Articles by Graham Smith

Hyundai paved the way for the other Korean carmakers to enter the Australian market and it remains the leader of the Korean pack. It wasn’t without its problems in the early days, but has evolved into a respected make that has earned its stripes in the Australian motoring landscape.The Accent resides in the period in which Hyundai was moving from a maker of cheap and cheerful cars with questionable quality and reliability to a producer of refined, durable cars as it is today.MODEL WATCHThe Accent was the replacement for the Excel, the small Hyundai that is perhaps best remembered for the chassis problem it suffered when someone forgot to weld the front end, but is generally well regarded by those who bought them and drove them for many, many thousands of kilometres and found them to be most reliable.Compared to the Excel the Accent was longer, wider and heavier, and rode on a longer wheelbase, but the interior and boot space was little different. That said Hyundai claimed that the head, leg and hiproom were improved.The styling was freshened with the Excel’s soft rounded curves replaced by sharper lines that were more attractive for the time.Hyundai offered three body styles in the range, consisting of a three-door hatch, a five-door hatch and a four-door sedan. The model range included the base GL sedan and three and five-door hatches that opened the range, the GS three-door hatch and the GLS five-door hatch.The Accent’s engine was a 1.5-litre double overhead camshaft four-cylinder engine of its own making. Peak power was 76 kW at 5800 revs and torque was133 Nm at 3000 revs.The Accent was no fireball, but it had sufficient get up and go to satisfy most owners.Buyers could choose between a five-speed manual gearbox and a four-speed auto, both of which got the job done without much fuss, and final drive was through the front wheels.There was little to complain about with the Accent, but equally there was little to inspire. It was adequate rather than exciting, doing everything acceptably well if your priority was A to B transport.The model range opened with the GL, which was available in sedan and three and five-door hatch body styles, and came with power steering, immobilizer, digital clock, four-speaker AM/FM radio cassette sound, intermittent wipers and 60/40 split-fold rear seat.If you stepped up to the GS three-door hatch you also got a power antenna and power windows, a rear spoiler with high-mount stoplight, central locking, and leather-wrapped steering wheel and gear knob.Further up the chain was the GLS, which could be had in sedan or five-door hatch styles, and came with power mirrors, air, and front fog lamps.IN THE SHOPLike the Excel the Accent was fundamentally sound, with durable engines, gearboxes and drivelines, but was often plagued by little things that could sour the experience.The engine has a cam timing belt so make sure it has been replaced as per the service schedule and not ignored by an uncaring or cash-strapped owner as can happen. Other than that make sure it has had regular oil changes.Ensure the auto transmission shifts smoothly and doesn’t stick in gear. If it sticks in third the pulse generator probably needs replacing.If there’s an issue with early Hyundais it’s in the peripheral systems and components, like the electrical system and associated bits and pieces. Wiring harnesses tended to be too tight, the wires often too short, and there were lots of reports of poor connections. Corroded connections were often reported to dealers.IN A CRASHAll models had a driver’s airbag and seat belt pretensioners for basic safety protection.ABS anti-lock brakes were an option and are worth having.AT THE PUMPThe Accent is quite a fuel miser and you could expect to see 7.0-8.0 L/100 km around town and 6.0-6.5 L/100 km on the open road.OWNERS SAYMerle Stomps doesn’t want to update her 2000 Accent simply because she doesn’t think she can buy a car that will give her as good a run as her Hyundai. She says it does 7.0 L/100 km, has good performance, and has been a pleasure to drive in the 240,000 km she has done in the seven years she’s owned it. During the warranty she had the clock and both side mirrors replaced, and there was a wiring problem with the air-conditioning, while she spent $300 on an ignition problem after the warranty expired.LOOK FOR• Robust and reliable engines• Modest performance• Good fuel economy• Reasonably roomy• Troublesome electrical systemTHE BOTTOM LINESolid, generally reliable basic transport as long as you don’t want a thrilling drive.RATING60/100

John Harvey took a huge risk when he decided in 1990, in the absence of his boss, John Crennan, to back his judgement and order a batch of cars from Holden for the first run of ClubSports HSV built. Thankfully for Harvey, whose position as HSV’s Marketing and Public Affairs Manager was on the line, his audacious move proved to be a master stroke and the ClubSport has gone on to become HSV’s top selling model.Harvey, rightly as it transpired, believed that there was a place in the HSV line-up for a more affordable car that delivered plenty of performance, but didn’t necessarily have the luxury that HSV models of the time had.The Bathurst champ knew from his time with Peter Brock’s HDT Special Vehicles outfit that there were plenty of buyers who wanted a V8-powered, Aussie-built sports sedan and didn’t want all the comforts of home when they took to the open road.With the HSV boss overseas on business Harvey took it upon himself to draw up the car’s specifications from the HSV parts bin, chose the ClubSport name, and placed an order for 80 cars.When he informed Crennan of what he’d done he was told in no uncertain terms that he’d better be right. Fortunately he was and all 80 cars were sold by the time Crennan arrived back in the country.“I had the authority to order cars from Holden, but ordering 80 cars at that time, when HSV was still a relatively small operation was sticking my neck out,” Harvey admits. “When I told John he indicated that it would be a good idea if I sold them before he got back.“Thankfully the HSV dealers were supportive and all 80 cars were sold before John arrived home.”So popular was the ClubSport that more than 400 VN ClubSports were eventually built. The ClubSport is now HSV’s most popular model, making up more than 50 per cent of HSV’s current annual production.MODEL WATCHHarvey knew there was an unsatisfied demand for a sports sedan that was high on performance but without the luxury and price tag of the models HSV was then building. It wasn’t rocket science, he was close to the HSV club movement and the dealer network and had been getting feedback telling him there was a demand for a less expensive car.He began with the VN Commodore Executive, which could be optioned with Holden’s 5.0-litre V8, and then turned to the existing HSV parts bin for the special bits and pieces.There he found the special intake and exhaust systems, which were already used on other HSV models. Then with some tinkering on the engine electronics the power jumped to 180 kW from the 165 kW of the standard VN V8.There was a choice of five-speed manual gearbox or four-speed auto transmission, the sports suspension was lifted from the HSV SV model, and the 16 x 7-inch alloy wheels had been seen on the ‘Batmobile’ TWR VL Group A Commodore.Inside, there were few frills. There was a Momo sports steering wheel, but the seats were standard Holden, the trim was standard Holden cloth, the windows were manual, as were the mirrors.Outside, the VN ClubSport had a single slot grille, a body coloured body kit made up of front spoiler, side skirts and rear wing, and ‘ClubSport’ badges to clearly identify it.It might seen a little basic, but that was Harvey’s intention. He wanted a sports sedan that could burn rubber without