timing belt change and it’s important it be changed at 80,000 km or four years, as a failure will result in some nasty internal damage to the engine.Check for a service record that can be verified, and look inside the oil filler cap for sludge, the enemy of all modern engines.Transmissions stand up quite well, as does the rest of the drivetrain, but brake wear can be high with discs expensive to replace.Check that the roof operates smoothly when being raised or lowered, if it doesn’t it could be because of poor crash repairs that have left it misaligned.The 206CC also suffered from some dash shake so expect a few rattles as time goes on. It’s not a major problem, but can be annoying.IN A CRASHDual front and side airbags provide comprehensive crash protection, while ant-skid brakes with brake force distribution add a further layer of dynamic primary protection.OWNERS SAYAfter Cheryle Fry told her husband she wanted a convertible for her next car, but that she also wanted a hard top, he went looking for something suitable. When she saw a photo of the 206CC she knew that was the one she wanted. Her husband agreed with great trepidation as being a bit of a car buff he had doubts about Peugeot reliability and build quality. After more than a year of ownership and numerous roof-down days on winery trips and joy rides she says the car has not given a moment of trouble. As the car does not carry a spare wheel her husband put Tyre Shield in the tyres many thousands of kilometres ago and she has never had a flat tyre. On a recent trip to Bathurst on mostly corrugated dirt roads with jagged rocks the car and tyres performed superbly. This car is everything I expected it to be and more!LOOK FOR• cute styling• smooth roof operation• comfort and convenience of folding steel roof• quite robust mechanicals• good level of crash protection• limited rear seat accommodationTHE BOTTOM LINEGood looking fun convertible with the convenience and security of a coupe.RATING70/100

Hot hatches date back at least to the early 1960s when the then British Motor Corporation gave its blessing for the Mini Cooper, but it was taken to a new level with the VW Golf GTi, and its French rival, the Peugeot 205 GTi.Both followed the proven Mini Cooper formula of taking a nimble little car and stuffing a hot engine under the bonnet, uprating the suspension to build on the agile foundation that already existed, dressing it up with some sporty graphics, and letting it loose on an unsuspecting car buying public.That was the attraction of the hot hatch. Those in the know could pick it from the crowd, but those who couldn’t would usually be stitched up when the lights went green. Even better when those who were the butt of these automotive jokers were driving bigger, more powerful cars.The oil crises of the 1970s changed the automotive landscape in a fundamental way. The motor industry had to go back to the drawing board and come up with new cars that were more fuel efficient, and that ultimately meant building smaller cars with smaller engines that stretched the golden litre further than it had ever been stretched before.The Mini should have been a winner in this environment, but the British car industry was melting down with troublesome unions, appalling build quality from outdated plants, and designs that were bogged down in the past.VW was also struggling to find a car that would replace the much loved, but quirky, Beetle, and used the Mini as the model for its Golf which has gone on to become the winner the Mini perhaps should have been in the long term.While the Golf was a popular model, it was the hot GTi that redefined what a performance car could be when it was launched in a fuel starved Europe in the late 1970s. It handled brilliantly, had sizzling performance and looked the goods.Across the border in France, Peugeot was also reworking the Mini formula in a way that would result in the 205. It too was a small front-wheel drive hatch with a wheel on each corner, and its funky little GTi also caused a sensation when it was launched in the early 1980s.For a young guy or gal on the move in the 1980s there was nothing to compare to the 205 GTi. Like the VW Golf it had uprated sporty suspension, a hot engine, and a sporty body kit, but it was also cute in a way the Golf could never be coming from Germany.The 205 GTi finally came to Australia in 1987, but it wasn’t the GTi the Europeans were able to buy.By the time it arrived here it had been detuned slightly to meet our exhaust emission laws, and down-specced to be price