Articles by Graham Smith

Along with the flood of imported passenger cars we’ve seen in the last decade or so has come a wave of imported light commercial vans. With them has been the Mercedes-Benz Vito, a semi-bonneted van that has delivered a new deal to long suffering light commercial drivers, with a blend of comfort, safety, agility and performance.Before the European vans, like the Vito, arrived local van drivers had to endure the discomforts of driving cab-over-engine vans, most of which came from Japan at an unbeatable price.European semi-bonneted vans struggle to compete on price, but they’re winning sales on the basis of their features, performance, safety, comfort, and handling, which leave the old style COE vans for dead.Most of the sales are going to small business operators who have to drive the vans themselves rather than the big fleet operators who still mostly buy on price alone.Increasingly tradesman are finding the Euro semi-bonneted vans ideal for work and play. They can carry their tools of trade to the work site on weekdays, then carry their sporting or camping gear on weekends getaways.MODEL WATCHThe Vito is a mid-sized one-tonne payload front-wheel drive van. With its sloping bonnet and windscreen, and neat van proportions, the Vito is an attractive light commercial, one that presents your business well when out and about on the job.Big grey plastic bumpers provided important bump protection for the front and rear, while wide rub strips protected the sides.The SBV design provided occupant protection through front crumple zones, and in the case of the Vito there was also a driver’s airbag.Throw in disc brakes front and rear, independent suspension front and rear, and power-assisted rack and pinion steering, and you have an impressive primary safety package helping to keep the secondary crash protection system out of play.Antilock braking, which came with traction control and electronic brake force distribution, added to primary safety on petrol engine models, and was optional on diesels.Hop into the driver’s seat and the advantages of the SBV design are immediately apparent. You simply slide into the seat, there’s no climbing up over the wheel arch, as you must in a COE van.Once inside the Vito was nicely equipped with a neat dash layout, lots of pockets to store the workday needs, and a two-speaker sound system.On the road the Vito was comfortable, another virtue of the SBV design, the ride supple and absorbent, the handling precise and balanced, the brakes powerful despite a fairly soft pedal that sometimes caused concern.Power came from one of two engines at launch, one petrol and one diesel. The petrol engine was a double overhead cam 2.0-litre four-cylinder, which with fuel-injection put out 95 kW at 5300 revs, and 186 Nm at 4500 revs, and injected the Vito with a decent amount of grunt.The diesel was a 2.3-litre four-cylinder unit that delivered a modest 58 kW at 3800 revs, but which was very economical if lacking legs.The real change came in 1999 when Mercedes released a double overhead camshaft 2.2-litre common rail turbo diesel engine that transformed the Vito. The 108 CDi delivered 60 kW at 3800 revs, and 200 Nm at 2400 revs, which gave the base van smooth purposeful performance and miserly economy.In 2001 it was joined by the 112 CDi, which gave 90 kW at 3800 revs, and 300 Nm at 2500 revs, for even more zip.Vito also came with a choice of a nice shifting five-speed manual gearbox, or optional four-speed auto with manual select option, with final drive through the front wheels.The Vito came in one size. It had a payload of 1.1 tonnes, a payload volume of 4.9 cubic metres, with load zone measuring 2300 mm long, 1630 mm wide, and 1390 mm high.Tracks on the roof were fitted standard to allow operators to fit roof racks for addition carrying capacity.Access to the work area was through a tail gate, and sliding doors on both sides. Rear barn doors were optional.Air-conditioning came standard on the 112 CDi, but was optional on other models.IN THE SHOPThe Vito is a worker so it has to be checked for signs of hard work when inspected. Look at door hinges and latches for wear and looseness, the sliding door mechanisms have been known to fail completely.Also look for damage inside the load zone where poorly restrained loads have been allowed to slide around and bump into the body sides.Mechanically look for evidence of regular servicing. Dip the oil and look for contamination and sludge, check the cooling system.The clutch can be a problem if the Vito is worked hard at close to full load capacity so look for signs of slippage.Also check the body work for general signs of neglect in the form of bumps, scrapes, paint touch-ups etc. Also look for mismatched paint, uneven panel gaps, wobbly doors etc. that might indicate a crash.Generally the Vito is owned and operated by small business operators and tradesmen that often use it as family transport, so they tend to get better looked after than some fleet vehicles.OWNER’S VIEWSFormer courier driver Dennis Cleghorn bought a 2003 112CDi Vito for use in his boarding kennel business. The sliding door had to be repaired, done under warranty, but overall he’s very happy with the Vito, citing its comfort, safety and performance as standout features.Roger Fox drives a 2002 Vito 112CDI. He says it’s a good long distance cruiser, handles well, rides like a car, and has a good auto, but he isn’t happy with the non-factory power windows and central locking fitted by the dealer when he thought he was getting genuine ‘Benz items.Andrew Dixon’s company, Apex Rental Workwear, has three Vitos. Two were bought in 1998, and have been trouble free apart from a clutch failure