Articles by Graham Smith

Most carmakers today have a performance model that packs the punch of a sports car, but back in the 1950s sedans that performed were rare. Back then sports cars were stripped bare open top two-seaters and sedans were more sedate affairs aimed at families.That was until Jaguar broke the mould and produced its Mark 1 sedan, arguably the first sports sedan ever. That was followed by the even more sporting Mark 2, which is today a much treasured classic icon.If Jaguar boasted the only performance sedan in the late-1950s it certainly doesn’t now. Today’s Jaguar has to compete against similar models from BMW, Benz, Lexus and many others.It’s a tough world out there in the dog-eat-dog car world and Jaguar has struggled to maintain a place in the market in the last 20 or 30 years when it came close to extinction before being rescued by Ford.At the depths of its troubles in the 1980s the cars it produced were plagued with problems. A shortage of funds meant they were often underdeveloped and not ready for the market when they were launched, and buyers were left to do their own problem solving.They were also poorly built, partly again because of a lack of funds, but also because of a workforce that didn’t care.The XJ6 – code named X-300 – launched in 1994 was the start of the comeback of the great old brand with an injection of some $500 million by Ford.MODEL WATCHThe X-300 arrived after eight years of strife with the previous XJ40, which suffered badly with niggling production problems that should have been sorted before it was unleashed on the public.Such were Jaguar’s troubles that it was launched and the public became the company’s de facto development team.As a result the X-300 had plenty of ground to make up if it was to win back disaffected Jaguar buyers and restore some much needed credibility to the once proud company.While it was an all-new model the X-300 used the same platform as its much maligned predecessor. That aside every other external panel was new, the result being a much more modern and definitely more athletic shape than the XJ40.At once it looked elegant, yet sporty, and recalled the great old Jaguar sporting saloons.Like all XJ6s the X-300 was a large car, but its interior was rather cramped, particularly for rear seat passengers. If some suffered they could draw comfort from the sumptuous Connolly hide that covered the seats and the classic burr walnut trim that contributed to its olde worlde charm.Under the deeply sculpted bonnet lay one of four engines: a 3.2-litre double overhead camshaft straight six which churned out a smooth 161 kW at 5100 revs and 315 Nm at 4500 revs; a 4.0-litre version which boasted 183 kW at 4800 revs and 392 Nm at 4000 revs; a supercharged 4.0-litre six which pumped out 240 kW at 5000 revs and 512 Nm at 3050 revs; or a 6.0-litre V12 with 234 kW at 5350 revs and 478 Nm at 2850 revs.A four-speed auto processed the punch on its way to the rear wheels. Drivers had the choice of letting the transmission take care of the shifting or they could engage the ‘J-Gate’ manual shift option and do the shifting themselves.Underneath the X-300 rode on independent suspension at both ends, the front made up of unequal length wishbones, coil springs and an anti-roll bar, the rear using double wishbones and coil springs.If the suspension was familiar Jaguar the speed sensitive ZF rack and pinion steering was new and much welcomed for its precision when compared to the older model.Powerful four wheel discs slow the heavyweight cat with ease, and there’s the added safety of ABS.As expected of a car with a price tag approaching $150,000 the X-300 came fully equipped.The base sedan came with air, leather, remote central locking, trip computer, cruise, and dual front airbags, but had wheel trims instead of alloys.If you stepped up to the Sport you got alloys, front fog lamps and sports suspension.Further up the chain there was the Sovereign, which was similar to the Sport, but had touring suspension, power driver’s seat with memory, and a chrome interior mirror.For an exhilarating ride there was the XJR with the supercharged engine, traction control and a limited-slip diff.At the upper end of the tree was the V12, which had the 6.0-litre motor and pretty much everything else on the option list.IN THE SHOPJaguars have a reputation for unreliability, and while it was mostly justified with the models that preceded the X-300 it is no longer fair to label them with the troublesome tag.Ford spent a large amount of money getting the production sorted out so the cars are well built when they leave the factory and not the troublesome ones they once were.It’s important, however, that they are regularly serviced. That goes for any car, but if you want your Jaguar to run smoothly and not breakdown on you keep it well serviced. There are plenty of specialists around who will keep it in fine fettle without going to a Jaguar dealer.The X-300 is a big, heavy car so don’t expect it to be cheap to run. The XJR will guzzle 17 litres or so every 100 km, the V12 even more. Expect it to consume brake pads and tyres as well.Look for signs of crash repairs, oil leaks, suspension clunks and rattles, and definitely look for a service record that can be checked.IN A CRASHThe mass of the XJ6 will help in the crunch, as will dual frontal airbags. Predictable handling with powerful ABS-assisted disc brakes, along with traction control combine for a competent primary safety package.OWNERS SAYDavid Jonas is the proud owner of an 1996 X-300. On the road he says there is no better highway cruiser for the money. Overtaking performance is breathtaking, cruising at the legal highway speed is effortless and you are cosseted in leather and wood. Equally, the Great Ocean Road poses no challenges as this car corners on rails, and in most cases you simply catch up with the traffic. It is at home in city traffic as well, and to put it simply, it’s a great car that is difficult to match with any other band that is on the market today. He also says it hasn’t been expensive to service. During the 100,000 kilometres he’s owned it it’s required a set of spark plugs, two sets of disc pads, one ignition coil, batteries in remote controls, one exhaust manifold, one set of tyres, and oil and filters every 10,000 km.Dr Matthew Starr has had his 1995 X-300 3.2-litre Sport for nearly five years and it's done just over 91,000 km. He says it’s a terrific car, very stable, solid, comfortable, well made, and reliable. The engine is very torquey and the only irritating thing he has had to have redone was the felt internal roof lining that sagged. He would recommend this model to anyone as they are superb value for money nowadays.LOOK FOR• elegant sporty styling• smooth performance from base six cylinder engines• exhilarating punch of supercharged XJR• slightly cramped interior for size• high fuel consumption, particularly the V12• precise handling and smooth rideTHE BOTTOM LINEClassy cat looks good, feels good, goes good, but is a large car and will cost plenty at the pump.RATING65/100