being burdened by too many performance sapping extras.IN THE SHOPThe ClubSport is one of those vehicles that falls within the enthusiast category of cars that tend to get better treated than the regular run-of-the-mill models. They usually get driven with greater care and maintained with more dedication, which means they’re usually in quite good shape when they come up for sale.The VN was a make-or-break model for Holden, the car that had to bring the company back from the brink of extinction. Thankfully it did, but it was built in a time of great austerity at Fishermans Bend, which meant it was built down to a budget.Build quality was ordinary which means that VNs today are generally pretty loose in the body, the trim is often falling apart, and the paint is fast fading.Mechanically the news is better. The Holden V8 is pretty solid and reliable, but have a good look for oil leaks, from the rear main seal, front cover, rocker covers, and oil pan. Also check the power steering carefully for oil leaks, from the pump and rack.The five-speed manual gearbox gives little trouble, but the auto needs regular servicing and often needs a rebuild around 150,000 km.It’s a good idea to check with the HSV Owners Club as you’re sure to find someone who knows the car you’re considering buying, and can give you the ‘real’ story.LOOK FOR• Sports motoring with family car comfort• Rumble of Holden V8• Solid proven engine and gearbox• Check for oil leaks from engine and power steering• Average build quality• Early Holden paint is prone to fading

To rip off an old oil ad “sports cars ain’t sports cars”. Mazda rekindled interest in sports cars when it released the MX5 in 1989, to which other auto makers responded with a number of sports car models that might appear on the surface to be similar, but to assume all sports cars are the same just because they might have two doors and a soft top is a mistake.In the old days you could safely assume that an MG, a Triumph or an Austin-Healey were all pretty similar, but not now as most modern sports cars have quite different characters. Some are comfy cruisers; others have a hard performance edge, while others attempt to satisfy all needs with a bit of both.It’s important to understand your own needs and desires before leaping into a soft top. If you want a car that will impress your friends when you pull up outside the local coffee shop, you might be better off with a convertible, or a sports car with a softer side like an MX5 or four-cylinder BMW Z3.If you want a car that will deliver a spirited ride with lots of zip when you open the throttle on a winding country road, one that will blow away the cobwebs after a dreary week stuck in town traffic, think about the Honda S2000.Honda prides itself on its participation in motorsport, particularly Formula One where it has been a major player since the 1960s when it had its own Grand Prix team. In recent years Honda has concentrated on supplying engines to teams like Lotus, McLaren and lately the BAR outfit, and the results are there for everyone to see.The lessons learnt by its engineers in the heat of battle have filtered down to its road cars, with the S2000 a particular beneficiary.The result is a high performance roadster that offers thrill-a-minute driving if you care to test its limits, while still coping with the day-to-day grind that is the reality of city traffic in the noughties.MODEL WATCHHonda wasn’t a newcomer to sports cars when it launched the S2000 in 1999; the company had built a series of technically advanced small roadsters in the 1960s, but hadn’t produced a sports car for many years.Its background in motorsport, and its past history as a sports car maker, meant it couldn’t resist the chance of getting back into sports cars when the opportunity presented itself in the 1990s.Mazda’s MX5 paved the way for a whole new generation of sports cars as carmakers realised that the demand for open cars had been revived.Like its 1960s S-prefixed forebears the S2000 was a technically advanced sports car with a real performance edge to it that marked it out as a car for drivers who really enjoyed the thrill of driving.Honda made no apologies about appealing to the sports car purist. Anyone more interested in cruising need not bother with the S2000, this was a car meant for the enthusiast driver.The S2000’s styling was aggressive, a tough in-your-face snout with hard lines and a stubby tail made for a no-nonsense package that oozed on-road aggression.The two-seater body was strong and rigid, forming the perfect platform for a car that promised fast response and precise handling.The VTEC engine simply bristled with technology. It was 2.0 litres, had fuel injection, double overhead camshafts driving four valves per cylinder, and Honda’s variable valve timing system which boosted the bottom end while at the same time allowing it to rev hard and high at the top end.The end result was a massive 174 kW at 8300 rpm, with peak torque coming in at 208 Nm at 7500 rpm. Although the torque curve was relatively flat, the power curve was very peaky, and that meant there was lots of work to be done by the driver to extract the performance.Mated to a slick shifting six-speed manual, the Honda S2000 worked best when revved hard through the rev range in each gear. It happily revved to the upper limits of its rev range and 9000 revs wasn’t a problem.While it was great at the top end, the peaky nature of the engine made it awkward to get away from the line. Spinning the rear wheels, if you could get them to break away before the clutch slipped, was the best way to get it moving quickly.With such high performance on tap the chassis also had to be capable, and the S2000’s certainly was. With proper double wishbone independent suspension at each corner, electric power steering, disc brakes all round with ABS, and a torque sensing differential, the S2000 was very responsive, and well balanced when pushed into corners.The downside, if there was one, was that it might well be too sharp for anyone who preferred to cruise. The ride was also harsh, which would surely put some people off.Inside the S2000 was a little cramped, the steering wheel couldn’t be adjusted and you sat a little low for comfort, and the ‘Disneyland’ style digital instrumentation was cute, but a little dated.Even so there was plenty of standard equipment, with leather trim, full sports instrumentation, a quirky starter button, air-conditioning, CD stacker, and dual airbags included on a long features list.IN THE SHOPIt’s important with Hondas to make sure they have been serviced according to the company’s recommended schedule. When serviced properly they give little trouble, but watch out for cars that have been neglected.Always ask for a service record, and follow it up with the people who have done the work. It’s also worth pulling out the dipstick and taking a look at the oil. If it’s clean and transparent there’s every chance it’s been changed, if it’s dark and thick it almost certainly hasn’t been changed. That’s a good time to walk away.Old oil tends to develop sludge, which clogs up the passageways that are vital to getting the oil to the points that need lubricating. Blockages cut the flow of oil and the lubrication of vital engine parts as a consequence.Honda engines, with their tight tolerances, and high performance need to be well maintained to deliver long life and their best performance.Look for external signs of a hard life. It could be bumps and scrapes on the body extremities, scarred alloy wheels, mysterious holes in the bodywork that might have been used to mount a roll cage.When driving check for clutch slip, on take off and under hard acceleration in the intermediate gears. The S2000 could be tricky to get moving quickly, and inexperienced drivers could easily slip the clutch trying for a fast getaway.Well looked after, however, the S2000 is a car that will give plenty of thrills and little trouble.LOOK FOR• good build quality• impeccable reliability if properly serviced• spirited performance from high tech engine• responsive chassis with lots of poise• good resale value• fully equipped• cramped interiorTHE BOTTOM LINEOne for the sports car aficionado with a great chassis and engine, but not one for the faint hearted.RATING75100

