Articles by Graham Smith

The Australian outback is the perfect place to explore with a four-wheel drive which explains why new car sales figures for four-wheel drives have been on a sharp incline for some time. So popular has the idea of going bush become it has spawned a whole new breed of cars capable of leaving the black top while retaining some of the attributes of a normal family sedan.Most of these newcomers are sneeringly referred to by four-wheel drive enthusiasts as soft-roaders for their limited offroad capability, but they offer acceptable round town road manners while at the same time quite reasonable offroad ability for the occasional offroader.Along with the Toyota LandCruiser Nissan’s Patrol doesn’t fall into that latter category. It’s a serious heavy-duty offroader. Round town it’s big and bulky, but it really comes into its own in the heavy going offroad or outback.Nissan launched the GQ, also known as the Y60, Patrol in 1988. It was aimed fairly and squarely at Toyota’s LandCruiser, which was the top selling four-wheel drive at the time.The GQ was a traditional four-wheel drive, designed for heavy -duty use in the bush or beyond where it would typically be used by mining companies, loggers, or other operators who needed a rugged vehicle to work in some of the most inhospitable country in the world.It came in short wheelbase Hardtop form or long wheelbase Wagon and Cab Chassis.Its foundation, and the source of its great strength, was its separate chassis. Unlike modern soft-roaders, which are of unitary construction, the Patrol’s body was perched on top of the chassis.As a result getting up into the cabin was quite a climb, unlike today’s compact offroaders with their one-piece body and chassis.There was a choice of three engines initially, a 100 kW 3.0-litre petrol inline six, a 125 kW 4.2-litre petrol inline six and an 85 kW 4.2-litre diesel inline six. They were all overhead valve and carburettor fed.An update in 1992 brought a fuel-injected 4.2-litre petrol engine, which made 129 kW, and an 85 kW 2.8-litre turbo diesel.The standard transmission was a five-speed manual, and there was an option of a four-speed auto, and the rear diff was a limited-slip unit.Power was then delivered to the drive wheels through a two-speed transfer box. High range two-wheel drive was available for highway touring, with the choice of high and low range four-wheel drive once you left the blacktop behind.Coil springs were employed front and rear, brakes were disc at both ends, and the steering was power assisted.Models included the DX and ST Hardtops, and the DX7, ST, TI and ST3.0.The entry level DX had tilt-adjust steering, two-speaker cassette sound, cloth trim and vinyl mats. The ST also had standard air-conditioning, power windows, power mirrors, central locking, four-speaker sound and carpet. Perched at the top of the model line-up was the TI, which boasted a leather sports steering wheel, woodgrain highlights, leather seats and seven-speaker sound.There were a number of upgrades before the GU (Y61) replaced the GQ in 1997. Among them, a driver’s airbag became standard on the TI in 1996.The trade gives the GQ Patrol the thumbs up. There is little that regularly goes wrong with them say mechanics who have experience of them.The petrol engines are prone to cylinder head cracking when running on LPG, but it’s usually because the coolant has been low or lost.Gearboxes, drive lines and diffs give little problem, although leaks from the rear axle oil seals are common. Properly serviced, however, the leaks can be eliminated.Early Patrols were known to suffer from front-end shimmy, at 70 to 80 km/h, but most were fixed under warranty. The fix was to remove the shims from the top and bottom of the steering knuckles, eliminating the free play.There’s little rust reported if the body has been looked after, most of the rust reported is a result of modifications for the fitment of extra antennas or other non-factory equipment which has necessitated additional holes to be drilled in the panel work.Generally the body and body hardware stands up well, although window regulators are known to wear out.While there are few problems reported look carefully for signs of serious offroad use, which usually shows up as external body damage, and damage to the underbody, chassis and driveline components.Although they’re tough, think very carefully about committing to a Patrol that has obviously had a hard life off road.For more than a decade John Thompson and his 1989 LWB GQ Patrol was as much a part of the Shell Australian Touring Car Championship as Peter Brock, Dick Johnson and the cars they raced. Thompson drove his long wheelbase 4.2-litre petrol powered Patrol from one side of the country to the other towing a trailer laden down with more than two tonnes of Shell track signage, flags and banners to every round of the championship. The Nissan has just ticked over 500,000 km, and its owner says he’s delighted with it. It had bad wheel shimmy before the front end was realigned, twice it’s cracked cylinder heads, second gear synchro went at 450,000 km, and it has failed one clutch.Brian Dupas bought the first of two GQ Patrols, a 1988 SWB petrol ST with 150,000 Km on the odo and running on LPG, in 1998. In the 140,000 km he’s since added he’s had to replace the cylinder head and the clutch, but isn’t complaining. So impressed was he that he bought a 1991 LWB GQ Ti diesel with 165,000 km on the clock. It has now done 330,000 km after travelling to all parts of the country and hasn’t once let him down.Mark Kuran says his first GQ Patrol, a 1990 model bought in 1995, was a lemon, but the 1996 fuel-injected TI he bought new in 1998 has been fantastic. It was bought as a people mover rather than an offroader, and has now done 130,000 trouble free kilometres.Ken RusselI bought his 1987 4.2-litre diesel DX GQ Patrol in 1992 when it had 110,000 km on the clock. It is now showing over 300,000, having been regularly used offroad. Mechanically it has been trouble free; Ken’s only complaints being rattling windows and door shake. In summary he says it’s been very impressive, and he would not hesitate to buy another one.• tough and reliable off-roader• big and bulky for regular round town use• signs of heavy offroad use• big climb to get aboard• can have head problemsTough and reliable heavy-duty offroader for the serious offroad enthusiast, but a little big and beefy for anyone contemplating buying a four-wheel drive for city duty.