in one after 80,000 km. He says they have been reliable and economical. The latest is a 112CDi, which he says is even better.Jeff Dadds has had an ongoing braking problem with his 1999 Vito, which seems to have been caused by a faulty brake master cylinder. He has also had problems with a fuel pump and engine fan among a number of issues that appear to have been caused by faulty electrical connections. He is also critical of the passenger seating, a blind spot caused by the windscreen pillars, and the headlights which he describes as dreadful. Against that he rates the handling and fuel consumption good.LOOK FOR• smooth fuel efficient common rail diesel engines• comfortable ride• safe handling• reliable operation• good resale value• attractive stylingVERDICTGood looking, comfortable, safe workhorse with plenty of zip and fuel efficiency.RATING85/100

In Benz speak there is no more revered model than the ‘SL’. Loosely translated ‘SL’ means ‘lightweight sports’ and it has been attached to the mightiest Mercedes sports cars since 1954 when the legendary 300SL was shown to the world for the first time.The 300SL, specifically the great ‘Gullwing’ coupe, re-established Mercedes’ sports car credentials after World War 2 by winning the Le Mans 24 Hours in 1954, and began the company’s triumphant march through to domination of world motor racing in the 1950s.Since the 300SL there have been a series of high performance SL sports cars, and most are now popular classics.Among them is the 450SLC, a coupe version of the 1970s 450SL, which is both affordable and practical while at the same time possessing all of the things that make a Mercedes special.MODEL WATCHThe SLC was a coupe version of the SL roadster. It was essentially the same except for the wheelbase, which was extended by 360 mm to accommodate the two rear seats, and the fixed steel roof with the slightly higher roofline that gave those in rear seat quite reasonable headroom.They were the essential differences. In all other respects the SLC was the same as the SL roadster.Power was delivered by a smooth and powerful fuel-injected 4.5-litre single overhead camshaft V8, which boasted peak power of 147 kW and top torque of 345 Nm.There was just one transmission on offer, a three-speed floorshift auto. It wasn’t as sporty as a manual gearbox would be, but the sporty ’Benz was set-up for the German autobahns where it could comfortably extend its very long legs.The longer wheelbase of the coupe gave it a more comfortable ride than its shorter wheelbase soft-top cousin.Like all Mercedes-Benz models the 450SLC came with everything you could want in 1973. Air-con came standard, as did power steering, power windows, leather trim, and there was a sunroof.Form 1974 there was also a heated rear window, followed in 1978 by a woodgrain centre console.IN THE SHOPIt’s best to seek expert advice before setting out on the buying trail. Understand what it is you’re about to buy, the strengths and weaknesses, and the likely cost of repairs in the event of a breakdown.The 450SLC, while quite reliable, is an old car with the oldest now more than 30 years old, the youngest in excess of 20. Any car, no matter how well engineered and built it might have been, will be more prone to breakdown than one that left the factory last year.Against that Mercedes-Benz is renowned for its engineering integrity and build quality so the 450SLC is going to be less likely to fail than a car of a similar age from another carmaker.Rust isn’t a major problem, but look for signs of rust around the rear and side windows, the guards and doors, and particularly look for evidence of dampness in and under the carpet in the front passenger side. The 450SLC is known to rust under the guards on the passenger side and the clearest sign that it is rusted there are damp carpets or floor. Don’t buy a car if the carpet is wet in this area, you could be in for some expensive repairs.It’s not unusual to find the leather trim worn, and splits in the driver’s seat, but it’s not too expensive to repair. Of more concern are cracks in the dash pad from exposure to the sun as these can be expensive to repair and they look ugly if not repaired.Have the front suspension checked for cracking around the lower control arm rear mounting points, which are a known problem. If it’s bad enough you can actually hear a cracking noise under brakingThe V8 is a tough unit with a strong bottom-end, and the auto generally gives little trouble.IN A CRASHMercedes-Benz was one of the pioneers of crumple zone technology when it designed its body shells to collapse progressively in a controlled manner back in the 1960s.That means the 450SLC is a lot safer than many cars of its era, which of course was well before the advent of airbags.Consider replacing the seat belts, which will be showing their age with the possibility that the webbing will be frayed at the edges.Responsive handling and powerful brakes are valuable aids in avoiding a crash.A number of cars were imported from England in the 1980s, and these should be carefully checked prior to purchase as they can be subject to severe rust.EXPERTS SAYPaul Sabine looks on in amazement as people stroll past the tidy blue 450SLC in his Brooklands Motors classic car showroom to the line-up of MGBs he also has in stock.As he says, the 450SLC is a classy high performance sports car that is practical enough to be used as a daily driver, and it can be had for the same money – $15,990 – as an MGB, which isn’t even close to being in the same class.Sabine’s 450SLC is tidy and mechanically sound with just 181,000 km on the odo. There is no visible rust in the body, but the interior trim is showing its age with a split in the drivers seat cushion and the carpets need replacing.With those things attended to the blue coupe would make a lovely everyday cruiser.LOOK FOR• big bang for your buck• high performance sports cars• V8 tends to be thirsty• smart sporty styling• practical four-seat accommodation• rust in front guards• good parts availability• Mercedes-Benz prestigeTHE BOTTOM LINENot as desirable as its SL roadster cousin, but still a lovely classic coupe with great performance for the money.RATING60/100