There’s always a risk when revisiting the past that you won’t be able to recreate what you once adored. When it comes to cars the risk is even greater, and when you’re Jaguar and you’re trying to evoke memories of a great 1960s classic the risk is beyond imagination.That was the way it was when Jaguar launched the S-Type in 1999 with much ado about the great Mark II that helped forge Jaguar’s great sporting tradition in the 1960s.The Mark II is one of the great Jaguars. It was the model that really transported the company from a maker of great sports cars to one capable of going beyond the mould and making great sedans.With Jaguar’s lusty double overhead camshaft six-cylinder engine purring under its sleek bonnet, a racy four-speed manual gearbox, independent suspension and disc brakes, the Mark II stood head and shoulders above the ’60s crowd.The S-Type had a much tougher task to shine against great cars from Europe and Japan. It wasn’t possible for the S-Type to stand out like its legendary predecessor, and yet by recalling the Mark II Jaguar created an expectation that it would.Its reception was luke warm, particularly when compared to great cars like BMW’s 5-Series or Benz’s E-Class, and there were lots of scribes ready to put it down if it showed even the most minor weakness.A major part of the problem was the decline of the British motor industry since the great days of the 1950s and ‘60s when it was a world leader in automotive technology. By the 1990s it was a mere shadow of its former self, barely existing, and Jaguar was by then owned by Ford.With all of that baggage the S-Type faced an uphill battle to convince the sceptics it was worthy of considering alongside the new prestige heavyweights.MODEL WATCHThe S-Type was clearly an attempt to snare more of the prestige market than Jaguar then had with the bigger XJ sedan. It was designed to compete with the likes of the BMW 5-Series and Mercedes-Benz E-Class in the compact prestige segment.Its styling recalled the Mark II and the later S-Type of the 1960s. It was classic Jaguar from tip to toe with an athletic profile that flowed smoothly from its retro grille to its truncated rump.The headlamps, and adjacent driving lamps, screamed Mark II, the only thing missing was the famous ‘leaper’ bonnet mascot.If there was a criticism it was that the styling made the S-Type appear heavy. The large panels, and the relatively small glass area combined to make it look heavy when compared to the likes of its BMW and Benz rivals.Inside, it felt a little claustrophobic and sombre. The dash, with an appropriate dash of woodgrain, was tall and bluff, which made the Jaguar’s cockpit feel confined.Leather was used on the seats, which were supportive and comfortable, there were all the appropriate features like air-conditioning, CD sound, cruise along with a full array of instruments.It looked the part, but the real test for the S-Type was in the driving experience. While it was nice to think it might be a reincarnation of the old timer, the modern S-Type had to be a very competent road car to hold its own with the other great cars that were then in the market.Power was provided by a choice of V6 or V8 engines. The V6 was a double overhead camshaft 3.0-litre unit pumping out 179 kW at 6800 revs and 300 Nm at 4100 revs.The alternative V8 was a smooth and zesty 4.0-litre double overhead cam unit with 209 kW at 6100 revs and 380 Nm at 4100 revs.Jaguar offered a choice of transmissions. There was a five-speed auto available with both the V6 and V8 and this featured Jaguar’s unique, but rather clunky ‘J-gate’ shift that was basically a second gate that ran parallel with the main shift gate and allowed you to shift manually.While the shift was reasonably effective, it really couldn’t compare with the simpler and more efficient manual shift functions offered by its rivals.There was also a five-speed manual gearbox, but that was only offered on the Sport models.Like all great sporting cars the S-Type drive was directed to the rear wheels.The suspension was independent front and rear, and the handling was nicely balanced and secure when pressed on a challenging road.It’s times like that you also appreciate the presence of four-wheel disc brakes should your exuberance outstrip your ability. Of course the addition of ABS added to the S-Type’s dynamic safety.As a prestige car should the S-Type was packed with plenty of features. Apart from the air-conditioning and sound system already mentioned the V6 came standard with alarm, immobiliser, adjustable steering column, power windows and mirrors, and trip computer.Step up to the V6 SE and you also got power steering adjustment, sunroof, sports steering wheel, power seats with memory, and front fog lamps.Take another step up to the Sport V6 and you lost the SE’s sunroof, but you got adjustable shocks for a sportier driving experience.IN THE SHOPEarly cars had troubles with the power steering hoses blowing, but this was supposedly fixed soon after the S-Type was launched here. V8s were more prone to the problem than was the V6.Jaguars tend to be bought by Jaguar enthusiasts who are prepared to look after them and have them serviced according to factory recommendations. Still, it’s important to check the service record to confirm a caring owner as some cars are bought purely for the prestige and are moved on before problems develop.Check carefully for the telltale signs of crash damage, from ill-fitting panels, variable door gaps, mismatching paint.IN A CRASHWith dual airbags and side impact bags the S-Type has a full array of crash protection systems and you would expect them to perform well in a crash.The S-Type is too new to feature in the recent used car safety survey, too few were on the road, and involved in crashes, but they should be good in a crash.OWNERS SAYAnne Tootell always admired the classic Jags of the 1960s, the Mark I and II saloons and the E-Type sports car, but wasn’t a fan of the XJ6, so she was a natural candidate for the S-Type when it was launched. She owns a 1999 3.0-litre V6 and loves the ease of driving, dual climate control air-conditioning and exceptional economy when touring on the open road (less than 10 L/100 km). Her only criticism is that the BRG paintwork demands constant attention.LOOK FOR• retro styling evoking memories of past greats• Confined interior a little claustrophobic• Ford fittings a let down• powerful V6 and smooth V8 engines• clumsy manual shift ‘J-gate’ clumsyTHE BOTTOM LINESmooth classy prestige sedan a little too stuck in the past.RATING70/100

