Articles by Graham Smith

Mazda burst the small car bubble with a bang when they replaced the ‘jelly bean’ 121 with the innovative but rather bland 121 Metro in 1996. In one fell swoop it changed the perception of small cars from cute little sedans and hatches to more practical wagon-like hatches.The change was dramatic. Mazda had enjoyed considerable success with the cute and bubbly 121 sedan so the switch to the plainly styled boxy wagon couldn’t have been more extreme.At the time the company claimed it was breaking the mould with a totally new type of small car that would become the prototype for small car design in the future. Looking back now, it seems they were right, with a range of upright, wagon-style hatches now on offer from most manufacturers, all of which offer practical transport with the flexibility to carry passengers and packages in a wide range of combinations.MODEL WATCHThe small car market had changed dramatically in the six years after Mazda had introduced the 121 ‘bubble’, and there was a strong demand for hatches when the Metro was launched in October 1996. Without a hatch in its 121 range Mazda faced a major redesign to meet the market demands, but instead of simply doing a hatch version of the ‘bubble’ body the company did a comprehensive makeover on the 121 platform and produced the Metro which went much further than a mere hatch. The resulting Metro was a hatch, a wagon, and even a mini van, all rolled into one.Based on the well proven 121 front-drive platform, the Metro had the same length and wheelbase as the ‘bubble’, but was higher and wider.In the wake of the cute and curvy ‘bubble’ the Metro’s styling was rather bland with just enough rounded edges to soften what is an otherwise severe boxy shape. The boxy shape, however, delivers an airy and roomy interior, which made the Metro so appealing.The upright shape meant there was lots of headroom for adult occupants, but the real appeal was the way the interior could be readily switched around to suit a variety of needs and uses. It could comfortably carry four adults, and still have plenty of usable space for carrying packages or other items. And the seats could be folded and laid flat to make for a very spacious area able to accommodate quite a load for larger and more awkwardly shaped items.Front seat occupants had comfortable bucket seats with plenty of support, which could also be adjusted for height on up-spec models in the range. But it was the rear seat that was the real key to the Metro’s flexibility.A 50/50 split-fold bench, the rear seat had fore-aft and rake adjustment which meant comfort and generous legroom for those in the rear.The interior flexibility came from the ability to fold the seats to create an endless variety of spaces to suit whatever your need. Both front and rear seats could be laid flat, making for a large number of possible uses. Lay all seats flat and you had makeshift overnight accommodation, lay the rear seat flat together with one front seat and you could carry a long slim package, lay the rear seat down and you had a large load space capable of swallowing a pair of mountain bikes.The upright styling also meant good visibility, of the sort that made soft-roaders so popular with city dwellers, and getting in and out was a snap for those of us who are older and less flexible.The Metro’s base power source was a 1.3-litre fuel-injected four-valve four cylinder engine that boasted 55 kW that provided sufficient performance around town without ever threatening to take your breath away. On the top models the power source was a more powerful 1.5-litre which, with 64 kW, was nippier.Transmission choices were a five-speed manual with a precise floor shift or a smooth three-speed auto, while you could choose between the five-speed and a four-speed auto if you bought the 1.5-litre engine.The suspension was by MacPherson Strut at the front and torsion beam at the rear, which allowed the flat floor that is key to the roomy interior.Brakes were a combination of disc front and drum rear, while steering was power-assisted.All models had a driver’s airbag, numerous storage bins, cup holders and a sound system, but air-conditioning was an additional $1870 on top of the base price of $16,650 for the entry level model.Mazda also released a number of ‘Shades’ packs that included air-conditioning as standard along with other features.On the road the 121 Metro was an assured little car with ample performance for round town zip and on-highway hauling. Its ride was comfortable, handling reassuring, and brakes secure.Interior noise levels were criticised when the 121 was first launched, which suggests a lack of insulation material to cut costs in an effort to compete in the ultra-competitive baby car market. The lack of remote control mirrors was also criticised.IN THE SHOPLike all Mazdas the 121 was a quality-built car so they stand up well in service provided they are serviced regularly and are not abused.The 121 Metro was a little more expensive than the Korean cars that boomed in the baby segment with their $13,990 drive away pricing, and people who were prepared to take care of them typically bought that meant the Mazdas.Generally the 121 is well kept and you’ll find few dings and dents on the body. If you happen across car that has some body damage check the rest of the car carefully for signs of abuse.Mechanically the engines are robust and give little trouble, but ask to see the service books and check for a service record that supports the car’s overall condition and its odometer reading. Lift the oil dipstick and check the colour of the oil – if it’s black it’s probably old – and also check inside the oil filler cap for signs of sludge that could mean a lack of servicing.Interior trim is hard wearing if a little plain on the 121 Metro, with quite good quality plastics and trim fabrics, although the trim on earlier ‘bubble’ 121s was prone to discolouration and distortion when subjected to the sun.On the downside, Mazda parts prices are typically higher than other Japanese-sourced cars like Nissans and Mitsubishis.LOOK FOR:• good build quality• roomy interior that is very flexible• bland but functional styling• robust mechanical package• solid body structure• verifiable service history• higher spare parts prices