competitive in the local market.The local GTi looked like its European cousin, it had the same three-slatted grille, the beefy rub strips down the sides, and the fog lamps. It also had the brilliantly nimble handling, but it didn’t quite have the sizzle of the Euro cars.When first launched the GTi had a 1.9-litre single overhead camshaft engine with eight valves and fuel injection that put out just 75 kW and 142 Nm. The European models had around 100 kW, the difference being due to a lower compression ratio used on the engines here, along with a different cylinder head with different porting to cope with the exhaust emissions that were in force at the time.The lower output meant the 205 GTi was something of a disappointment, but there was always the handling to compensate for the loss of power.A five-speed manual transmission was standard and drive was through the front wheels.There was also a long list of standard features to help make up for the lack of grunt. Air-conditioning was standard, as were 14 x 6-inch alloy wheels, central locking, fog lamps, a leather steering wheel, power windows, and a four-speaker radio cassette sound system.Unfortunately power steering wasn’t standard, it seems that the Peugeot engineers couldn’t work out how to include air-conditioning and power steering in the 205 when they did the conversion to right-hand drive and they decided air-conditioning was more important for the Australian market. The result was heavy steering.An update in 1991 brought power steering and air-conditioning, and a welcome injection of power.The engine now had 90 kW and 152 Nm, which boosted performance to a much more acceptable level.The 205 GTi finally disappeared from local showrooms in 1994, the cars sold from 1991 regarded as the ones to buy now.The 205 GTi was regarded as a great car when new, but by now they’re getting old so be careful when considering buying one. It would be wise to have it checked by an expert.Many have been owned by enthusiast owners who have driven them hard. That’s what they were designed for, so that shouldn’t come as a surprise.Avoid high mileage, and cheap cars as these can be troublesome. Look for low mileage cars that have been garaged, and serviced by Peugeot specialists.A key part of the 205 GTi’s performance equation was their light weight, but with that came body flexing. When new that caused a lot of squeaking and squawking around the doors and rear hatch as the panels moved on the seals. Now it’s seen in the form of body cracking, seen mostly as cracking in the caulking used to seal panel joins.Early cars were fitted with incorrect pistons at the factory, which caused piston slap rattle and excessive oil consumption. Most were fixed when new because of customer complaint.High mileage engines need regular checks for oil consumption because they tend to burn oil. Wear in valve stems and seals is the most common cause of oil consumption today.The gearbox is fairly robust, but is prone to failure of second gear synchro with high mileage. Replacement parts are available, at a cost of $700-$800.A hard life on the road contributes to front suspension bush wear, and high rates of brake wear. Brake life of 30,000 km is quite normal. Rear subframe and trailing arm bushes are now being replaced quite often.Ellen Dewar bought her 205 GTi three years ago, and while she admits it’s getting near the end of the road with 220,000-plus km on the odo doesn’t want to get rid of it. She loves it, she says, because it’s roomy despite being small, it’s got heaps of go, and lots of street cred. On the downside she’s had to replace a drive shaft, repair the air-conditioning, and the engine is burning oil.Nick Barker bought his 1987 205 GTi a couple of years ago. It was his first car and he now admits he was a little gullible. The 17-year-old apprentice motor mechanic soon realised it hadn’t been well looked after, and he’s had to do a lot of work on it, including replacing both drive shafts, rebuilding the front brakes, and replacing the water pump to restore it to roadworthy condition. Despite the problems he says he loves the car, which he reckons is cool, and fast.• agile go kart like handling• sizzling performance, particularly from later engine• lots of body squeaks, and even cracking• cute and cuddly styling• excessive oil consumption from worn engine• wear in front and rear suspensionFabulous little hot hatch with sizzling performance when new, but age is catching up with it, and that can result in expensive problems if you buy the wrong car. Buy with care..

