Articles by Graham Smith

The sight of Australian cars rolling up the loading ramps of ships bound for foreign lands is common today, but 1989 when Ford launched the Capri few Australian-built cars were exported abroad. In many ways the Capri was a ground breaking project that opened the door for other carmakers to walk through.For carmakers facing tough times in the late 1980s it was case of ‘export or die’ and the Capri was Ford’s ticket to survival when it was becoming hard to justify large scale investment in a car like the Falcon that had little or no export potential.A decade after the Capri experiment was called a failure it is Holden, not Ford that is exporting cars to the world. Ironically Holden is now sending the Monaro to the US, the very market Ford tried in vain to crack with the Capri.The Capri began as a design concept in Europe, but it was Ford Australia that stepped up to the plate with an ambitious plan to build the car here and export it to the US where it would sell in sufficient numbers to make it financially viable.It was a chance for Australian engineers, Ford’s in particular, to show the world they were capable of designing and building cars equal to those coming from anywhere in the world.The odd thing is that the while the Capri built a solid and loyal following both here and in the US it is widely regarded as a lemon. There were some teething problems, most notably with the roof which leaked, but these were blown out of all proportion to the point owners became the butt of cruel jokes.The truth is that Ford addressed the roof leak problems quite quickly, but it seems the critics couldn’t be satisfied and the ‘lemon’ tag stuck. It’s really an unfair tag, but one that holds Capri values back.If you can ignore the ‘lemon’ tag the Capri is the least expensive way of enjoying the thrill of wind in the hair motoring.MODEL WATCHThe Capri combined sexy Italian design, reliable Japanese powertrains and down home Aussie engineering in a convertible package conceived to conquer the US.More a convertible cruiser than a sports car the Capri was a budget priced soft top that brought wind in the hair motoring within the reach of everyday motorists.The two-plus-two design with its occasional rear seats meant it was possible to carry friends or kids; it had a clever folding roof, and safe front-wheel drive.Initially power was from a fuel-injected 1.6-litre single overhead cam four producing a modest 62 kW at 5000 rpm, but this was replaced by a punchier 1.6-litre double overhead cam engine with the Series II in 1990.The twin cam engine produced 77 kW at 6000 rpm, but for more zip Ford also offered a turbo version that boasted 100 kW at 5000 rpm.A five-speed manual trans was the standard choice, with a three-speed auto as a softer option. A four-speed auto replaced the three-speed in 1990.The SC model replaced the original SA in 1992 and this brought a greater model choice with the Barchetta, XR2, and the Tickford-tweaked Clubsprint with pearl black paint, turbo engine, sports body kit, and restyled front and rear.The 1993 SE was the last of the line. The Barchetta had power steering, power windows and mirrors, cruise, and four-speaker radio/cassette; the XR2 added alloys, rear spoiler, driving lights, central locking and upgraded sound; the XR2 Turbo had manual trans only, turbo engine and sports suspension; the Clubsprint was available with turbo and non-turbo engine, body kit, driving lights, five-spoke alloys, leather trim and Momo steering wheel.IN THE SHOPThe Capri copped plenty of criticism during its short production life. Coming at the same time as the Mazda MX5 it was inevitably, and somewhat unfairly, compared to the sportier Mazda.Whereas the Mazda was developed as a pure sports car the Capri was developed with more emphasis on cruise comfort than an ability to round corners, so it inevitably came off second best against the MX5.Sports car enthusiasts poured scorn on the Capri because it was front-wheel drive, but the handling was safe and responsive. Early turbo suffered from torque steer, which could be unpleasant under heavy acceleration.Body twist was a fact of life with the Capri, but it was no more than would be experienced with other open cars of the time. It can lead to squeaks and rattles as the body loosens over time.The Mazda engines and gearboxes give little trouble, same for the suspension and other mechanical components.The main concern about the Capri was the well publicised issue of roof leaks on the early cars. It was mostly down to Ford’s use of local material for the roof, but when that split in service causing the roof to leak it was quickly replaced by a material imported from Germany, which fixed the leak problem.Age is now the problem for the roof, so check carefully for rotten stitching, splits or wear in the roof covering where it folds, damaged seals, and discolouring or scratching of the rear window.OWNERS’ VIEWSHeather Watson bought her 1993 Clubsprint in 1997 with 50,000 km on the odometer. Admitting to a mid-life need for an open top car Heather, a francophile, was keen on the Peugeot 306 cabriolet, but when that exceeded her budget she turned to the Capri and hasn’t been disappointed in the 25,000 km she’s done since.“I wanted something that was a bit of fun, easy to drive, comfortable and safe,” she says. “It’s been wonderful. I love driving it, it’s been very reliable and the roof hasn’t leaked.”Peter and Nellie Flagg bought their ’92 Clubsprint turbo with 115,000 km on the odo. They’ve done 50,000 km and say it has been a delight to drive, is comfortable and the turbo motor is very responsive. The only problems have been an oil pump leak, a broken headlight base, and a slight water leak around the doors.Michael and Mary Youngman have owned their 1993 turbocharged Capri for five years. They bought it with 47,700 km on the odo, which now reads 59,150. Long time sports car fans they say the Capri’s roof is only raised in exceptional circumstances. They say the Capri can’t be faulted, it has behaved beautifully, and the engine performs well.Denise Stanford is the proud owner of a 1993 XR2 Capri, which has 92,000 km on the clock. It has been regularly serviced and apart from the usual fluids and filters only the front brake pads have had to be replaced so far. The roof has been waterproof until recently when age has started to catch up with it, with some stitching giving way, some glue losing its grip, and the fabric splitting where it folds. Her only complaint relates to the speakers, which she says weren’t adequate to overcome the wind noise when the roof was down, and now need replacing. Denise says there’s nothing better than to drop the top and purr along, sunscreen and hat in the summer, coat, scarf and the heater on in winter.Jerry Rubinek has racked up 216,000 km in his a 1991 SA Series II Capri, and says it has been excellent. Jerry’s only gripe is with the lack of grunt when the air-con is operating, He’s replaced a headlight and has had a problem with the power windows, but he says there have been no problems with the roof.As an engineer working at Ford on the project Maurie Eason was deeply saddened with the demise of the Capri, feeling that the problems with it had been solved. He liked it so much he bought a 1994 Barchetta, which is now 11-years-old with 122,000 km on it, and used daily by his wife. Mechanically he says it has been faultless, requiring only new tyres, front brake pads, and a new soft top after six years after exposure to the sun and rain finally got to the stitching.LOOK FOR• thrill of wind in the hair motoring• safe and secure handling• ageing of soft top with rotten stitching, tears, and fogged rear window on cars exposed to the sun and rain• comfort with the convenience of occasional rear seating• reliable Mazda mechanical package gives little trouble