When Mazda was on its knees there was speculation about its ability to survive, but with new found zoom in a completely renewed model range the company is enjoying the best of times and its future appears rock solid. The mid-sized Mazda 6 is one of the new models that has given the company renewed credibility in the market. It has buyers swarming through showroom doors in search of one of the best looking sedans on the market.In many ways Mazda’s rebirth can be tracked back to the MX-5 sports car. It set the company on a new course, and its success gave it the confidence to follow a bold new way based around its sporty ‘zoom, zoom’ theme.There has been the Mazda 2, the Mazda 3, RX8 and the Mazda 6, the mid-sized sedan with the sporty flair. The Mazda 6 and its smaller cousin, the Mazda 3, are now the sporty twins to have if you can’t have the MX-5.With surging fuel prices and the slump in popularity of the traditional big sedans the mid-sized car class has enjoyed resurgence in recent times. The growing popularity of the class, which once seemed doomed, has been driven on by the emergence of some interesting and enjoyable new models such as the Mazda 6.It’s probably due to the obvious popularity of the BMW 3-Series which has enjoyed boom times in the last decade. Carmakers are not dumb, they can see what’s successful, and most car companies now have a 3-Series equivalent in their model range.In Mazda’s case it’s the ‘6’, and it has worked a treat, attracting buyers who either can’t afford a BMW or want something different as the blue and white spinner has become a little too common for some.There is more than a hint of the BMW in the Mazda’s shape, but hey if it works why not borrow it. The borrowing stops when you get the front end, which has the Mazda badge and unique Mazda grille where the Beemer’s kidneys would normally reside.Begged, borrowed, or simply stolen it matters little as the ‘6’ is a good looking car with lithe sporting lines and a stance that suggests it has plenty of sporting potential on the open road.Underneath it sports double wishbone front suspension with a multilink independent rear set-up that gives the ‘6’ sporting handling with impressive response although the ride can be considered hard and little harsh in a normal four-door.The 2.3-litre four-cylinder double overhead camshaft 16-valve engine is a gem; it loves to be revved when it responds with throaty encouragement.Peak power is 122 kW at 6500 revs with maximum torque of 207 Nm at 4000 revs, an indication that it is meant to be revved.Mazda offered a choice of a sweet shifting five-speed manual gearbox and a four-speed automatic transmission.When pressed to perform the ‘6’ would race to 100 km/h in 10 seconds and required 17 seconds for the standing 400-metre sprint. Its top speed was just on 200 km/h.Power rack and pinion steering was standard along with four-wheel discs and ABS anti-skid brakes.Mazda offered an extensive range of models with sedan, hatch and wagon body styles in Limited, Classic, Luxury and Sports variants. All were well equipped, from the entry-level Limited sedan right through to the zippy Sports hatch.The Limited came with power windows and mirrors, full instrumentation, remote central locking, tilt adjustable steering wheel, immobiliser, air-conditioning, cloth trim and CD sound with four speakers.Add alloy wheels, trip computer, auto air, velour trim, leather wrapped steering wheel, cruise, and a CD stacker with six speaker and you had a Classic.Tick the Luxury box and you also got a sunroof, leather trim, power driver’s seat, and Bose premium sound with seven speakers.The Luxury Sports hatch got all of that plus front fog lamps and fold-flat rear seat.When buying a nearly new car you should approach it much like you would if you were buying new.The oldest Mazda 6 is now only four years old so you’re looking at a car that is really in the prime of its life, barely run in. If it appears knocked about or neglected in any way walk on, there are plenty more out there to choose from.Mechanically there is little to go on so far, the majority of complaints about the Mazda 6 relate to brake wear which while high is no higher than any other modern car. You have to get used to machining discs by 30,000 km and replacing them at 50,000-60,000 km.Check for a service record, which will become important when you come to sell later on.With such a new car check for the things that will affect its value, things like small dings in the body, tears or marks on the interior trim, scrapes and gouges on the alloy wheel rims. They’re the things that detract from the newness of a car that still has the new feeling.When test driving make sure the engine runs smoothly and pulls without hesitation, the gearbox changes gear smoothly without any jerking or hesitation, there are no vibrations as the speed increases, and no noises that can’t be explained.An agile chassis with responsive steering, powerful four-wheel disc brakes with anti-skid control and a zesty engine give the ‘6’ driver every chance of avoiding a collision.Dual front airbags with seat belt pretensioners provide a good level of crash protection in the LImited and Classic models, while the Luxury and Sports models also boasted the protection of side and curtain airbags.Before buying his Mazda 6 Steve McCormack had driven Falcons or Commodores to get the interior space needed to accommodate his 195 cm frame. The car he bought was in as-new condition with a mere 30,000 km on the odometer. He says it has plenty of headroom, rear seat room and boot space, and he likes the Mazda’s looks, its comfort and performance. His only gripes are the noise when accelerating and the steering, which he feels is vague.Tony Morgan has owned his Mazda 6 wagon for 12 months and loves everything about it. His highlights are the six-stack CD, steering wheel controls, computer readouts and the feeling of class and comfort. He says the six air bags, anti-skid brakes, and precise handling make it a fun, safe car to drive. He averages 8.6 L/KM and says he’s no light-foot! The Mazda 6 has plenty of get up and go, with a great exhaust growl in the upper revs! Also the tiptronic gearbox, so much fun on the Great Ocean Road! Service and spare parts are reasonable and the car has run faultlessly.Julie Torcasio has loved the Mazda 6 from the day it was released. She took delivery of a 2003 Classic hatch in 2004 which has now done 23,000 km. She says it’s her perfect car, a little bit sporty, but not too big or expensive to run.• Mazda’s new found ‘zoom, zoom’• sweet revving engine• great engine growl• agile, responsive handling• sporty stylingGreat looking sports sedan with lots of zip, responsive handling and good resale potential.