Some may think them less stylish than today’s slinky models, but the cars Mercedes-Benz was making back in the 1980s oozed class. One of the classiest was the beautiful 300 CE, the coupe version of the E-Class. Its lines were thought to be conservative, even a little staid by some at the time, but others praised them for being elegant.Under the sleek skin was a superb chassis and a smooth engine that delivered surprisingly spirited performance when asked to do so.To buy a 300 CE when new you had to hand over almost $130,000. That put them out of the reach of most of us, but valued at around $25,000 on today’s used car market they’re quite affordable making them a tempting used prestige buy.MODEL WATCHThe 300 CE coupe was based on the new W124 E-Class released here in 1986, albeit on an 85 mm shorter wheelbase than its sedan sibling.The coupe’s styling was elegant and remains so today when other cars of the era have dated quickly. Almost 20 years after it was first launched the 300 CE is a good looking car oozing the solid prestige that came with the Mercedes-Benz badge back then.Underneath it rode on the same competent W124 platform. A combination of coil springs and telescopic shocks at the front worked in tandem with a five-link independent rear suspension to give the 300 CE a solid foundation for responsive handling.The handling was typical of ’Benz, starting out with understeer at low speeds before becoming more balanced as the speed climbs. The result was a supreme feeling of confidence in the road holding.Powerful disc brakes slowed the heavy coupe with ease, and standard ABS added to the coupe’s braking prowess.Under the imposing bonnet lay a silky smooth straight six-cylinder engine. With fuel-injection delivering the fuel, the 3.0-litre six had a single overhead camshaft with two valves per cylinder and put out 135 kW at 5700 revs with peak torque of 260 Nm at 4400 revs.Mercedes only offered a smooth shifting four-speed auto transmission in the 300 CE. Under normal acceleration it started off in second gear, which made it feel sluggish, but if you buried your right foot into the carpet it came to life in a most unexpected way.When stirred the 300 CE was quite a performer. It would take around eight seconds to accelerate from a standstill to 100 km/h, and its top speed was 225 km/h.Inside, the two-door body offered roomy accommodation for four adults in individual bucket seats. Air-conditioning was standard, along with power windows and mirrors, cruise control, central locking, power steering and a four-speaker radio cassette sound system.IN THE SHOPThe 300 CE generally stands up well over the long term, but like any car things can go wrong when the kilometres climb into the 200,000 and above region where most 300 CEs now reside.When shopping for a used prestige model wise buyers do so with their eyes wide open with the understanding they may face large repair bills if the car they choose happens to break down.No car is absolutely bullet-proof, they all break down, so it’s important to understand the potential consequences of a breakdown before agreeing to a deal, even when buying a car with a three-pointed star on the bonnet.The 300 CE’s single overhead camshaft six-cylinder engine is generally very reliable. It’s rare that they suffer any problems with the bottom end; if they have a weakness it’s in the cylinder head where they wear valve guides and eventually use oil.Replacing the valve guides is a fairly minor job costing around $500 according to Mercedes engine specialist Greg Wood of Woody’s Engine Services. It also gives the engine a new lease on life.Wood also recommends the timing chain be changed at around 125,000 km.With odometers reading 200,000-plus it’s reasonable to anticipate an auto transmission rebuild, for which you should expect to pay around $4000.Good build quality means the 300 CE generally stays tight and rattle free when lesser cars are falling apart.Check for a service record, and it’s wise to seek out an expert and have a pre-purchase check carried out.IN A CRASHPrimary safety is delivered through standard ABS and assured handling.The 300 CE predated airbags so secondary crash protection is from solid body construction with controlled deformation through crumple zones.OWNERS SAYBob Baker is a vary proud owner of a 1988 300 CE, which he says drives like new despite now being 16 years old. It has a timeless elegance, he says, with excellent standard features including four comfortable bucket seats, a large boot and is free of rattles or squeaks.LOOK FOR• elegant two-door coupe styling• sweet six cylinder engine• surprisingly swift• high mileage brings increased risk of breakdown• well equipped• Mercedes prestigeTHE BOTTOM LINEElegantly styled, smooth driving prestige coupe worth a risk even when showing a high mileage.RATING70/100