Peoplemovers must be the least glamorous vehicles of any on our roads, but if you’ve got a tribe of kids there’s no better means of transport for carting them around. The good news is they aren’t the dodgy weapons they once were when most were built on the back of delivery vans.Those early peoplemovers were the sorts of vehicles you avoided at all cost. They were unrefined, uncomfortable and had poor performance and even worse road manners. Thankfully that’s now a thing of the past and the peoplemovers of today are much better vehicles that do most things as well as regular passenger cars.Much of that can be attributed to the Honda Odyssey, the peoplemover Honda built off the Accord platform and one of the first to bring car-like road manners and refinement to the class.MODEL WATCHThe Odyssey was based on an Accord passenger car platform, which meant it sat lower to the road, and drove and handled much like the regular passenger car it was closely related to.The lower stance also meant it was easier to get in and out, you didn’t have to haul yourself up to access the interior. While that’s a real plus for the Honda, it does come at a slight cost in head room.Honda released the Odyssey in two forms, a six-seater which had a pair of ‘captains chairs’ in the middle row in 1995, and a seven-seater which substituted a bench seat for the two individual centre seats a year later.To get into the rear seats in the six-seater it was necessary to walk between the two ‘captains chairs’, in the seven-seater you had to tilt the centre seat forward.Once successfully seated, adults would find there was too little space to be comfortable, but let’s face it peoplemovers are mostly used to transport kids and they’d find it adequate. The location of the spare wheel, a space saver, on the side eats into the space as well.The rear seat could also be folded into a well in the floor making a flat cargo carrying space when the seats weren’t needed for little people. It could also be reversed to make a rear facing seat ideal for picnics.Add to that the ability to completely remove the middle two seats in the six-seater, or fold the middle seat in the seven-seater, converting the Odyssey into a two-seater van.Power was from a 2.2-litre single overhead cam fuel-injected four-cylinder engine in those first vehicles. It was the smallest engine in the peoplemover class, but was smooth and quiet in normal circumstances, and provided adequate if not neck-snapping performance.Power was initially 104 kW and 196 Nm, but a small increase in capacity in 1998 saw that jump to 110 kW and 209 Nm.A smooth four-speed auto was the only transmission available.While the Odyssey was a clever piece of packaging it was the way it drove that impressed both road testers and buyers at the time. Its ride comfort was exemplary, as was its handling and performance.There was nothing lacking in the list of features either, the Odyssey came standard with airbags for the driver and passenger, it had dual-zone air-conditioning, ABS, power windows and mirrors, power steering, tilt column, radio cassette sound, central locking and alloy wheels.Cruise control became standard fitment along with 13-spoke alloy wheels in March 1996, the time the seven-seater arrived.IN THE SHOPVery good build quality equates to a reliable run in the case of Honda generally, and that goes for the Odyssey.The Odyssey’s power train, from engine right on through is pretty much bullet proof so there’s not much to worry about there, but it’s still worthwhile asking for a service record to verify that it has been serviced, preferably by a Honda dealer or specialist.The size of the Honda and the difficulty in judging where the corners are means it’s worth taking a close look at the body extremities for damage, even minor, as it can be quite expensive to repair even small scars on the body coloured bumpers and side protection strips. And those scars, minor as they might be, can strip thousands of dollars from the resale price, and create doubt in the minds of potential buyers about the use a vehicle has been subjected to.Also look carefully at the alloy wheels for damage caused by hitting kerbs, again by drivers unable to come to grips with the Odyssey’s size. If the wheels are damaged check for damage to the suspension and underbody.Body tends to stand up well over the long term, staying tight and rattle-free, while high quality of plastics inside mean the interior also stands up well under the relentless attack of even our junior citizens.OWNER’S SAYCharlie Strike bought his ’98 Odyssey in 2000 with 30,000 km on the odo, and has since added another 90,000 mostly troublefree kilometres. Apart from regularly having to wheel align it, he says because of the nose-in parking in the north-west of NSW, and repairing body damage sustained in seven collisions with kangaroos he’s had no problems with it. He praises its ride comfort and fuel economy, but is critical of its flow thru ventilation, which only seems to deliver air heated by the engine.LOOK FOR• good resale value means a good return when you sell• Honda build quality means few problems down the road• good ride and handling a great leap forward for people movers• small engine means good fuel consumption without losing much performance• flexible interior can be used to kids or cargo

There was a time when you bought a small car only because you couldn’t afford a full sized one, but today we are capable of making smarter decisions and buy small mostly because it better suits our individual motoring needs. Back when we bought small cars because we were impoverished they lacked many of the creature comforts we would have expected in a larger car. You paid less so you expected less, and by God you got less and didn’t dare complain about it.But there’s been a massive shake-up in the market and small cars, like Honda’s Jazz, lack little in comparison to their larger cousins.The Jazz was clearly an upmarket small car when it was launched in 2002. It was meant to appeal to those who wanted it all in a small package.MODEL WATCHThe Jazz presented small cars in a new and innovative way. It wasn’t a downsized sedan or sedan-based hatch as had been the normal way of designing a small car, its packaging was quite different.It was about the efficient use of the available interior space. It had ample accommodation for five adults with the seats in their normal positions, but the seats could be flipped or folded flat in a variety of ways to allow a wide range of objects to be carried. It was a big car in a small package.Being a Honda the performance was sporty with a choice of 1.3-litre and 1.5-litre single overhead camshaft four-cylinder engines. The smaller engine put out 61 kW at 5700 revs and 119 Nm at 2800 revs and returned 5.6 L/100 km, the larger VTEC engine boasted 81 kW at 6000 revs and 143 Nm at 4800 revs for more zip and returned 6.0 L/100 km.Both engines came with the choice of a five-speed manual gearbox or a Continuously Variable Transmission — CVT — automatic; the CVT trans hooked up to the larger engine offered a sporty seven-speed sequential shift function.The suspension was a combination of MacPherson Strut front and torsion beam rear with stabiliser bars at both ends, while the brakes were a blend of disc front and drum rear with anti-skid protection, and the steering was electric power-assisted.Honda