Hyundai paved the way for the Korean carmakers to enter the local market and in many ways paid the price for it. When Alan Bond first brought them in back in the 1980s they were cheap and cheerful cars that were written off as inferior with poor build quality, hand-me-down technology and uncertain durability.In many ways they’re still carrying that tag even though the cars they’ve been selling in recent times are vastly improved.Hyundai is also regarded by some as the ‘Excel’ car company; it was the model they used to gain a toehold in the local market, even though they’ve worked hard to grow beyond the small car segment.The Sonata is a far cry from the Excel, but it is still thought of as cheap-and-cheerful.MODEL WATCHHyundai had been so successful with its marketing of the Excel to cash-strapped buyers with its innovative drive-away pricing policy it became a victim of its own success when everyone came to expect the same deal with all of its models.It became a problem when the company wanted to move beyond the small car segment and sell larger and more sophisticated models like the Sonata. For a time they simply didn’t sell, buyers perceived them as being of an inferior quality than the cars they were being sold against in the medium segment.While car companies often promote minor upgrades as being “all-new” Hyundai had every right to label the 1998 Sonata new for just about everything was renewed in one way or another.Most of the significant changes took place under the very Korean skin where it featured a new platform, new wishbone front suspension and a whole new family of V6 engines.The combination of wishbone front suspension and multilink independent rear was right up to the minute in technology terms, it was the perfect package for good ride and handling, which for the most part it turned out to be.Unfortunately much of the good work on the suspension was brought undone by the steering which had more kickback than had been seen for many years.Hyundai offered a choice of four-cylinder and V6 engines, the latter a responsive double overhead camshaft 2.5-litre unit which gave 127 kW at 6000 revs and 230 Nm at 3750 revs and ensured it had plenty of zip.The V6 was all new and got good reviews for its performance and fuel economy, while the double overhead camshaft four was carried over from the previous model and was also rated quite highly for its performance with 103 kW at 6000 revs and 180 Nm at 4600 revs.All of that power was channelled to the front wheels through either a five-speed manual gearbox or, in most cases, a four-speed auto.If the mechanical specification was praised there wasn’t the same ready praise for the Sonata’s styling, which tended to polarise opinion. Some loved it, others loathed it, as is the often the way with styling.While still very Korean the Sonata was a little less challenging to western eyes than earlier models. Its lines were cleaner which made it more appealing.The 2.0 GLE opened the range with plenty of standard features, including air-conditioning, keyless central locking, cloth trim, power windows and mirrors, 60/40 split-fold rear seat, and six-speaker sound.When you ticked the Classique box you also got alloys, six-stacker CD sound and a rear spoiler.The 2.5 GLS opened the V6 range and got everything the GLE got plus the V6 and a CD player.At the top of the range sat the 2.5 Levant, which came with dual airbags, ABS, leather, power driver’s seat and cruise.IN THE SHOPHyundais are generally quite reliable; they suffer few problems with the major mechanical components. If there is a consistent problem area it’s the electrics, which seem to be of a slightly inferior quality to their Japanese rivals.Owners often report misfiring, sometimes even a complete flameout to mechanics, and it’s usually traced back to the ignition leads. Replace them and the problem goes away, but it can be a costly business to replace the rear leads, which are tucked away at the back of the east-west mounted V6.Look for oil leaks around the engine, which can be costly to repair.Also ask for a service record as some owners tended to by Hyundais because of their low price and ignored their need to be serviced.IN A CRASHHyundai beefed up the body structure, doors and roof rails to better absorb the energy in a crash.It also fitted a lap/sash seat belt to the centre rear, which is often just a lap belt in other cars, and driver and passenger airbags were standard on the top range Levant.Other models missed out, which puts a dampener on the Sonata’s safety picture.OWNERS SAYRichard Kenny’s 2000 Sonata GLS V6 manual has done 69,000 km with few faults apart from the ignition leads, which required replacement at the 65,000 km service. He says he consistently gets a little over eight L/100 km around town, and it’s even more economical on long trips.Lindsay Morgan’s 2000 V6 Sonata has done 98,000 mostly troublefree kilometres. So happy is he with it that he rates it the best car he’s owned. His only gripes are that the suspension needs to be beefed up for use in the bush and he’s not keen on the look of the grille.LOOK FOR• Challenging looks• Good performance from four and V6• Sound engineering overall• Annoying kickback in steering• Good ride and handling• Electrical woes• Airbags only on top modelTHE BOTTOM LINEGenerally reliable, feature-laden, mid-sized sedan with mostly good road manners and performance.RATING65/100

The fifth generation Honda Prelude sports coupe was greeted with dismay when it launched here in 1996. With styling that could best be described as ‘plain’ – some other less than kind motoring writers used terms like ‘bland’ and ‘boring’ – it seemed like a step backwards at first glance.Prelude had been a much loved nameplate in the Honda family, and there was a feeling that Honda had somehow turned what had been a great sports coupe into something to appeal to the blue-rinse set.If the looks were a let down for some, fortunately no-one was disappointed when it came to the driving experience. The ‘bland’ Prelude was anything but ‘boring’ once you climbed behind the wheel.MODEL WATCHAfter the aggressive curves of the preceding fourth generation Prelude the new model caused quite some consternation when the wraps came off at its Tasmanian launch in 1996.Those who were looking to another aggressively styled sports coupe were left wondering if they’d wandered into a time transporter by mistake and been whisked back a couple of generations.With its large unbroken surfaces, soft lines, and square headlights either side of a grille slot it appeared to have more in common with the third generation coupe than it did with the one it followed. For some it was too much, others reserved final judgement for the drive, after all it’s the drive that matters most in a sports coupe.While Honda’s motives for the change in styling direction was hard to fathom at the time, it turned out that it was based on sound research which showed that the fourth generation failed to excite the market in the way the third generation had. Hence the apparent resemblance to the more popular predecessor.The research also showed that Prelude buyers wanted room for rear seat passengers and more luggage space.As a result the new model was 35 mm longer in the wheelbase, 25 mm higher thanks to a taller roof line, and 105 mm longer overall. All of that equated to a more comfortable ride for those consigned to the rear seats, and a larger boot for the luggage they wanted to take with them.Along the way Honda’s engineers were able to increase the rigidity of the body, using