Articles by Graham Smith

Competition is a healthy thing. As individuals it forces us to strive to do better, and in the automotive world it drives the pace of development. The first motor race was staged the moment the second car was invented. Its creator wanted to show that his was better than the car his rival had built. His objective was to demonstrate to potential buyers that his was the car to buy.Motor sport was thus begun and it’s been responsible for some of the best and most exciting cars we’ve been offered ever since.In the 1980s we had a rush of models spun off rally cars competing in the world championship. Among them was the Mitsubishi Galant VR4, a car that sprang from the successful rally car that won the 1990 Australian Rally Championship among many other accolades.MODEL WATCHThe VR4 looked like most other four-door Galants Mitsubishi was making at the time, unless of course your eyes were tuned to spot the clues that made it stand out from the Galant crowd.In the case of the VR4 the things that separated it from its cooking-class cousins were alloy wheels, bigger bumpers, a boot-mounted spoiler and the distinctive badges.It was under the skin that the most significant changes were made to transform the four-door family sedan into a slingshot capable of winning the world rally championship.For starters there was a turbocharged 2.0-litre double overhead camshaft four-cylinder engine that put out 148 kW at 6000 revs and 279 Nm at 3000 revs and drove all four wheels through a five-speed gearbox and a centre differential.The centre diff combined a mechanical limited-slip diff with a viscous coupling. Under normal conditions the mechanical coupling split the torque equally between the front and rear wheels, but if there was any slip the viscous coupling directed the torque away from the wheels that were spinning towards those with the most grip. It was a recipe for ensuring optimum traction was always available.The VR4’s front suspension was fairly conventional MacPherson Strut with an anti-roll bar, but the rear suspension was rather radical. Mitsubishi described it as a double wishbone arrangement, but it was a little more complex than that, with upper and lower links with semi-trailing arms and linkages that provided a small amount of passive rear steering.The real rear-wheel steering was controlled hydraulically from the front steering pump with a control valve activating a ram that moved the toe-link in the rear suspension. It was designed to operate only over 50 km/h and never in reverse.Rear steering was not used to improve maneuverability in tight parking situations, but to improve high speed stability when changing lanes or swerving away from danger.On the road the VR4 was highly praised for its balance and grip under all sorts of conditions and road surfaces. It had a poise that allowed it to swallow twisting strips of black top or dirt without ever losing its composure.Given its head in a straight line, not its best suite, the 1170 kg VR4 required just over seven seconds to reach 100 km/h; the standing 400-metre dash required 15 seconds.The VR4 came well equipped, as you would expect. It had standard air-conditioning, a leather steering wheel and cruise control.IN THE SHOPThe VR4 was a high performance car that encouraged its drivers to explore its impressive limits so check today’s used examples very thoroughly. It’s wise to have an expert go over them to see what’s what under the modest skin.Many were also modified in the search for even more performance so it’s crucial that any modifications are checked to make sure they are sound, haven’t damaged the car, and are legal.While the VR4 is generally quite sound and gives little trouble if looked after, not thrashed and well serviced there are a couple of things that can go wrong.Exhaust manifolds are known to crack. It seems to happen at around the 150,000 km mark so check the manifold carefully for any sign of cracking that might need to be repaired.It also pays to keep a close eye on the oil level, as oil consumption can be higher than expected.Front drive shafts are worth checking for wear.Clutches aren’t a big problem, but they seem to have a life of around 150,000 km, maybe less if it has been abused.IN A CRASHFour-wheel drive, antiskid ABS brakes, independent suspension at both ends and four-wheel steering. What more could you want in a primary safety package?The VR4 was armed with everything you could wish for when trying to avoid a crash so top marks to the hot Mitsubishi.It’s not such a rosy picture on the secondary safety level as there were no airbags. Airbags were yet to arrive in anything, but the most prestigious models in 1989.OWNERS SAYAfter experiencing the V8 grunt of a Falcon XR8 Adam Davis wanted something a bit more technically advanced. The four-wheel drive turbocharged VR4 was the perfect answer and after some careful research he settled on an unmolested low kay 1992 model with a full service history. It’s now done 145,000 km and has been utterly reliable. He advises anyone to follow the same guidelines in buying a car with low kilometres, one that hasn’t been thrashed and has a full service history.LOOK FOR• Awesome grip on all surfaces• Thrill-a-minute motoring• Signs of a thrashing• Unobtrusive looks make it a sleeper• Usual bump and grind from years on the roadTHE BOTTOM LINEIn its day the VR4 was an awesome performer, but age now warrants caution before buying.RATING68/100

Mention the name MG and an image of a rakish sports car racing down a winding country road, windscreen folded forward, its driver’s hair blowing in the wind comes instantly to mind. The British brand is synonymous with sports cars, it’s the first car you think of when sports cars are talked about, so it was a sad day when the revered old badge was put down in the early 1980s.Equally it was an exciting day when Rover unveiled a new MG sports car at Geneva in 1995. It took another two years before the MGF arrived in Australia, but it was a time of great celebration by MG enthusiasts, coming 24 years after the last MG sports car was sold here.Despite the absence the love of MGs barely waned over the years. Thousands of enthusiasts and more than 20 MG-dedicated car clubs ensured the memory of the great sports car brand would live on. The return of the octagonal badge gave them cause for celebration, and the MGF didn’t disappoint.Thankfully the ‘F’ wasn’t a stuffy remake of the past aimed at crusty old buffers who remain locked in the 1930s, it was a thoroughly modern design that brought the MG brand right up to date.It had to be because the sports car market was several degrees hotter than it was when the last MG sports car left the production line back in 1982. While MG was lying dormant Mazda, BMW, Mercedes and Honda had rediscovered the joys of topdown sports motoring and had developed new models. By the time MG returned to showrooms around the world buyers had plenty of choice.MODEL WATCHThe pretty ‘F’ was a major departure from MG tradition with its engine located amidships, just behind the cockpit, for optimum 45-55 per cent front-rear weight distribution and brilliant handling. Put simply the MGF was a great driver’s car.Double wishbone independent suspension was featured at each end, along with anti-roll bars and Hydragas spring/damper units as well as a conventional strut. The Hydragas suspension was a development of the old Hydrolastic suspension used on Minis back in the 1960s. It’s a system that links the front and rear suspension units to better control the ride.Steering