It’s hard to say when the boundary that separated four-wheel drives and passenger cars was broached, but one thing is clear, Nissan’s Pathfinder was one of the first vehicles to do it. It wasn’t the first, but the R50 Pathfinder was in the first wave of a new generation of offroaders that were civilised enough to be at home in town.Before the new Pathfinder, and others like Toyota’s RAV4, arrived in the mid-1990s four-wheel drives were rugged vehicles that were heavy, noisy, thirsty, with handling more in keeping with the Queen Mary than a family four-door.Cars on the other hand were fast, agile, quiet and comfortable. The R50 Pathfinder was closer to the car end of the scale than the old style four-wheel drives, but still had the ability to dive deep into the bush.MODEL WATCHThe earlier Pathfinder was something of a trail blazer in that it was a compact four-wheel drive wagon that was more adept at handling city traffic than the larger, more ponderous four-wheel drive wagons like the Patrol and ’Cruiser, but it was the R50 that really lived up to its name.Before the R50 arrived in 1995, four-wheel drives were mostly built on tough, strong chassis, the body bolted on top in a separate unit with rubber bushes for isolation.The separate chassis construction was tough enough to survive the harsh conditions in which the big four-wheel drives were often used. But while it made a tough vehicle, it also made a rather clumsy, and less safe one.Nissan broke the mould with the R50 Pathfinder by using the unitary body chassis construction that was once reserved purely for passenger cars. By using a single body/chassis unit, Nissan was able to create a strong, stiff, vehicle that was a perfect base for a modern vehicle with the characteristics normally associated with cars.There are a number of benefits of the unitary construction that makes it a much better method of construction than having separate chassis and bodies.In the case of the R50 Pathfinder, the torsional stiffness went up by a massive 130 per cent over its predecessor, the bending rigidity by an even more miraculous 190 per cent. That means a much stiffer base on which to build an agile, responsive handling package, and that means increased primary safety.Unitary construction also affords engineers the possibility to design in crumple zones, ones that deform in a crash and absorb the energy released instead of passing it on to the occupants. More points for the Nissan’s safety package.It’s also possible to make a lighter vehicle, the R50’s body was 50 kg lighter than its predecessor’s.By comparison to previous four-wheel drives, the Pathfinder also brought more style to the class. Designers were able to bring more car type styling to the 4WD wagon than they had been able to with the older style, which was inhibited by its construction and rugged end use.The Pathfinder was a sharp looking wagon, with clean lines, toughened up with some aggressive wheel arch flares on the luxury Ti model.Under the skin lay MacPherson Strut front suspension, with a five-link live axle at the rear. Steering was by power assisted rack and pinion, and brakes were disc front and drum rear, with ABS for added safety on the Ti.Generous ground clearance, and steep approach and departure angles meant the Pathfinder wouldn’t easily be grounded in the heavy going.For power the Pathfinder relied on a 3.3-litre single overhead camshaft V6 with two valves per cylinder. Power peaked at 125 kW at 4800 revs, torque was tops at 266 Nm at 2800 revs, nice and low for offroad use.Unusually for a four-wheel drive wagon, Nissan offered the Pathfinder with a four-speed auto trans only. Shock, horror, there was no manual gearbox available!If the lack of a manual ’box sent a signal that the Pathfinder was not a serious offroader, a scan of the drive choices was enough to get another massage. In addition to the regular two-wheel drive high range, and high and low range four-wheel drive, there was the choice of an auto mode which did it all for you.Two models were available at launch, the RX and the Ti. The RX kicked off the Pathfinder range, and came equipped with air-conditioning, power mirrors, central locking, cloth trim, radio/cassette sound, carpets, map lights, cup holders, and a split-fold rear seat. In 1997 it also got power windows.The Ti was the one with the lot. On top of the RX’s array of features, the Ti had chrome wheels, colour coded bumpers and mirrors, roof rack, side steps, wheel arch flares, remote central locking, chrome grille, CD player, ABS, velour trim, and dual airbags.IN THE SHOPThe first thing to do with any offroader is to check for signs of offroad use. Look for things like bumps on the bumpers, scratches down the sides from brushing up against branches and other things overhanging bush tracks, and scrapes under the front and rear bumpers where it might have been caught up on banks and other obstacles.Having gone over the body, get down and take a look underneath. Take particular notice of scars on the underbody, brackets, fuel and brake lines, exhaust, and suspension components.Also look carefully for any splits or cracks in rubber seals and boots, particularly in the drive line that might have let water into vital drive line joints.Finally, open the doors and tail gate and look for dust in locks, hinges, and other hard to clean points. It’s hard to get rid of dust once it gets in, and it’s always a good indicator of off road use. If you like you could also lift the carpets and check for dust.Going off road is not necessarily a problem, but any vehicle that is used off road regularly should be serviced more thoroughly than one that is confined to the black top.Most Pathfinders spend their days doing duty in town, so there’s not much damage to speak of. These are the vehicles to seek out.Nissan service specialist Jerry Newman reports no major problems with the Pathfinder. The engine, gearbox, diffs are all virtually indestructible, he says.It is important that the cam belt be replaced at the recommended 100,000 km, he says.The only downside is that the VG33 engine is heavy on fuel.IN A CRASHAccording to the recent used car safety ratings issued by the Monash University Accident Research Centre, the R50 Pathfinder has average crashworthiness and is on the average in terms of impact on others.Generally it rates better than the traditional big four-wheel drives, and on a par with a large family sedan.The RX missed out on airbags, but the Ti was fitted with frontal airbags for the driver and front seat passenger.OWNERS SAYGeorge Nastevski rates his Ti Pathfinder an inexpensive, quality built mid-sized 4WD that has almost all the creature comforts you’d want in a 4WD. It is a fun car to drive, looks great, and the V6 is a sound performer, but he says it does tend to drink a bit.LOOK FOR• attractive wagon styling• responsive handling• good build quality• capable on or off road• plenty of standard features• thirsty V6THE BOTTOM LINEA well equipped, comfortable modern mid-sized four-wheel drive wagon that copes well on or off road.RATING65/100