thicker sheetmetal, more spot welds, more cross beams and heavier load bearing members, along with redesigned side sills and rear bulkhead. All of which added up to greater safety and reduced noise, vibration and harshness.Rear seat passengers would also appreciate the changes made to the rear suspension mounts, along with the reinforced wheel houses, both of which helped cut annoying road noise.Honda offered a choice of two engines, both 2.2-litre double overhead camshaft 16 valve four cylinder units with fuel injection, one with Honda’s renowned VTEC variable valve timing system.If you chose the base Si coupe you got the 118 kW engine without the variable valve timing, but if you opted for the hot VTiR you got the sizzling 143 kW VTEC engine.Transmission options were a slick shifting five-speed manual gearbox, and a new four-speed Sportshift auto. The auto trans was the big news, it offered the option of full auto function or race car style manual shifting for those times you felt like letting your hair down.Honda also introduced the option of a smart new drive system, dubbed Active Torque Transfer System or ATTS, which transferred power to the outside wheel during hard cornering for better drive when the load was on that wheel.On the road the Prelude had a wonderful poise that inspired the sporty driver, particularly when coupled to the fabulous VTEC engine.There was also plenty of standard features. The Si boasted ABS, power steering, alloy wheels, cruise, central locking, power windows, and a four-speaker sound system.When you ticked the VTiR box you also got air-conditioning, a leather trimmed steering wheel, and a power sun roof.IN THE SHOPHondas generally stand up well to the rigours of a hard life, not that many Preludes are actually driven as hard as they might be, but you should anticipate regular brake pad changes.Clutches can be a regular service item on manuals, and front tyres wear out quite quickly, particularly if driven with gusto.Little trouble is likely with the body and trim, Honda build quality ensures they’re stitched together pretty well.Inside, look for heavy wear on the seat side bolsters from occupants sliding in and out and brushing across the pronounced side support hump.Lift oil filler on engine and peer inside looking for the presence of sludge that might indicate a lacking of servicing.Check for a service record to verify maintenance has been done.IN A CRASHEarlier Preludes were rated average in the recent used car safety survey, but increased structural integrity, dual door beams, and a full width crossmember through the dash should mean improved crash protection on the fifth generation model.Dual airbags also add to the Prelude’s overall safety picture.OWNERS SAYDavid Taranto’s 1999 Honda Prelude VTiR manual has covered 68,000 km with the only parts needing to be changed were clutch and brake pads so far. He says it’s a great car to drive, and averages 10 L/100km in peak hour traffic and with some spirited driving thrown into the mix.LOOK FOR• plain ‘love it or leave it’ looks• improved roominess and luggage space• great performance from VTEC engine• safe balanced handling• beaut auto with sports shift function• renowned Honda build qualityRIVALS• Nissan 200SX – 1994-2000 – $15,500-$31,000• Toyota Celica – 1994-1999 – $17,000- $29,500• Holden Calibra – 1991-1998 – $10,000-$23,000THE BOTTOM LINERoomier, quieter, more refined sports coupe with brilliant handling and power train, but let down by ‘grandma’ looks.RATING70/100

It was early days for Korean carmakers when Hyundai unveiled its SCoupe in 1990. Hyundai was the first Korean company to arrive here and was still finding its feet in a sceptical market in the years before the Excel X3 broke through in 1994.The SCoupe brought another dimension to the Hyundai brand with its cute two-door coupe shape and impressive array of standard features at an affordable price.It represented an important step away from the Korean image of cheap basic transport and introduced some much needed emotion to an otherwise bland brand.MODEL WATCHWhen first launched there was just a single model which came with standard power steering, power windows, alloy wheels, a sporty tachometer, colour coded bumpers, and an AM/FM radio cassette player.Power was delivered by a Mitsubishi-derived 1.5-litre fuel-injected single overhead camshaft four-cylinder engine, which put out 62 kW at 5500 revs and 120 Nm or torque.Although modest the coupe’s performance was surprisingly spirited, while at the same time it returned amazingly low fuel consumption.There was a choice of a five-speed manual gearbox and a four-speed automatic transmission with a floor shift, with final drive going through the front wheels.The single model was replaced by a two-model line-up in July 1991. The base model was stripped of its power windows and alloy wheels, while the LS retained them and got tinted glass as well.A further realignment followed a couple of months later when the base model was rebadged the LS and the LS became the GLS. Both had steel wheels and wheel caps as standard, alloy wheels were then an option on both models, and both featured a rear spoiler.A facelift in 1992 brought a new narrow slot grille and slim line headlights, along with a small power increase, to 68 kW and 132 Nm, and a hot turbocharged engine which boasted 84 kW and 168 Nm.The LS base model then had power steering, rear spoiler, tachometer, split-fold rear seat, with cloth trim and carpet. On top of that the GLS had power windows, colour-coded bumpers, alloy wheels, and four-speaker sound.If you stepped up to the Turbo you also got central locking, fog lamps, sports seats, sports suspension, and a leather wrapped steering wheel.IN THE SHOPThe best advice for anyone contemplating buying an SCoupe is to hang back and think about what it is you’re buying. Park your emotion for a moment and remember that you’re buying an old car, one that was cheap and cheerful when new and is now nearing the end of the road.Have it checked carefully by a mechanic or a motoring organization before you purchase it. A few dollars spent on a pre-purchase inspection could save you the nightmare of a troublesome car later on.Hyundai build quality was questionable and certainly variable back when the SCoupe was launched so listen carefully for squeaks and rattles when driving your prospective purchase.Also listen carefully for knocks and clunks in the suspension and driveline when driving, the SCoupe’s drive shafts are a known problem.Same with the gearbox, which can be noisy in the intermediate gears, and weak synchros can make second gear difficult to select.The engine is a Mitsubishi unit similar to that used in the Lancer and Colt. It’s relatively trouble free although it has been known to crack cylinder blocks, so carefully check around the engine for water stains that might indicate a leak.The SCoupe was nicely equipped given its low price, and included full electrics as standard on some models. Unfortunately Korean electrics were troublesome back then which can mean trouble