When Toyota launched its prestige brand in 1990 it swept through the automotive establishment like a blazing bush fire fanned by a hot midsummer northerly. The luxury LS400 was the first Lexus model to be launched and it so shook up Mercedes-Benz that they haven’t been the same since, and for that we can all be most thankful.Talking about it recently Cars Guide editor Paul Gover described it as being like the Japanese raid on Pearl Harbour in World War 2. The Japanese bombers arrived unannounced and with devastating effect sent most the American Pacific Fleet to the bottom while they lay at anchor in port. It was a huge setback to the Americans at the time, but it had an even more devastating effect on the Japanese because, as Gover said, it awoke the sleeping giant.The same can be said for the opening salvo in the Lexus raid on the luxury market segment with the LS400, which caught the established luxury carmakers unaware.Overnight American buyers switched from the star marque in particular and bought the new Japanese car instead. It was a wake-up call for Mercedes just like the Japanese bombing raid on Hawaii was for the Americans in 1941.Mercedes-Benz had so dominated the top end of town it was as if they believed they had a God-given right to the luxury market and had become complacent. When the Lexus arrived with an alternative that was just as well equipped, and had all of the technology the Mercedes had, and importantly had much better build quality, many traditional ’Benz buyers jumped ship.The German company was shaken out of its lethargy and realised that it had to compete for sales if it wanted to keep its pre-eminent position. Before long Mercedes had new, and much improved models on sale, with much higher levels of technology, equipment, and quality. For the first time in years, Mercedes was listening to its customers, and maybe more importantly they listened to those previously loyal customers who’d turned their back on the company.Mercedes response was, much like the American response in World War 2, devastating for the impertinent aggressor. Toyota was set back on its heels when the Germans counter punched, and the newcomer found itself under the pump.Proving heritage matters buyers returned to the establishment players and abandoned Lexus once the Germans lifted their game. Lexus, without the heritage to match its European rivals, than had to rely solely on its primary positives of technical sophistication, comfort, and build comfort when they were being matched or bettered by its rivals.Having given Benz and BMW the wake-up call they badly needed, the Lexus was no longer needed. Selling them became hard work, and the value of used cars dipped.If you can get past the badge value of the ’Benz there is plenty to recommend the LS400 as a prestige used car buy today.MODEL WATCHOne look at the LS 400 launched in 1990 is enough to reveal Toyota’s intended target. There are unmistakable cues that recall Mercedes-Benz cars of the time, it’s no wonder Benz buyers were enticed away from Mercedes dealers and into the new Lexus showrooms across town. Replace the Lexus badge with the three-pointed star and you could easily be convinced you were driving a car from Stuttgart.The LS400 was a conservative shape as demanded by its market segment. Its lines were smooth, but solid and substantial, perfect for executives and others wanting to convey the impression of success.If the shape was reminiscent of the big German the quality with which it was put together far outstripped anything that was being built in Europe at the time. A tour of the Lexus plant in 1994 just before the LS400 received a major makeover revealed a state-of-the-art factory jam-packed with computer driven robots able to assemble the car to the tightest tolerances. Production engineers were passionate about their ability to consistently turn out high quality, and even a cursory look at the panel fit and body gaps was enough to confirm that they were tight and very consistent. At the time it’s doubtful that there was a car being built with better quality.What lay below the superbly turned out skin was equally impressive. Suitably it was a 4.0-litre double overhead cam V8 that provided sufficient motivation for the LS400 to race to 100 km/h in a tick over eight seconds with a top speed of 240 km/h. It was fuel-injected, had four valves per cylinder, and pumped out a peak of 190 kW and 360 Nm.Silkily smooth it was barely evident at normal round town speeds, even at high speed it was totally unfussed with never a murmur to disturb the interior ambience.The transmission was a four-speed auto, again superbly matched to the engine. Shifts were imperceptible, gearing perfect so progress was always smooth.Suspension was independent all round, steering was power assisted, and ABS kept a watch on the disc brakes fitted at each corner.Inside, the LS400 was appropriately equipped with leather trim, power front seats, power mirrors and windows, seven-speaker radio/cassette sound with a six-stacker CD player, cruise control, and a driver’s airbag. Remote central locking along with an alarm and immobiliser kept thieves at bay.A passenger’s airbag was added in 1992, at the same time 16-inch alloy wheels replaced the 15-inch alloys fitted that were standard from 1990.IN THE SHOPImpeccable build quality and renowned Toyota reliability mean there is little that goes wrong with the LS400. Add to that owners who have the wherewithal to look after them, keep them clean and have them properly serviced and they can be bought with confidence.Even so look carefully for proof of service, particularly a service book with verifiable entries confirming service by a credible service agent. Check engine and transmission vitals and look for fluids that are old and in need of replacement, a sure sign that servicing has been neglected.Check body carefully for colour mismatches, crook panel fit, variable gaps between panels, which are a sure sign of repairs. Check alloy wheels for damaged caused by being driven into kerbs, and look further for suspension damage if wheels are heavily scarred.OWNER’S VIEWChris Smith bought a 1993 LS400 and loved it for its quality, engine, quietness, comfort and appointments, ride and exterior design, and has no problem with its perceived lack of prestige. His only problem (odo now says 190,000 km) was the replacement of the power steering oil reservoir at 100,000 km for around $1400. He says they are tremendous second hand value.LOOK FOR• great build quality with perfect panel gaps and fit.• silky smooth engine and drive line for fuss free motoring.• every conceivable comfort and convenience fitment.• good performance despite weighty body.• renowned Toyota reliability on a grand scale.• premium newcomer that lacks prestige of the traditional makes.