There’s no denying that the four-wheel drive segment has been the real growth part of the market in the last decade, just about every carmaker has raced on to the bandwagon with their own version of the all-powerful, all-purpose, go anywhere vehicle. Mazda was no different and introduced its Tribute four-wheel drive in 2001.While they all get lumped in together and described as a four-wheel drive there are so many of them now, and vary so widely that it’s wrong to call them all four-wheel drives.The Americans call them SUVs — Sports Utility Vehicles — and that’s probably a better term to describe them as they’re really not four-wheel drives in the traditional sense.The Mazda is really is an all-wheel drive wagon with an intelligent all-wheel drive system and reasonable ground clearance that will capably handle some pretty rough conditions, but in essence it’s an urban wagon conceived for family transport rather than belting around the bush.Because they are expected to be able to do everything SUVs have the toughest design brief of all.Their real purpose in life is to transport the family, with everything a modern family on the moves needs to carry. They must also be comfortable, handle like a sports car on the road, and bound over rocks off the highway. Add now you can add miserly fuel consumption to the long and growing list of demands from buyers of these modern day superhero cars. It really is an impossible brief for designers.The Mazda Tribute fits into the compact SUV class, a medium-sized wagon that delivers quite roomy and comfortable accommodation for a family of five along with the gear they need to carry.Its high ride height provides the broad view of the road, and its safety benefits., That’s one of the appealing features of this type of vehicle.The Mazda’s four-wheel drive system, better described as all-wheel drive, is an on-demand system that is biased towards the front wheels in normal use, but sends drive to the rear wheels when it senses the front wheels slipping.For off-road use there’s a dash-mounted switch that activates a coupling to lock the system in four-wheel drive with the torque split 50-50 front and rear.The system, along with generous ground clearance and approach and departure angles gave the Tribute the capacity to go quite a long way off the black top.Power was delivered by either a 2.0-litre double overhead camshaft, 16-valve four-cylinder engine or a 3.0-litre double overhead camshaft, 24-valve V6.Running at its peak the four cylinder produced 97 kW at 5400 revs, while the V6 boasted 149 kW at its 6000 revs peak.Tribute buyers had the choice of a five-speed manual gearbox or four-speed auto, and all had the on-demand all-wheel drive system.Under the wagon skin the Tribute had a combination of MacPherson Strut front suspension and multilink rear, along with power-assisted rack and pinion steering, which gave it good road manners and a comfortable ride.Mazda offered the Tribute in four models, the Limited 2.0 and 3.0 models, and the Classic and Luxury 3.0 versions.The Limited 2.0 got the four-cylinder engine and manual gearbox, along with steel wheels, tilt steering wheel, velour trim, 60/40 split-fold rear seat, air-conditioning, power windows, remote central locking, CD sound, driver and passenger airbags and immobiliser.When you stepped up to the 3.0 you got the V6 engine and auto trans, and ABS. If you went for the Classic 3.0 you also got alloy wheels, sunroof, roof rails and cruise, but tick the Luxury 3.0 box and you drove away with leather, and rear side airbags.Mazda build quality means there’s not a lot that goes wrong with the Tribute. It’s stitched together quite well so look for things that tell a story of misuse or neglect.Because they’re mostly used for family transport they tend to suffer from high traffic so look for wear on trim, floor coverings and seat belts, and look for damage caused by youngsters playing up.Also look for a service record for a level of confidence the previous owner has taken care of the car. Few will have reached the mileage a timing belt change is needed – that’s only on the four cylinder as the V6 has a chain – so you will be facing that in the next year or two.It’s worth doing the usual checks underneath just to make sure it hasn’t been beaten up off road, but few will have seen anything but the urban black top so there shouldn’t be any trouble there.Reports have been filtering in about problems with the gearbox casing splitting at around 100,000 km.Dual front airbags across the range provide good crash protection in the front seat, with standard side airbags adding protection for rear seat passengers in the Luxury 3.0.Ashley Manning drove a 2003 Tribute Luxury 3.0 for two and a half years and in the 52,000 km he did in it had nothing major go wrong with it apart from two small warranty claims being the sunroof switch and a small coolant leak which were repaired hassle free. He says the standard tyres were a bit weak in the sidewalls and he staked two of them in the time he owned it. He also says the temporary spare was a pain. The performance of the engine was very good, but it was a bit thirsty averaging 12.9 L/100 km. The other gripe with the engine was when you start it hot or stone cold it would rev very high which he didn't like on a frosty morning and the throttle was very sensitive and made it very hard to accelerate smoothly on takeoff at any time. The word luxury was used a bit loosely in the title, having leather seats and two more airbags over the classic model is not a big jump in features to gain the luxury tag. Basically the Tribute did all he ever asked of it and was typically well built being a Mazda. After trying unsuccessfully to sell it privately ended up trading it for $24,500. Some dealers offered as low as $19,000 for it.• roomy and comfortable accommodation• good build quality• thirsty V6• quite capable off-road• resale slipping with fuel crisis putting buyers off• good road view from high vantage pointWell built compact all-wheel drive wagon with the road manners that will see it at home in town and out.