was by rack-and-pinion and there was an electric power steering option available that was both positive in feel and linear in response.Braking was by discs on all corners, ventilated at the front and solid at the rear, with the assistance of ABS antilock electronics.MG offered a choice of engines. The entry model was powered by a 1.8-litre double overhead camshaft fuel-injected four -cylinder that produced a respectable 90 kW at 5500 revs and 166 Nm at 3000 revs. That was enough to have the ‘F’ accelerating from rest to 100 km/h in a little over nine seconds and on to a top speed of better than 190 km/h.For more zip there was the VVC engine. The VVC was Rover’s Variable Valve Control engine, a 1.8-litre double overhead cam fuel-injected four, but with variable valve timing which altered the inlet valve opening and closing periods to deliver optimum performance, economy and emissions over a broad range of operating conditions.The VVC engine produced a power peak of 107 kW and maximum torque of 173 Nm at 4500 revs, and was redlined at 7300 revs. That was sufficient to power the ‘F’ to 100 km/h in 7.7 seconds, and a top speed of 210 km/h.Initially there was just one transmission on offer, a five-speed manual, but in 2001 there was also the choice of a sports-shift five-speed auto on the regular ‘F’.The interior was roomy and comfortable with a number of small compartments to store most necessities, while the boot was roomy enough to carry a reasonable amount of luggage.The roof was manually operated, but was easy to raise and lower. The rear window was plastic which meant it was prone to discolouration over time, particularly if not looked after.Standard features included dual airbags, power windows, central locking, engine immobiliser and sound system. Options were air-conditioning, CD player and a hard top.Upgraded models were introduced late in 2000. The ‘F’ roadster got more equipment, including a tilt steering column and a CD player, and there was a five-speed sports-shift auto available. The VVC model was also upgraded with standard air-con, tilt column, and CD sound.IN THE SHOPBuild quality has been an issue with all British cars since those dark days of the 1970s when it was a very real concern. Today it’s less of an issue, but is still something to consider as British-built cars are generally not up to the build quality coming from carmakers in other countries.The MGF does have some issues of build quality, but they mainly concern interior trim, which doesn’t stand up over time. Wood grain panels that come adrift, plastic surrounds that fall off, switches that come loose are very visible turnoffs in an otherwise good car.Lack of an adjustable steering column and a rather high seating position makes it a little cramped for tall drivers, and the heater box in the passenger side footwell is an unwelcome intrusion on leg room.Always be careful when checking a soft-top sports car or convertible to see how the roof and interior have been treated. One ‘F’ recently inspected had a foul smell inside, the result of being allowed to get wet with the roof down. The roof was mouldy, the dash stained, the carpets smelly and in need of replacement. In this case the interior needed to be thoroughly cleaned.A little time is needed to become acquainted with the F’s sharp response. Unlike most front-engine cars, it really is quite well balanced which can be unnerving if you’re not used to it, but once you become accustomed to the handling you’ll find it to be brilliant.On top of that the ride is really comfortable, mostly because the weight over the front wheels is much less than it would be if the engine was located in the front, and that means the suspension can be more compliant.OWNERS SAYAlan Mackew has owned his 1997 MGF VVC for nearly four years. It has now done 110,000 km and he has found it to be totally reliable requiring only routine maintenance and a water pump at 105,000 km. The VVC engine spins freely to the red line and the ride and handling is excellent with a very supple ride provided by the fluid suspension. He says the only real weakness of the car is that if the coolant is not properly changed by someone who knows what they are doing there is a high probability that an airlock will be created in the cooling system resulting in a blown cylinder-head gasket.Jane Attard bought an MGF after considering a Toyota MR2 and a Mazda MX5. The MGF offered the boot space, smooth ride and the style that she preferred. The MX5 felt like a 1960’s Sprite, full of shakes and high pitched engine noise, whereas the MG is exceptionally smooth and solid. She liked the MX5’s short throw gear shift, but found the rest of the car ordinary. The MG has a signature racing style petrol cap that’s been copied by many since it came out. It also has a mohair hood whereas the other cars had vinyl. The MR2 had too many grey plastic external panels and no boot space. The MG had many standard features that were extra on the other cars, such as door sill tread plates and embroidered quality mats. Jane also discovered how safe the MGF is when a crash finished her ’99 MGF off; once the door was forced open she emerged unhurt. Again she shopped for a sports car, looking at the MX5, MR2, the Alfa, BMW Z3 and again bought an MGF. Her new MGF steptronic came with even more features such as leather seat bolsters as standard. Full leather option, including the console and bins, was a factory option whereas on the MX5 and MR2 the factory seats would be stripped by a local tradesman and recovered in leather. There was also a factory full tonneau like the old sport cars had, which is not available for other modern convertibles. The MG also has the bonus of a heritage that a Mazda and Toyota can never have and that you don’t see an MGF on every street is a big plus. For Jane, the MG is the winner.LOOK FOR• great ride and handling• zippy VVC engine• roomy interior with generous luggage space• poor build quality• MG heritage

The MGB was greeted with great excitement when it arrived here in 1963. It was the latest in a long line of sports cars from the British carmaker that had come to define the very essence of what a sports car should be, but the B also caused a sensation because it was such a shift away from MG tradition.When earlier MGs were stripped down to the bare minimum, had a bone jarring ride that threatened to shake the fillings from your teeth, the B was as smooth as silk. MG traditionalists were aghast at this newcomer they regarded as soft and for sissies.MODEL WATCHThe B had indeed departed from MG tradition, but the result was a smooth and sophisticated sports car for its time.Gone was the separate chassis used on previous models, the B was MG’s first unitary construction car, and that resulted in a much stiffer car with more predictable and precise handling.It was also pretty, with classical long nose and stubby tail proportions, and clean uncluttered lines, although critics at the time had problems coming to terms with the fins that had grown from the rear guards.The mechanical package was simple. The engine was a BMC B-series four-cylinder engine of 1.8 litres capacity. It was a long stroke unit with pushrod actuated overhead valves and was fed by twin SU carburettors.On full song the B put out 71 kW of power at 5500 revs, and 145 Nm of torque at 3500 revs, enough to push the 920 kg roadster to 97 km/h in 11.3 seconds, and through the standing 400-metre sprint in 18.2 seconds. When pushed to the limit it would reach 170 km/h.The numbers rightly suggest the B was no fire-breathing