A number of Japanese carmakers attempted to set up new luxury brands in the 1990s to compete with the prestige European brands that were enjoying unprecedented success outside their home countries. Mazda created Eunos, which failed to get off the ground here and is no longer sold; Nissan set up the Infiniti brand and like Eunos failed to gain any sort of momentum before being withdrawn from the local market.Only the Toyota prestige spin-off, Lexus, has managed to survive the birthing blues and now thrives thanks to its well-earned reputation for build quality, reliability and refinement.The Lexus brand made a spectacular start with the large LS400, which shook up Mercedes-Benz in the early 1990s, and backed it up with the mid-sized ES300, which expanded its market reach.MODEL WATCHWord spread like wildfire when Lexus hit the US market. At the time the likes of Mercedes-Benz, BMW and Audi were on the nose with many buyers who were only too happy to switch to the newcomer that was not only built better than most, but was also more affordable.Mercedes buyers in particular switched in their droves in what proved to be a wake-up call for the big German carmaker, but more importantly it gave the new Lexus brand a flying start.The ES300 was the second model in the very slim Lexus portfolio when it was launched in 1992, but the LS400 had created enough of a stir for buyers of mid-sized prestige cars to stop in at Lexus dealers and take a look.The problem for Toyota was that it had to differentiate the Lexus models from those carrying the Toyota badge. It wasn’t a problem with the LS400 because it was a distinctly different car that bore no relationship to anything Toyota sold. Not so the ES300, which could be seen as an upmarket Camry.It didn’t help this perception that it did use the Camry platform and the Camry power train, but that’s where the relationship faded.Where the Camry was a down-to-earth family four-door the Lexus was a luxury sports sedan with a completely different character all its own.The smooth clean shape of the ES300 was clearly from the same designers who penned the Camry. It was neat and inoffensive to the eye, but there’s no escaping the fact that it was bland.A silky smooth 3.0-litre double overhead camshaft V6 provided its power with four valves per cylinder, which injected 138 kW into the four-speed auto transmission at 5200 revs along with 264 Nm at 4400 revs.A variable intake manifold enabled a smooth, seamless flow of power from low revs right through to the upper reaches of the speed range. When the right foot was pressed hard into the carpet the ES300 would reach 100 km/h from rest in a reasonable 8.0 seconds. It would account for the standing 400-metre dash in 16.2 seconds and boasted a top speed of 220 km/h.Underneath, the ES300 boasted independent suspension at both ends, variable ratio power steering and four-wheel disc brakes with ABS anti-skid protection.The interior of the ES300 was sumptuous, with superbly comfortable seats trimmed in leather, the air was cooled automatically and there was a high quality sound system.There was just the single ES300 model at first and it had pretty much everything you could wish for, including power windows, auto air, eight-speaker premium sound system with a 12-stacker CD player, cruise, leather, alarm, and headlamp washers.Lexus released an updated ES300 in 1996, which not only brought 11 kW more power, it also brought some subtle styling changes and a brace of new models in the form of the S and LXS.IN THE SHOPMechanics go broke waiting for Lexus owners to turn up on their doorsteps looking to have their cars fixed.Lexus clearly set the build quality benchmark from the moment the badge appeared and that has translated into reliability as they get older and cover more ground.Check for a service record to make sure the oil has been regularly changed. The Lexus is a prestige car so be suspicious of any that hasn’t been serviced according to the schedule.Keep a watchful eye out for imports, which may have arrived here with little known history.IN A CRASHA driver’s airbag was standard from the start, while a passenger’s airbag was added in 1993.The ES300’s well-balanced chassis is well equipped to avoid a collision situation, and with four-wheel discs overseen by ABS electronics the ES300 has a good level of primary safety.OWNERS SAYMatt Ure has driven Fairlanes, LTDs and Jaguars over the years, and says his 1997 ES300, which has done 130,000 km, is the only car that he has not even had a single problem with. Indeed, he says, it drives and rides the same as the day he drove it out of the showroom 10 years ago.Stephen Lacey recently sold his 2003 Toyota Corolla after finding the seats unbearably uncomfortable and the NVH shocking and bought a 70,000 km 2000 Lexus ES300. After owning some 21 cars he says the Lexus is by far the best he has ever owned. He likes its understated elegance, its comprehensive level of equipment, build quality, comfort, drivability and the satisfaction of telling people he owns a Lexus.LOOK FOR• Growing prestige of the Lexus badge• smooth comfortable ride• refined interior ambience• Impeccable reliability• Good build qualityTHE BOTTOM LINE• Few cars can boast the reliability and refinement of the Lexus ES300.RATING85/100

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.