The 1980s and ’90s weren’t the most outstanding years in automotive styling terms; the cars coming from most companies had a similar look. Some unkind pundits reckoned their rounded curves and soft shapes suggested they’d been flopped from an upturned jelly mould.That’s a little unfair in the case of the Mazda MX-6 as its lines were smooth and refined and it still looks attractive today, which is a good measure of its design purity.Underneath the GE MX-6 was an advanced car that had a smooth refined engine and a nicely balanced chassis that promised good road holding.MODEL WATCHThe second generation GE MX-6 was launched in Australia even before it went on sale in its homeland.It was quite a step up in size from the car that preceded it, being longer, wider and lower than the outgoing model. Despite its increased size it was actually lighter than its predecessor.The new MX-6, while developed by the same team as the 626, was a unique model and didn’t share a lot of components with its sedan sibling.When launched at the Frankfurt Motor Show in 1991 its fulsome curves and soft shape received mixed reviews. For some it was striking, while others interpreted its smooth simple lines as being bland.Aerodynamically it boasted an efficient 0.32 Cd number, and there was a rear deck lid spoiler to help keep it glued to the road.Under the shapely bonnet lay a 2.5-litre, 24-valve, double overhead camshaft V6 that produced 121 kW at 5600 revs and 213 Nm at 4800 revs.The previous MX-6 had a turbo engine that kicked like a mule when you hit 3000 revs, but the new model was much smoother and more refined, and the V6 engine reflected that.Quieter and smoother, it would nevertheless rev hard when the moment dictated.The addition of a variable intake system meant the V6 was much smoother right through the rev range. At low speeds the longer intake runners delivered plenty of torque for smooth low and medium speed drivability, while at high engine speeds the shortened runners ensured it had plenty of punch.Drive was delivered through the front wheels, after being processed through either a five-speed manual gearbox or a four-speed auto.One of the unique features of the MX-6 was the electronically controlled four-wheel steering. The system determined the correct amount of rear steer from the attitude of the front wheels using a front/rear steering ratio that was optimized according to road speed. At higher speed it worked to make the handling more neutral, while at lower speeds it aided maneuverability and reduced the turning circle.Later, in 1994, Mazda also released a model with two-wheel steering.Inside, the MX-6 had a great driving position. The driver was well supported while being comfortable, and there was a well-placed footrest for the left foot.Mazda’s design team put plenty of work into developing the ergonomics of the interior layout, and it reflects that. The instruments were large and easy-to-read, and the various controls fell to hand pretty well.With four-wheel discs, and ABS on the four-wheel steer model, the MX-6’s braking was powerful and secure.The MX-6 packed plenty of fruit, including alloy wheels air-conditioning, front fog lamps, rear spoiler, central locking, power windows and mirrors, a sunroof, and cruise.In 1994 Mazda added a two-wheel steering model and upgraded the equipment to include a driver’s airbag and a sound system with CD player.IN THE SHOPLittle seems to go wrong with the MX-6, which is probably a refection of its build quality. The problems that do occur are mostly minor and shouldn’t deter anyone from buying one.The most common problem reported is the failure of the air intake tube, while the bypass air control valve and the ignitor occasionally give trouble. If the car won’t start check the ignitor, that’s the most likely cause of the problem.The engine is generally bulletproof, but check for signs of infrequent oil changes. Sludge in the engine can be killer so make sure the oil has been changed on a regular basis.It’s also important that the cam timing belt be changed as recommended.Like the engine the gearbox, driveline and suspension seems to give little trouble. There are odd reports about hard shifts between first and second on autos, but the auto is generally sound.With plenty of zinc-alloy steel used in the body rust isn’t a real problem.IN A CRASHThe MX-6’s balanced chassis, precise steering and powerful brakes provide a potent primary safety package. ABS on the four-wheel steer coupes adds a further layer of safety.All models had a driver’s airbag after the 1994 update.OWNERS SAYSome minor oil leaks after 120,000 km are the only things that Philip Trengrove has had to attend to apart from routine maintenance on his 1992 MX-6. It’s still one of the best looking cars on the road, he says, and it’s performance on the open road or around town is exceptional. For a two-seater coupe it has plenty of room in the rear seat, the turning circle with the four-wheel steering is sensational, and he loves the security of the steel roof and the practicality of the sunroof.Gary and Lois Radley bought their 1996 MX-6 manual two-wheel steer in 2005 when it had done 118,000 km. It has now done 130,000 km. They were sold on the shape and its apparent quality. Its longish wheelbase results in a very smooth ride, even on low profile tyres, and for a front-wheel drive it has very neutral handling. The engine is unbelievable, Gary says. The variable intake manifold enables it to be driven round town in second and fourth only, while it pulls strongly if you plant the foot. Gary also says the fuel economy is excellent.LOOK FOR• smooth torquey engine• good build quality• robust and reliable• enduring looks• quite roomy for two-door coupeTHE BOTTOM LINEWell-built and reliable performance coupe, but looks are now datedRATING78/100