Fans of V8 Supercar racing should be forever grateful to Nissan. Had it not been for Nissan’s awesome Skyline GT-R V8 Supercar racing may not exist. So dominant was the turbocharged four-wheel drive coupe on our race tracks that it forced racing officialdom to change the rules in favour of home-grown V8s to avert the threat that touring car racing could implode.The GT-R was the last, and greatest car built to the old international Group A touring car rules, the rules adopted by Australia for its premier racing series between 1985 and 1992.Group A was brought in to give imported cars a chance to compete in a championship traditionally ruled by Holden and Ford and their V8s. For the first couple of years the formula worked quite well until, first Ford built its turbocharged Sierra, and then Nissan trumped everyone with the GT-R.Aussie race fans, starved of local success, stayed away from race tracks in the knowledge that their favourites had no hope of competing against the mighty Nissans. Even a range of penalties designed to slow the GT-Rs failed to halt their rampaging run through the local championship.It finally took a wholesale change of rules to the now familiar and highly popular V8 Supercars to put an end to the rein of the GT-R.The GT-R remains an awesome supercar and a favourite of local petrol heads who have imported 100s of them under the Specialists and Enthusiasts Vehicles Scheme (SEVS) which allows for the importation of special interest cars like the GT-R that aren’t available for sale here through the big car companies.MODEL WATCHBefore they could go racing Nissan had to import 100 Skyline GT-Rs and sell them on the local market. That requirement was satisfied in 1991 with the one and only batch imported by Nissan, all cars subsequently landed were so-called ‘grey imports’ brought in under the SEVS rules.That first model brought in by Nissan to dominate local racing was the R32, a rather dumpy plain looking two-door coupe. Without the war paint of the factory race cars the R32 didn’t ooze aggression, until of course the right foot was buried in the carpet.Then it would explode into action. A stock standard R32 would thunder to 100 km/h in less than five seconds and dismiss the standing quarter-mile sprint in around 13 seconds.It was fast thanks to its twin turbocharged 2.6-litre straight six cylinder engine that boasted peak power of 205 kW.All R32s had a five-speed manual gearbox which was packed full of tall gearing that gave it good top end performance, but could make it quite hard to get off the line smoothly and quickly.While that made it fast in a straight line it was its sophisticated four-wheel drive system that allowed it to corner as if on rails. The system was designed to send the drive to the rear wheels until the front wheels needed to be brought in to play which was when the computer sent the necessary amount of grunt forward.Four-wheel discs with ABS provided powerful and safe stopping power while subtle four-wheel steering added to its cornering prowess.The R32 is the lightest GT-R built, they gained weight with each new model after that and for some became less appealing as a result.Nissan chose not to import the R33 leaving the way open for importers to fill the niche.The R33 was more aggressive visually with more body add-ons in the form of a rear wing and side skirts. It was also bigger and a little plumper, but the engine had more torque, which made up for the extra weight.It was also marginally slower than its predecessor, but was still able to cut a sub-5.0 second time for the 0-100 km/h sprint, as well as a low-13s quarter-mile time.The five-speed manual gearbox was improved with new synchros, which made shifting nicer.Inside there was more room, particularly for rear seat passengers who would be quite cramped in the R32 and the later R34.With the best ride and roomiest interior the R33 is widely regarded as the most practical GT-R for use as a daily driver, but it lacks the excitement of the R32 or R34 models.The R34 followed in 1999 and until Nissan launches a new generation GT-R remains the ultimate evolution of the performance coupe.Although it’s not immediately obvious the more aggressive looking R34 is smaller, being 75 mm shorter, and yet it is also some 10-20 kg heavier.The awesome twin turbo six was reworked with new camshafts and new turbos with power pegged at 206 kW at 6800 revs and torque at 392 Nm at 4400 revs.A Getrag six-speed gearbox replaced the old five-speed, although performance is similar to the older models.IN THE SHOPThe GT-R is a very fast car, but it’s also heavy, a combo that will take its toll on all areas of the car over time.Brakes and tyres are the obvious things that take a pounding on the GT-R if driven hard, and you have to assume that GT-R’s are driven that way. Check for disc wear and cracking, these can be quite expensive to replace, pads and tyres will wear out quickly if punished.The engine is generally rugged, but needs to be well serviced. Cam belts need to be changed at 80,000 km and must be changed so be sure to look for evidence of that.It’s also worth doing a compression test on the engine, and listening for odd noises that might point to internal wear. Main bearings can be a problem in engines that are abused.A problem gearbox can be hard to pick until it’s