monster; nevertheless it was quite spirited for its day.When first released the transmission was a four-speed manual with synchromesh on the top three gears, and a precise gearshift.Underneath, the B had independent front suspension with coil springs and lever type hydraulic shock absorbers, while at the rear it had a live axle slung from semi-elliptic leaf springs and lever type shocks.The B’s brakes were quite good for the time, with solid discs at the front and drums at the rear.Rack and pinion steering was direct, but precise and with quite good feel.Wire wheels, 14 x 4.5 inches, finished off the picture of a classic sports car and the tyres were radials. In standard form the wheels were painted silver, but for an extra dash of gloss they could be bright chrome plated.Inside, the B was quite roomy by sports car standards. It had a broad cockpit with a pair of black trimmed sports buckets either side of the centre tunnel. Carpets covered the floor; there was a black thin-rimmed wire-spoked steering wheel and a full complement of Smiths black-faced gauges.A smoother engine, with five main bearings instead of three, was launched in 1965, and an electrically operated overdrive gearbox followed in 1968.Later in 1968 BMC released the Mk II B, which then boasted an all-synchromesh gearbox as the main change.The final act came in 1970 when the B was replaced by the restyled L, which ran through to 1972 when the then British Leyland ceased local production. The B continued in production in England until the 1980s when it was finally put to rest.A number of these later cars, generally referred to as rubber bumper cars because of their American low speed crash bumpers, have been imported over the years, but don’t have the same appeal as the original chrome bumper cars built here.IN THE SHOPThe simplicity of the B makes it perfect for a restoration project, the sort that bonds a father and son, but beware of restoration costs because they often blow out of control to the point they can exceed by many times the price of buying a car already restored.Rust is the main problem with the B, as it is with any car that’s 40 years or more old. Look for rust in the sills, the floors, around the battery boxes behind the seats, in the front guards, boot floor and in the scuttle.Rust repairs really require expert skills and shouldn’t be tackled at home unless you have the experience to do them properly.It’s best to search for a car that has minimal rust, even if the mechanicals are worn out because it’s much easier to rebuild the engine, gearbox, suspension, steering and brakes at home than it is to cut out rust.The good news is that parts are readily available from specialists, and they don’t cost an arm and a leg by classic standards.The B is also a good base on which to develop and improve. There’s plenty of specialist knowledge available on what to do to improve the performance, and handling, like fitting telescopic shocks absorbers in place of the old level type.OWNERS’ VIEWSJim Bradley was attracted to the MGB when as a young man he saw one zipping around his hometown of Woodend. Later, as an 18-year-old he bought a three main bearing '64 model, which he says caused him nothing but trouble, but looked charming and he missed driving it after it was sold. Ten years later he restored his father’s B, which was in a very poor state. He enjoys the characteristic engine note, reasonable performance and handling.LOOK FOR• good looking classic sports car• solid unibody construction• modest performance by today’s standards• good brakes• avoid rusty resto rockets• ready supply of replacement parts at reasonable cost• affordable fun classic• great club sceneVERDICTSmooth driving and affordable classic British sports car that won’t send you broke if it breaks. Good club scene offers plenty of fun social motoring.RATING75/100

From the moment the Mazda MX5 was launched there were calls for more power, calls that were finally answered in 2002 when the locally developed turbocharged SP went on sale. The MX5’s chassis always seemed as though it could handle more grunt, and the engine appeared capable of being fitted with a turbocharger, so it seemed inevitable that it would eventually be turbocharged.Mazda itself had no plans to turbocharge their sweet little roadster, so it was left to Mazda Australia and its veteran motorsport manager Allan Horsley to see the project through to realityAlthough the SP project was a Mazda Australia initiative it only happened once approval came down from Mazda headquarters.MODEL WATCHThe Mazda MX5 has been one of the great motoring success stories of the last 20 years. It was the car that made owning and driving open top cars socially acceptable again after many years in which they were shunned. It was the car that made motoring fun again.If there was a criticism of the MX5 it was that it lacked power. Not everyone was of the view it should have more grunt, the original 1.6-litre engine was plenty for most owners, but those with more of a motorsport bent wanted more power to exploit the little roadster’s very competent chassis.Mazda first responded by increasing the size of the engine to 1.8-litre, and then refined it with sequential valve timing, but some owners wanted still more.Finally that came early in 2002 when Mazda delivered the first of 100 SP models developed and built right here in Australia.Allan Horsley led the development of the car, but it was built by Prodrive in Melbourne, the company that builds FPV performance Fords in partnership with Ford.The heart of the SP was its turbocharged engine. Mazda took the MX5’s 1.8-litre double overhead camshaft four-cylinder engine and added a turbocharger to boost power by 44 kW and torque by 108 Nm.Boost pressure was set at a conservative 7.5-8.0 psi (0.54 bar) in the interests of engine durability, but peak output still surged to 157 kW at 6800 revs and 289 Nm at 4600 revs.It was enough to have the little two-seater racing to 100 km/h in six seconds, impressive given the standard car required 8.5 secs for the same journey.An air-to-water intercooler was employed to help get the incoming charge to the engine, a big-bore exhaust carried the spent gases away after they were expelled from the engine, larger radiator was installed to handle the extra heat the turbo engine generated and higher flow injectors were used to deliver the fuel the engine needed.Other features of the SP included anti-skid ABS brakes, 16-inch alloys, remote central locking, power windows, CD player, dual airbags, along with special touches like a polished alloy fuel filler cap, gearshift knob, door scuff plates, air vent surrounds, and special SP badges.IN THE SHOPThe main thing to look for when inspecting a Mazda MX5 SP is evidence of competition. Hard driving isn’t necessarily harmful if the car has been well serviced, but if it hasn’t been serviced competition can be detrimental to a car’s health.Look for holes that have been drilled in the body work for things like a roll bar, fire extinguisher, and other equipment under the bonnet.It’s best to reject a car that has clearly had a hard life, but don’t be so concerned about one that has been used for the occasional club event.It’s highly likely that most SPs will have been owned by members of the MX5 club so talk to members about them to ascertain their history before handing over your cash.Lift the oil filler cap and take a look inside the valve covers for sludge, which might suggest a lack of servicing. Turbo engines need more regular oil changes so be suspicious of