In the 1980s carmakers reckoned badge engineering was the key to success, and in some case survival. Model sharing was rife, with Toyotas badged as Holdens, Hondas as Rovers, and Mazdas as Fords.Ford and Mazda formed an alliance, with Ford acquiring a financial stake in the Japanese company, and many of Mazda’s models were ‘badge engineered’ and appeared in Ford showrooms.Among them was the Telstar, Ford’s remake of the Mazda 626, which was on sale at the same time in Mazda showrooms.MODEL WATCHMazda introduced the new front-wheel drive 626 in 1983 to some high praise, winning many friends and a number of awards.While the Mazda was imported Ford built a slightly different version locally, and it too won its share of friends among local car buyers.It was a good looking car, nicely equipped, and came in four-door sedan and five-door hatch versions in both ranges, with the Mazda also offered as a coupe.Power was from a single overhead camshaft four-cylinder engine, which had a carburettor and put out 70 kW and 158 Nm. Buyers could choose between a five-speed manual gearbox or three-speed auto.The base 626 had manual steering and there were a few complaints about the steering effort needed, particularly when parking. Other models, however, had power steering, as well as air-con, cruise, power windows and mirrors, and central locking.It was much the same story over at Ford dealers where you had to put up with manual steering on the base model GL, when the Ghia not only got power steering, but also power mirrors and windows, and radio-cassette sound.A 1985 update brought better ride and handling, improved brakes, and a new dash, with power steering an option on the base models. Another update in 1986 brought with it engines able to run on unleaded fuel.IN THE SHOPAs with any car of the age of the Telstar/Mazda 626 it’s vitally important to approach them with care and your eyes wide open.If they’ve been in regular use since the mid-1980s they will have accumulated well in excess of 200,000 km, some will have done more than 300,000 km, and that generally means trouble is never far away.The best policy is to search for a well kept car with low mileage. One that has a service record that tells you it has been regularly serviced.Walk away from any car that looks as though it has been parked under a tree all its life, has bumps and scrapes on all panels, the seats are ripped and torn, and its oil is black and thick.Look for oil leaks around the engine, particularly from the rocker cover, and perished radiator hoses which can lead to problems if they fail on the job.Make sure all accessories work, power windows and the like can be expensive to fix if they’re not operating.Checking for evidence of a crash is even more important with older cars as the likelihood they have been in a crash is high.Have someone drive the car down the road, back and forth and carefully watch to see it tracks straight and true.Carefully inspect all panels for imperfections, colour mismatches, and varying gaps. Open and close all doors, hatches and bonnet and observe for smooth operation.Finally look for rust, particularly around the rear and side windows.IN A CRASHWell before the advent of airbags occupants in the Telstar/626 have to rely on much more rudimentary protection systems in a crash.Of primary importance are the seat belts, and these should be checked for function and any sign that the belt webbing has deteriorated. It’s really a good idea to replace the belts to be sure you’ve got the best protection possible in a crash.The Telstar/626 was rated on average with the fleet norm in terms of protecting its occupants, but better than the average when it came to protecting the occupants of the other car involved in the crash.OWNERS SAYNeville Kretschme has owned his 1985 2.0-litre manual Telstar GL since 1987 when he bought it with 75,000 km on the clock. It has now done 158,660 km, low for its age, and remains in excellent condition. Overall it has been reliable, Neville having replaced a head gasket, alternator, exhaust system, brakes, rear shock absorbers and a radiator.Lyndall McLean drives the Telstar auto sedan his mother bought new in 1986. It now has 170,000 km on the odo and has been reliable and cheap to run, his only complaint being the heavy non-power steering. Apart from normal services Lyndall has replaced one drive shaft boot, an ignition module, exhaust system, a couple of oil seals and a water pump.Anthony Jones owns a 1985 Mazda 626 Super Deluxe hatch that’s done 210,000 km and it still runs like clockwork. It gets around 9.0 L/100 km on unleaded fuel, is reliable and handles well although he says the suspension is a bit hard and choppy.LOOK FOR• Economical to run• Overall quite reliable• Rust around rear and side windows• Comfortable ride• Reassuring ride and handling• Low odo reading• Verifiable service record• Evidence of crash repairsVERDICTCheap reliable transport for young drivers if you can find a low mileage well cared for example.RATING60/100