offered the Jazz in three models, the GLi, VTi and VTi-S. The GLi opened the range and came nicely equipped with cloth trim, power windows and mirrors, central locking, tilt adjustable steering column, a full array of instruments, and a CD player.The VTi came with all of that plus air-conditioning, and sports cloth trim, while the sporty VTi-S came with front and rear spoilers, front fog lamps and alloy wheels.IN THE SHOPThe Jazz is a city car and often driven by people living in inner city areas, which exposes them to more of the bump and grind of gridlock than other cars living in outer suburban areas.They can often be left parked in the street, under trees and light poles, and subject to the things that naturally fall out of the sky.So look for body bumps and scrapes, and stains on the paint. Look for a car that has been well maintained on a regular basis, and not just cleaned up for sale.Cars left exposed to the elements need more protection in the form of washing, waxing and polishing than those parked under cover.Look at the wheels for evidence of being scraped on or bumped into kerbs. If you find damaged rims have the suspension carefully inspected for damage. It is relatively easy to damage a driveline or steering joint by accidentally hitting a kerb. Listen for odd clicking noises when turning which might indicate a damaged joint.Hondas need proper servicing, they don’t appreciate being neglected so check for a service record indicating regular oil changes, and lift the oil filler cap and take a look for sludge as a result of missed oil services.On average a Jazz should have done around 60,000 km if it was a 2002 model, less if a later delivery.IN A CRASHAll models boasted airbags for the driver and front passenger for reasonable protection in a crash from the front, while anti-skid ABS brakes helped you to get out of trouble when confronted with a crash situation.The chassis dynamics weren’t brilliant. Its steering was accurate enough without being responsive, but the chassis was quite well balanced with a slight bias towards understeer.LOOK FOR• Inner city bumps and scrapes• zippy performance• quirky CVT gearbox• roomy and flexible interior• Honda credTHE BOTTOM LINERoomy interior with great flexibility makes Jazz a much bigger car than its small stature suggests. It’s the perfect town car.RATING• 75/100

Before 1993 Honda’s Integra suffered from the same soft girlie image that afflicted most Japanese sports coupes, but the sleek new coupe that came that year shrugged off the ‘hairdresser’ tag to become a credible power player. The earlier Integra was a pretty car with sporting pretensions, but its performance failed to meet the expectations created by its styling and left buyers feeling let down. If sports car drivers sneered at its lack of get up and go the Integra did have plenty of admirers who loved its clean lines and stylish look and didn’t really care about its performance.That all changed in 1993 when the Integra underwent a transformation. It was one that would have a far reaching effect on the industry and result in a number of really competent and credible sports coupes being produced by a number of car companies.That transformation came in the form of Honda’s hot VTEC engine. It was really an all-purpose engine that overcame the limitations of small capacity with an innovative system, which varied valve timing and intake tract length. The result was bags of torque at low speeds for smooth drivability and miserly fuel consumption, and a powerful punch for plenty of get up and go at higher speeds.MODEL WATCHThe new Integra coupe was an all-new stylish, front-wheel drive three-door hatch. It had an all-new body, which was much stiffer than its predecessor providing a stable foundation for the sort of sharp responsive handling the Integra would become renowned for.It really was a car that changed the perception of Japanese sports coupes, and gave them new credibility. Not all of the Japanese carmakers followed Honda’s lead immediately, but most were eventually forced to follow and the result was a new generation of sports coupes that really were genuinely sporting.There were two models. The GSi was a combination of sporty styling and a flexible 1.8-litre four cylinder engine with the choice of a five-speed manual gearbox or four-speed auto transmission.It had multipoint electronic fuel-injection and put out a respectable 107 kW, which would have been quite respectable had it not been for the clever VTEC engine that powered the hot VTi-R model.The VTi-R was a revelation. Its VTEC 1.8-litre engine boasted twin camshafts with four valves per cylinder and electronic multipoint fuel-injection, and cleverly varied the valve timing and intake manifold length for optimum performance right through the rev range. The result was peak power of 125 kW at a heady 7300 revs and top torque of 173 Nm at 6200 revs.In practice that meant low-end punch for smooth drivability and efficient running which wasn’t compromised in the pursuit of top-end power. The VTi-R was remarkably smooth and tractable around town where it would roll along smoothly and unfussed, but when you opened the throttle and asked for it to perform it would, and how!It was now hairy-chested and great fun to drive. Before the Subaru WRX there wasn’t much better than the Integra VTi-R on our roads.There was no doubt that Honda intended the Integra, in VTi-R guise as least, to be a full-on performance car. The spirited performance of the engine was enough to convey that message to anyone who cared to use their right foot.The engine performance was matched by sharp and responsive handling of the VTi-R’s sports suspension, but it also came with a hard ride that made it difficult to live with day in day out.Inside the Integra was a little cramped, and its dark trim colours made it a little gloomy.The Integra was well equipped. The GSi featured an adjustable steering column, central locking, power windows and mirrors, power steering, a radio cassette sound system with four speakers, and a sunroof. A driver’s airbag was added in 1994, and ABS became standard in 1998. Extras included air-conditioning, CD player and rear spoiler.In addition to the GSi features, the VTi-R also had standard ABS brakes, driver’s airbag, ally wheels, and sports suspension.IN THE SHOPHondas generally enjoy well earned respect from mechanics who universally praise their quality and reliability, and the Integra is no exception.Prior to the arrival of the prestige Japanese brands, such as Lexus, Honda was regarded as the best Japanese carmaker, and mechanics are happy to report they remain solid and reliable even at high mileage. One mechanic even went so far as to say 300,000 km is well within their reach without any real loss of integrity.Parts prices are a problem, however, and Honda is renowned to have some of the most expensive spares in the business, so you need to be prepared for a big spend if something does go amiss.It’s also worth checking for a service record. The Honda engines aren’t free spinning and a cam timing belt failure, breakage or jumping, can lead to very expensive internal engine damage so it’s well worth checking that the belt has been changed at the recommended intervals.Metallic paint can be difficult to match so look for mismatches that might indicate crash damage, and carefully check plastic bumpers for chips and scratches that can be expensive to fix.Inside, expect to find heavy wear on the side bolsters of the sports seats, and wear on the carpet underfoot. Otherwise the interior stands up well with quality plastic parts that don’t unduly distort and are well retained.LOOK FOR:• verifiable service record that shows regular cam belt changes.• tight rigid body.• sharp, responsive handling.• zippy performance from VTEC engine.• high spares prices.