a car that has sludge in the engine.Inspect brakes for disc wear to avoid the potential cost of replacement, also check tyres for wear as they tend to use them up.Keep an eye on the exhaust while driving looking for any smoke from the engine.IN A CRASHSafety in the MX5 is all about handling and braking. Its agile chassis and responsive steering, along with powerful antiskid disc brakes are a potent recipe when it comes to avoiding collisions.Add to that dual front airbags for that moment a collision becomes unavoidable and you have a strong safety story.OWNER’S VIEWSRob Spargo is a committee member of the Mazda MX5 Club of Victoria and owns SP number 82, bought in 2002 after convincing his wife, an MX5 owner herself, that it would be an investment much like the Falcon GT HO Phase III. It has now done over 83,000 Km and has had a couple of exhaust brackets replaced after they broke, the intercooler piping had to be realigned to correct a build problem, and the power steering pump and blow-off valve have been replaced. Rob says that it is just brilliant as a daily driver and fun machine.LOOK FOR• agile sports car handling• high performance from turbo engine• potential for increase in vale as a classic• be wary of cars used in competition• check history of use• ensure it has been regularly servicedTHE BOTTOM LINEThe MX5 was finally given the power to match the chassis and a great sports car was the result. Good potential for value to increase in the future as it becomes recognised as a classic.RATING75/100

When most of us think of sports cars the image of a small, light, two-seater high on performance, but with few creature comforts, usually springs to mind. The image is a very British one, which can be explained by the predominance of British sports cars in the 1950s and 1960s when sports cars were a popular mode of transport.Anyone who cared, or dared, to look beyond the British brands, like MG, Austin-Healey or Triumph, would have found many other brands building distinctly different sports cars. Brands like Porsche and Mercedes-Benz were taking quite a different path with their cars, which didn’t fit the familiar British mould.Mercedes in particular was building sports cars on a much grander scale. Where British companies achieved levels of performance by using small mildly tuned engines in lightweight chassis, the Germans typically used bigger, more powerful engines in bigger cars.It was the same when the new wave of sports cars arrived in the late 1990s. The British sports cars were mostly confined to history by then, although MG enjoyed a resurgence and followed the old power-to-weight tradition by building a small light car with a tuned engine.Mazda mostly followed British tradition with the MX5, a small light car with a nimble chassis and a modestly tuned engine, while Mercedes followed its traditional path with the SLK, which was more sophisticated with lots of creature comforts to make the sports car experience a more enjoyable one for those not necessarily hooked on old time sports cars.MODEL WATCHThere was plenty of choice when Mercedes launched the SLK in 1997. Mazda had made sports cars popular once again and by 1997 there was a plethora of models on offer from a number of companies.No matter what your budget you could find a slinky drop top to suit your wants and desires.At $98,500 the SLK slotted into the middle segment of the market. It wasn’t cheap, but it wasn’t the most expensive sports car on the market either.Typically Mercedes the SLK came packed with the latest technology. It had a clever steel roof that folded out of sight into the boot when you wanted to soak up the sun, but provided all of the security and comfort of a coupe when raised.It was the best of both worlds and the forerunner of many more models that would follow in the years after the SLK’s arrival.The only downside to the roof was that it slashed the available boot space once it was lowered. It was best to travel lightly if you were touring in an SLK.Chunky was the best word to describe the SLK with its wedge shape and large flanks, but it was attractive whichever way you looked at it.It was a little cramped inside, but it was stylish. The seats were typically ’Benz, flat and broad, which meant most people would fit in them, but they didn’t provide the best of support in the sports car tradition.The trim was a dashing blend of bright colours, leather of course, and there was a touch of nostalgia with the classical instruments and retro alloy touches on the centre console.At first there was just the one engine option available. It was a supercharged 2.3-litre double overhead camshaft four-cylinder unit that pumped out 142 kW at 5300 revs and 280 Nm at 2500 revs.When stirred into action the SLK230 was capable of accelerating from rest to 100 km/h in 7.6 seconds.As with the engine there was only one choice when it came to transmissions, and it was a five-speed auto. True, it could be shifted manually when you wanted to up the fun stakes, but it wasn’t in the class of the Porsche Tiptronic, and a long way short of a real manual ’box.Underneath lay independent suspension front and rear, four wheel discs with ABS, traction control and power steering.Inside there was standard air-conditioning, power windows, the roof was powered, remote central locking, immobiliser, and dual airbags.On the road the SLK behaved well. It handled nicely, rode comfortably, braked with assurance, but was geared more to highway driving than spirited driving down a winding country lane.A few months after the initial launch Mercedes offered a slightly cheaper SLK200 model with a 100 kW unblown 2.0-litre engine in place of the supercharged 2.3-litre unit.IN THE SHOPMercedes-Benz cars generally stand the test of time well, and with around 100,000 km on average on the odometer the SLK models are still in their prime when it comes to service.When checking one with the thought of purchase check for a service record because it’s better to buy one that has been cared for by a ’Benz dealer or at least an acknowledged specialist than one that hasn’t been serviced properly.Have it checked by a specialist who knows the make and model.Unlike some other sports cars the SLK is unlikely to be used in motor sport so they’re not normally abused.OWNERS SAYJanice Hyndman has travelled 54,000 km in her SLK230 and loves driving it, particularly on a sunny day when she can lower the roof. She loves the uncluttered, classical style, says it has sufficient power, and the boot is roomy enough for her needs. While she says it’s comfortable for her, her husband finds it a little cramped, particularly in the foot wells. Apart from a window winder motor that required replacing Janice says her SLK has been very reliable.LOOK FOR• Classical styling• great folding steel roof• comfortable ride• secure handling• good performanceTHE BOTTOM LINEGood looking drop top that makes a perfect cruiser on a sunny day.RATING90/100