Moving people is the most basic of our motoring needs, and once it was a simple choice between a sedan and a wagon, but today the choices are many and varied. The sedan and wagon are still with us, but the four-wheel drive wagon has become a popular choice for families who might once have bought a wagon, as is the peoplemover that offers a range of seating options with plenty of space to carry the gear that goes with the kids.The first peoplemovers were based on commercial vans and were pretty unsatisfactory devices. They had miserable performance, were uncomfortable, unstable, handled poorly and braked in a fashion.With that ancestry it’s no wonder that peoplemovers got a bad rap, but it’s an unfair one now that carmakers have taken them seriously and produced a generation of cleverly engineered, safe and comfortable vehicles. And if you believe Honda’s advertising for the Odyssey peoplemovers are even sexy.MODEL WATCHToyota was one of the first companies to move away from a commercial base when it purposely designed the swoopy Tarago as a peoplemover. It sparked a whole new generation of similar peoplemovers, including the MPV from Mazda.The MPV isn’t perhaps the best known of the peoplemovers on offer, but it was a solid performer that is still giving its owners good service.Unlike the space-age styled Toyota Tarago there was nothing flashy about the MPV’s looks. It was a basic box on wheels, albeit a big box able to seat eight people, at a squeeze, in three rows of seats.The packaging was conventional with a bonnet at the front and drive through the rear wheels, which in many ways was a compromise that ate into the available interior space.Rather than sliding doors as used by most other people-movers the MPV had four regular swing open doors.If the exterior was a trifle bland it was matched by the interior, which was plain to say the least and awash with dull and dreary grey plastic everywhere you let your eye wander.The MPV’s saving grace, however, was its long list of standard equipment, which meant you had to consider it if you were in the market to buy a peoplemover then, and now if you’re thinking of buying a second hand peoplemover.On the features list were dual-zone air-conditioning, cruise control, airbags and ABS, and you could add to that a V6 engine which gave it a turn of speed lacking in most other models in the class.With 115 kW and 232 Nm on tap from the 3.0-litre single overhead camshaft V6 the MPV could outperform most of its rivals. While it was quick off the line the downside was its fuel consumption. It simply couldn’t match the four-cylinder models at the pump.There was one transmission choice, a smooth four-speed auto with a column shift.When launched in 1993 the MPV was a seven-seater with colour-coded bumpers and door handles, central locking, power front windows and mirrors, and a six-speaker radio-cassette sound system.A revised model range in 1996 saw it grow into an eight-seater with a flexible seating arrangement that can be adapted to the many and varied needs of a family on the move.IN THE SHOPWith the last of the first generation MPVs around 100,000 km and due for a major service it’s imperative that you check for a service record. Cam belts need to be changed so make sure they have been done according to the service schedule.It’s worth taking a close look at the interior. A combination of kids and cloth trim can be a sticky one so look for gum, discarded sweets and their wrappers stuck to seats or in crevices.Take a close look at the exterior for signs of panel damage, mismatched paint, scratches, scrapes and dings etc. from action in the supermarket war zones sometimes called parking lots.Generally the Mazda holds up well in service, the engine and driveline give little trouble and rear drive layout is simple.IN A CRASHWith dual airbags standard and ABS brakes the MPV safety picture is quite bright. Its conventional bonneted layout, with rear wheel drive adds to its safety.OWNERS SAYJo and Garry Hubbard have done 128,000 km in the 1996 MPV they have owned for eight years. They say it has been a very reliable family car able to seat eight in comfort with good performance and handling. Their only criticism is its fuel consumption, which they describe as “average”.LOOK FOR• bland but safe styling• high level of equipment• safe, responsive handling• good performance from V6 engine, but at the expense of fuel economy• seats up to eight• generally robust and reliableTHE BOTTOM LINESolid and reliable family transport with good performance. but at the cost of fuel consumptionRATING70/100

Graham 'Smithy' Smith reviews the used Kia Sorento 2003-2005, its fine points, its flaws and what to watch for when you are buying it.