Anyone who has taken the time to look at new car sales figures over the last few years will have seen a phenomenon taking place that has transformed the local car market in a way few others have before. That phenomenon is the popularity of four-wheel drives, most particularly those at the light to medium end of the four-wheel drive segment like the Honda CR-V.The CR-V is currently under siege from Nissan’s popular X-Trail compact four-wheel drive, but before the Nissan hit the market the Honda was a clear leader in the segment and on the latest sales figures is still the second most popular compact four-wheel drive on the local market.On those same figures there is no let up in popularity of these vehicles in sight. So popular are four-wheel drives that companies like Subaru, Volvo, Audi, BMW, Benz, and even Porsche have felt the need to join in the party with four-wheel drive models of their own. Latterly, Ford and Holden have announced plans to launch new four-wheel drive models, the Territory and Adventra respectively. So convinced is Ford of the strength of the phenomenon that it is pinning its future on the Territory, although it prefers to describe it as a new type of all-purpose crossover vehicle rather than a four-wheel drive.The move to four-wheel drives isn’t new, it began back in the 1970s when they were promoted as getaway vehicles for people who dreamt of going bush or to the beach in their leisure time while spending their weeks battling gridlock in our cities. There is still an element of the dream time drive in the ongoing four-wheel drive success story, but there’s much more to it now.In essence people see them predominantly as economical family wagons, a replacement for the traditional station wagons made by car makers like Holden and Ford, but lighter and with more economical four cylinder engines. They also value the virtues of down-the-road vision with its perceived safety that comes with a high seating position.The CR-V wasn’t the first to enter the market, that honour goes to Toyota’s RAV4, but it was the first to really appeal to families as an alternative to the old full-sized station wagon. Toyota really failed to understand the market when they initially pitched the RAV4 at young buyers, the ones who wanted to spend their weekends at the beach after a trying week in town. It missed the mark, and the Honda was pretty well established by the time Toyota revamped its approach with a wagon that suited families.MODEL WATCHThe CR-V hit the road running in 1997 and hasn’t looked back. Offered as a four-door wagon only, with four-wheel drive on demand, the CR-V was powered by a 2.0-litre four cylinder engine and had a choice of five-speed manual or four-speed auto.Honda’s on-demand four wheel drive system isn’t really designed for heavy off road going, it’s more an intelligent all-wheel drive system that handles loose or slippery surfaces with aplomb, and tackles rough tracks with assuring competence, and that makes it an ideal family fun off-roader.The system employs a clutch between the propeller shaft and the rear differential, each of which drives a hydraulic pump. The amount of clutch engagement is determined by the difference between the front and rear axles (or pumps). If the axles are spinning at the same speed the clutch is disengaged and only the front wheels are driven, but if the front axles are spinning faster than the rears the clutch engages and torque is sent to the rear wheels. The degree of engagement of the clutch is dependent on the difference in speed between the front and rear axles, the greater the difference the more the clutch is applied.The good thing is that the driver doesn’t have to do anything, the system takes care of everything.The downside is said to be that the time lag before the rear wheels kick in can lead to problems in heavy going where the CR-V can get bogged down because the front wheels are overwhelmed before the rears are able to help out. For the most part that’s not a problem and few CR-V owners are likely to experience any problem.Most owners are happy with the performance of the double overhead cam, four valve, fuel-injected 2.0-litre engine, although there was the occasional gripe that the 94 kW and 182 Nm it had when released wasn’t enough grunt. An upgrade in 1999 saw output boosted to 108 kW and there are few complaints with that.For most the CR-V is a roomy, well equipped wagon that performs family duties well. It comes standard with air-conditioning, dual airbags, remote central locking, engine immobiliser, metallic paint, power mirrors, windows and steering, a radio cassette and roof rails.A Sport model was introduced in 1999, and that came with alloy wheels, ABS, fog lamps, sunroof and a hard cover for the spare wheel.Another model, the Classic, was introduced in 2001, and that featured alloy wheels and CD sound in addition to the long list of standard equipment.IN THE SHOPSafety is an issue with four-wheel drives and an important one for anyone thinking of buying one. The popular four-wheel drives simply aren’t as safe as a regular family four-door and that needs to be understood.Their crash performance doesn’t match that of normal sedans, and importantly, their ability to avoid a crash is much less than a regular sedan. That high driving position may be great for seeing down the road, and good vision is definitely a good thing, but it also means a high centre of gravity and that means it won’t change direction as precisely as a car sitting lower.The CR-V’s handling is not the best in its class, although it is predictable and in that sense safe enough. Pushed hard into corners the CR-V will heel over and understeer, its reaction to steering input a little slow.Otherwise the CR-V is reliable and robust with high build quality and good quality interior trim and plastic parts. Honda once had the reputation for having the highest spare parts prices, but the company has done lots of work to get those prices down in recent times and they’re not the problem they once were.Few CR-Vs will have gone off-road in any serious manner, so if you see one that appears to have been thrashed through the bush check it carefully as there are heaps on offer that have never left the black top.OWNERS’ SAYPeter Fletcher of Keilor in Melbourne rates his 2000 CR-V Sport auto 10 out of 10. It’s done 35,000 km as a commuter vehicle for his wife and on trips to Lake Eildon on weekends where it has handled the slippery slopes without a problem. He says it’s been an excellent all rounder, with good performance and economy.Andrew Want is also enamoured with his CR-V, a 2002 Sports auto. It’s safe, economical, roomy enough for his family, comfortable on a long trip, looks