Bathurst conjures up images of Holdens and Fords racing around the Mount Panorama track but the great Bathurst race was once more than a race between our two biggest brands. Unlike today’s race, which has become more a marketing marathon than a showroom showdown Bathurst began as a mobile comparison test conducted in full view of the car buying public on the neutral ground of a racetrack.Classes were based on sticker price, which made comparison both easy and relevant for anyone trying to decide which car to buy.While the Holdens and Fords that now contest the annual 1000 km race are purebred racers that bear no relationship to anything we can buy there was a time when the cars that raced around Mount Panorama were available for sale to the public. They were stock standard or lightly modified production cars that were truly representative of what was rolling off the assembly lines at Elizabeth, Broadmeadows, Milan, Tokyo or Stuttgart.Anyone interested in buying a small four-cylinder family car in 1968 couldn’t have helped but be impressed by the Datsun 1600 when it won its class in the Hardie-Ferodo 500 that year.Datsun 1600s finished first, second and third in the class for cars costing between $1851 and $2250, beating home its Hillman and Morris rivals.If that wasn’t enough to have buyers rushing down to the nearest Datsun dealer, finishing in the top five placings in the class in 1969 when it beat Cortinas, VW 1600s, Renault 10s and Morris 1500s must have done the trick.The Datsun 1600 story doesn’t end with the 1969 race, however, as the little dasher won again in 1970 and 1971.MODEL WATCHThe Datsun 1600 arrived in our showrooms in 1968. It was a rather plain conventional three-box design, but its clean simple lines proved timeless and still look attractive today.Look at a BMW E30 3-Series or a Toyota Camry from the late 1980s and you’ll see a similarity that can’t be denied. All three have stood the test of time, and still appeal.Anyone who dismissed the Datsun 1600 as a plain family four-banger were doing themselves a disservice as under the skin lay all the elements of a fast little sports sedan.Under the bonnet was an alloy-headed 1.6-litre four-cylinder engine that produced a very respectable for the day 72 kW at 5600 rpm, but it soon became clear to tuners that it would easily respond to modification.In no time at all it became a favourite of sports minded drivers who wanted to participate in amateur racing or rallying.The gearbox was a sweet shifting all-synchro four-speed unit.To see the full potential of the Datsun 1600 you had to look underneath where you’d find it had independent rear suspension. While the front was conventional MacPherson Strut the independent rear-end was quite remarkable for such a modest priced family sedan at the time.What’s more the independent rear boasted ball-splines instead of the more conventional sliding splines that tended to bind when under torque. The ball splines ensured the Datsun’s rear suspension was smooth and friction-free.Inside, the Datsun 1600 was rather spartan, although it must be remembered that most 1967 cars were spartan by today’s standards. Apart from criticisms that there were no armrests on the doors there were few complaints from contemporary road testers, who generally praised it for being better fitted-out than they would have expected for what was sold as an economical family car.Many 1600s were used in motor sport, particularly in rallying, and they remain in high demand even today for historic rallying, but there are many that have been looked after and are now an attractive car for anyone wanting cheap reliable transport or for someone wanting a cheap and cheerful classic.IN THE SHOPRust is the enemy of all old cars and the Datsun is no exception. Now 30 years old expect to find rust in the rear quarters, sills and the back of the engine bay if it’s been used as a road car, but look carefully for any damage that might have been caused by forest bashing in rallies.The engine is strong, but because of its renowned strength many 1600s have been abused, so look for signs of use, like oil smoke, oil leaks, engine rattles etc. Many engines have been replaced with later 1.8-litre and 2.0-litre Datsun/Nissan engines.Gearboxes and differentials are strong, but again many have been replaced by units from later models.The standard disc/drum brake set-up was sufficient for normal road use, but many 1600s now sport heavier callipers and four-wheel discs for much more effective braking performance in motor sport.The Datsun interior stands up quite well to the harsh Australian sun. The crash pad survives well as do most other parts.LOOK FOR• plain but appealing styling• robust motor that can be uprated• independent rear suspension• rust in rear quarters, sills and engine bay

Toyota’s decision to pull Daihatsu from its showrooms didn’t come as a great surprise to anyone who saw the brand’s presence declining over the last few years. Where once the Charade was a popular small car choice that offered good reliable motoring at a value-for-money price, neglect allowed it to slip into decline as other small cars moved ahead. As it slipped so too did it drop off buyers radar, which can only have hastened the end.For many years the Charade was a solid little car that delivered Japanese quality at a price a touch under that of similar models in the mainstream Toyota model range.It was never a car that stood out from the crowd, but that was its great appeal for many who simply wanted no-fuss, reliable transport at an affordable price.Once the Korean makes had cut a swathe through the bottom end of our market Daihatsu was doomed. Instead of the cheap and cheerful little car it was then undercut by the cars from the Korean peninsula and didn’t have the gloss to run with the more expensive Japanese models it was by then really competing with.MODEL WATCHFor many years the Charade was just kept alive with a series of minor facelifts, a different grille here, new bumpers there and a shuffled model range was enough to make you think there really was something new.For the most part it was just window dressing, it was the same old Charade tarted up to keep sales ticking over without necessarily doing anything special.Then in 2000 Daihatsu actually dropped the name from its range. It had become tired through lack of action, and the company introduced new names and models aimed at competing with the runaway Koreans.When nothing really seemed to work the company rebirthed the old name in 2003 on an attractively styled little hatch, but it was probably too little too late to save the brand from oblivion.There was just the one model, a well-equipped three-door hatch which boasted dual front airbags along with seat belt pretensioners and force limiters, central locking, immobiliser, power mirrors and front windows, cloth trim, 60/40 split-fold rear seat, CD player. Air-conditioning and metallic paint covered the available options.Up front the Charade packed a pint-sized 40 kW punch in the form of a 1.0-litre double overhead camshaft four-cylinder engine, but when it only has to move 700 kg it was sufficient to make it zippy. In other words it was perfect around town where it not only nipped in and out of the traffic with ease, but returned decent fuel consumption.Daihatsu offered a choice of transmissions, the five-speed manual or the four-speed auto, and drive was through the front wheels.Being of an upright stance visibility from the driver’s seat was good, the driving position, although also quite upright, was comfortable and everything was placed well within the driver’s reach.IN THE SHOPThe Charade was well built and as a result