today.Early Korean paint quality wasn’t great and many are suffering from paint fade, particularly some of the bright colours that are prone to fading anyway. Lack of regular cleaning and the occasional wax and polish exacerbates the problem.IN A CRASHThe SCoupe was given an average rating in the recent used car survey, which means its crash performance, both in protecting its occupants and its likely impact on other drivers, was quite good.There were no airbags fitted to the S Coupe.OWNERS SAYCampbell Laidlaw bought his SCoupe in 2001 with 113,000 km on the speedo. It now reads 215,000, and he says it’s fun to drive, handles quite well and servicing has been limited to book services.Tina Lazaridis drives a 1996 SCoupe and loves the styling, the performance, and roominess. It’s a great car and very affordable.M. Hargreaves bought a 1990 SCoupe when it was seven years old and with 147,000 km on the clock. Although told not to buy it because of the high km she loved the look and feel of it, and the extras. It was red with a sporty look without the sports car price, just right for a young girl looking for her first car. She drove it for five years pushing the odo reading up to 250,000 km before selling it when it became too small for her growing family. At the time of sale it was still going strong.LOOK FOR• Sporty styling still appeals• Spirited performance with good economy• Holds value quite well• Affordable first car• Mitsubishi mechanicals quite reliable• Average build quality• Troublesome electricsTHE BOTTOM LINEStylish and affordable first car for beginner drivers, but rising kays mean increased risk of trouble.RATING50/100

When you’ve built your reputation on cheap and cheerful cars, like Hyundai did, it’s always going to be difficult to entice people to pay a premium for your cars on the basis of quality and reliability. Once Hyundai had established itself in the market it was always going to move up the market ladder, away from the cars that gave it its start. For a time dealers bemoaned the company’s shift from its drive-away-no-more-to pay roots.The move started in the mid-1990s and one of the transition models was the 1995 J2 Lantra.MODEL WATCHThe Excel was the model Hyundai used to establish its credentials in a doubting world, and the company didn’t do itself any favours by trying to deny there was a problem with the welding of the front end on a number of Excels. The goodwill it was building vanished overnight and the brand took some time to recover.It was a production glitch that clouded the Excel’s reputation, which was really quite a good little car, and it also affected other models like the Lantra.The Lantra was a compact model, the next step up the model ladder from the Excel, but it employed the same value-for-money proposition as the Excel.Its looks were distinctly Asian, a mass of soft curves that appealed to some, appalled others, but at the end of the day it was a matter of individual taste.Inside there was reasonable room for front seat passengers, but those in the rear were more squeezed, particularly in the sedan. There was more room in the rear of the wagon, which was slightly longer with a longer rear overhang.The interior fittings were plastic and really looked it, the overriding colour grey. It got the job done, but looked like it was built down to a price.Lantra power came from a 1.8-litre fuel injected double overhead camshaft four-cylinder engine that was quite responsive when you put your foot down even from low speeds in higher gears. It put out 94 kW at 6100 revs and 165 Nm at 5000 revs and was at its best when spinning briskly.There was a choice of manual and auto ’boxes, the four-speed auto being the more popular choice. While the auto was smooth, the five-speed manual had a rather clunky shift that felt notchy and there was a tendency to crunch gears unless the clutch was fully depressed.The Lantra’s chassis was well balanced without having the precision of a sports car and the road holding was reassuring. The rack and pinion power steering was light, the brakes were powerful and the ride comfortable.Opening the model range was the GL sedan and wagon, which boasted vinyl cloth trim, tilt adjustable steering column, four-speaker radio/cassette sound, split-fold rear seat and anti-skid brakes.Next up was the GLS, which added central locking, full cloth trim, power windows and mirrors to the package.There was also the SE, which came in 1996 as a lower priced entry level model.Air-conditioning was made standard across the range in 1997.IN THE SHOPThe Lantra’s basic mechanical package is quite sound, it’s the ancillaries that can let you down.Early Hyundais had problems with their electrical systems, the result of building down to a price. Often it was the connections that caused the problem, the wiring tended to be too tight causing the occasional bad connection.Paint was a problem with most Korean cars of the time and faded paint is a regular problem.The engine uses a belt to drive the camshaft and this needs to be changed around the 100,000 km mark, and many Lantras will be approaching the change point for the second time.Check for a service record to ensure your potential purchase has seen the inside of a service shop. The cheap and cheerful sales pitch meant they often ended up in the hands of owners who didn’t care about servicing or simply couldn’t afford it. A well serviced car will stand the test of time much better than one that hasn’t been serviced.IN A CRASHHas ABS anti-skid brakes, which is a plus, but don’t look for airbags.In recent surveys of real life crashes the Lantra is rated at average so it gets a pass mark.OWNERS SAYMarian Emblin has done more than 200,000 km in the Hyundai Lantra SE she bought new in 1997. Its good points, she says, are its spacious interior with plenty of leg/headroom, interior layout, comfortable front seats, attractive design, and its reliability. Not so good is its paint finish, which marks easily, its trim that degraded very quickly, and the boot lip and parcel shelf, which restricts what you can get in the boot. Repairs have been minimal, it's had three batteries, one alternator, one muffler, a throttle switch, and now the auto transmission is showing signs of wear.LOOK FOR• Swoopy styling a matter of taste• Basically sound engineering• Good ride and handling• Standard anti-skid brakes• No airbags• Faded paintTHE BOTTOM LINENothing flash, but has stood the test of time quite well.RATING55/100