What is it about the Magna that fails to win over the hearts and minds of the car buying public? Sure the first generation, the TM through TP, came close to being the last when it developed a series of very public problems in service, but the second generation, the TR and TS, also failed to score despite being a very good car.Problem was that it was perceived as boring, the sort of car your grandfather bought to see out his dotage. Bowling club car parks were filled to overflowing with them, hats resting on the rear parcel shelf, their drivers dressed in beige cardigans. Simply, they weren’t cool.By rights that should have changed with the release of the TE model in 1996. It was an attractive car with clean elegant lines that were a huge leap from the plump and portly middle-aged curves of its predecessor. But things didn’t change, it too was stuck with the same image of a middle of the road car for the elderly. Pity because the TE Magna, and its successors are very competent cars and well worth a second look on the used market.MODEL WATCHAlongside its predecessor you could have been forgiven for not recognising the TE as a Magna, so complete was the transformation. With a lack of door window frames and a slim centre pillar it had the appearance of a stylish pillarless coupe rather than a functional family four-door.The TE was longer and wider than the TS and that meant there was a little more leg room for both front and rear seat passengers, but the sweeping roofline, as attractive as it was, came at a price in terms of head room. It affected both front and rear seat passengers, but was more of a problem for anyone seated in the back.It was all new inside as well, although it was a little dark and sombre with a combination of grey trim and a high waistline that cut down the light from outside.The Magna was born a four banger, but over time grew into a six worker, and the TE continued that trend with even greater emphasis on the six-cylinder models.The range initially comprised of two models, the Executive and Altera, both of which offered the choice of four and V6 engines, and four-speed auto and five-speed manual transmissions. From October 1996 fully equipped Advance and Altera LS models were added to the range.The four was a new 2.4-litre fuel-injected unit which despite being smaller than the engine it replaced, with 105 kW and 205 Nm it was more powerful as well as being noticeably smoother. Compared to the previous model performance was improved when fitted with the auto trans, and about the same with the manual.The fuel-injected 3.0-litre V6 was also all new with increased power over the engine it replaced. Boasting 140 kW and 255 Nm it was markedly quicker than the old model to the 100 km/h benchmark, as well as boasting improved acceleration in the crucial 80-100 km/h overtaking region. Importantly the increased performance didn’t come at the cost of fuel consumption.A four-speed electronic auto was new, and boasted the ability to adapt to the driver’s pattern of use and road conditions to select the optimum gear for any situation.Suspension was independent front and rear, along with disc brakes, and there was an option of an ABS antilock braking system.Entry to the TE range was via the Executive which featured power steering, four-speaker sound, power mirrors, tilt-adjust column, remote boot and fuel filler release, central locking and engine immobiliser.For all the bells and whistles look for an Altera, which came standard with air-con, power windows and cruise.Options included airbags for driver and passenger, ABS, CD player and alloy wheels.The Advance and Altera LS delivered the lot, with ABS, airbags, CD and alloys standard fare.On the road the TE was smooth and refined with a comfortable ride and nice chassis balance and plenty of punch when pushed along a winding country road.IN THE SHOPThe trade reports the Magna as generally robust and reliable. Even though they are now climbing in mileage they still make a great second car for the family, or a first car for the novice driver.Both the four and six-cylinder engines give little trouble, particularly the six. The fours can have problems with water pumps, and there can be oil leaks from the cam cover. The 2.4-litre four-cylinder and the six-cylinders have timing belts, which requires replacing at 100,000 km intervals. Both give little trouble in the driveline area so there’s little reason for concern over transmissions.Tyre wear is generally good, with more than 50,000 km regularly reported depending on the tyres fitted. Brake wear can be a problem with rear pads requiring replacement around 30,000 km on average. Front brakes are bullet-proof with front pads lasting “forever” according to one mechanic. Discs are also long wearing.OWNERS SAYFord fan John Hansen was first given a Magna as a company car, but any doubts he had about it quickly evaporated during the two years and 150,000 fault-free kilometres he drove in it. A second Magna has been equally as impressive. “The first Magna came with the job, but from then on it was performance, reliability and comfort that kept me in them,” he says. He adds that tyre life, at 60,000 km, is particularly impressive.Country readers Alexander Smith and his wife are equally enamoured with their two 3.0-litre V6 Magnas. One, a sedan, has done 70,000 km without fault. Apart from scheduled servicing the only things he has had to replace are the tyres, which were replaced at 42,000 km. The other, a wagon, has regularly towed heavily laden trailers and a caravan in the 100,000 km it has done, and has been just as reliable as the sedan. A battery and a tail light globe are the only things that have needed replacing, along with a set of tyres at 41,000 km.LOOK FOR• Robust and reliable engines and trans.• quiet and comfortable interior• smooth elegant styling• restricted rear headroom• balanced handling• beaut performance

The Nissan ‘Z’ legend began in 1971 with the stunning 240Z, and was carried on by a series of great models. One of the best of them was the beautiful 300ZX, which was sold here between 1989 and 1996.The 300ZX was a well built high performance sports coupe that has aged wonderfully well, so much so that it is a popular used sports car today.MODEL WATCHThe Japanese car industry underwent a sea change in the late 1980s. For years Japanese carmakers had built affordable and reliable cars for the masses, but in the late 1980s they became obsessed with technology and took on the world.Among the many great cars that came from Japan in that era was the 300ZX sports coupe Nissan launched in 1989.The 300ZX was more a high performance grand tourer than a light and nimble sportster as the original ‘Z’ car was, but it was nonetheless a very competent sports car.Even today its sleek shape and smooth lines are sexy. The last 300ZX was sold here in 1986, there was a special 25th anniversary model that recalled the birth of the ‘Z’ and temporarily marked the end of the line, but it looks just as good now as it did then.There was a short wheelbase two-seater, and a turbocharged engine option, sold in other markets, but the model sold here was a long wheelbase 2-plus-2 model with a normally-aspirated 3.0-litre V6 engine.With a perfect 50:50 weight distribution the local model had a balance the others never had. And with two rear seats it could accommodate a couple of kids, or adults at a pinch, which made it a more usable all-rounder than its smaller foreign cousin.The fuel-injected V6 engine was a silky smooth unit. With four overhead camshafts and variable valve timing it was quite advanced for its time.Power was put at 166 kW, torque at 270 Nm, which was dulled slightly by the 1490 kg it was expected to propel. Even so it could reach 100 km/h in a respectable seven seconds, the standing 400 metres could be dispatched in a little over 15 seconds, and it would reach a heady 235 km/h if asked.Just imagine the same car with the turbo under the bonnet