gives little trouble. It’s only just two years old and most cars will have done as little as 40,000 km so they’re in their infancy and any problems they might have still lie in the future.The engine has a cam timing belt, which means a change around 100,000 km is called for and this must be done to avoid what could well be expensive trouble in the event of a belt breakage.Check for a service record, essentially to make sure the car has been regularly serviced as the Charade is often bought as a cheap and cheerful mode of transport and some owners neglect to service them in order to save money.Look also for bumps and scrapes, and stained paint, from being parked in the street where they can be attacked by other careless motorists and the elements.When test driving make sure it drives straight ahead and doesn’t require constant steering correction to keep it on the straight and narrow. If it does it could be due to poor repairs after a crash.Also make sure the engine starts readily and runs smoothly without hesitation, and the auto engages gears without snatching or jerking and shifts smoothly without hesitation.IN A CRASHThe Charade’s small stature puts it at a distinct disadvantage in the event of a crash as almost everything else on the road is larger. But its size gives it an advantage when it comes to avoiding a crash, although it doesn’t have ABS, which would be a boon in getting out of trouble.Dual front airbags are standard so protection is quite reasonable when it comes to the crunch.OWNERS SAYPerren Mortimer needed a new car when her old Datsun 260C died for the final time. Her requirements were that it had to be affordable, economical, well equipped and able to swallow her keyboard. After looking at and dismissing other small car alternatives she settled on her Charade.“I love it,” she says. “It’s really cheap to run and roomy enough for four people, and it’s also got lots of features like air-conditioning, CD sound and power mirrors.”LOOK FOR• edgy hatchback styling• small size easy to park• good build quality• miserly fuel consumption• zippy performance• sliding resale valueTHE BOTTOM LINEGood build quality equates to good reliability and combined with its economy makes the Charade a good choice for a first car.RATING65/100

Daewoo is a dirty name in the local car business, unfairly perhaps. The company came in the wake of Hyundai, when Korean cars were cheap and cheerful, little more than disposable white goods, and it vanished just as quickly amid the meltdown of the Korean economy.The brand no longer exists here in its own right, but it remains on our roads in the form of the Holden Barina, Viva, Epica and Captiva. Daewoo makes them all in Korea.Ask anyone their opinion of Daewoo and they’ll probably laugh, but many of those same people are likely to be driving Holden-badged Daewoos without realizing it.MODEL WATCHDaewoo began making cars already superseded by Opel. Under license from the European carmaker they made versions of the Commodore, but it was Daewoo’s version of the Opel Kadett that first brought it to the attention of local car buyers.Although it was designed by Opel and looked like an Opel, the Korea-built Daewoo 1.5i wasn’t much like an Opel. It was plain and simple, and lacked much of the refinement of its European cousin.Here, it hit the market with a low, driveaway price that was mostly attractive to buyers who would otherwise have bought a used car. It wasn’t a bad deal if all you could afford was a rusty old clunker that was well past its prime.But like other Korean brands Daewoo wasn’t prepared to be cheap-and-cheerful forever, it had ambitions beyond the bottom end of the market, and subsequent models, like the Nubira, reflected these ambitions.The Nubira arrived in 1997 and was a huge improvement over the cars that went before it.It was a small car similar in size to a Corolla, Laser, 323 or Civic, and there were sedan, wagon and hatchback variants.It was pleasantly plump with generous curves and full proportions. Its looks were nothing to write home about, but equally there was nothing about it that offended the eye.Inside, it had room for four in comfort, but five could be squeezed in at a pinch.There was adequate head and leg room front and rear, the driver could find a comfortable driving position and had controls that were sensible, logically laid out and fell within reach, while the instruments were clear and easily read.Oddly for an Asian car the turn signals were mounted on the left of the column in the European style, a sign of the company’s Opel connections.The Nubira was a conventional front-wheel drive car. Initially it had a 1.6-litre double overhead camshaft four-cylinder engine that gave 78 kW and 145 Nm, but that was joined by a Holden-made 2.0-litre engine in 1998 and that delivered 98 kW and 185 Nm.Its performance with either engine was nothing startling, although the extra torque of the larger engine made it a more pleasant drive.Buyers could choose from a five-speed manual and a four-speed auto. Again they were adequate, although the manual gearshift was vague and sloppy.At the launch the range was limited to the SX sedan and wagon, but this expanded in 1998 when the SE and CDX joined in.The SX was quite well equipped for its class with standard cloth trim, CD player, central locking, power mirrors and windows, fog lamps.Air was added to the list in 1988, the same year the SE and CDX arrived.The SE boasted air, power front windows, CD player, cloth trim and central locking, while the range-topping CDX also featured alloy wheels, power windows front and rear, power mirrors and a rear spoiler.An update in 1999 brought the Series II, which included a driver’s airbag and an adjustable steering wheel.IN THE SHOPThe Nubira is generally robust and reliable, although perhaps not up to the class leaders like the Corolla, Mazda 323 and other Japanese models.Body squeaks and rattles are fairly common, and the plastic interior components are prone to cracking and breaking.It’s important to ask for a service record as many owners of these cars tended to ignore the need for servicing. Services could be completely ignored, or they could have been done on the cheap by backyarders to save a few bucks.Missing oil changes can lead to a build-up of sludge in the engine, which can result in premature wear in areas like the camshaft.It’s also important to change the cam-timing belt as recommended, as they are known to break, sometimes before the 90,000 km change point. If you can’t find evidence it has been changed, consider doing it as a precaution.Even though they’ve gone from the market parts are still available for Daewoo models. Many original Daewoo dealers are still taking care of them, and Holden was keen to make sure owners weren’t let down when they absorbed the brand into their portfolio.IN A CRASHAirbags are the number one safety feature to look for in a car, and the Nubira didn’t get one until 1999 when they were fitted with a driver’s airbag. This makes the post-1999 models the ones to choose, particularly if it’s going to be driven by a young driver.AT THE PUMPExpect to get 8-9 L/100 km, which is around the average for a car of this size.LOOK FOR• modest performance• good economy• service record• airbags after 1999• poor resaleTHE BOTTOM LINE• Solid, reliable, affordable, the Nubira’s not a bad buy if you’re not worried about the badge.RATING65/100