good and has good resale value.Chris Costa is another love-struck owner. Chris says his 1998 manual hasn’t been off-road yet, but he loves the interior space, fuel economy, looks, and the foldaway picnic table.Corey Passlow was looking to downsize when he traded a Toyota Prado on a 2002 CR-V Sports. Corey has had problems with scrubbing out the front tyres, and an unfortunate experience with his dealer in resolving the problem. Front end alignment is the cause of the problem, but how it came to be out is the reason for the dispute. Corey says he’s trading the CR-V on a Holden ute.John Hansen bought his 1999 CR-V privately two years ago with 50,000 km on the odometer. It’s now done 80,000 km and hasn’t given a moment’s trouble. John says he’d happily have another one.Ross is happy with his 1998 CR-V which he says hasn’t given any trouble, but he says it has been a disappointment on the occasions he has taken it off road. “The four-wheel drive function is virtually useless,” he says.Thomas of Lake Bolac in Victoria is not happy with his 2001 CR-V, which he says is underpowered with unacceptable engine noise. It regularly stalls and is poorly geared. He also says the seats are uncomfortable.David Howard’s 1997 CR-V has done 186,000 km and hasn’t given any problem. David traded a Ford Fairmont on the CR-V and went “from dodgy electrics, overheating and atrocious duel economy to a practical car with perfect reliability and good fuel economy”. Overall David says he’d be happy to recommend the CR-V to friends, his only gripe being seating comfort and the lack of a lap sash seat belt in the centre rear seat.Craig of Lilydale in Melbourne has owned two CR-Vs. He did 100,000 km on the 1997 model he first owned, and has now done 63,000 km in the 2000 model he now owns. He says the CR-V is perfect for the family with plenty of space, it’s been very reliable and is well built. Craig also says it is the best towing vehicle he’s ever owned.David Jones of Wollongong says he’s happy with his 2002 CR-V Sport auto. It has plenty of get up and go, has no trouble towing his fishing dinghy, is easy to live with and drive, and is well built. He rates it 7.5 out of 10.LOOK FOR• lots of room for family• good visibility from high seating position• very good build quality• reliable engines and gearboxes• occasional off-road capability• prestige badge• check crash performance• signs of bush bashing

The Civic quickly won a following after it was launched here in the early 1970s. It was stylish, economical, performed well, and was well built, the same qualities that drive Civic sales today.The Civic was never a cheap small car; those perceived qualities so loved by Australians came at a price. So much so that the Civic lost ground to its rivals as other carmakers, Mazda, Subaru, Nissan, and Toyota closed the gap through the 1980s and early 1990s.In that crowded small car arena there wasn’t as much that made the Civic stand out as it had in past times. It was still stylish and well built, but its performance was lacklustre and it was no longer as economical when those were key qualities small car buyers wanted.Perhaps the thing that brought the Civic out of the doldrums it found itself in was the arrival of the VTEC engine. With its clever variable valve timing and lift system Honda could extract quite amazing performance from a small engine. With the VTEC engine under its bonnet the Civic, particularly the performance-oriented VTi, came to life.In the blink of an eye the well-built small car was transformed. There was good reason to buy the Civic again.MODEL WATCHThe heavily revised fifth generation Civic Honda launched late in 1991 wasn’t anything to write home about. It was a little larger than its predecessor, its styling was wishy-washy without being in any way offensive, its performance was breathless, but it handled well, and was well built.The new Civic range opened with the Breeze, a bright and bubbly three-door hatch with a 1.3-litre single overhead camshaft, carburettor fed four-cylinder engine that managed to produce 55 kW at 6300 revs. It had a five-speed manual gearbox and power steering was standard. The performance wasn’t great, but the economy was acceptable.The mid-range GL came in four-door sedan and three-door hatch forms. It had a 1.5-litre single overhead cam four cylinder engine with twin carburettors, which produced 74 kW at 6300 rpm.There was a choice of five-speed manual or four-speed automatic gearboxes, and the list of standard equipment included power windows and mirrors, central locking, tachometer and an Alpine radio cassette system.This was a disappointing performer, and thirsty to boot.Top of the range at launch was the Si, which also came as a four-door sedan or three-door hatch. Power was from a 1.6-litre double overhead camshaft fuel-injected four-cylinder engine that boasted 96 kW.It too had a choice of manual or auto transmissions, along with four-wheel disc brakes, upgraded trim, and tilt adjustable steering wheel.The VTEC variable valve-timing engine made its first appearance in the four-door VEi sedan, which was released in 1993. It was a 1.5-litre single overhead cam engine configured for fuel economy. It produced 66 kW, and was offered with a five-speed manual trans only.Other standard features included a driver’s airbag, power steering, central locking, power windows and mirrors, tachometer, and cloth trim.As long as you weren’t expecting much get up and go the VEi was worth a look.In September 1993 the Civic came in for a much-needed mid-life makeover, with a raft of revisions, particularly to the engines offered.The Breeze got a new lease on life with a 1.5-litre single overhead camshaft four-cylinder engine, which now had throttle body injection, and produced 67 kW.The GLi replaced the GL with a 1.5-litre multipoint fuel-injected single overhead cam four-cylinder engine that developed 74 kW.Fuel economy continued to be the main focus of the VEi with its 1.5-litre VTEC/E engine, which produced peak power of 66 kW.If economy was a priority for the VEi, the new VTi was a breath of fresh air with the emphasis on performance. Available as a sedan or hatch it was a taste of what was to come as Honda developed it system of variable valve timing and lift.The VTi had a 1.6-litre double overhead camshaft four cylinder engine with 96 kW on tap at 6600 revs. It had plenty of low down grunt as well as impressive top end zip, endowing the VTi Civic with impressive performance.Standard equipment on the VTi included four-wheel discs, electric sunroof, cloth trim, and four-speaker AM/FM cassette sound.Driver’s side airbags became standard across the Civic range in August 1994.IN THE SHOPGenerally the trade