The name is a give-away to Hyundai’s grand aim for the Grandeur. It was to be an upmarket car packed with heaps of standard features, but at a Korean price. The question was whether a Korean company, best known for its low cost cars could actually build a prestige model that would compete against established models from long established and highly respected carmakers.MODEL WATCHWhile Hyundai has been selling cars on the local market for some time the company had a reputation for building cheap and cheerful small cars at a price that cash-strapped buyers couldn’t resist.They were so cheap, comparatively speaking, that you could afford to take a gamble on things like build quality and reliability.But when the company inevitably changed direction and began to look further upmarket where there were greater profits in the offing they began to appeal to a more demanding and discerning buyer.Someone who pays $40,000-plus for a car has much higher expectations than someone who forks out $13,000.The challenge for Hyundai was to meet those demands; the challenge for the buyer was to take the plunge and gamble the company would deliver.The Grandeur was Hyundai’s deepest plunge into the local market. It was a medium-sized sedan with pretensions of grandeur; a car that would compete with both locally produced and imported prestige models.Styling was very Asian, a little contrived, but beauty is in the eye of the beholder as the saying goes.Splashes of chrome on the grille, rear garnish mould and door handles provided some sparkle to the exterior, while wood grain touches gave the interior an air of opulence.A spring loaded bonnet badge, ala Mercedes-Benz, was added in 2002 in a further boost to prestige.Power was provided by a competent 3.0-litre fuel-injected double overhead camshaft V6 engine that produced a useable 141 kW at 6000 revs and gave the 1554 kg Grandeur quite zippy performance.The V6 worked in tandem with a five-speed electronically controlled auto trans driving the front wheels.Power steering was standard, along with four-wheel disc brakes, ABS and alloy wheels.As it should be when competing in the prestige market segment the Grandeur was packed with features. It had just about everything you could imagine, which underpinned its value-for-money appeal.The base sedan came standard with air-conditioning, full instrumentation, power windows and mirrors, dual vanity mirrors, remote boot lid and fuel cap releases, six-speaker sound, power antenna, central locking and cloth seats.Step up to the XG and you also received leather trim, keyless entry and alarm, climate control air-con, cruise, traction control, and memory settings on the driver’s seat.It was the Korean formula applied to the prestige segment of the market; that is to deliver plenty of value at a competitive price.IN THE SHOPThe basics of the Grandeur are reliable enough, but mechanics shudder when they arrive at the shop door, as they’re likely to have problems that can be hard to trace and sort out.Korean-built cars in general have a poor reputation for electrics and the Grandeur is packed with systems that rely on good connections and wiring.It’s quite common for owners to report warning lights coming on at random, which makes it difficult for mechanics to trace the cause of the problem. Often it’s found to be a poor connection in the wiring loom and that can take quite some time to locate.Sensors, such as the speed and timing sensors on the engine, can also be a problem.Spark plug leads are also troublesome, and changing them means removing the inlet manifold to get to the rear ones.Signs of trouble are rough running of the engine, and sometimes random stalling while driving along, while problems with the transmission input and output speed sensors are signalled by erratic shifting, sometimes shifting up or down for no apparent reason, or simply refusing to shift.Major service is at 90,000 km and that includes changing the cam timing belt. It also means changing spark plugs, and with long life platinum-tipped plugs that can be a costly exercise.The keyless entry on the XG can be frustrating when it quits and leaves you stranded on the roadside. There’s no roadside solution, the car needs to be towed back to a dealer for correction.IN A CRASHWith ABS standard on both models, and traction control standard on the XG, the Grandeur has the primary systems to get you out of trouble, and dual front airbags and seat belt pretensioners to protect you if you do get into trouble.OWNERS SAYRay Clausen has driven his 2001 Grandeur XG in all conditions, urban and rural and has found it gives him with a sense of safety and ease of comfort. The interior is very well appointed and comfortably seats four adults, while boot space is ample. The battery had to be changed after 18 months, and the ‘Speed Sensor’ and ‘Check Engine’ sensor have also been replaced.Merv Cramer says he has owned many cars over the years, including Holdens and Fords, and rates the Grandeur superior in all aspects, including build quality, attention to detail, and safety. His only gripe is poor resale value.Don Russell loves his 2001 Grandeur. It is luxurious and comfortable, a lot of car for the money. He says it does everything very well and is economical, returning fuel consumption of 8.8 L/100 km. The only trouble has been with the remote locking.The Grandeur’s price was enough to tempt Maurizio to buy one four years ago, but it hasn’t worked out such a good buy. It has been in the workshop more than it has been on the road, he says, with one problem after another. He now wishes he never bought this car; it’s a luxurious lemon with plenty of hidden costs.Jeffrey Gillard has driven Statesmans, Volvos, LTDs, Saabs, and Jaguars, but now drives a 2000 Grandeur XG, which he says is the most reliable and best appointed car he’s have ever owned, and represents great value for money.LOOK FOR• Long list of standard features• Economical on fuel• Very comfortable for four adults• Dual airbags for crash protection• ABS standard• Prone to minor faults, particularly electrics• Poor resale valueTHE BOTTOM LINEGreat value for money, but be aware that electrics are troublesome, and likely to be more so as age and kilometres catch up with the Grandeur.RATING50/100

The race for your small car dollar is intense, with a plethora of makes and models to choose from, ranging from cheap and cheerful to, would you believe, prestige models. The latter are mostly recent arrivals from Europe as carmakers from that part of the world try to convince buyers to part with more cash for the prestige of driving a European brand.There are also plenty of offerings from the Japanese carmakers, all decent cars, while the Koreans have tried to move away from the cheap and cheerful end of the small car market that was once their own exclusive domain.Chief among them is Hyundai who successfully established its place in the market on a policy of drive-away-no-more-to-pay. It worked a treat, but it also entrenched them in the bottom end of the market with a clientele who were only prepared to buy their cars if they were cheap-and-cheerful.They have been working hard to move beyond the cheap-and-cheerful image and have been relatively successful with a string of better and well-built cars that deserve more respect, the small Getz hatchback among them.MODEL WATCHWhen you think of a Korean carmaker the first badge that comes to mind is Hyundai’s. It was the first Korean carmaker to hit our shores, in the 1980s, and is the most aggressive in world terms.Hyundai makes no bones about being a world carmaker, one that takes on the world with its own products, and they are becoming better