Daewoo is perhaps better known and respected for its ads featuring Kane the wonder dog than for the cars it has built. There were even some who suggest the use of a dog was appropriate given the quality of the cars the Korean company was building when it arrived here with a rehashed Opel in 1994.Daewoo was hoping to follow in the tyre tracks of Hyundai who’d blazed a trail for other Korean car makers in the 1980s, but the company found it wasn’t as easy as they’d hoped.In the early 1990s Korean carmakers were still rightly regarded with suspicion, and their somewhat dodgy reputation wasn’t helped when Hyundai had to recall Excels for faulty chassis welding.That was the environment in which Daewoo was trying to establish its credentials. The first Daewoos were cheap enough, but based on an Opel from the early 1980s, they were a very dated design, and the build quality was generally below market expectations.The Lanos was one of the new generation of models to come from Daewoo. It was a fresh face for the company best known for its doggie ads, and started the move away from the original Opel-based model.By the mid-1990s Hyundai was setting the small car pace here with its innovative “drive away, no more to pay” pricing policy where it included the on-road costs in the price of the car instead of adding them on as was the general policy.It fundamentally changed the landscape in our most competitive market segment, making it tough for everyone trying to compete in the segment, and make a dollar at the same time.At the time Daewoo was still trying to make an impact on the market, so rather than compete with Hyundai by matching its drive-away pricing, it went a sizeable step further and offered free servicing for the entire warranty period.That meant that Daewoo buyers didn’t have to pay anything for the first three years or 100,000 km until the warranty expired.It was a huge incentive to try the relative newcomer, to take a risk on a brand that was yet to earn its stripes here.While Daewoo dealers appreciated the extra showroom traffic it created, they didn’t necessarily welcome the extra traffic it also created through their service departments. Daewoo customers, it seems, took the offer of free care literally, and headed off to their nearest dealer to have even minor things like failed light globes and punctured tyres repaired or replaced.The marketing men behind the ‘free care’ offer now say privately that they created a monster they’d never dare repeat.The Lanos was launched in the era of ‘free care’ so sales were brisk. It was an attractive small car with clean, smooth lines and available in a choice of four-door sedan, or three or five-door hatch.Power was provided by one of two single overhead camshaft four-cylinder engines, depending on the model.The SE models had a 1.5-litre version of the fuel-injected eight-valver which produced 63 kW at 5800 rpm with 130 Nm of torque, the SX models had a larger 1.6-litre engine which put out 78 kW at 6000 rpm along with 145 Nm.A five-speed manual transmission was standard, and there was also a four-speed auto available.Power steering was standard on all models, except initially on the SE three-door hatch, but that too got assisted steering from 2000.The SE three-door hatch was the entry model, but it still came quite well equipped with colour-coded bumpers, full wheel covers, cloth trim, split-fold rear seat, cup holders, remote release for the fuel filler cap, and four-speaker sound. The SE four-door sedan and five-door hatch also had central locking.For more there was the SX, available as a three-door hatch and sedan, which also boasted alloy wheels, CD player, power front windows, power mirrors, fog lights and a rear spoiler on top of what the SE had.Air-conditioning became standard across all models in 1998, which also saw the addition of the LE sedan and five-door hatch limited edition models based on the SE, but with power front windows, CD player, rear spoiler (hatch) and central locking (sedan).The Sport arrived in 1999. This was a three-door hatch based on the SX with the more powerful 1.6-litre engine, plus a sporty body kit, tachometer, upgraded sound, and a power antenna.Although dealers weren’t exactly enamoured with the free care because of the traffic it generated through their service departments when owners would come in to have the most minor things fixed, it meant that cars like the Lanos were better serviced than they might have been if owners had to pay for the servicing.The free care cover has expired for most cars now, and the earliest examples have now clocked up around 100,000 km, so anyone taking one on is gambling on their continued reliability when they will have to pay for servicing and any repairs that might be needed.Mechanically the Lanos stands up quite well, the engine is robust and doesn’t appear to give much trouble in service. The transmissions also appear quite reliable and give little trouble.While they seem basically sound the Lanos can be let down by the little things. The electrics can be a problem, they appear to have been put together on the cheap, and the chances of problems developing increase with time and mileage.Interior trim parts are another weakness, with breakages of cheap plastic parts a relatively regular occurrence.Barbara Barker probably would have bought a Hyundai Excel had it still been available when she was shopping for a small hatch in 2001, but she didn’t like the look of the Accent that had replaced the Excel. She liked the look of the Lanos and the way it drove, and free care offer, and bought that instead. It’s now done 95,000 km and the warranty has run out, so she’s now in the market for a new car, this time a larger hatch. She says it has good performance, is economical, and has generally been reliable. The exhaust has been replaced, it’s had the brakes replaced, and the idle stepper motor had to be replaced at the 90,000 km service.• attractive styling• well equipped with lots of standard features• zippy performance• reliable mechanics• jury still out on longevity• dodgy electrics• average build qualityApart from dodgy electrics and average build quality they’re generally pretty robust. Trade is reluctant to handle them, but low resale value makes them a cheap buy at the right price.