and 224 kW, and 398 Nm, surging down the drive line.Having been designed to take the turbo power the chassis was more than capable of handling the more modest non-turbo power.The 300ZX, with independent suspension at both ends was wonderfully balanced, and progressive in its response.Nissan offered the 300ZX in manual and auto form. The manual was a smooth shifting five-speed unit, the auto an electronically-controlled four-speeder.Brakes were powerful discs all round, there was ABS, and a viscous coupling in the rear axle for added safety.There were few changes over the eight years the 300ZX was sold here. Air-con became auto climate control in 1992 along with velour trim, while a driver’s airbag was added in 1994 together with CD sound and a rear spoiler.IN THE SHOPThe 300ZX was well designed and well built which means they stand up to the rigours of life on the road quite well.With little protection the body is left exposed to minor dings so look for repaired and repainted bumpers, which may not be a good colour match. If not painted properly the paint can blister and peel.While the trim was of a high quality any car that has been well used, or left in the sun, will be showing the signs of ageing. Heavy wear in high traffic areas of seats is likely, dashes can be cracked.The V6 engine is a sturdy unit and gives little trouble, but remember they are likely to have been driven hard over the years and could be suffering as a result. Major services at 100,000 km intervals require cam belt changes, platinum tipped plugs and other important items and are thus expensive. Make sure they’ve been done.Gearboxes are rugged and give little trouble, wear in drive line joints and centre bearing isn’t uncommon.For more information on the 300ZX it’s worth checking with members of the Australian 300ZX Owners Association or go to the website: www.aus300zx.com.IN A CRASHA driver’s airbag was added in 1994, which makes those cars produced after that the safest bet.Add to that a responsive well balanced chassis, four-wheel discs, ABS and you have a solid primary safety package.GOING GREYNissan only sold the normally aspirated 300ZX here, but back in Japan there were other more potent models on offer. Most notable was the turbocharged model, several of which have been brought in over the years by private importers.These so-called ‘grey’ imports offer high performance at an affordable price, which makes them an attractive buy. Indeed they can be, if you do your homework and buy carefully after doing the research.Talk to owners and seek out a reputable dealer before parting with your hard earned cash.OWNERS SAYAngela Sykes has owned her 1990 300ZX import for a year and loves it. Its lines are slick and it sits low on the road. It has a lot of room, and on sunny days the roof can be taken off and put in the very roomy boot. On the down side it is heavy, and thirsty, and the 100,000 km service was expensive.Tim Garland has owned an Aus-spec 1990 Nissan 300ZX manual since March 2004, and is thoroughly delighted with it. It has done 212,000 km, and for a car with such mileage it runs beautifully, Tim says. There have been a couple of relatively minor issues with it since he’s had it, but Tim’s main complaint is the cost of parts having just done the 200,000 km major service.LOOK FOR• Sleek timeless styling• Engine and gearboxes give little trouble• Lovely balanced handling• Silky smooth engine a delight• Parts are expensive• Major service costs are expensiveTHE BOTTOM LINEGreat looking high performance sports car if you afford the cost of parts and service.RATING80/100

Who says looks don’t sell cars. Take Nissan’s brilliant 200SX turbocharged coupe for example. Few cars in 1996 could match its performance, but few people tuned in because of its bland looks.There wasn’t much on offer in 1996 if you wanted a performance car. Holden had its V8 SS, Ford had its XR6, Mazda its little MX5, but that was about the extent of the choices before the 200SX and the turbocharged Subaru WRX came on the scene.With the arrival of the new turbo cars sports car buyers had the choice of two cars that delivered unprecedented performance for the price.The WRX was a more radical model heralding a new type of performance car to the market, while the 200SX was a more conventional sports coupe.The updates to the 200SX in 1996 and 2000 enhanced what was under the skin a very good package with a more aggressive look and a longer list of features.The 200SX story begins with the launch of the all-new S14 model to the local market in 1994 when it took the performance segment by storm.Subaru had only just launched the WRX which would lead the turbo revolution, so the 200SX presented an appealing proposition to anyone who wanted an attractive sports coupe that backed up its sporty looks with sporty performance, and at a reasonably affordable price.If the first 200SX was a popular pick, the updated model in 1996 sharpened the package.While the first model had the performance it was a fairly bland looker. Its lines were soft and rounded; they simply lacked the aggression expected of a car of its type.That changed in 1996 with the release of the first update when its lines were sharpened, it was given a new grille and headlamps and a much meaner stance. All of a sudden it was a car that commanded your attention.Under the sharp new skin lay the same 2.0-litre double overhead camshaft turbocharged four-cylinder engine. With 147 kW on tap at 6400 revs and mountains of torque from way down in the rev range the 200SX was quite a performer with the power to reach 100 km/h in around six seconds and cover the standing 400-metre sprint in 15 seconds.One of the problems that plagued many early turbocharged cars was turbo lag, but there was none in the 200SX, and the engine was silky smooth right through the rev range.Either a five-speed manual gearbox or a four-speed auto backed up the S14, with the five-speed being replaced by a six-speed in the S15 of 2000.Drive went through the rear wheels, which gave the 200SX its great appeal. While it handled with impressive poise and great road holding it could be driven on the throttle and it was always possible to induce oversteer for a really fun ride.If there was a criticism of the 200SX it was the ride, which could be hard and harsh, particularly in the sportier versions like the S15 Spec R.In the S14 Nissan offered 200SX in Sports Limited, Sports and Luxury versions of the 200SX. In the Sports Limited model you got alloy wheels, air-conditioning, cloth trim, central locking, a driver’s airbag, and an alarm.Add a rear spoiler, ABS, and leather trimmed steering wheel and gear knob and you had the Sports model; then add a passenger’s airbag, CD player and a sunroof and you were in a Luxury model.With the S15 model change the choices became the Spec S and Spec R. The S had plenty of fruit, including alloys, ABS, air-con, central locking, immobiliser, CD player, and dual airbags; the sportier R came with rear spoiler, side skirts, sunroof, and six-disc CD player.GT versions of the S and R models released in 2002 were dressed up with leather trim, chrome alloy wheels, drilled racing pedals, chrome door handles and a ‘performance’ rear wing.Sadly the 200SX vanished from our showrooms in 2003 when Nissan moved to the 350Z.The 200SX has an enviable record in service. It’s a fundamentally sound sports car and will stand quite a pounding from enthusiasts with no outward sign of distress.The turbocharged engine stands up well, but turbo engines