to the point that shifting becomes difficult or there are obvious noises coming from it. A replacement clutch is expensive if needed.Look for signs of crash repairs, inconsistent paint quality and variable panel gaps that might suggest panel replacement. Check underneath for rust and damage, and look closely for extra holes that might give away a competition past.Paint on early cars is likely to be fading as the clear top coat wears thin, particularly on the upper surfaces most exposed to the sun.Early R32 models are known to suffer from leaks around the windscreen and rear window. The screen can be expensive to replace because the radio antenna is built into it.IN A CRASHThe GT-R’s best defence is its ability to avoid a crash through its four-wheel drive, ABS and chassis agility, but it’s a fast car and these things can’t always save a poor driver.Airbags were fitted from the R33 model.LOOK FOR• R32 best performer of the lot• uninspiring looks for such a hot car• exhilarating turbo performance• awesome four-wheel drive road holding• signs of being thrashed• bang-for-buck bargainTHE BOTTOM LINEOne of the most awesome performance cars ever built, but be careful of cars that have been thrashed.RATING75/100

We talk about the big three, Holden, Ford and Mitsubishi, in the traditional segment for big family cars, but there was once another player trying to break in. That company was Nissan, when it was manufacturing cars locally, and the model was the Skyline.The 1980s were interesting, and tough times for local car makers, all of whom were either struggling to stay afloat or scrambling to restructure their businesses to face a future of increased competition as the Labor government of the day moved to remove the tariffs that protected the local carmakers from imports.In an environment in which the government recognised that there were too many carmakers in the relatively small Australian market, and encouraged companies to join forces and produce common models, Holden and Nissan climbed into bed.Holden also found itself in a hole, with a six-cylinder engine that had long passed its use-by date, and insufficient funds to develop the new engines it desperately needed to be competitive.The answer to Holden’s problem came in the form of Nissan’s 3.0-litre SOHC six-cylinder engine, which was shoe -horned into the VL Commodore. It was a well-proven engine in its homeland, but when installed in the Commodore it had a number of problems, all related to the Holden installation.In the R31 Skyline it was a gem. The Skyline should really have won over more buyers than it did, it was a good car that was well engineered and built, but was let down by its very conservative styling.Ultimately the company that fell by the wayside, at least in terms of local production, was Nissan, which quit local manufacture and turned importer.The R31 Skyline was aimed at the buyer of the traditional Australian family car. It was of a similar size to the Commodore of the day, with accommodation for five adults, powered by a six-cylinder engine, and drive through the rear wheels. There was a choice of sedan or wagon.It was squarish in shape, with sharp lines carving out a rather harsh outline when its main rivals were heading down a softer styling path.If it wasn’t the best looking car on the market, it made up for it with a solid mechanical package and build quality the others could only dream about at the time.For power it relied on the RB30E 3.0-litre single overhead cam six. It had two valves per cylinder, and with fuel injection it punched out 114 kW and 247 Nm, which gave it some decent get up and go when needed.There was the choice of a Jatco four-speed auto trans, or a five-speed manual ’box, and drive was through the rear wheels. Later models had a Nissan four-speed auto.The base model was the GX, which came standard with an adjustable steering wheel, cloth trim, power mirrors, power rack and pinion steering, and two-speaker radio cassette sound. In addition the GXE had power mirrors, a remote boot release and four-speaker sound.The sporty Silhouette had a limited-slip diff, alloy wheels, air-con, sports seats, rear spoiler, and a trip computer.It was the Ti that topped the range, and it boasted standard air-con, alloys, cruise, central locking, cloth trim, metallic paint, power mirrors and windows, four-speaker radio cassette sound, and a trip computer.There were two minor updates, a Series II in 1987, and the Series III in 1988, which saw the introduction of the Executive auto.The Skyline is now getting on and many are racking up some quite high mileages so it’s important to shop around, and be very careful in checking cars under consideration. That said, the Skyline is a very reliable car and would suit anyone on a low budget who wants reliable and comfortable transport.Body wise the Skyline has few problems, but it’s worth looking carefully around the windscreen, and open the front doors to inspect around the upper door hinges. Check the boot for signs of water leaks. The paint, particularly the metallic colours, is prone to fading on the upper surfaces.Mechanically the engine is very reliable, but the valve lifters can become noisy at high mileage. They are usually noisiest on cold starts, but are more annoying than anything.Same goes for the diff, which is renowned