and better with each new model.The Getz is Hyundai’s own in-house product, conceived to stand up against the best that Europe can produce and it does it pretty well.The styling is clean and attractive in a European sense. There is nothing glaringly absent in the design that sends you reeling out of the showroom; the Getz hatch presents a well balanced profile with lines that flow cleanly from neat front to functional rear.Inside, it has the space to make it competitive against the class leading small cars, and the layout to make it a pleasant place to be when stuck in city traffic.The great thing about the best small cars is the driving experience. The best compacts are nimble with well-balanced nippy handling, and are powered by engines that provide sufficient zip to make negotiating traffic easy and fun.By comparison the Getz was a little dull. The engines were willing, but the tallish gearing tended to suck the potential out of them.At the entry level there was a 1.3-litre single overhead camshaft engine putting out 60 kW at 5500 revs and 117 Nm at 3200 revs, but there was also a 1.5-litre double overhead camshaft engine that boosted that to 74 kW at 5800 revs and 133 Nm at 3200 revs.Behind that there was the choice of a five-speed manual gearbox and a four-speed auto.On the road the handling was acceptable. It wouldn’t bite you, but it was vague with rather dull steering. It was certainly not for anyone who enjoyed the thrill of driving, it was more for those who wanted simple transport and only cared about getting from A to B without really caring about the journey itself.Likewise its ride was also acceptable, but lacked damping. It tended to float over larger dips, but was hard and harsh on big bumps.The range was made up of three-door and five-door hatch models. The GL opened the bidding and was fairly basic. It came with power steering, engine immobilizer and four-speaker CD sound. Air became standard in 2003 and central locking were much needed additions to the features list in 2003.The FX five-door was better equipped with air, remote central locking, power windows and mirrors and alloy wheels.There was also the XL three-door that had the 1.3-litre engine and a little more fruit than the three-door GL.IN THE SHOPHyundai has had to endure some scathing criticism over the years as it has attempted to build credibility with buyers.Who could forget the Excel fiasco when management attempted to deny the existence of a serious problem with the welding of the front-end? They were eventually forced to own up and they came good with a fix, but the episode hurt the company and damaged the reputation of Korean cars in general.It’s a pity because the Excel was generally a reliable and robust little car and didn’t deserve the reputation it got.But in recent times Hyundai cars have got better and better, to the point they are now quite well built.Hyundai at least is confident it has got it right in offering a five-year warranty with unlimited kilometres.The Getz is a member of the new generation of Hyundais and is worthy of a look by anyone thinking of buying a small car and not wanting to spend lots of money.Check for a service record to confirm regular oil changes.Also check the body for dings and dents, looking for signs of panel repair, such as mismatching paint.IN A CRASHThe Getz was in the general mix for safety, but wasn’t considered one of the better performers in a crunch.A driver’s airbag was standard across the range, and a passenger’s airbag was added in 2003 making the post 2003 update model the better buy.AT THE PUMPWith average fuel consumption around 10 L/100 km the Getz isn’t the most fuel-efficient small car going around. Tall gearing holds the little Hyundai back and drivers tend to make up for the apparent lack of performance by pushing down on the gas pedal. That, of course, results in more, and more expensive visits to the gas pump.LOOK FOR• modest performance• tall gearing affects fuel economy• class average interior space• clean attractive styling• vague handling• underdamped rideTHE BOTTOM LINEA worthy try, but lacks the refinement of the best in the small car class.THE RATING60/100

Korean cars still have the stigma of being cheap, poorly built throwaway cars, and while that might have once been the case it would be wrong to dismiss Seoul-sourced cars today. It’s important to look at each brand individually as each is quite different in terms of build quality and reliability in service, so consider each brand carefully and ask your own mechanic for their experience with them.Hyundai was the first Korean brand to land here and the early cars were pretty poorly built. They were clearly in the throw away category, but to pigeon hole them that way today would be doing them, and yourself, a disservice.The model that changed the perception of Hyundai was the X3 Excel that was launched here in 1994. The model that preceded the X3 was a car that warranted caution when buying, but In one fell swoop Hyundai threw off the disposable tag and become a serious auto offering.The X3 Excel was an all-new small car that offered a roomy interior with commendable performance and handling, at a very affordable price. In no time at all it became one of the top selling cars in the country, giving the Koreans in general, and Hyundai in particular, an image boost.The Excel’s swoopy lines and endless curves quickly attracted a following with young drivers. The interior, while praised for its roominess and comfort, was canned for being bland and boring with a sea of dark and sombre trim colours.The power initially was from a single overhead camshaft, 12-valve, fuel-injected 1.5-litre four-cylinder engine punching out 65 kW. There was a choice of a five-speed manual gearbox or four-speed auto transmission.With the standard five-speed manual gearbox, the three-door hatch was quite zippy, boasting a respectable time of 12.2 seconds to reach 100km/h from a standstill.Excel buyers had the choice of three body styles, a three-door hatch, five-door hatch and four-door sedan.The Sprint three-door hatch was the entry level, price leading model, boasting body coloured bumpers, intermittent wipers and a radio-cassette sound system with two speakers as standard.The GX three-door, along with the LX five-door hatch and four-door sedan, added power steering, rear spoiler and a tachometer.The top model in the range was the GLX which came in five-door hatch and four-door body styles, and boasted an impressive list of features, including body coloured bumpers, central locking, power mirrors, power antenna, power front windows, power steering, radio cassette with four speakers, and a tachometer. Air-conditioning and a driver’s airbag were extra cost options.Performance was boosted with a facelifted model in 1998 and the introduction of a 16-valve engine, identified by the “Twin Cam” badge on the tail. With the new engine under the bonnet the Excel’s 0-100km/h time was cut to 9.8 seconds.The Excel’s service history is dominated by a recall in 1997 when it was found that a number of cars