Daewoo 1.5i was already a dated design when it arrived on our shores in 1994. It was no wonder that it was the subject of some intense criticism from the motoring press who slammed its dodgy build quality and interior.The Daewoo started life as an Opel Kadett in the mid-1980s and at that time it was a well built and competent small car that was one of the most popular small cars in Europe, but something was lost in the Asian translation.MODEL WATCHDaewoo took over the Kadett design when Opel was finished with it. The German car maker had already replaced it with an all-new model before they palmed it off on the Koreans, so it was well and truly past its use-by date when it starting rolling off the ships at our wharves.It was no wonder it came in for some heavy criticism when it was up against up-to-the minute designs from rival companies, but with the help of a dog and some sharp pricing it quickly became a popular choice for buyers wanting a small car.For $14,000 you could drive away in a front-wheel drive three-door hatch that was quite roomy for a small car and had a 1.5-litre single overhead camshaft four-cylinder engine and five-speed manual transmission combination that gave it class-leading performance.The same car was also available with a three-speed auto trans and then cost $15,350.Standard equipment included a radio-cassette player with two speakers, but air-conditioning was an extra cost option.For just a little more you could have a more practical five-door hatch, and for those who wanted a boot and the extra security of a sedan there was a four-door available.The styling was bland, again not surprising given that it was originally penned back in the early 1980s and was competing against much more modern cars. The interior also came in for some criticism for its dull grey colouring and the fit and finish of the plastic trim components.On the road the Daewoo was praised for its handling which was safe and predictable, but criticised for its ride which was hard and harsh, particularly over broken road surfaces when it could become uncomfortable.Performance was punchy. With the Holden-built 1.5-litre fuel-injected four belting out 57 kW it was on the pace with its rivals, which were mostly powered by smaller capacity engines.Despite the criticisms the Daewoo was a popular choice for buyers wanting to get into the new car market, but couldn’t afford the heftier price tags of the cars with the better reputations. Not only was it a cheap and cheerful buy for people who simply wanted transportation and little else, it also became an alternative to a used car that came without the hassles that can be associated with a used car.IN THE SHOPReal estate agents shout position, position, position as the key when buying property. In the case of the Daewoo it’s condition, condition, condition.The Daewoo was promoted as a car that could be thrown away after a relatively short time on the road. It was never touted as a well-built car that would last and last, and retain its value over a long period.They were often bought by people who didn’t care what they were seen in, and didn’t treat their car with any care. They were the cars that were left parked in the street, in the hot sun, or under trees where they were exposed to tree sap and bird droppings that were never cleaned off before eating their way into the paint.Look for a car that appears to have been looked after and check for any service records that might exist.And take a ride with the owner to see how he or she drives, that way you will get a measure of how the car was treated while in their ownership.But the real issue with the Daewoo is the build quality, which was so variable some looked as thought they’d been through a dodgy crash repair even when they’d come straight from the factory. Look for poor panel fit with wildly varying gaps, uneven paint coverage and faded paint and exterior plastic parts like bumpers.Inside, expect rattles and creaks from the dash panel, they were common from new. Plastic trim parts are generally of low quality and prone to breakage or simply coming adrift. Door handles are particularly prone to breakage, and it’s not uncommon for the seat frames to break.Mechanically, however, the Daewoo is quite robust. The engine keeps going without giving much trouble and the gearboxes are also quite reliable. Check oil level and the quality of the oil to get an idea of when it was last changed, and look under the oil filler for any signs of sludge, which can mean trouble down the road.The bottom line is that the Daewoo was a throwaway car that delivered transport with few frills and little of the quality we’d come to expect of rival Japanese car makers, and even some of the other Korean companies. If you’re tempted by the low price, be careful and look around for the best car you can find.LOOK FOR:• uneven panel gaps and poor fitting panels.• low quality fit and finish of interior plastic components.• reasonably punchy performance• safe and secure handling but poor ride comfort.• broken body hardware and seat frames.