Transport has always been a problem for parents of large families.

Mazda might not be one of the first carmakers to come to mind when you think of luxury cars. The Japanese company is better known for the well built and competent family cars and sports models it builds, but the 929 released in 1991 challenged that perception.It had classy looks and a stately manner, the sort of car that screamed success. But it also had the refined road manners to back up its claim to a place in the board room parking lot.The rear-wheel drive 929 was a luxury liner in every sense of the term. It was elegantly styled, well appointed with every conceivable feature, and quite capable of lining up alongside cars from other manufacturers that were automatically accorded luxury status.With its sweeping lines and smooth curves the 929’s styling was attractive from all angles. There was little in the way of adornment, and apart from the small chrome grille little was needed when the basic design looked so good.The curves, however, had an impact on interior space that was considered borderline in a car of the 929’s class. The tumblehome of the side glass cut into head and shoulder room, while front seat passengers complained of a lack of legroom.Others complained that the boot was too small, and the solid bulkhead behind the rear seats, while contributing to the structural soundness of the body, meant there was no way of having a ski port to carry longer items of luggage when needed.Power came from a smooth fuel-injected 3.0-litre V6 with double overhead camshafts and four valves per cylinder. Peak power was put at 140 kW at 6000 revs while maximum torque was 270 Nm at 3500 revs.With the right pedal hard on the floor, the 1627 kg 929 would respond by proceeding from rest to 100 km/h in the respectable time of 9.9 seconds, while covering the standard 400-metre sprint in 17.1 seconds on its way to a top speed of 212 km/h. Not sports car times, but quite acceptable for a luxury car.The four-speed auto that came standard was smooth and well matched to the engine, while drive was through the rear wheels.If you peered inside the wheel arches you’d spot independent front suspension by unequal length wishbones, coil springs and shocks, with a multilink independent system at the rear.When pushed the big Mazda turned into corners quite confidently, and held its line as you applied the power on the way out. Once settled it adopted a slight bias towards understeer, which increased the harder you pushed and the body rolled. It was all safe and sound, unless you lifted off when you could find yourself with armfuls of oversteer to sort out.Powerful disc brakes at both ends slowed the 929 with ease, with the aid of standard ABS for added safety.On the road the 929 absorbed rough and rutted roads with commendable ease, while the occupants were treated to a comfortable and compliant ride cosseted in comfy seats trimmed in either cloth or leather.Power adjustment was provided to achieve the best possible driving position, aided by the ability to adjust the height of the steering wheel.It also boasted an impressive array of standard features including air-conditioning, cruise control, CD sound, power windows, power mirrors, central locking. Then there was the car with leather trim, which also had a leather trimmed steering wheel and a power sunroof.The big Mazda is holding up well in service, but like all cars getting on in age they need to be approached with caution.It’s likely most have had two or three owners with the likelihood that later owners have become less interested in keeping them serviced by the book.The 929 is a relatively complex car that needs to be regularly and correctly serviced, so it’s important to ask sellers for a record of service. Check it to confirm who has done the servicing, and talk to them to find out what has happened to the car.The lack of rub strips down the body sides leaves the 929 vulnerable to small dings in parking lots so check the sides for chips, scratches and small dents.With cars nearing the 200,000 km mark you could be up for a major service so keep that in mind on older cars. The last of the model, with 120,000 km or so on the odo should have had a major service and makes a better choice as a result.Remove the dipstick and oil filler cap and check the state of the oil while looking for a build up of sludge, the killer of most modern engines.Same for the auto fluid, which should be clear and red. If it’s not the transmission may need servicing.With no airbags the 929 relies on its safe and secure handling, with ABS on its disc brakes, for crash avoidance, and its mass and strong body structure for crash protection once a collision occurs.Twenty-year-old Darren Pollard always wanted a 929 and finally got his wish when he recently brought his 1992 929 in December. He loves its “Jaguarish” looks, its long list of features, four-wheel steering which makes it a breeze to park, but is not so rapt in the small boot, the way water drips on to occupants when windows are opened when wet, and the cost of parts.• understated but elegant styling• well appointed interior• smooth unfussed performance of V6 engine• superbly supple ride comfort• good value for money• Mazda badge lacks prestige of three-pointed star• safe and secure handlingWell-built, well-equipped, refined luxury car albeit without cache of better known prestige badges. Look for later cars with lower mileage rather than earlier ones with high odo readings.