for developing a howl. Nissan replaced many early on, but there are some still out there that howl like a banshee. If you can put up with the noise, they won’t be a problem, if not find a second hand replacement that should cost no more than $250 from a wrecker.The auto transmissions are generally smooth and stand up well, but can be expensive to fix. Look for harshness shifting from first to second, and flaring when shifting between second and third on cars with 200,000 and more kays on the clock.Although the build quality was good the Skyline’s body hardware is beginning to suffers the ravages of time. Look for brittle plastic trim parts and worn door locks etc.Denise Wythe enjoyed 13 years and 300,000 km of trouble free motoring in his 1987 Skyline. The only complaint was a leaking boot, the result of problem fitting the rear lamps, which would let water in. The steering rack and some noisy shockers were replaced along the way.Tony Jarvis has owned his 1989 GXE for about three years, and says he loves it. Apart from a few minor complaints, he says the Skyline is very reliable and has never let him down. It’s powerful enough and the steering is not overly light, but has good road feel.Maurie French owns a 1988 Skyline wagon with 187,000 km on the odometer and he just loves it. He says the diff and lifters are noisy, and he has blown a number of power steering hoses, but it is a joy to drive.Sixty-year-old John Kidd drives an ’88 wagon and his wife runs an ’88 TI sedan. He says the engine is very reliable and doesn’t generally use oil even with high mileage, but the hydraulic lifters are prone to rattling on cold start, the diff can be noisy, the door locks can fail, and the plastic fittings get brittle with age.Chris Webb has a 1989 Series 3 Executive sedan auto, which he bought second hand in 1997 with 198,000 km on it. It now has 339,000 km, and has been extremely reliable, which he attributes to religious servicing. He says it is very smooth and quite powerful.Don McLean took delivery of his brand new Skyline TI in 1990. It has only done 122,000 km, and has been very reliable. He says its ride and road holding are excellent, but the brakes can be cause for concern. It doesn’t use oil.Steven Weymouth owns a 1987 Series 2 Silhouette manual that has covered 275,000 km, which he says is a fantastic example of Nissan’s efforts to enter the six-cylinder family sized car market in the late ’80s. He says it is a great car to drive, and the only real problem he has experienced is noisy lifters on cold starts.Michael Hente’s 1989 Skyline Series Executive auto has done 248,000 km, and is still going strong. He says the engine is very smooth and strong, and the handling and drivability are excellent. The headroom is good, it’s reliable, has a large boot, good visibility, excellent turning circle, comfortable seats, and the best rear lights on an Australian car.• smooth, powerful engine six-cylinder engine• annoying diff whine• lifter rattle on cold starts• avoid clunky auto transmission• good solid body construction• solid reliable car• great for novice drivers with a modest budgetSmooth, comfortable and very reliable car, which would make a good first car for beginner drivers.

The SSS badge is a proud one that dates back to the 1960s when Datsun, as it was then known, applied it to its sporty sedans.Cars like the Bluebird SSS were standout tearaways back then, and the most recent SSS, the N15 Pulsar, was a similar standout in its time. The Pulsar SSS was the performance leader in its class.The N14 model that preceded the 1995 N15 was popular with young buyers who wanted the day-to-day practicality of a hatch without giving away anything in the way of performance and handling. The SSS was the answer to their prayers.The N15 Pulsar was an all-new, fifth-generation, model released in 1995. It was longer and wider than its popular predecessor, with a longer wheelbase, which resulted in more leg and shoulder room from front and rear seat passengers.Bigger, and better, the Pulsar was yet another Japanese car that could best be described as bland when it came to its looks.Round, and a little dumpy, the N15 sedan was pleasant if not overly attractive, but the SSS wagon-styled five-door hatch took some time to get used to.It was hard to know whether it should be called a hatch or a wagon, because it more closely resembled a wagon than anything else. One of the more cynical motor noters of the time described it as a “transvestite bread van”.Quirky looks aside the SSS was a serious small sporting hatch with a handy power-to-weight ratio of 10.87 kg/kW in its base form, which was the key to its zippy performance.Power came from Nissan’s SR20DE 2.0-litre double overhead camshaft four-cylinder engine that boasted four valves per cylinder and fuel injection. At its peak it put out 105 kW at 6400 revs and 179 Nm at 4000 revs.That was enough to have the SSS racing to 100 km/h in a little over eight seconds. It would account for the standing 400-metre sprint in about 16.5 seconds, and reach a top speed in excess of 180 km/h. It was indeed a hot hatch.All of that power was transmitted to the front wheels through a slick shifting five-speed manual gearbox. There was also the option of a four-speed auto, but quite why anyone would want one in a hot hatch like the