generally need more servicing because of the harsh environment they operate in so look for signs that servicing hasn’t been done as often as it should.Lift the oil filler cap and inspect for sludge inside the cover, pull the dipstick and check the colour of the oil, which should be clear without any visible contaminants.The six-speed gearbox fitted to the S15 is noisy, has been from day one, but it doesn’t appear to translate into a mechanical problem.Check the clutch, there should be about 25 mm free-play at the top of the movement, and it should fully disengage at the bottom of the stroke. If gears are hard to select there could be a problem with the clutch, and clutches take a pounding in cars like the 200SX.It’s worth checking a car carefully for signs it has been used in motorsport. Check for holes in the bodywork that might have been used to mount a roll cage or fire extinguisher.Look also for aftermarket modifications. Many owners fit larger turbochargers, larger intercoolers, and revised electronics among many modifications available to boost the 200SX’s performance.Agile handling, four-wheel discs, and ABS make a formidable package for avoiding a crash, but if a crash is unavoidable secondary protection is provided by airbags.Richard Salib has done 45,000 km in the 2002 200SX he bought new. He praises its razor sharp steering, excellent handling, sweet gearbox, and powerful engine which has “plenty of torque from just above 2000 rpm”, but is critical of its ride which can be harsh, its rawness in terms of refinement, and its low seating position which can limit visibility. Mechanically it has been “rock solid”.Twelve months ago John Cusumano bought his “dream” car, a 2001 200SX Spec R that has done just 33,000 km. He loves the turbo performance without any lag, the handling and road holding, and the styling, but reckons they’re overpriced, and hard to handle in the wet, and he doesn’t like the noisy gearbox, and the loss of power in hot conditions. Like Richard’s car John’s has been very reliable.• aggressive styling more in keeping with performance image• tearaway turbo performance• strong mechanical package gives little trouble• noisy six-speed gearbox• harsh ride on rough roads• well balanced handling with good road holding• caution needed with aftermarket updates• avoid cars with clear motorsport usePound for pound there are few cars that can compete with the 200SX. Exhilarating performance and road holding at an affordable price.

Nissan’s 200SX sports coupe was an instant hit when it arrived here late in 1994, its no-holds barred performance overcoming criticism of its bland styling and no-frills interior. With the earliest examples of the 200SX now eight years old, it is entering mid-life as a used car, but with prices in the mid to high teens it represents great buying if you measure by the bang-for-bucks formula.Nissan has a long history of building great sports cars, its Fairlady 1600 and Sports 2000 two-seater roadsters finding a small but loyal following here in the 1960s.Although discerning sports car enthusiasts of the day rated them highly for their performance and build quality, our preference for things British back then meant they struggled to find a foothold in the local market which favoured sports cars like the MGB, Austin-Healey and Triumph.The 240Z changed all of that when it was launched in 1970. It was a stylish two-door coupe with a long bonnet and a stumpy tail, and went hard and fast with a seductive howl than can come only come from a straight six.It was a classic right out of the box, and the 200SX was something of a ’90s remake of the old classic, together with some up-to-date technology lifted from later Nissan sports cars like the awesome ‘Godzilla’ GTR.Like the 240Z it was also a two-door coupe with similar long nose, short tail proportions to the 240Z, but it copped plenty of criticism for its rather bland styling.Anyone who cared to look past the styling found a sports coupe with plenty of punch, one that could match more exotic sports cars costing two or three times the Nissan’s affordable sticker.MODEL WATCHAustralians had to wait five years before Nissan launched the 200SX here in 1994, but it was worth the wait. The 200SX was a barnstorming sports coupe that brought performance within the reach of the masses.With a turbocharged 2.0-litre four-cylinder engine pumping out 147 kW at 6400 revs and 265 Nm of torque at 4800 revs, the 200SX was fast and quickly established itself as the leader of the sports coupe pack which included others like the Mazda MX6, Honda Prelude, Ford Probe and Toyota Celica.There was a choice of transmissions, a smooth shifting five-speed manual was the pick for the sporting enthusiast while an electronically-controlled four-speed auto was available for those who preferred their shifting done for them.Drive was through the rear wheels and there was independent suspension front and rear, with Nissan’s multilink independent system at the rear helping put the power of the turbo four-cylinder engine down to the road efficiently.Disc brakes were employed on each corner, along with attractive 6.5 x 16-inch alloy wheels.When pressed the 1265 kg two-door coupe would stop the clocks at 6.8 seconds on the 100 km/h sprint, and rush through the standing 400 metres in around 15 seconds dead. Top speed of the manual was put at 235 km/h, the auto was marginally slower at 225 km/h.The interior was typically Japanese, sombre with dark cloth trim and hard plastics that was anything but exciting. There was seating for four, but those who were consigned to the rear seats found themselves rather cramped, while the front seat occupants enjoyed the comfort of supportive sports seats.Nissan launched three models of the 200SX, the Sports Limited, Sports and Sports Luxury.The price leading Sports Limited boasted a features list including air-conditioning, power windows and mirrors, and central locking. The mid-spec Sports also had a driver’s airbag, ABS brakes, rear spoiler, and the steering wheel and gearshift knob were trimmed in leather. Top of the range was the Sports Luxury, which came with the lot; front spoiler with driving lights, passenger side airbag, sunroof and a six-speaker CD sound system.With that sort of performance, and a relatively modest price tag when new of $42,500, the 200SX raced out of showrooms, and Nissan had a hit on its hands.Nissan answered its styling critics by unveiling a face-lift of the 200SX in 1996, which featured sharper lines and a more aggressive front-end look, with new tail lights while on the inside there was a new dash and some new carbon-fibre trim highlights.The S14 200SX was replaced by the all-new S15 in 2000, which brought a sharp all-new shape and a much more aggressive stance.IN THE SHOPAlthough the 200SX is generally a rugged and reliable car it’s important to have them checked out before you hand over your hard earned cash. Their appeal to sports-minded drivers means they may have been thrashed hard, and you could be buying someone else’s problem.They are prone to camshaft wear if they haven’t been regularly and properly serviced so check the service record. If it hasn’t got one, or it’s not complete, get an expert to go over it.Blown turbocharger gaskets are common, so looks for signs of exhaust gas leakage around the turbo. Also check around the turbo for oil leaks, and look for blue smoke, which is a telltale sign of a blown turbo.Early cars were marginal on clutches, but the rest of the driveline is troublefree.