Korean carmakers used a simple philosophy when they began their assault on the Australian market. They might all look the same, but not all four-wheel drives, or SUVs if you prefer, are the same. Korean carmakers used a simple philosophy when they began their assault on the Australian market. It made great sense when they were trying to prove themselves to a sceptical market. It worked a treat for Hyundai when it arrived on these shores and has proved successful for other Korean carmakers that have followed since.Kia was no different when it launched the Sportage four-wheel drive wagon in 1996. The Sportage was remarkably well equipped given its price, which comfortably undercut its rivals in the compact four-wheel drive segment.There was just the one Sportage model. Unlike some other Kia models of the time, which were developed with the help of Mazda, the Sportage was designed and developed in-house.Its styling was clean without being in any way challenging to the eye. The shape was a simple box on wheels typical of a wagon, the edges were soft and rounded and there was little in the way of curves to break up the expanse of panel work.Colour matching of the bumpers and outside rear view mirrors gave it an upmarket look, while chrome door handles and other bright work was a classy touch.While many compact offroaders aren’t really meant to go too far from the black top the Sportage promised the capability to plunge much deeper into the bush.Short front and rear overhangs meant there was less chance of damaging the body when negotiating dips or banks, while the whole thing was built on a separate chassis like bigger and tougher offroaders.Other compact offroaders were mostly built using unitary body construction, which doesn’t employ a separate chassis. Traditionally a separate chassis was regarded as necessary to survive in the bush, which put the Sportage ahead of its rivals, but unitary construction makes for a stiffer, more responsive vehicle that’s more at home when on the black top.Motivation for the Sportage was provided by a fuel-injected double overhead camshaft 2.0-litre four-cylinder engine that produced 94 kW at 5300 revs and 175 Nm, which was competitive in its class at the time.On the road its respectable torque meant it wouldn’t be left gasping at the lights, but it became rather harsh and noisy if revved high and hard.Kia buyers could choose between a five-speed manual gearbox and an optional four-speed auto. Drive went to all four wheels, and there was a low ratio transfer case that gave the Sportage a distinct edge when it went bush.Inside there was roomy accommodation for five adults. Those in the front had plenty of head and legroom, while those consigned to the rear still had good headroom but were a little cramped for leg space.The rear seat could be split and folded as needed for carrying whatever load was needed to transport.Power windows and mirrors were standard, along with remote central locking, an immobiliser and height adjustable steering column. Missing were features like a rear window wiper and a driver’s footrest.Air-conditioning, alloy wheels, front nudge bar, antilock brakes, and the auto transmission were available as options. Metallic paint was available at no cost.Because of the Sportage’s capability to beat around the bush it’s important to check underneath for damage to the underbody, exhaust and other vulnerable mechanical components.Look for bent or broken brackets, fittings, lines and hoses, dents and splits in the underbody itself, and dents to exposed areas of the engine and gearbox.Splits in rubber boots can result in damage to vital driveline components from dust and water intrusion so check steering and drive line carefully.Offroad use can also be detected by scratches on the paintwork from rubbing against shrubs and trees along the edges of bush tracks. Look for damage to bumpers, rear view mirrors, and other external body hardware.It’s probably best to avoid vehicles which have been used offroad, but heavy offroad use can be used as a lever to negotiating a better price if you’re happy to gamble.Diane Coleman liked the look and size of the Sportage when she bought her 1998 model new. She says it handled well on road and offroad on the many times she ventured into the bush and she’d happily have another one. In the five years she owned the Sportage she clocked up more than 200,000 km, and apart from a broken timing chain, which caused serious internal carnage at 60,000 km and was fixed under warranty it was very reliable. Her only criticism was the operation of the turn signal switch which would cancel at awkward moments when turning right.The Sportage isn’t listed in the recent used car safety survey, but it’s safe to say that its crash performance is likely to be average or less than average given that it’s not a unitary body construction, doesn’t have air bags, or height adjustable front seat belts.• Attractive styling• Roomy interior• Good performance from DOHC motor• Capable offroad performanceCapable compact offroad wagon with good looks and long list of features at an affordable price.

Just as the Japanese carmakers did 40 years ago the Koreans changed our automotive landscape when they arrived in the 1980s. Hyundai was the brand that forged the path for others, like Kia, to follow. Hyundai’s pitch was based on affordable pricing with a comprehensive list of standard features. It was an irresistible value-for-money deal.Kia was one the last to hit the local market when it launched its first models in the mid-1990s, but it too offered a similar deal with cheap and cheerful models with a decent array of features and pricing within the reach of just about everyone.Like the other Koreans Kia put new cars within the reach of those who might not otherwise be able to afford a new model. By doing so they sent the used car market into free fall causing values to plunge.MODEL WATCHThe Rio has been a popular small car since it replaced the Mentor in 2000. The Mentor was one of the first models Kia introduced here and while it struggled for sales as the brand built a following the Rio has taken the company to a new level of acceptance.There were two body styles offered, a four-door sedan and a five-door hatchback. Both were quite well equipped with standard features like power steering, central locking, CD player, air-conditioning, and a driver’s side airbag. In other words they had just about everything a budget conscious buyer could want.Both body styles were appealing without being eye-catching. They didn’t set any styling trends with their soft lines and plump curves, but they blended into the landscape without causing any visual offence.Inside, they were roomy with quite good accommodation and plenty of luggage space. Those in the front had adequate head and legroom while those in the rear were squeezed in more tightly if you tried to fit three across the back seat.The Rio was conceived