Moving large families has always been a problem, until the advent of peoplemovers. The problem was that the first peoplemovers were based on light commercial vans, and as a result lacked the refinement expected of a regular sedan.That was until the development of purpose built peoplemovers, like the Chrysler Voyager, specifically designed for family use.The Voyager came here from America, where it was conceived in the early 1980s, via Austria where our right-hand drive versions were built.It was the most successful peoplemover back home, but by the time it arrived here there were a couple of others, the Toyota Tarago in particular, already on sale and setting the benchmark.Big families have always faced a transport dilemma. If their numbers exceeded the five a normal family four-door would swallow they either had to have a couple of cars, or leave some unlucky family members at home when they travelled.The van was the first solution. Early on some dads simply bolted a few extra seats in a delivery van and created their own peoplemovers, then later bought the rather rudimentary offerings of companies that converted vans already in their catalogues, before finally they were liberated by a new generation of vehicles purposely developed for moving people in larger numbers.The Voyager brought an American solution to the problem when it arrived here in 1987. It had been the most successful peoplemover in its home market, but would face some tough well respected competition here.The Toyota Tarago was the benchmark at the time, the Honda Odyssey was an acclaimed newcomer, and there were others like the Mazda MPV and Mitsubishi Starwagon to keep the American invader honest.A common thread running through all was their safety, performance and comfort, all of which were approaching the level carmakers were delivering in their sedan ranges.The Voyager’s success in its home land lay in its flexibility, which made it attractive across a broad range of buyers, from the young to the young at heart. Young singles found it perfect for transporting their friends and their sporting gear, young families found it perfect for transporting their offspring and all the paraphernalia that went along with family life, while older buyers found it perfect for touring with plenty of space for luggage or camping gear.Two versions landed here in the first Voyager wave, the short 2878 mm wheelbase SE and a longer 3030 mm wheelbase LE version. Both could carry up to seven adults in a flexible seating arrangement that could be adapted to the need of the day.The driver and front seat passenger had comfy bucket seats, the three rear most passengers were seated on a broad bench. In between you could have a pair of buckets or a two-seater bench, making up the total of seven.Being a conventional semi-bonneted configuration instead of the cab-over-engine style of most earlier converted vans it was easier to climb into the cockpit. It was just as easy to climb in the rear seats, through sliding doors on each side.Once inside it was possible then to move back and forth through the length of the cabin to get access to luggage on the move or settle squabbles that inevitably flare up when kids are confined in a relatively small space for extended periods.There was also another side to the Voyager that added even further to its flexibility; the rear two rows of seating could be removed by simply unclipping them and rolling them out. They were on wheels, which made handling them quite easy, and they could be stored in the garage when not needed.It was great when you needed to move furniture, pick up supplies at the local handyman store, or whatever it was you needed to shift.For small business people or tradies it meant the Voyager could be used as a van during working hours, and quickly converted to family use when the whistle blew.Chrysler’s designers were so intent on designing a vehicle in which people would spend considerable chunks of their lives they went to some length to make the cabin comfortable with everything you could need on the move.The seats were comfortable, it had power windows and mirrors, central locking, a tilt adjustable steering column, air-conditioning, cruise control, and an AM/FM radio/cassette sound system. There were lights everywhere, a host of cubby holes for convenient storage, and a dozen cup holders. No one would go thirsty in a Voyager.In packaging terms the Voyager was tops, but you found fairly ancient foundations when you scratched below the surface. There you found a combination of MacPherson Strut front suspension and a leaf spring beam rear axle, front disc brakes with rear drums, and an overhead valve V6 engine with just two valves per cylinder.It certainly wasn’t high tech like some of its rivals were, but that didn’t necessarily mean it wouldn’t perform in service.The V6 engine was a 3.3-litre slugger with fuel-injection in a sea of four-cylinder rivals. Peak power was put at 116 kW at 4700 revs, top torque 275 Nm at 3250 revs.A smooth four-speed auto trans represented the only trans choice, and a sensible one at that.American build quality always comes with a question mark. Jeep quality isn’t the greatest, and the Voyager was built by the same company, albeit in Austria.Unlike the early Jeeps rust doesn’t appear to be a problem with the Voyager with its galvanised body. Paint quality also appears quite good, as it should be to stand up to the tough conditions in the US.Mechanically the auto gearbox can give problems around the 150,000 km mark, but the rest of the drive train appears relatively bulletproof.Underneath the suspension is straight forward, look at replacing wheel bearings at 100,000 kays, but otherwise there shouldn’t be much trouble.Like early Jeeps the interior plastic trim parts are inclined to break, and fall apart, so be prepared to bits and pieces to fail.Safety was an issue with peoplemovers. Often built on van platforms they weren’t nimble, and didn’t brake or steer particularly well, but that changed with vehicles like the Voyager which were more like cars in their on-road behaviour.Being a semi-bonneted configuration meant you were protected by front crumple zones in a crash, while airbags provided added protection when things went seriously awry.The seat belts also featured pretensioners to limit injury in a serious crash.Drum rear brakes was a throwback to an older time, but the presence of ABS was a positive.Pamela Kriesl says her family’s 1997/98 Voyager is a lemon, but still says there is no other peoplemover that matches it. It pulled to the left from the moment she took delivery of it, it was difficult to get into reverse gear, and the auto expired at 99,000 km. Add to that problems with the air-conditioning, the cruise control, the headlights, the plastic interior trim parts which she says are extremely brittle, and a large turning circle which makes it hard to park, and you’d reckon she’s right. Against that, however, she says it is beautiful to drive, the ride is wonderful, the power is fabulous, and the fuel economy is great. Despite the long list of problems she says she just loves it.• great flexible seating arrangement• loaded with features• good economy and performance from V6• comfortable ride• average build qualityLarge roomy transport for seven that can also carry a load of luggage.