Few cars polarise opinion like the Magna. It was Mitsubishi’s attempt to play the main game in the Australian market after making inroads with the smaller Sigma in the years after taking over Chrysler Australia. Major problems with the very first model unfortunately soured the name for many Australians, and have made it tough for Mitsubishi ever since.At the time the Magna was launched the Australian market was going through a period of change. It was widely thought that Australian families would abandon the traditional large six-cylinder family car, of the type built by Ford and Holden, and move to slightly smaller cars with four-cylinder engines.Mitsubishi anticipated this trend by upsizing its main model from the Sigma to the Magna, which would carry a family of five in comfort, with the economy of a four-cylinder engine.It was a formula that worked quite well, the Magna was well received, at least until the auto trans trouble struck and gave buyers the jitters.As history has shown the move away from the traditional large family cars wasn’t as strong as first thought, and the Magna has moved towards the Holden and Ford with a larger car and larger six-cylinder engines.MODEL WATCHThe Magna was greeted with great enthusiasm by the motoring press of the day who praised its roominess, smoothness, comfort and performance.It came in family-sized sedan and practical wagon versions, with a choice of equipment levels from basic Executive to GLX, SE, Elante and Elite.The styling was inoffensive, with solid lines that carved out a neat attractive profile in both sedan and wagon versions.Power for the base models was a carburettor-fed 2.6-litre single overhead camshaft four-cylinder engine with a balance shaft for smoothness. It put out a reasonable 83 kW at 5200 revs, and 195 Nm, which was enough to make progress smooth and unfussed if not breathtaking.There was also a fuel-injected version available which boasted 93 kW at 4800 revs and 205 Nm, along with much smoother drivability and fuel consumption.A four-speed auto was the transmission of choice on the Executive, but there was also a five-speed manual available on other models. Drive went through the front wheels.All models had power steering making life much less stressful, brakes were reassuring four wheel discs, suspension was conventional MacPherson Strut front which made ride and handling both comfortable and safe.Inside there was cloth trim, carpet, and radio-cassette sound, with remote fuel and boot releases.The top of the range Elite boasted air-conditioning, cruise control, central locking, power windows, alarm, and alloy wheels.IN THE SHOPIt has to be remembered that the TN is now fast approaching the end of its useful life on the road with many cars with odometer readings well into the 200,000 km range and beyond. With those mileages it’s normal that there will be increased breakdowns, with the likelihood they will occur more frequently in the future, so it’s important to approach a car as old as the TN with this in mind.The TN is generally a solid, reliable old car that would suit young or first time drivers, but it’s worth looking for one with low mileage that has been well serviced. That might be difficult because owners are typically not willing to spend money on them when their value is so low. For that reason they are often serviced or repaired by small time mechanics who are able to work to a limited budget.The Magna is perhaps best known for the problems with its automatic transmission that struck it down almost as soon as the TM, the TN’s predecessor, hit the road. It was a big blow to the reputation of the Magna that still lingers today, even though the problem was fixed fairly quickly.The auto trans problem was still causing headaches when the TN was launched. The housing would be worn away and in need of replacement, an expensive exercise at the time. The cars on sale today are unlikely to suffer the problem, and if they do replacement transmissions are not the same expensive items they were.The engine is generally reliable, but can suffer cracking of the block between the welch plugs. The head gaskets can leak, the timing chain can rattle, and if smoke can be seen trailing from the exhaust pipe, particularly on starting, the valve stem seals are probably shot.Mechanics experienced with the TN advise against buying a carburettor-fed engine, and strongly recommend the fuel-injection engine for its smoothness and reliability.Early Magnas can also suffer from electrical gremlins, often caused when wires break as the engine rocks back and forth under acceleration and braking.Rust is always a problem with old cars, and the TN is no exception. Look carefully at the bottoms of the doors where rust can often be found. Check for windscreen leaks that point to rust around the windscreen.OWNERS SAYSue Lobban bought her 1988 TN Magna Executive wagon 12 years ago with 60,000 km on the odo. It has no done 171,000 km and she’s wondering if she should update to a newer model or stick with what she regards as a comfortable, quiet, faithful old steed. Although she loves the Magna, and it is in quite good condition with a tidy interior, good paint, and no visible rust, she has in the past had rust repaired in the front doors, the windscreen leaks suggesting there’s rust there, the drive shafts have been replaced, same with the engine mounts and a noisy timing chain, the engine has had new rings and is now smoking on starting.Tony Pinkpank’s TN Magna GXL wagon has done well over 250,000 km. He says it’s very comfortable and reliable, but has had to replace the gearbox, which was noisy and leaking oil, and the valve stem seals.Nathan Dean’s 1988 TN Magna Elite sedan has racked up 307,000 km on its original engine and transmission, and he says there are no signs it will give up soon. Apart from maintenance items, nothing has gone wrong with the car, which he says runs like a gem, and still consistently knocking up 20,000 km per year.Andrew Curtis’s 1989 TN Magna manual has now done 310,000 very reliable kilometres. Apart from replacing an electronic sensor in the distributor, he has had to have the head shaved and a new head gasket fitted as the head warped at about 200,000 km. Rust is starting in the bottom of the doors.Byron Waring owned a 1988 TN Magna GLX manual from 1994 to 1998 before selling it with 220,000 km on the odometer. He says it was smooth, quiet and responsive to drive and gave little trouble. Magnas can suffer cooling system problems, but they are usually caused by poor maintenance such as failing to change the fan belt regularly to prevent breakage, which can lead to overheating and damage to the head, and using water instead of coolant when topping up the radiator.Peter Lausch sold his a 1988 TN Magna Elite wagon in 2003 after owning it for more than three years, and says it was nothing but trouble. He had to replace the cylinder head and welch plugs, the auto transmission, and three alternators, and gave up on the car when the head leaked for the second time.LOOK FOR• low mileage well maintained car• rust in doors and roof• smooth EFI engine a must• smooth, comfortable and quiet• cheap transport for young drivers on a tight budgetTHE BOTTOM LINESolid reliable and conformable first car for the beginner driver if it’s been well maintained by a caring owner.RATING50/100