SSS escapes me.The Pulsar’s suspension was a mix of MacPherson Strut at the front and a multilink beam at the back. There were coil springs and anti-roll bars at both ends. Handling was sharp and precise.The steering was rack and pinion with power assistance, and the brakes were discs all round with ABS standard.The sporty picture was finished off with attractive alloy wheels, which came standard with the SSS.Inside there were vibrant new colours for the cloth trim, along with a raft of neat standard features, including a premium four-speaker sound system with CD player, air-conditioning, sports seats, and power windows.A minor Series II update freshened it in 1998 and that can be identified by a revised mesh grille with the Nissan badge fitted to a centre vertical bar.There’s not much that goes wrong with the N15 SSS. The body remains tight with the result that there are few squeaks and rattles, the interior trim wears well, and the plastics are good quality that don’t fall apart.Mechanically the 2.0-litre motor is a gem and gives little trouble. Jerry Newman of Nissan specialists, the Cheltenham Service Centre, says the cam timing chain can rattle if the car hasn’t been serviced regularly and according to Nissan’s recommendations. Timing chain rattle can also develop at high mileage, but the noise is more a nuisance than a sign of impending doom.Newman also says it’s important to use the Nissan recommended 7.5/50W oil or an equivalent, as heavier oils can tend to clog the engine internals and lead to damage.The drivelines are generally trouble free, but be sure to check the CV joint boots that can crack and split. Let go they can lead to more expensive failure of the drive shafts.Dominic Sequeira owns a 1998 N15 Series 2 Pulsar SSS with 75,000 km on the odometer. It’s comfortable for daily driving, has plenty of grunt and is just the right size to weave in between gaps in traffic. He has had no problems with it, but says it can be thirsty if driven hard and it prefers premium unleaded.Glen (surname withheld) owns a 1999 SSS manual 2.0-litre Pulsar hatch, which he says has been totally reliable. It is economical and has excellent performance around town and responds well to mild revving to give a nice ‘kick in the back’ for an engine of its size and age.Kay Hamer-Finn’s 1999 SSS has done 90,000 km without the need for any major work. As president of the Nissan Datsun Sports Owners Club, Kay regularly competes in club events, and says her SSS has stood up well, it still has the original clutch, and there have been no engine problems to date.David Sporle says the N15 was a good car, but not great. It was where the cost cutting measures started to show, with Nissan deleting things like fully adjustable seats, leather around the gear stick, and other small touches that made the previous Pulsar feel like a $30,000-plus car.Ian Bock bought his Nissan Pulsar SSS new in 1999. It now has done 113,000 km and has been very reliable, although he was disappointed that the front discs needed replacing at 63,000 km. It returns an average of 9.73 L/100 km.• quirky wagon like styling• larger size means roomier interior• sizzling performance• safe handling• impeccable reliability• timing chain rattle

There are four-wheel drives and there are four-wheel drives. There are those that spend their time doing the rounds in town, while looking like they could go bush if need be, and there are those that are made to do their time deep in the mulga, but get bogged down in the ’burbs.Two vehicles fit into the latter category, no argument, Toyota’s LandCruiser and Nissan’s Patrol. They’re the two heavyweights that slug it out for the bush bragging rights.The LandCruiser had a head start. It was here first, won an enviable reputation on the Snowy Mountains project in the 1950s, built on it on mining and construction sites in the most remote parts of the country in the years since, but the Patrol has plenty of fans as well.Both are serious four-wheel drive wagons, capable of plunging deep in the bush or towing a heavy load. They’re heavy-duty workhorses, at their best on the job.The GU Patrol replaced the popular GQ in 1997. Coming after the GQ, a rough and tough four-wheel drive wagon that had a big following, the GU had some big tyre tracks to follow.The Patrol follows common practice in this class of off-roader with a wagon body perched atop a separate chassis, which is considered the best way of tackling the toughest of conditions a vehicle of this type might encounter.That not only makes it tough, it also makes heavy. The heaviest model the in the range, the 4.2-litre turbo diesel, weighs in at a fraction over 2.4 tonnes, which has an affect on performance, fuel consumption, handling and braking.A separate chassis also has the affect of raising the cabin quite high off the ground, which makes it a bit of a climb to get in to. It also cuts down on the interior space, and the Patrol is surprisingly tight inside given its overall size.Nissan offered a choice of one petrol and three diesel engines. The petrol engine was a 4.5-litre single overhead camshaft fuel-injected six-cylinder unit that had a chain driven camshaft and put out 145 kW.Performance with the petrol engine was good considering the massive hulk it was trying to move, and the fuel consumption was acceptable