In a world in which it is becoming increasingly difficult to enjoy driving cars the Mazda MX5 stands out as a beacon of old fashioned fun. Mazda’s little sports car isn’t the most expensive, it isn’t the most powerful, and it certainly isn’t the fastest car on the road, but it has to be the most fun of any currently putting rubber to road. It’s one of those cars that can be enjoyed even while parked at the kerb, a car that puts a smile on your face the moment you see it.The MX5 is a thoroughly modern car, but at the same time it’s a blast from the past, built to the time proven formula that produced some of the great old sports cars. It’s a beguiling blend of cute looks, light weight, an agile chassis and adequate power at an affordable price.Mazda launched the original MX5 in 1989 and gave the sports car a place in the world of modern motoring. Before the MX5 sports cars had virtually disappeared from our roads, it was only the very well heeled who could afford Ferraris and Porsches and the like. Sports car motoring had become the pastime of the rich and famous.The MX5 changed all of that.MODEL WATCHThe MX5 was an instant hit when it arrived in showrooms in 1989. It was snapped up by sports car fans that’d been deprived of their fun for almost 20 years since the last MGB left Leyland’s Sydney production line in the early 1970s. The MX5 was very much the spiritual successor of the old MG.Once the euphoria had died down, however, some found fault with the MX5’s modest performance and rather rubbery chassis. Simply, while they loved the MX5 they wanted more.It was inevitable that the MX5 would evolve as Mazda strove to meet the demands of the market, and ward off the growing number of rivals that were spawned on the back of its runaway success.The MX5’s evolution continued with the 1998 update, which is instantly recognised by its new face.While it looked like its predecessor there was a number of detailed changes that set it apart. It had fixed headlamps in place of the pop-up units that were part of the original model, the gaping mouth was reshaped according to Mazda’s corporate look at the time, the front and rear guards were given new lines that gave the MX5 a tougher look overall.The same 1.8-litre double overhead cam four-cylinder engine could be found under the bonnet, but it was then producing 106 kW at 6500 revs and 165 Nm at 4500 revs to boost the performance of the 1026 kg two-seater roadster.Variable valve timing further boosted power and torque to 113 kW and 181 Nm in October 2000.A locally developed turbocharged model was added to the list to satisfy those with a need for more speed. That engine’s output was up to 157 kW at 6800 revs and made the MX5 a more lively ride.One of the delights of the MX5 from the beginning was the gearshift with its precise short throw that made gear changing fun. In the 1998 update the throw was reduced to make it even more fun.Underneath, the MX5 retained its double wishbone independent suspension, which was enhanced by power-assisted rack and pinion steering and four-wheel disc brakes.The MX-5 was always a responsive little car with an agile chassis, but the body was stiffened in the 1998 update and it became even more responsive.There were a number of changes aimed at improving the MX5’s comfort. A glass rear window replaced the old flexible one making it even easier to operate the roof and eliminating the problem of fogging that eventually claimed the old window. There was also a wind blocker that reduced wind turbulence in the cockpit and made topdown motoring a little more comfortable.IN THE SHOPThere’s not much to be concerned about with the MX5. Check the usual things like a service record to confirm regular maintenance and body condition for evidence of a traffic tangle, but the little roadster generally stands up well.It’s worth taking a close look for evidence of motor sport use, which can be the presence of a roll bar in the cockpit, extra holes drilled in the body, the fitment of a fire extinguisher, or extra bonnet pins or tie-downs.Although the MX5 will cope quite well with amateur competition it’s probably worth walking away from cars that have been used in motor sport and look for one that’s obviously been used in more leisurely pursuits.IN A CRASHDual airbags provided the ultimate crash protection in the MX5, but it shouldn’t come to that given the little roadster’s nimble chassis and powerful four-wheel disc brakes, which were ABS assisted after 2000.OWNERS’ VIEWSGiuseppe Baratti owns an MX5 SE. From when he first saw it he says he wanted one because it looked smarter, was faster and handled better than the non-turbocharged model, while only being marginally more expensive. It inspires confidence in the driver, he says. the steering is quick, gearbox precise, handling sharp, and grip levels ridiculously high. A trip to the shops will never be the same. It has been 100 per cent reliable and running costs are quite reasonable. If you really try, he says, you might convince yourself that the MX5 is a sensible car. But there is only a token effort at practicality, with snug driving position and a tiny boot.Col Nicholl has been driving for 34 years and says he still gets excited when he drives his 1999 10th Anniversary Edition MX5, which he says has become one of the most sort after models since the MX5’s inception in 1989. Col’s is one of 150 sold here and was packed with special features like Innocent Blue Mica paint, black leather/blue suede interior, Bilstein suspension; tower strut brace; ABS; six-speed gearbox, polished alloy wheels, blue soft-top, etc.Kristian Curcio is the proud owner of a 2002 MX5 with 52,000 km on the clock. He bought it one year ago after taking one for a test drive and noticing the perfect balance and road holding, and the magnificent gearbox. The power is not great, but it is very nippy especially when run on 98 RON fuel. It says it looks great and he’s happy with the fuel economy.LOOK FOR• modifications that suggest motor sport use• generally robust and reliable mechanically• avoid grey imports with an unknown history• great handling• modest, but adequate power• small cockpit can be tight• tiny boot• cute head turning looksTHE BOTTOM LINEThe perfect tonic after a boring day in the office, the MX-5 is what sports car motoring is all about.RATING85/100

When the Mazda MX5 was launched in 1989 it was like a breath of fresh air to a country starved of sports cars for almost 20 years and it ushered in a new era in fun motoring. Now in its mid-life the original MX5 is a reliable and affordable entry level sports car, particularly for anyone keen to enter motor sport and enjoy events such as the annual Grand Prix Rally and the many other mostly social road rallies that are now so popular.The MX5 changed the way we looked at cars. After a decade or more when cars were viewed as evil polluting monsters it was no longer antisocial to enjoy motoring and the clearest sign of that was the MX5’s instant acceptance by the car buying public.We’d been starved of real sports cars since 1972 when Leyland halted local production of the MGB, the last of the traditional British sports cars, which first hit the roads in 1962. The lack of sports cars meant enthusiasts had to keep the old MG going well beyond its use-by date if they wanted to continue to enjoy the thrill of wind-in-the-hair motoring.Ironically the arrival of the MX5 gave the venerable old MG a new lease on life. Those who held nostalgic memories of the sporty British roadster went looking for another one to rekindle their youth, while others turned to the ageing sportster as a substitute when they couldn’t afford the $29,550 Mazda was asking for the MX5.For a time the price of MGBs climbed as the demand increased and it wasn’t long before clean, original cars were going for $20,000-plus. Restorers were flat-out trying to keep up with the call for fully rebuilt cars, for which they were getting up to $40,000.Underpinning the MGB’s price was the fact that the MX5 defied the natural laws of depreciation and its price on the used car market held up well against the trend. Anyone waiting for the price to fall was left disappointed.It’s