Mazda has often done things differently. Rather than serve up similar cars to everyone else they have often trodden a different path and come up with something a little more interesting than the run-of-the-mill offerings from their rivals. Their use of the rotary engine is a prime example, the MX5 sports car is another, but it if that’s not enough to convince you, take a look at the new RX8. It was no different back in 1994 when Mazda unveiled its new 323 and redefined what a small car could be.Before that 323 small cars were generally unsophisticated, rather plain cars you bought if you couldn’t afford to run a real car. They were essentially a cheap and cheerful means of transport with little charisma, but the 323 challenged those notions with a package that was stylish and sporty, while at the same time still offering the practicality demanded of a small car as an everyday driver.The styling of the 323 was what grabbed your attention right off the bat. It was low and sleek with fast lines and slim pillars that gave it a pillarless look reminiscent of a sporty coupe rather than a regular three-box sedan that might normally be seen doing duty outside schools or in supermarket parking lots. This was a small car you would just as likely see in the business end of town as in the suburban sprawl.MODEL WATCHThere were three body styles offered, from the entry level four-door Protege sedan, through a practical five door Astina hatch to the stylish V6 Astina four-door hardtop that topped the range.All three models were based on a new platform that had a longer wheelbase, wider track both front and rear, and shorter overhangs at each end.Despite appearances to the contrary the swoopy lines of the 323 didn’t result in a cramped interior. With its cab-forward design and short overhangs the interior space was actually improved over the previous model, with most benefit going to the Protege’s rear seat passengers. Rear seat passengers in the five-door hatch weren’t so fortunate and they had to endure slightly more cramped accommodation. Accommodation for rear seat passengers in the sporty Astina hardtop was quite good.On the road the 323’s enlarged footprint and stiffened body structure resulted in impressive road holding.Under the swoopy skin lay conventional MacPherson Strut front suspension and twin trapezoidal links were employed at the rear. The essential difference between the three models was in the damping rates of the shock absorbers. In addition the sporty Astina hardtop boasted firmer rate springs and sticky low profile tyres on alloy rims that further enhanced its ride and handling.For power the Protege relied on a 1.6-litre twin cam four cylinder engine that had four valves per cylinder and multipoint fuel-injection, and thanks to some improvements in engine management was putting out 80 kW of power at 6000 revs and 143 Nm at 3500 revs.There was also a 1.8-litre version on offer as an option in the Protege and standard in the Astina hatch, and that delivered a little more power and torque with peak power boosted to 92 kW and top torque upped to 160 Nm.The base gearbox on both the Protege and Astina hatch was a sweet shifting five-speed manual, but for an extra spend you could replace the manual cog-swapper with a four-speed auto.All three models in the 323 range were attractive in their own right, but the stunning Astina hardtop that came to symbolise the whole range overwhelmed the Protege sedan and Astina hatch.It’s not surprising really because it was a stunner, and it still looks stunning today. It was low and lean, with a swept back profile that screamed sporty. The slim centre pillar gave the profile an elegant simplicity that evoked images of the sharp pillarless sedans built in America back in the 1950s and ’60s. In short it was a four-door sports sedan, not unlike the RX8 is today.The ride was firm and the handling sporty to match the spirited performance from the 2.0-litre V6 under the sloping bonnet. The V6 was only available in the Astina hardtop, and it was tuned for top-end performance.Its peak power of 104 kW came in at 6000 revs, while its torque peak of 183 Nm was at 5000 revs. While that seems high, and suggests that it’s a high end screamer with little zip available low down in the rev range, the five-speed manual gearbox was well matched to the engine’s characteristics and that meant it was pleasant to drive. If pressed the power would flow freely from low down in the rev range right through to the upper limits which neared 7000 revs.Standard features were central-locking, power mirrors, power steering, radio-cassette. Air-con was an option. Airbags and ABS were standard on the hardtop, but didn’t become available on the other models until 1996.IN THE SHOPEarly 323s will now be approaching 200,000 km so prospective buyers should be aware that the chances of striking problems are increased. Generally Mazdas are quite robust and reliable, and give little trouble, but buyers should be looking for signs that components like clutches, engine drive and timing belts, and exhaust systems may need replacing.Check for signs of hard or uncaring use. Look for bumps and scrapes on the body and bumpers, and wheel trims and alloy wheels for damage that indicates it’s been driven into kerbs. Heavy gouging on alloy wheels could mean damage to the suspension and drive lines that should be checked out.Lift the engine oil filler cap and take a look inside for any build up of sludge that could be a sign of engine wear and a lack of proper maintenance.And always look for a service record, which can provide an indication that the mileage shown on the odometer is correct, as well as an indication of regular servicing.LOOK FOR:• sporty styling that has retained its appeal• solid body structure• robust and reliable mechanicals• good road holding• zippy performance