highly rates the Civics after the revised engines arrived late in 1992. Prior to that, they say, the engines were generally thirsty and lacked performance.The VTi is highly regarded and easily the pick of the bunch. It’s got good performance while still delivering impressive fuel consumption.Performance and economy issues apart, Honda engines, as well as gearboxes, drive lines and diffs are robust and give little trouble. Rear wheel bearings are a source of trouble.The problems are mostly related to ancillaries, like air-conditioning compressors, which are a known source of trouble.There are no real problems with the Civic body, they’re well built in the first instance and stand up well in service. Same goes for the paint, which continues to shine if maintained as it should be.Check for service record, and evidence of regular maintenance.OWNERS’ VIEWSKristen Jones has owned her 1993 Honda Civic Breeze for four years, and says it has been very cheap to run, and easy to drive and park. She has had no problems with it and would happily recommend it.Debbie Williamson bought her 1993 Civic GL new, and has now done 210,000 km. She says it is reliable, comfortable, economical, attractive, and roomy, is easy to drive and to this point has had nothing go wrong.Jim Liaskos has owned his 1994 Honda Civic manual GLi for 10 years. It has now done 240,000 km, and he says it handles well and is very economical. Apart from normal service items, he has replaced the front wheel bearings, the clutch master cylinder, noisy gearbox bearings, thermostat, and the brake master cylinder.LOOK FOR• good build quality• robust and reliable mechanicals• poor performance and fuel economy prior to 1991 engine upgrade• noisy rear wheel bearingsTHE BOTTOM LINEThe Civic was struggling to live up to its reputation before the revised engine range arrived in late 1991, and improved both its performance and economy.RATINGPre-1993 – 60/100; Post-1993 – 75/100

The Honda Civic stood apart from the rest of the small car crowd from the moment it hit our shores in the early 1970s. It was the small car for buyers who could afford a little more than was being offered by other carmakers.Honda was quickly able to establish a reputation for quality and design innovation that set it apart in the eyes of small car buyers.With each new generation Honda was able to build on the reputation established by pervious models.Every new generation offered an attractive blend of quality, style, packaging and price, and the sixth generation that arrived here in the mid-1990s was no different.MODEL WATCHThe Civic that hit our shores late in 1995 was the sixth generation of the small Honda, and took it to a whole new level of quality, refinement and performance.The fifth generation, while maintaining the things that made the Civic so appealing was criticized for its packaging, noise level and ride. It was even rated below rivals like the cheaper Toyota Corolla. Clearly Honda had some ground to recover with the sixth generation.Honda had obviously heard the criticisms and answered most of them with the new car. The style and build quality that was so well liked was carried through, but with much improved packaging and refinement. The interior noise levels in particular were much lower than those of the earlier model.There were three body styles in the new Civic range. There was the Japanese-sourced three-door hatch and four-door sedan and a coupe that came from America.All three were based on a modified version of the previous model sedan’s platform, which retained the sedan’s longer wheelbase.That meant the hatch grew in wheelbase by 50 mm, which resulted in rear legroom and much needed passenger comfort. It was also higher and that also made it a more comfortable place to be.The sedan body was also reworked, but in a less obvious way. It was 55 mm longer than the previous sedan, 38 mm of which was used to increase rear legroom, with five mm added to the legroom in the front.Under the bonnet the sixth generation Civic had a choice of three 1.6-litre four-cylinder engines and all delivered better performance than those in the earlier model.They started with a single overhead camshaft unit that punched out 88 kW at 6400 revs and 144 Nm at 5000 revs in the CXi and GLi models.There was also a choice of two VTEC variable valve-timing engines. The opener was a single overhead camshaft unit that gave similar performance to the base 1.6-litre, but was configured to work with Honda’s the new Continuously Variable Transmission (CVT) and optimize fuel consumption.The ultimate performance engine was the double overhead camshaft VTEC engine that thumped out 118 kW at 7600 revs and 148 Nm at 7000 revs. The notable thing about this engine was that it delivered 100 horsepower per litre, a benchmark for engine performance.Honda offered three transmissions in the Civic, the CVT, a regular four-speed auto and a five-speed. The CVT was available in the VTi, the auto in the CXi and GLi, and the manual in the CXi, GLi, VTi and VTi-R.The three-door hatch was offered in CXi, GLi and potent VTi-R models, while the sedan came in GLi and VTi variants.IN THE SHOPMechanics hate Hondas. Not because they’re a bad car, but because they don’t break down. It’s hard to make a living when the cars you’ve chosen to specialize in rarely arrive on the back of a tow truck.Honda engines are generally bulletproof, but look for a service record showing they’ve seen the inside of a service shop as required. Regular oil changes are necessary to avoid the expensive build-up of sludge that can cause the demise of any engine, but Honda engines in particular.Likewise the gearboxes, which stand up well, but the auto likes the Honda-recommended oil. Straying from the Honda oil may save a few bucks, but it can lead to troubles down the road.Bodywise the Civic copes well. It’s a solid little car that generally stays rattle free as the kays mount. Obviously look closely for the telltale signs of a bingle; mismatched paint, sagging doors, boot lids or hatches.The Civic interior also copes quite well with our harsh sun. The general fit and finish is of a high quality, the parts are durable, and the trim seems hard wearing.IN A CRASHRigid bodies provide a stable platform, on which Honda built a car that was agile and responsive, which enhanced primary safety when it came to avoiding a crash,Only the VTi sedan and VTi-R hatch had the protection of anti-lock brakes.Driver airbags were standard across the range, with the VTi and VTi-R also boasting a front passenger airbag.OWNERS SAYMarilyn Gardiner intended to keep her 1999 Civic GLI sedan for three years, but it is so stylish and has been so reliable in 106,000 km she hasn’t been