only in the last year or so that the price of used MX5s has dipped below $20,000, and ironically the bottom has dropped out of the MGB market as the price of MX5s has dropped. Now with early examples around $15,000, unless you’re a died-in-the-wool MG enthusiast, there’s no reason to buy an MGB with its breathless performance, oil leaks and unreliable British electrics.MODEL WATCHIt’s no secret that Mazda used the MGB for inspiration when they sat down to create the MX5. In the nearly 20 years it was in production the MGB became the biggest selling sports car ever, and in many ways the MX5 is a modern remake of it.When it was first launched the MX5 had a cute innocence with its clean curves, pop-up headlights and youthful proportions.Power was from a double overhead camshaft, fuel-injected 1.6-litre four-cylinder engine that produced 86 kW, and it had a delightful four-speed gearbox and drove through the rear wheels.Suspension was independent front and rear and there were disc brakes on all corners.It was well equipped with power steering, power windows, leather-trimmed steering wheel and gearshift knob, and radio/cassette sound, but air-conditioning was optional. The roof was manual, but simple to use.Performance was brisk with a top speed of 188 km/h and the ability to reach 100 km/h 8.6 seconds from rest, but its nimble chassis was clearly capable of more and Mazda finally succumbed to calls for extra power and installed a larger 1.8-litre engine in November 1993.At the same time the chassis was stiffened, and a new Clubman model, with a limited-slip differential and sports tuned suspension, was added to the range.An all-new model replaced the first generation MX5 in March 1998.IN THE SHOPThe first generation MX5 has stood the test of time well, and few problems are being reported from the trade.One source reported a weakness in the gearbox with second gear synchro needing replacement at around 60,000 km, and noisy input shaft bearings necessitating an $800-$900 rebuild under 100,000 km.Generally it seems there are few problems, but prospective owners should be aware that with the cars having done 100,000-150,000 km on average that they could face some major service items, like clutch replacement, camshaft timing belt replacement, and overhauling the brakes.The first generation MX5 had a plastic rear window and this can become discoloured over time, particularly if it’s been folded when wet, but any trimmer can fit a replacement.

The was something off-putting about the 180E Mercedes produced before the C-Class was launched in 1994. It had the star on the bonnet, but the rest of the 180E just didn’t seem to make the Mercedes grade. Thankfully Mercedes corrected the situation with the C-Class.The 180E was clearly a car for the masses, even if the asking price meant the masses had to be quite well-heeled to have any chance of getting behind the wheel. But there was something about it that suggested Mercedes had cut a few too many corners to get the price down as far as it did.Anyone accustomed to the level of equipment that usually came with the three-pointed star would have been shocked to find that it had wind up windows, vinyl seats, and a seriously underpowered engine.The C-Class was a different story. It was an important new model in the new generation of ’Benz cars, one that delivered the traditional Mercedes quality in a much more affordable package without the compromises of its predecessor. If the 180E left you feeling like a ‘wannabe’ Benz owner, the C-Class made you feel like a paid-up member of the club.MODEL WATCHThe C-Class had to overcome some built up resistance when it first came out, such was the poor reputation the 180E won, but anyone who wrote off the new car failed to see a totally new car with the old Mercedes’ attributes.Build quality was high, as you would expect of a car costing almost $60,000 and more in 1994, performance was much improved, and there was enough fruit to satisfy most ’Benz owners.When Mercedes launched the 180E in 1991 it was looking to expand its owner base in order to survive in the long term. The company simply couldn’t survive on a diet of high priced luxury cars, there just wasn’t enough buyers able to afford the ’Benz asking prices.The company was under attack on many fronts. BMW was giving it some curry, particularly with the 3 and 5 Series, and the Japanese companies like Toyota were causing Benz plenty of heartache with its Lexus, which was taking sales away from the S-Class.The 180E was an attempt to compete with the BMW 3-Series, but Mercedes made the fatal mistake of pricing it well above the small Beemer in the belief that people would line up for a car carrying the three-pointed star even if it didn’t deliver anything more than its cheaper rival.They didn’t, which meant Mercedes had some catching up to do with the C-Class. Thankfully they came closer to the mark the second time around.Although there was nothing particularly striking about the C-Class styling, it was actually quite conservative, it has stood the test of time well and still looks current and classy a decade after it was launched.A compact sedan, the C-Class offers comfortable seating for four. There is accommodation for five, but it has to be said that three across the back seat would be a little uncomfortable.Power for the C-180 entry level model came courtesy of a 1.8-litre double overhead camshaft, four valve, fuel injected four-cylinder engine that put out 90 kW at 5500 revs and 170 Nm at 4200 revs.When the right pedal was pressed deep into the carpet it would reach 100 km/h in around 12 seconds, while racing through the standing 400-metre sprint in a little over 18 seconds.They’re reasonable times, but achieved through relatively short gearing and top end power. As a result the mid-range is a little lacking so it feels a little lethargic when not pushed hard.The standard transmission was a five-speed manual with floor shift, but most were delivered with the optional four-speed, or later, five-speed automatic.Underneath, the C-Class boasted double wishbone front suspension along with a multilink independent rear suspension. Isolation from bumps and potholes in the road was superb, and it didn’t come at the expense of handling, which was well balanced and precise.Add to that four wheel disc brakes, with ABS, and power steering which was well weighted and nice road feel, and the C-Class was a pleasure to drive.At launch Mercedes offered two levels of trim, the base Classic and the better equipped Elegance. The Classic had cloth trim, air-conditioning, central locking, power front windows, power mirrors, rear head rests, and an airbag for the driver. From November 1997 it also had cruise, a passenger airbag, and a five-speed auto in place of the four-speed.The Elegance added dual airbags, CD player, leather steering wheel, wood trim, rear seat pockets and power rear windows. The Elegance was replaced by the C200 Elegance in 1997.From November 1994 there was also a sporty Esprit model with bright coloured seat inserts and lowered suspension. Like the Elegance, the C-180 Esprit was replaced by the C200 model.IN THE SHOPMechanics report few problems with the C-180. It’s generally regarded as robust and reliable.The only problem of note mentioned is the heater fan on cars after 1996. Because it’s run all the time it can burn out, and replacements are around $800.Other than that there are reports of some failures of the air mass meter on cars that have covered 150,000 to 200,000 km. That’ll set you back $2500 for a factory replacement, $1500 for a rebuilt one.Look for a service record from a Mercedes dealer or recognised specialist service agent, and inspect closely for signs of crash damage, like colour mismatches, poor panel fit, and variable body gaps.LOOK FOR• prestige of three-pointed star badge• high build quality• solid body with few squeaks and rattles• sure-footed handling• comfortable ride• four cylinder engine in heavy body means modest performanceVERDICTWell built, well equipped, and very competent compact sedan with all the prestige of the ’Benz brand, but comes at a price.RATING70/100