as basic transport, it wasn’t a car that excited anyone with a passion for cars.It had a perky 1.5-litre twin-cam four-cylinder engine boasting 77 kW at 5800 revs and 134 Nm at 4500 revs, which was enough to keep the Rio on the pace in the traffic scrum and cruise comfortably along the highway.There was a choice of a five-speed manual gearbox or four-speed auto with drive through the front wheels.Fuel consumption is one of the reasons for buying the Rio and it is generally good in that regard. It’s normal to achieve 6.5-8.0 L/100 km around town in the manual and 8.0-10.0 L/100 km in the auto.The suspension does an adequate job. The handling is secure enough for most situations, but don’t try pushing it hard around corners or you’ll soon realise its grip limitations, while the ride is comfortable on smooth roads, but a little choppy on broken surfaceA combination of disc front brakes and drum rears provides sufficient braking power, but there are no anti-skid brakes to prevent lockup.An update in 2003 brought more equipment, bigger brakes and some suspension refinements that delivered more comfort and better response.Like most of the Korean cars that have landed here to date the Rio’s build quality was variable, it lacked refinement and the fittings were course. Everything was there, but it didn’t quite come together in a fluid way.IN THE SHOPThe Rio was built to a price so it has to be accepted that it won’t have the quality of higher priced cars.Cars vary so much because of the inconsistent build quality it’s important to thoroughly check each individual car for its own faults.Expect squeaks and rattles from the body, the interior trim fittings are likely to have deteriorated and looking the worse for wear, and there are likely to be noises from the suspension.Early cars are likely to be approaching the time for a cam timing belt change, so check for a service record. Oil leaks are common so check the engine bay carefully.Cheap cars like the Rio are often bought by people who can’t afford to service them properly and neglect them as a result. Regular servicing is just as important with the Rio as it is for more expensive cars.IN A CRASHA driver’s airbag was standard, but Kia didn’t offer a passenger’s airbag or anti-skid brakes.OWNERS’ VIEWSEllis Olding has owned his Rio hatch three years and has been completely satisfied with it. He praises its comfort, luggage capacity, ease of handling and parking, and says the fuel consumption is excellent.Belinda Stinten says her 2004 Kia Rio is economical to run, cheap to service if you don't go through a dealer, but instead find a service centre that will honour your new car warranty. She has had no major problems with it and is very satisfied overall.Pauline Dunne loved Subarus, but turned to the Rio when she found the Subaru too expensive. She loves the Rio’s performance, comfort, style, roominess and economy, and would happily recommend it to anyone. She has says the service she has had from her dealer which has been excellent and inexpensive compared to the cost of servicing a Subaru.Sam Nadella’s experience with the Rio was anything but positive. He says the 2003 Rio he once owned was a terrible car. It had more rattles than the 1986 Ford Laser he owned before it. There was a problem with the fuel rail, there was a water leak into the boot area that was traced to improperly applied body sealant, and the radio was replaced three times without success.LOOK FOR• roomy interior for small car• good sized luggage space• adequate performance• lacks refinement• good fuel economyTHE BOTTOM LINECheap and cheerful small car with variable build quality and little refinement, but good fuel economy.RATING65/100

They might all look the same, but not all four-wheel drives, or SUVs if you prefer, are the same. Once Hyundai broke through it was just a matter of time before the other Korean carmakers followed in their tyre tracks. One of them was Kia, although the company’s products were pounding our pavement well before it launched here in its own right.While few realised it the Ford Festiva was actually built in Korea by Kia so there was some history with the brand before the Mentor and Credos arrived on these shores in 1998.That history suggested that the Kia would do well once it did arrive, and there were buyers ready to shell out for these newcomers on the basis of the Festiva’s good record.MODEL WATCHThe Credos was Kia’s ‘big car’, arriving in the wake of the smaller Mentor, and pitched against others such as the Daewoo Leganza and Hyundai Sonata.Like those other cars from the Korean peninsula the Credos offered more room and metal than its rivals from Japan or Europe could. It was the same pitch that all Koreans were making, but it was a successful one.Underneath it shared some components with the Mazda 626 that preceded it so there was plenty of reason to have confidence that it was a competently engineered car.On top, however, he sheetmetal was all new, not that the styling was anything to write home about. It wasn’t unattractive, but it certainly came from the same jelly mould that was in use by many carmakers of the time.The sameness in the styling was a true reflection of its position as a follower of the market rather than a pacesetter. There was nothing to make it standout, except for its price, but that was enough for most buyers.Under the dumpy skin of the front-wheel drive Credos lay a 2.0-litre double overhead camshaft four-cylinder engine. With four valves per cylinder and fed by fuel injection it was up to the mark in design terms and boasted adequate mid-range torque. When pressed, however, it ran out of puff at the top end.At its peak it pumped out 98 kW at 6000 revs while the torque peaked at 171 Nm at 4000 revs, all of which was fed into either a five-speed manual gearbox or four-speed auto and ultimately on to the front wheels.On the road the Credos was competent without being thrilling. It got the job done without any fuss as long as you didn’t expect to outpace other models from Japan or Europe.There was nothing new in the chassis, it was utterly conventional, but that really sums up the Credos. It was a conventional car that broke no boundaries; it simply delivered plenty of metal for the money.There was just the one model, and it came with air-conditioning, power steering, central locking, power windows and mirrors, immobiliser, tilt steering, cloth trim and six-speaker sound. An option pack delivered leather, woodgrain and ABS brakes.IN THE SHOPWhile the Credos is Korean, which is cause enough for a careful inspection, they’re often bought by cash strapped buyers who can’t afford to service them properly. But because it’s a step up the model chain from the bottom feeders that are mostly affected by owner neglect it’s not such a problem.It’s still worth going over them thoroughly and asking for a service record. It always pays to find out if it has seen the inside of a service