had problems with the welds attaching the chassis rails to the floor pan. Problem cars could be identified by a creaking noise in the body as the car went over bumps. Hyundai checked all cars and riveted the rails to the floor pan to fix the problem.While the recall cast a shadow over the Excel’s reputation for a while, mechanics report that it is generally a robust and reliable car.They say that the power train is quite durable, with few reports of anything untoward with the engine or gearbox.The cam-timing belt requires replacement every 90,000km but it’s not a big, or expensive, job. Even if it is neglected and the belt eventually breaks the consequences are not catastrophic as the engine is a free-spinning design so there’s no chance of valves tangling with pistons and other internal components. The worst that can happen is that you’ll be stranded on the roadside waiting for assistance.As for all cars check for a verifiable service record, looking for regular oil and fluid changes, and check the oil by removing the oil filler cap and checking for an accumulation of sludge which would indicate the oil hasn’t been regularly replaced.Check the body for dents and scrapes, and faded paint on bumpers and exterior rear view mirrors on cars delivered before the 1998 facelift.The interior, criticised for its bland colours and plain trim when new, stands up well in service. Few problems are reported with warped or cracked plastic trim components after nine years under the hot sun.The most frustrating problem is with the electrics, which can be unreliable. It seems the Koreans have discovered the secret to the British electrical dramas and taken them back to Seoul. The problems are usually traced back to bad connections.Because the car was cheap and cheerful young and inexperienced drivers often bought them, and owners who couldn’t always afford to keep them properly maintained, so look for signs of abuse and lack of attention.• swoopy styling• roomy and comfortable interior• reliable power train• dodgy electrics

When Hyundai launched its sporty Coupe in 1996 the brand was flying high. Its small cars were dominating the cheap end of the market with drive-away deals that were hard to resist if your motoring needs could be met with a simple set of wheels, but the Coupe took the Korean car maker into another realm. It was one where fashion was just as important than function.It was a test of Hyundai’s ability to lure buyers through showroom doors with promises other than a cheap no frills deal. That said the Coupe was still cheaper than its rivals in the sports coupe market.MODEL WATCH Hyundai had obviously seen the success enjoyed by Toyota’s Celica in the trendy suburbs of Sydney or Melbourne and were determined to follow the Japanese carmaker’s lead when it launched the Coupe.The Korean carmaker wasn’t new to the coupe segment, it had built a rather bland model called the SCoupe before, but the front-wheel drive two-plus-two Coupe tackled the style-driven sports coupe segment head on.The Coupe’s generous curves were penned in California instead of Seoul, none the less its slightly exaggerated shape is an acquired taste. It’s elegant and sporty from some angles, but at the same time it’s dumpy from others. Fussy highlight lines down the front and rear guards emphasises the swoopy profile, and add to a visual clutter that confuses and challenges the eye. At the end of day, however, styling is a personal thing and some may find the Coupe attractive.Hyundai offered three models in the Coupe range, the base SX, mid-range FX and the SFX that had all the bells and whistles you could wish for.The SX came with a 1.8-litre twin cam fuel-injected four cylinder engine, which boasted a modest 94 kW and 161 Nm. There was a choice of five-speed manual or four-speed auto, which drove the front wheels.Even though it was the entry level model the SX was reasonably well equipped with an adjustable steering column, power steering, power windows, fog lamps and body coloured bumpers.Power for the mid-range FX model was a bigger 2.0-litre fuel-injected twin cam which pumped out a more respectable 102 kW and 180 Nm, and there was the same choice of five-speed manual and four-speed auto ’boxes.Equipment level was quite impressive with smart alloy wheels. remote central locking, alarm, CD player and a rear spoiler over and above the features offered with the SX.The range topper was the SFX, which had the same power train as the FX, but had standard ABS, cruise control, electric sunroof, leather trim and a driver’s airbag as well as all those goodies that came with the lesser models. Air-con was an option.On the road the Coupe’s engines were reasonably willing performers and happy to rev out through the range, although their enthusiasm to rev didn’t translate into thrilling on-road performance when they needed 11 seconds to reach 100 km/h from a standing start.The thrill of driving was also somewhat dampened by the rubbery feel of the manual gearshift, which wasn’t sporty in the slightest sense, and the auto was clearly aimed at the hairdresser set.Handling was predicable and secure up to a point, but if you were too enthusiastic it was easy to have the rear jump out on you. That’s in spite of some tuning work done by Porsche.IN THE SHOP With Coupes now having covered around 100,000 km on average it is important to check service records and make sure those that have passed the 100,000 km mark have had the major service scheduled for 100,000 km in which the cam timing belt is changed. If you choose to buy a car that hasn’t had the change as recommended by Hyundai as part of the regular service schedule then get it done. It’s better to be safe now than sorry later on.Hyundai’s engines and gearboxes are generally rugged and reliable, same with the drive lines and suspension. If they have a problem it is in the ancillaries, which seem to suffer from a lack of refinement that may be due to inadequate development at the engineering stage.Electrics are a particular problem with poor connections, troublesome wiring, and overall poor quality giving the Koreans a reputation once reserved for British cars with their dodgy electrical systems.Hyundai trim and plastics are generally hard wearing and stand up quite well to the tough Aussie conditions, but fit and finish is a problem and it’s not unusual to have squeaks and rattles as a result.Owners report that seats tend to be uncomfortable on long journeys, and there is little room in the rear to carry passengers in comfort or much in the way of luggage. They also complain that the rear hatch is heavy to lift, and the rear compartment lip is quite high which means you have quite a high lift to put luggage or shopping away.OWNER’S SAY Angelo Stamboulakis is generally happy with his 1997 Coupe FX, which has done 105,000 km. His only complaint is a problem with the automatic transmission, which is reluctant to upshift when cold.LOOK FOR • affordable sports coupe• reliable engines and gearboxes• major service at 100,000 km• cramped interior• uncomfortable seats