Think Magna, think sturdy, but boring family hacks with little or no personality. That was certainly the way the mid-sized Mitsubishi was viewed back in the early 1990s when the TS appeared, but look past the pleasantly plain styling and you’ll find the TS is a reliable family car that represents good second-hand value for money.The transformation of the Magna from trouble-plagued family four-banger to a car capable of competing with the mainstream large Aussie family models began with the TR, and took a sizeable step forward with the mid-model TS facelift in 1994 when Mitsubishi made its smooth 3.0-litre fuel-injected V6 available in more of its models.Previously the Magna was a four-cylinder model trying to appeal to owners disenchanted with the cost of running their six-cylinder cars at a time when fuel prices were on the rise. At 2.6 litres the Mitsubishi engine was quite a large four and suffered from a lack of smoothness as a result, although it was reasonably torquey and would pull quite well.When the disenchantment with six-cylinder engines didn’t translate into a wholesale switch to fours as we became accustomed to the higher fuel prices Mitsubishi simply had to meet the market with a six.A V6 Magna is a smooth operator with safe and secure handling, even if it doesn’t have the neighbours rushing around for a look when you arrive home in your driveway.MODEL WATCHThe 1994 TS Magna was a facelift of the TR model introduced in 1991 and changed the way we thought about the Mitsubishi family car.Earlier Magnas had developed a reputation for trouble, to the extent that they had sullied the Magna badge, but the TR turned things around with a fresh, if conservative, shape, strong safe body shell and much improved reliability.The TS facelift built on the reputation established by the TR by adding new features such as ABS brakes and a driver’s airbag, and increased availability of the smooth 3.0-litre V6 engine.The Magna began life as a four-cylinder family sedan when there seemed a real chance our fuel supplies would dry up and the demand for fours would climb through the roof, but instead we learnt to live with higher fuel prices and the demand for sixes remained high. There was nothing Mitsubishi could do, but add a six to its family sedan and tackle Holden and Ford head on.This they did in the TR, and they enjoyed quite some success, even though the Magna was still regarded by most as a four-cylinder car that wasn’t quite in the big boys league.New to the range in TS was the SE V6 in sedan and wagon versions, which expanded the availability of the smooth six to six models.There was little to distinguish the TS from its predecessor. The easiest way to pick them from the outside is by the split grille, which was coloured either grey or silver depending on the model, and there was a new garnish mould on the rear, new wheel covers and new alloy wheels. Inside the TS boasted new cloth trim and a new cover on the centre console.On the mechanical front Mitsubishi made some welcome improvements to the engines and automatic gearbox. New high swirl combustion chambers, pistons and ports improved the drivability and response of the 2.6-litre four, although it had little impact on its performance and economy. The smooth and willing fuel-injected 3.0-litre V6 was unchanged.Revisions to the computer controlling the shifting of the four-speed auto trans, which reduced the torque during shifts instead of shifting at full torque reduced shift bump and made for a much smoother drive.Some minor retuning also took place on the suspension with new bushes for a more comfortable ride over smaller bumps.Demand for increased safety forced Mitsubishi to adopt ABS brakes and driver’s side airbag, which were both introduced as options available with the V6 engine.IN THE SHOPThe TS Magna is robust and has survived the ravages of time and distance well. The body is sturdy and remains tight. Few rattles and squeaks seem to develop over the years.Both four and six-cylinder engines are reliable and give little trouble. As they get on in miles it’s worth replacing the cam belt, at around 100,000 km to be safe, and they will probably develop oil leaks from the cam cover and front cover.Unlike the earlier Magnas the auto trans in the TS is very reliable and gives little trouble.Cars equipped with autos can have problems with the idle speed stepper motor, which is designed to raise the engine’s idle speed when ‘Drive’ is selected.LOOK FOR• solid body stands the test of time.• plain styling gives it a granddad image• torquey fuel-injected four is economical choice• smooth V6 is a willing performer• safe and secure handling

The current focus on petrol prices is apparently causing a fundamental shift in buying habits. If the latest new car sales figures are to be believed there is a significant trend towards smaller more fuel-efficient cars.That being the case there is no reason to believe there won’t be a similar shift in the buying pattern of used car buyers and cars like Mitsubishi’s proven Lancer could well be one of those used cars buyers turn to.The Lancer has been a popular small car for many years. The Lancer badge dates back to the 1970s when it was part of the then Chrysler family, but in the years that have followed it has become a well respected Mitsubishi name representing quality, reliability, affordability and style.Added to that a long history of success in rallying would have helped build its reputation considerably as well.Mitsubishi has maintained a steady as she goes policy with the Lancer, and why not when they’ve got a winner in their showrooms.The current car can be traced back to the late 1980s, although that shouldn’t suggest that it is mired in the past. The Lancer is a great little car that holds its own in the toughly contested small car sales race.Compared to other current small cars the Lancer isn’t the most stylish. In an era in which stylists are going for the carved from stone look with crisp edges and sharply defined shapes the soft and cuddly Lancer looks a little like it’s been styled for an older more conservative buyer.The problem with styling though is that it comes into fashion fast and can drop out of fashion just as quickly, and the jury is out on the current trend. The Lancer on the other hand, while making you feel like throwing on a cardigan, has stood the test of time quite well and still looks appealing even if it feels a bit like an old sock now.There were three body styles on offer in the Lancer catalogue, the four-door sedan, wagon and two-door coupe. If the sedan and wagon finds favour with young families, older couples, or those wanting a second car, the coupe is the one that younger buyers prefer.The GLi opened the range in sedan and coupe form, and came standard with power steering, cloth trim, full wheel trims, and a fairly basic two-speaker sound system.For more there was the GLXi sedan and wagon that came with central locking, power mirrors and four-speaker sound.If you wanted more in a coupe there was the sporty MR, which was standard with alloy wheels, side body skirts, fog lamps, power windows and a rear spoiler.In the GLi the power initially came from a 1.5-litre single overhead camshaft fuel-injected four-cylinder engine that pumped out 69 kW at 550 revs and 126 Nm of torque, but buyers of the GLXi and MR had the extra punch of a 1.8-litre SOHC engine that boasted 86 kW at 5500 revs and peak torque of 161 Nm.An update in 1999 saw the 1.8-litre engine replace the 1.5-litre unit in the GLi sedan and coupe.Both had the choice of a five-speed manual gearbox or four-speed auto and drove through the front wheels.The Lancer has an enviable reputation for reliability. Mechanics who regularly work on them say they give little trouble, although they stress that it’s important to change the cam timing belt as per Mitsubishi’s recommendation of 90,000 km.Generally the Lancer is a strong little car that stands up well in crash testing, making it a safe choice for young drivers.If there’s a down side it is that they’re noisy. Expect a lot of road and engine noise, which can trick you into thinking something is wrong. Again experienced mechanics say it’s not unusual for owners to think they’ve done a wheel bearing when it’s only road noise they’re hearing.It’s simply that car companies tend not to spend much money on sound proofing of small cars and in most that means there’s a lot of road noise.The Lancer was rated about average in the latest annual survey of real life crashes. Crash protection improved with the addition of a driver’s airbag in the GLi and GLXi in 2001, the MR coupe got dual airbags at the same time.Louise Ryan bought her Lancer GLi coupe in 2004. She liked its looks, thought its performance was good, and preferred the idea of buying a new car rather than the risk of purchasing a used car. In the 11,000 km she has now done in it there have no problems and she’s happy enough with it to consider buying another one. Her only complaint is that there is little room in the rear when she needs to carry passengers.• four-cylinder fuel economy• middle of the road styling that will last• sporty coupe favourite of young buyers• zippy performance• reliable engines and gearboxes• high level of road noiseA good reliable small car that will give good service with a good turn of speed with miserly fuel consumption.