shop.The Credos will be fast approaching the 100,000 km mark, which means a major service and a timing belt change. Expect to pay around $600 for the belt change so it might be best to find one that’s just gone past that service point and had the belt changed.Look carefully around the engine, transmission and power steering for oil leaks that will have to be fixed.When driving the car carefully observe the auto shifting. It should be smooth and without hesitation.The interior trim seems to hold up well as does the plastic hardware components.IN A CRASHA driver’s airbag was standard, but passenger airbags and ABS anti-skid brakes were optional.There isn’t a lot of history from real life crashes so it’s hard to judge the performance of the Credos on the road.OWNERS SAYThe low sleek appearance, generous rear seat legroom and the economy of its four-cylinder engine were what attracted Doug Higgins to the Credos. His previous experience with a Kia-built Ford Festiva also helped him decide on the Korean. The Credos, he says, seems to be designed for fast cruising as it sits low and stable on straight highways and hugs the road on curves. The power steering is a little heavy, but it has a firm positive feel with no kickback and good self-centring. The ride is harder than some other cars the same size, but the firmer suspension is good for road holding and gives a sense of security for the driver. The auto transmission kicks back smoothly one or two gears when accelerating and the engine breathes effortlessly through its four valves per cylinder. Doug says he gets 9.0 L/100 km on the highway and 11.0 around town.Doug Johnstone is also a very happy Credos owner. His has done 110,000 km and in that time he’s only had to replace a power steering hose and a brake calliper, and repair a broken exhaust. It doesn’t use oil and he gets 8-8.5 L/100 km on a trip. He says it cruises at the highway speed limit quietly and is easy to drive. The handling isn’t pinpoint accurate, but is quite acceptable. The auto has funny ratios, but once you get used to its quirks, it is not a problem. Contrary to some early reviews he has found the seats to be comfortable, the trim looks a bit ordinary, but it has worn well. On the negative side he admits it’s as ugly as sin and the gauges also leave a bit to be desired. The speedo is hopelessly optimistic. Overall, though, he has been very happy and is in no rush to trade it in. LOOK FOR• jelly mould looks• modest performance• blunt handling• reasonable interior roominess• commendable economyRIVALS• Daewoo Leganza – 1999-2001 – $6500-$8500• Mazda 626 – 1999-2002 – $9000-$15,000• Hyundai Sonata – 1998-2000 – $7000-$9500THE BOTTOM LINEAffordable and economical small sedan with plenty of features, but don’t expect high resale value when it comes time to sell.RATING55/100

The XJ Cherokee was welcomed with a wave of derision when it arrived here in 1994. It was an old design with shoddy American build quality cried its critics back then, but time has shown their criticisms to have been shortsighted.With the earliest cars now on the road here for up to eight years the XJ Cherokee has won plenty of supporters for its ruggedness and reliability, attributes now increasingly attractive to used car buyers.The Cherokee was first launched in America in 1984, and was one of the first off-roaders to feature unitary body construction which gave it tight car-like on-road manners while retaining much of the off-road capability of the more traditional rugged four wheel-drive wagons with the then more familiar construction of separate body on a ladder chassis.It was an instant hit in its homeland and can claim much of the responsibility for kicking off the SUV (Sports Utility Vehicle) stampede that has seen thousands of buyers abandon cars for the perceived safety of the four-wheel drives.The XJ was more than a decade old when it was launched here, which was why it was so widely derided by motoring writers who were eager to write it off as being a basic design and poorly built with a cramped interior and dated dash layout.Despite its ageing design it quickly became a popular choice with Australians, particularly because it was very competitively priced.Like Americans local buyers took to the compact Jeep as an alternative to regular sedans as a round town family vehicle rather than as an off-roader, so most of them have been used in supermarket service or delivering the kids to school and few of them have done any serious off-road work even though they are eminently qualified to survive in the bush.Development of the ride-hand drive version of the XJ was done locally in 1987 well before the Cherokee was launched here through Astre Automotive, then the distributors for Jeep before Chrysler returned to Australia.MODEL WATCHTwo models were available from launch. The basic Sport which came standard with cloth trim, central locking, power mirrors, power windows, power steering, air-conditioning and limited-slip diff.The upmarket Limited model was a smarter vehicle with alloy wheels, power front seats, leather trim, tele-tilt steering column and ABS brakes.Classic upgrade packs were available as a dealer-fit item at the beginning and these essentially consisted of a front nudge bar, colour-coded bumpers, grille and flares.Power came from a fairly basic, but well proven 4.0-litre push-rod six-cylinder engine with fuel-injection and electronic ignition.It was only available with a four-speed Aisan-Sieki automatic transmission, and had a viscous coupling and Trac-Lock four-wheel drive system.While being of a basic design with little refinement and with cast iron block and cylinder head, the Jeep six was a tough torquey performer, which made it ideal in an off-road situation and perfect for towing. Power was 135 kW at 4700 rpm and torque was 299 Nm at 3200 rpm.A year after the initial launch a 2.5-litre four cylinder intercooled turbo-diesel was added to the range, and this was available only with a five-speed manual gearbox. Power was 85 kW at 3900 rpm, torque 300 Nm at 2000 rpm, and it was a fuel miser.Underneath it had solid axles at the front and rear, with coil springing at the front and leaf springs at the rear. The Sport had a heavier duty Upcountry suspension set-up as standard while the Limited came with a European Touring suspension, but each could also be had with the alternative.An update in 1997 saw some revised cosmetics, the front vent widows deleted, and a new dash along with a stiffer body and a steel rear door in place of the composite door of the preceding vehicles.IN THE SHOPDespite the dire predictions of the motoring media the XJ Cherokee has stood up well to Australian conditions.The interior plastics that were written off as cheap and nasty are holding up well. None of the cars checked showed signs of cracking in the dash or warping of other components exposed to the sun. Interior trim material, whether cloth or leather, is