There are bigger and more expensive Benzes, and there are smaller and cheaper ones, but the mid-sized E-Class is what the star marque is all about. Advanced technology, super build quality, power and performance to spare, elegant styling, and loads of comfort and convenience features.Mercedes-Benz began it all back in the 1880s, and they’re still leading the pack more than 100 years later. If you need proof, drive an E-Class. Even one with more than 200,000 kays on it drives as if it left the factory yesterday.The only marque that comes close to mounting a challenge to the supremacy of the Stuttgart carmaker is Lexus, a still underrated make that will in time be judged the equal of Mercedes.MODEL WATCHMercedes was emerging from a deep slumber when the E-Class was conceived. It was a slumber the company fell into, probably as a result of complacency, believing it was immune to competition as the top carmaker in the world.Then along came Toyota, the biggest carmaker in the business. Toyota built small cars, medium cars, four-wheel drives, vans and utes, but they didn’t build top end luxury cars, until, with an aggressive plan to conquer the world they conceived the Lexus brand.The first Lexus, the LS400, scared the living daylights out of ’Benz. It was well built, some say it had better than ’Benz quality, drove well, and had all the fruit. Overnight it was a hit with Americans, the very market that keeps Mercedes afloat.Under threat for the first time in decades, Mercedes reacted swiftly, with new models built to a much higher level of build quality, packed with up-to-the-minute technology, as well as the usual things Mercedes owners appreciate.The E-Class was one of this new generation of models, and it helped Mercedes regain much of its lost ground.The previous E-Class was a resounding success, so the new W210 model had much to live up to. At first it seemed it might struggle, with traditional Mercedes owners horrified on their first sighting of the ‘bug eyed’ front-end styling.It doesn’t rate a second glance now, but back then it was regarded as radical. Instead of the traditional Mercedes front-end there was a rounded shape with oval headlamps blended into the smooth curves of the guards.Beyond the front end the E-Class styling was smooth, and typical of ’Benz, strong and substantial.There were two models at launch in 1996, the four-cylinder E230 and the six-cylinder E320. Both were available in Classic and the more luxurious Elegance versions, with the E320 also available in a range topping Avante Garde version.All boasted improved crash protection over the preceding model. There were refined crumple zones, stronger passenger cells, new load-sensing seat belts, dual air bags, and optional side airbags for front seat occupants. Active safety systems included ABS and traction control.A double overhead cam 2.3-litre fuel-injected four-cylinder engine pumping out 110 kW and 220 Nm when working at its peak powered the E230. Performance was smooth and steady rather than neck snapping.For performance there was the E320, which had a superb 3.2-litre straight six under its curvaceous bonnet. With double overhead camshafts, four valves per cylinder, and fed by fuel injection, the smooth six boasted 162 kW and 315 Nm.A smooth five-speed auto was the choice when it came to the transmission.The suspension was independent front and rear, steering was power-assisted, brakes were powerful discs all round, with the assistance of ABS.The E230 Classic came with full wheel covers, cloth trim, cruise control, air-conditioning, remote central locking, power windows and mirrors, immobiliser, and radio-cassette sound. Step up to an Elegance and you got alloy wheels, leather steering wheel, CD sound, and auto dipping interior mirror.When you ordered an E320 Classic you got all of that, plus 10-stack CD sound, multifunction instrument display, and an illuminated vanity mirror. In addition, the Elegance had alloy wheels, leather trim, and metallic paint. Move up to the Avante Garde, and you were rewarded with sportier alloy wheels and sports style leather trim.In July 1997 Mercedes moved to a new generation of V6 engines, and a 164 kW 3.2-litre version replaced the 3.2-litre straight six in the E320.The E230 continued until Jan 1998, when it was replaced by the E240 with a 125 kW 2.4-litre double overhead camshaft V6.IN THE SHOPMost Mercedes are well looked after in their first years, usually by people who can not only afford to buy them, but who can also afford the service them.After that they tend to be sold off to people who sometimes struggle to keep up the maintenance, and that’s where they can have trouble. It’s particularly so if they have them serviced by people who aren’t familiar with the car, and if they use generic parts instead of the genuine article.Generic parts might do a reasonable job, but they don’t perform as well as the real thing. If you want all the E-Class can give, look for one with a genuine Mercedes service history. If not by a dealer, then by a recognised specialist with a Mercedes background.The E-Class stands up well to the rigours of daily life on the road, they’re tough and reliable. Go for an E320 if your budget will stand it; otherwise, try a later V6 rather than the small E230 four.Look for evidence of an uncaring owner, scratches down the sides, scarred bumpers, damaged alloy wheels.Also do the usual checks for evidence of a crash, uneven panel gaps, mismatched paint, doors, boot lid or bonnet that don’t open smoothly.OWNER’S SAYBrooklands Motors of Sandringham has a 1998 E240 Elegance that has amassed 208,000 km, but it drives like new. The small V6 powers the big sedan along nicely, the ride is smooth and supple with barely a bump felt in the spacious cabin. Asking price is $36,950, which reflects the higher than average mileage.LOOK FOR• solid build quality• smooth ride and handling• superb brakes• superb comfort• Mercedes prestigeTHE BOTTOM LINEStar quality and the ultimate in luxury at an attainable price if you can afford the on-going service.RATING90/100