There was a joke in the early 90s that if you removed the badges from the new cars in showrooms at the time no one could tell one from another the styling was so similar across the makes. The jibe was aimed primarily at Japanese carmakers that, it seemed, were working to a common styling formula when designing their cars.The cars, the critics cried in unison, all looked as if they came from an upturned jelly mould with their rounded lines and generous curves, but anyone who cared to look under the skin would have found some of the most competent cars ever to roll out of an Australian showroom.The HJ Mitsubishi Galant is a case in point. Its styling is inoffensive, even attractive in some eyes, but it could just as easily have had Ford, Mazda, Nissan, Honda or Toyota badges. Only the trained eye could tell one from another.While the critics bemoaned the direction of styling at the time, owners of the Galant loved them. They were well equipped, well built, comfortable, smooth, and zippy. All of which makes them a car worth considering now as a second car for the family, or a safe and secure first car for the young driver.MODEL WATCHThe mid-sized five-door HJ Galant arrived here in 1993. It was primarily aimed at empty nesters wanting to downsize once the kids had seen the light and found the door, and so-called dinks, the couples who’d dedicated their lives to their careers and hadn’t found the time or desire to procreate.The Galant was a neat solution, roomy enough to carry two adults on a regular basis, or four when the need arose, and the rear hatch made it a flexible load carrier when heading home from the supermarket or away to the mountains on the weekend.There were two engines on offer, both 2.0-litre in capacity. The base engine, a 2.0-litre overhead cam fuel-injected four was carried over from the previous model, but boasted improvements to the cylinder head that boosted its power and torque output. Peak power was 90 kW at 6000 revs and top torque was 170 Nm at 4250 revs.The brand new optional V6, also 2.0 litres in capacity, boasted four valves per cylinder and a variable length intake system that contributed to its 110 kW power output at 6750 revs and it max torque of 179 Nm at 4000 revs.On the road both engines had zippy performance and admirable fuel economy, although the four was rather harsh in comparison to the silky smooth V6. In performance terms there was very little between the two, which made the choice of the more expensive V6 a difficult one at the time, although it did have slightly better off-line zip than the four.Both had a choice of five-speed manual gearbox and a four-speed auto, both of which were new. The manual was a smooth shifting unit with nicely spaced ratios, and the auto was well matched to the engine. Drive was through the front wheels.When pressed the V6 auto would race to 100 km/h in 11.3 seconds, the slush-backed four in 11.6s. The times for the standing 400-metre dash were 18.0s and 18.3s respectively.Under the smooth skin lay wishbone suspension, new to the model, and endowed the Galant with safe, predictable understeer, a blessing for all but enthusiast drivers wanting a more thrilling ride.Inside the seats were quite comfortable and supportive, and the controls well laid-out.Standard equipment on the four included adjustable steering column, power windows and mirrors, central locking, cruise control, air-conditioning, power steering, and a reasonable sound system, although the lack of a CD player means it’s outdated today. The six also had alloy wheels, a smart body kit, sports seats, and leather wrapped steering wheel.ABS was standard on the V6 but not available on the four, and sadly there were no airbags on offer on either.The four-cylinder model was dropped in 1994, but the V6 carried on until 1996 before the Galant badge disappeared from Mitsubishi showrooms.IN THE SHOPLike all modern cars it’s important to check for a service record, to verify the odometer reading and to confirm a regular service schedule. Regular servicing is a reliable pointer to a caring owner.Mitsubishi recommend the cam-timing belt be changed at 100,000 km intervals so check to make sure that’s been done. If not you should ensure it’s done as soon as you buy the car, or make it a part of the purchase deal.Mechanically there are no glaring concerns reported with the Galant, the engines and gearboxes are generally robust and reliable.Check body for bumps and scrapes from traffic or parking mishaps, but the Galant body stands the test of time well. Doors close sweetly even after a decade on the road, but be careful to check the rear hatch to see that it opens and closes smoothly. Be suspicious of one that doesn’t, and look further for evidence of rear body damage.Inside the trim stands up well, the seat fabrics show little wear on the high wear surfaces, and the plastic bits and pieces don’t appear prone to damage from the sun.OWNER’S SAYJohn Bugge followed his policy of buying two or three year old used cars with no more than 40,000 km on the odometer when he bought his 1993 Galant V6 eight years ago.It has now done 150,000 km and has needed no time in the workshop apart from regular servicing, which Bugge has done with an almost religious fervour. The cam-timing belt was changed just before the 100,000 km recommended changeover. It is garaged and kept in pristine condition by an obviously proud owner.Bugge was attracted to the Galant’s combination of styling, roominess for the two adults it had to accommodate, equipment level, and performance. He says it is the best car he has ever owned and would readily have another.LOOK FOR:• Inconspicuous styling• good build quality• roomy interior with flexibility of hatch• reliable engines and transmissions• Comfortable ride and secure handling