for the same reasons.The diesel choices were a 2.8-litre single overhead camshaft turbo diesel six-cylinder engine producing 95 kW, a 4.2-litre overhead valve delivering 91 kW, and a 4.2-litre overhead valve turbo diesel pumping out 114 kW.The 2.8-litre turbo diesel was replaced by a 116 kW 3.0-litre in 2000 in the GU II update, and with that came plenty of trouble.Performance of the diesels wasn’t as punchy, but the low down grunt they delivered was welcome along with the fuel consumption savings.There was also a choice of a five-speed manual gearbox or a four-speed auto trans.Drive was through all wheels, with a choice of two-wheel drive for the highway and dual-range four-wheel drive for off-road use. Front hubs were manual locking on the entry level DX model, but the others had auto hubs so you could switch from two-wheel drive to four-wheel drive high range on the move.Buyers could choose between three models. The DX five-seater kicked off the action with steel wheels, power steering, vinyl trim and floor mats, basic sound, limited-slip diff, manual hubs.The popular seven-seater ST also had side steps, wheel arch flares, more civilised cloth trim, carpets, central locking, power windows and mirrors, cruise, console, better sound, CD player and map lamps.Atop the range was the Ti, the burger with the lot, which added alloy wheels, auto air-con, remote central locking, ABS, superior sound, leather trim, power driver’s seat, and two-tone paint.While the Patrol is generally a rough and rugged vehicle with few faults, there is a cloud hanging over the 3.0-litre turbo diesel. The problem generally manifests itself in the form of melted pistons, but the most likely explanation is that it’s caused by a piston oiling/cooling problem.Not all engines are affected, those most likely to succumb to the problem seem to be those doing a lot of highway cruising.Nissan have increased the oil fill, and played with alignment of the nozzles that spray oil on the pistons for cooling and lubrication purposes, but there seems to be no consistent fix for the problem.It’s important to keep an eye on the oil level in all engines, but particularly so in the 3.0-litre turbo diesel.Apart from the 3.0-litre turbo diesel engines woes the Patrol is generally a tough and rugged vehicle that gives good service over the long term.That said the manual gearbox can have problems with fifth gear spline and hub.It’s important to check for a service record, particularly if the vehicle has spent time off road.It’s also important to check under the vehicle for damage sustained off road, like bashed suspension and chassis components, brackets, exhaust etc.On the exterior look for scratches and scrapes from trackside bushes during of road excursions.Consider carefully before buying a Patrol that’s clearly been off road as there are plenty that haven’t spent much time off the black top and they are a better choice.It’s good to have mass on your side in a crash so the Patrol will provide protection if you hit a smaller vehicle when it will inflict considerable damage on the other car.The separate chassis construction, however, doesn’t perform as well in a crash situation as does a mono-construction body, which crumples in a more controlled way and absorbs the crash energy better.In a crash where the Patrol hits a larger, more solid object then occupants are likely to suffer greater injuries than if they were in a regular passenger car.It’s also worth remembering that because of its mass the Patrol takes longer to react, to the steering or brakes, in an emergency situation.All models except the DX had a driver’s airbag from the beginning, the DX joined the club in 2000 with the GU II update. The Ti had dual airbags.Ed Niemiec owns a 2000 GU II Patrol with the new 3.0-litre turbo diesel, and says it’s the best car he’s ever owned. He uses it in his work as a quantity surveyor with a need for high ground clearance and room to carry gear. It has now done 125,000 km, and apart from normal servicing, he has replaced the tyres and front disc pads. The fuel consumption has always been between 11 and 12 L/100 km. It has never missed a beat, he says, and sits on the highway like a dream. His only complaint is that he had to modify the suspension to handle the loads he has to carry.Nissan replaced the pistons and rings in Rex Rickard’s Patrol at 28,500 km, after which it suffered intermittent power loss and poor fuel consumption. Nissan has since replaced the air flow sensor, the injector pump, injectors, and the computer, and now say they can do no more. A lack of response to his phone calls has added to his frustration with his dealer and with Nissan.Colin Lockyer has a 2000 3.0-litre diesel Patrol, which he says is great, but he knows of five others that have melted piston number five at around 100,000 km and is concerned his, which has done 98,000 km, might suffer the same fate.• Avoid the GU II 3.0-litre turbo diesel engine• Reliable apart from 3.0-litre turbo diesel engine• Serious offroader at its best in the bush• Bulk makes it less responsive in an emergency situation• Poor fuel consumption• Small cabin for its overall sizeTough truck best suited to serious offroad use or heavy towing, but really unsuitable for every day use around town. Don’t touch the 3.0-litre turbo diesel GU II.