durable and wearing well.Mechanically the engines aren’t showing any pattern of regular failure. The problems reported are the odd hose or water pump failure, but the reports are few and far between. Petrol engine will happily live on a diet of LPG without requiring any rework of the head or valves.Drivelines likewise are essentially troublefree, but it’s important to check for a reliable service record to ensure that drive shaft joints have been regularly serviced. Inadequate servicing can result in seized or partly seized joints, which typically show up as a vibration at 80-90km/h.There was an early recall when the bolts attaching the steering box to the chassis were coming loose and in some cases causing a hairline crack in the side rail, but all vehicles were checked and repaired at the time. Those vehicles that exhibited the problem were those used off-road, while those used mostly on road haven’t shown the problem to the same extent.Signs of hard use, particularly off-road or heavy towing, are sagging rear suspension so check for a lower than usual ride height or rear leaf springs that have lost their original shape.Bodies generally stand up well, with little looseness showing up even after the car reaches a relatively high mileage. Scratches in the paint along the sides of the body can be a give-away to regular off-road use.LOOK FOR• cramped interior with little room in the rear for adults• old-fashioned dash design• simple and reliable engine and driveline• telltale signs of off-road use like scratches down sides of body and bumps and scrapes underneath• seized driveshaft joints a sign of poor servicing

Jeep made a grand entry into the Australian four-wheel drive market with its rough and ready Cherokee wagon in 1994. With some sharp pricing and high equipment levels it quickly gained a following, until its shortcomings began to hit home.In essence its build quality was well below that of its Japanese rivals, the interior trim components fell apart, and it wasn’t very roomy inside. Its appeal lay in its ease of use in town coupled with its off road capability, in short it was perfect for town use with the capacity to go off road if its owner ever wanted to go bush.The reality was that the original Cherokee was quite a dated vehicle when it landed here, there was already a replacement waiting in the wings in its homeland and it was only a matter of time before it was replaced here.That came in 1996 in the form of the Grand Cherokee, a much improved wagon that was much better built than the vehicle it replaced and had a much more impressive list of standard features. it was also quite a step up in price.The Grand Cherokees that were sold here were built in Austria, the most probable reason for the lift in quality compared to the old Cherokee that came from North America.MODEL WATCHThere were two models of the Grand Cherokee, the entry level Laredo and the luxury Limited.The Grand Cherokee was larger outside, larger inside, looked more modern and was more refined than its predecessor. It had a lot going for it compared to the Cherokee, but it still had some deficiencies compared to its competitors.Comfort was commendable, particularly for those in the front seats with comfy buckets and plenty of leg and head room. It wasn’t quite the same story for those in the rear who had to share a bench. There was adequate head and leg room, but because the folding seat was so low to the floor adults had to sit with their knees elevated. Don’t look for a third row of seats because there wasn’t one.Load space was improved over the Cherokee, but it wasn’t great, and it had to accommodate the spare wheel, which took a sizeable chunk out of what was available.The effort Jeep had put in to make the Grand Cherokee more refined was evident in the lack of road and wind noise as you rolled down the road. There was little doubt that this was a great improvement over the old Cherokee.Power was provided by the same overhead valve fuel-injected straight six-cylinder engine that powered the Cherokee, but considerable work had been done to smooth some of the rough edges that made it less appealing in the old model. Capacity was 4.0 litres and it put out a respectable 130 kW and 301 Nm.A four-speed auto was standard and all four wheels were driven. Jeep’s full-time drive system drove the rear wheels, just like a rear wheel drive car, until they began to slip when it would begin to transfer drive to the front wheels via a viscous-coupled centre diff. As a result grip was exceptional giving the Grand Cherokee a sure footed feel.On the road the Grand Cherokee rolled quite a bit with its very long wheel travel and that made it a little less reassuring than some other four wheel drives. It also made it less precise and made the steering feel somewhat vague.The steering was power assisted and speed sensitive, which meant it had more assistance at lower speeds and for parking and less at higher speeds.The ride was a little harsh. With beam axles front and rear, the Grand Cherokee wasn’t quite as refined as many of the rivals from other car makers, which offered independent suspension.Tall gearing meant it was lazy, which helps explain the 10.6 litre/100km fuel consumption Chrysler claimed. It also helped explain why it needed a hefty stab on the gas pedal to get it going when you needed to overtake.Offroad the Grand Cherokee was rated quite highly. It wouldn’t keep up with the heavyweights, LandCruiser and Patrol, but compared favourably with the need breed of part time off-roaders.Standard features on the Laredo included dual airbags, four-wheel disc brakes with ABS, power steering, limited-slip rear diff, four-speed auto, air-conditioning, power windows, roof racks, alloy wheels, cruise, central locking, immobiliser. The Limited had even more with leather trim and power front seats with memory.IN THE SHOPGenerally the Grand Cherokee stands up quite well in normal use. Look for telltale signs of regular off road use and walk away from any car that has spent its life off the black top. Typical signs are scratches down the body sides which can be expensive to remove, underbody damage to suspension, chassis and driveline components.The engine, gearbox and drivelines are quite robust and don’t generally give trouble if they are well serviced so it’s important to sight a service record that can be verified. Driveline vibrations that show up in a road test should be investigated, could be associated with drive shaft joints.Interior trim isn’t normally a problem if the wagon has been on the normal round town duty, but can be subjected to harsh treatment out in the bush. Look for signs of dirt, dust and mud inside.LOOK FOR• Solid body which stands up in town or the bush.• Robust and reliable mechanical package• Less roomy than most rivals• Rear seat passengers have knees up around their ears• economical but lacks performance of most rivals• Plenty of standard features.