able to part with it. Unlike the 1989 Holden Astra she owned before the Civic, which was called the mystery car because she never knew when or where it would let her down, the Civic has been totally reliable. The Civic lacks the zip of her Astra, but doesn’t cost much to run. Her only criticism is of the Honda colours, which she says are boring.The CXi three-door hatch Geoff McDonald bought new in 1997 is still his prime mode of transport. Honda dealers have regularly serviced it and the only expense he’s incurred other than filters and plugs in 10 years and 115,000 km is a replacement light bulb costing $5. The car is as good as new in terms of performance and consumption, the body is perfect, and the paintwork is excellent. The McDonald family has collectively owned six Hondas and all have been equally reliable and trouble free.LOOK FOR• chunky styling• decent interior roominess• agile and responsive handling• standard drivers airbag for safety• zippy VTi-R hatch• low fuel consumptionTHE BOTTOM LINEWell-built, good-looking small car that shows no signs of ageing with the passing years.RATING85/100

Perhaps because of its involvement in Grand Prix racing Honda has always been a Japanese brand with a European flavour. For that reason it has stood out from the crowd of Japanese cars that have flooded our market.When Honda unleashed its new fifth generation Accord in 1993 it followed the development path it had trod for many years. Its lines were clean, its surfaces smooth, only its tail was clearly derivative being a clear copy of the E36 3-Series BMW.Even if it was a rip-off of the German BMW the tail fitted well within the Accord’s overall shape so it didn’t look out of place. If anything it was a case of taking what worked well on another model and using it to great effect on your own model.Up against the likes of the Toyota Camry, Mazda 626, Mitsubishi Galant, Nissan Bluebird and Hyundai Sonata, all of which looked as though they were flopped from the same mould the Accord was pleasantly different.Add to that Honda’s renowned engineering integrity and build quality and it was a winner from the start.In 1993 when the Accord was launched Honda was in a state of transition as it began to introduce some of the technology it had developed as result of its long involvement in Formula One.Honda was racing quite successfully in the 1960s when it had its own team and competed with cars designed in-house. After a sabbatical through the 1970s the company returned in the 1980s as an engine supplier to front running teams like Lotus, Williams and McLaren.It was the technology learned from those great engines that began to filter through to the production models in the early 1990s. The most obvious being the VTEC engine with variable valve timing and lift that changed engine design in a fundamental way. Variable valve timing is used by virtually every carmaker today, but Honda was alone in its use back in the early 1990s.The idea was brilliant. By varying the time the valves opened and closed, and altering the valve lift, the engine could be tuned to deliver good torque and fuel consumption while at the same time delivering plenty of power.Honda made the modest claim that the VTEC engine developed less than five per cent more power than the equivalent engine without variable valve timing, but it also produced up to eight per cent better fuel consumption and boasted better mid-range torque.The VTEC engine was one of two 2.2-litre four-cylinder engines Honda offered in the Accord. Apart from the VTEC variable valve timing it had a single overhead camshaft, four valves per cylinder and fuel injection, which combined to belt out 107 kW at 5000 revs and 198 Nm at 4500 revs.The standard engine was a carry-over from the previous model. Its peaks were 103 kW at 5600 revs and 192 Nm at 4500 revs.Both engines were smooth, thanks largely to a balance shaft, and unfussed when revved until at the very top end when things could get a little less pleasant.Each could be linked to manual or auto transmissions. The five-speed manual was a nice shifter, while the electronic four-speed auto was well regarded for its compatibility with the engines and its smoothness.Again perhaps because of its long association with motor sport Hondas have tended to be pretty smart in the handling department if sometimes that has come with a firm ride.The new Accord handled well with a nice chassis balance that made it enjoyable to drive. Contributing to that balance was the four-door body, which was stiffer in both bending and torsion providing a more stable foundation for the suspension to do its job.With the stiffer body, Honda’s engineers were free to let the suspension do its work in absorbing bumps in the road. As a result the ride was more compliant and comfortable.Four-wheel discs did an admirable job of slowing the Accord while standard power steering made light of the wheel work.Three models made up the Accord range. It started with the EXi sedan, which had the base engine along with air-conditioning, central locking, power windows, cloth trim and four-speaker radio/cassette sound. Cruise was added in 1996.The remaining models had the VTEC engine. The VTi sedan and wagon added alloys, a sunroof, power driver’s seat and a couple of extra speakers over the equipment fitted to the EXi. The VTi-S sedan also had leather trim, anti-skid brakes and a driver’s airbag.Technology needs to be serviced and that goes particularly for Hondas. It’s crucial that the engine oil is changed regularly to prevent sludge from building up and equally important that the cam timing belt be changed every 100,000 km. Do those and the Honda engines will give little trouble in the long term.Same goes for the gearboxes. The manual gives little trouble, but the auto needs regular servicing and it’s important to use Honda-specified transmission oil.The Accord’s chassis gives little trouble, but check for ticking noises that might indicate a problem with a CV joint. It will be louder when turning.Body stiffness not only aids crash protection and handling it also contributes to a car’s longevity and that’s the case with the Accord, which stands up well over time.Agile handling along with four-wheel disc brakes (anti-skid ABS on VTi-S and all models from 1995) gives the driver a good chance of avoiding a crash.The Accord’s stiff body and a driver’s airbag provide quite good protection in the crunch.• good build quality• Honda prestige to underpin resale• pleasant styling to doesn’t date• Good feature content• VTEC engine best choice for performance and economy• Good fuel economyWell engineered, well built prestige medium sized car that offers good value as a used buy for the long haul.