At the beginning of the 1990s whenever conversations turned to cars the issue of their styling always seemed to come to the surface. The general thrust of the argument over looks was that all cars looked alike, as though they’d been tipped from the same jelly mould, but it was much harder to mount that argument as the decade came to an end when cars like Mercedes A-Class had become a regular sight on our roads.There was no way you could mistake an A-Class for any other car on the road, it stood out like a beacon of individuality in a bland sea of sameness.It was also a serious break from tradition for Mercedes-Benz who’d specialised in building medium to big rear-drive cars for most of its long history. The A-Class was a small car, the smallest in the Benz range, and it was front-wheel drive.The concept was simple, built around efficiency of packaging, using an east-west mounted four-cylinder engine driving the front wheels and placing a wheel at each corner leaving a roomy interior. In effect it was building on the brilliant concept developed 30 years earlier by Sir Alec Issigonis who conceived the Mini.While the Mercedes idea was a great one it was almost brought undone by a moose in a Scandinavian backwater. A motoring magazine in the wilds of Sweden had a standard test that was meant to simulate a situation in which you had to avoid a moose on the road. In local terms it was like encountering a kangaroo bounding across the road in front of you, pretty much a standard emergency lane change manoeuvre in the rest of the world.Anyway the A-Class tipped on its side when the magazine put it through its paces against the mythical moose and then proclaimed it unstable in such moves.Not surprisingly Mercedes went into a tail spin, at first denying there was a problem, but then revising the suspension to improve its stability.It was an unfortunate start for what was an innovative new look at motoring.The A-Class was conceived as a town car. It used a well founded concept of packaging with the engine, gearbox and driveline in a compact package at the front of the vehicle and a wheel at each corner which left the interior free of intrusion from the mechanics like suspension and tail shafts and the like.On top of that platform ’Benz built a tall wagon style body with a deep sloping front that offered great visibility and good interior space for such a small car.At launch Mercedes offered two models, the Classic entry level model and the better equipped Avantgarde.Initially power came from a 1.6-litre single overhead camshaft fuel-injected four cylinder engine that boasted 75 kW at 5250 revs and 150 Nm of torque.Buyers could choose from a five-speed auto or a quirky five-speed sequential-shift manual. The latter was an early example of a sequential shift manual, which was a normal manual but allowed you to shift gears simply by moving the lever without the need to operate the clutch.At the time it was considered quite an advance, a manual gearbox that had the benefits of an auto. The problem was that it wasn’t as smooth as an auto, it drove like a manual so there was a lull in performance as the gearbox shifted gears. There are a number of sequential-shift manual gearboxes available now, and most are smoother and easier to drive than the A-Class was at launch.The suspension was a blend of MacPherson Struts at the front and a five-link beam with coil springs at the rear, which endowed it with a comfortable ride and balanced handling. Changes made following the magazine moose test made it more responsive to the power rack and pinion steering.Brakes were a combination of disc front and drum rear, with ABS, electronic brake proportioning, and brake assist standard.Add to that electronic stability control and there’s quite an array of electronic wizardry helping to keep drivers out of trouble.The Classic provided entry to A-Class motoring and came with plenty of fruit, including air-conditioning, central locking, cloth trim, power windows, immobiliser, fog lights, dual frontal and front side airbags and six-speaker sound with a CD player.Tick the Avantgarde box and you received alloy wheels, a cargo cover, leather steering wheel and gear lever, an adjustable steering column, remote central locking, and cloth and leather trim.A year after launch Mercedes added the A190 Avantgarde, which was an A160 Avantgarde fitted with a 1.9-litre version of the SOHC four-cylinder engine. Power jumped to 92 kW at 5500 revs and torque climbed to 180 Nm.That was followed in 2000 by the A140, which was identical to the A160 Classic, except for its 60 kW 1.4-litre engine.An update in 2001 saw the styling freshened with new front-end looks and a revised specification list.The same update saw the arrival of a longer version, which added 170 mm between to the wheelbase and made the interior even roomier.Generally the A-Class has been reliable with little trouble reported by mechanics and owners.It’s important to make sure of a service record, one by an acknowledged Mercedes specialist or dealer. If you find a service record from another outlet, check their competence on Benz cars.Like all Mercedes-Benz cars the A-Class is usually looked after by caring owners who appreciate the value of the investment they’ve made so you’re less likely to find any problems of neglect.Take careful note of any knocks or clunks you might here on a road test, and observe the transmission for smooth operation without any hesitation in shifting up or down.Be particularly careful about the sequential manual gearbox, and only consider buying one if you’re into quirky gadgets. The driving experience in my view is less than rewarding and certainly less smooth than a regular auto which I believe is the better choice.Robert Leach and his wife Jenny purchased a new A-Class in 2002, and it has now travelled 19,000 km. This was the first new car for Jenny who had previously driven Robert’s hand-me-downs after he’d driven them for several years.They looked at a number of cars, particularly the Holden Astra (too squeezy for Robert’s big frame) and the Holden Vectra V6 hatchback (too large to run as a second car) and various Honda, Mazda and Volkswagen models, but Jenny was taken by the A-Class and they have been able to enjoy its attributes over the past three years.The quality of the materials and fit and finish is evident when compared with other cars and the A-Class contains all the features one expects from European manufacturers.They were also very taken with the safety of the cabin design and its obvious safety aspects. The list of equipment is very impressive with Traction Control, Stability Control, several airbags, power windows, efficient heating/air conditioning, good sound system and an excellent five-speed automatic transmission.Given Mercedes' emphasis on safety Robert was surprised to note the rear brakes were only drums although they have not experienced any braking problems. Similarly, the tuning knob for the radio is quite fiddly and hardly adds to safety when tuning on the go and they would have upgraded to push button tuning if they’d thought of it at the time of purchase.Performance is very good and the A-Class can hold its own on the freeway and on country running. However, Robert says he would not like to be in the seat behind him if they were driving to Sydney as it can be a little cramped in the back if the driver is tall. They also say the fuel economy is excellent.Entry and exit is terrific as is the slightly elevated view from the front seat. This is one of the best features of the car together with its all-round quality.Reliability has been good apart from the alternator giving out at 2000 km, but the Mercedes on-road service was very helpful and it was quickly fixed under warranty.Service from their dealer has been excellent and service costs are not considered too expensive.The A Class is not a pretty car, they say, but is very practical and has a tremendous character of its own. They love it and would consider buying another one.The A-Class is a nifty handler with plenty of on-board electronics to keep it upright and on the road. Couple that with an array of frontal and side airbags and you have quite an impressive safety picture.• adventurous styling stands out a decade after launch• roomy interior for five• zippy performance and with good economy• quirky sequential shift manual a let down• admirable reliabilityComfortable and well equipped small car makes sense for family transport around town.