Chrysler trod a different styling path when it took a retro turn in the late 1990s. It was a calculated gamble to revive its struggling brands by tapping into a nostalgia craze that swept parts of the world, particularly America where cars like the Dodge Viper, Plymouth Prowler and Chrysler PT Cruiser were greeted with wild enthusiasm.Retro styling was always going to be gamble because there was always the possibility that its popularity would pass as fast as it struck, but there could be no doubt about its success in focussing attention on the company’s cars.While the Viper and the Prowler were tightly targeted at specific, and quite small markets, the Cruiser had broader appeal that took it beyond those who simply wanted a cool looking car that reminded them of their long lost youth.It might have looked like a 1930s panel van, but the Cruiser also boasted a versatile interior layout that made it a winner with a broad cross-section of buyers who needed family transport, a weekend escape wagon, or a part-time cargo carrier.  Businesses also found it a perfect promotional vehicle, its cute retro looks attracting attention wherever it went.MODEL WATCHChrysler designers unashamedly looked to the 1930s for their inspiration for the PT Cruiser. They’d wowed show crowds with their modern interpretation of the American hot rod with the Plymouth Prowler, which for a time revived interest in the Plymouth brand, and the Cruiser was conceived to do the same thing for Chrysler, which was also struggling to appeal to younger buyers.Baby boomer Tom Gale led the design team responsible for Chrysler’s retro cars. Gale was also a hot rodder so it was no surprise when his cars had elements of the great American cars of the past.The Prowler recalled Ford roadsters of the early-1930s, some argue that its inspiration was the classic 1934 Ford, others that it was the 1937 roadster, and the Cruiser’s shape seemed to recall late-1930s Ford panel vans. The Cruiser’s grille, bonnet, bumpers, running boards and overall profile were clear reminders of the 1937 Ford panel van.It wasn’t a panel van; it was a five-door wagon, a small peoplemover of sorts.  That it was a peoplemover shouldn’t be surprising really, Chrysler was the leading maker of peoplemovers, minivans to our American cousins, in the US.The company had created the market segment and was the acknowledged leader, so in many ways the Cruiser simply extended the reach of the peoplemover to those who wanted a smaller vehicle.  The designers’ stated aim was to produce a car with the external dimensions of a small car and the interior space of a much larger vehicle.The key to the Cruiser’s appeal was its clever interior, which in a matter of a few seconds could be converted from a one-passenger cargo carrier to a full five-seater family wagon. It was all thanks to its seats, which could be moved, folded or even removed. In total Chrysler claimed there were more than 25 possible seating configurations.It might have looked like it belonged in the past, but in fact it was a very modern interpretation of the motorcar.  While Americans could buy a Cruiser with a torquey 2.4-litre engine, all export markets, including Australia, had to make do with a smaller 2.0-litre unit, which was a pity as the 2.4-litre engine gave the Cruiser more zip and more flexibility.The 2.0-litre engine was a double overhead camshaft fuel-injected unit with four valves per cylinder, which put out 104 kW at 5600 revs and 186 Nm at 4400 revs.  Buyers could choose from a five-speed manual or four-speed auto.Performance was adequate for a small car such as the Cruiser was, although its looks suggested it was more of a performer.  Its ride was comfortable, it handled predictably and with precision, and four-wheel disc brakes with ABS ensured it stopped well.Chrysler offered the Cruiser in two models, the Classic and Limited. Included in the Classic were dual frontal airbags, air-conditioning, remote central locking, power windows, CD player, traction control, power driver’s seat height adjustment.  Add to that front side airbags, chrome alloys, suede/leather trim, front fog lights and a leather wrapped wheel and you had the Limited.Anyone who felt particularly nostalgic could add one of a number of graphics kits Chrysler offered. These ranged from stripes and scallops to flames.IN THE SHOPEarly cars are approaching the first major service, which will require a timing belt change so be aware of the extra cost of that service.  Generally the Cruiser seems to give little trouble, the engine and gearbox stand the test of time quite well.Take a look under the oil filler cap for signs of sludge that would indicate missed services, also remove the oil dip stick and check the state of the oil in the sump. The oil should be clear, not dark or with obvious contaminants.When driving observe the automatic transmission for heavy shifts or flaring during shifts, make sure the manual shifts smoothly.  Also on manuals make sure there’s some free play at the top of the clutch pedal travel, and that the clutch fully releases.No free play may mean the clutch will soon need replacing.  Carefully inspect the interior for signs of damage due to heavy commercial use.IN A CRASHThe Cruiser has a well-proven chassis package with four-wheel discs, along with ABS and traction control for crash avoidance, and an array of airbags for protection in the crunch.All models feature front airbags for the driver and front seat passenger, the Limited also boasts front side airbags for added protection of driver and front seat passenger in the event of a side impact.OWNERS SAYPaul Lynch and Peter Dillon were Chrysler nuts that reckoned the Cruiser was the perfect promotional vehicle for their carpet business.“It’s a cool looking car,” says Lynch. “It was like the ‘R’ and ‘S’ Series Valiants in the 1960s, which were like space ships when they were launched. They still look wild today.“I liked the Cruiser’s retro looks, it’s great for advertising and has paid for itself already.”They bought one when they first came out in 2000, optioned it with everything they could, including the flame graphics package. It’s now done around 100,000 km and has given them no trouble at all, it even still has the original brakes.LOOK FOR• Cute retro styling can be a turn-on for some buyers, but a turnoff for others• Modest performance from 2.0-litre engine• Safe and sound front-wheel drive chassis dynamics• Comfortable ride• Brilliantly flexible interior• Generally reliable mechanicsTHE BOTTOM LINEWorth a look if you need a vehicle that can be used for a multitude of uses, but its standout styling means you must be able to live in the spotlight.RATING65/100

When the last Valiant left the production line in 1980 few believed they’d ever see another Chrysler take to the local roads. It was something of a surprise when Chrysler returned to these shores with a small passenger car in 1996.While the last remaining Valiant enthusiasts cheered Chrysler’s return, perhaps hoping for a new Valiant, the Neon was anything but a modern remake of their old favourite.This American import was a well equipped, keenly priced small front-wheel drive sedan with a mission to take on the heavyweights in the small car class rather than the big two from Holden and Ford.MODEL WATCHChrysler initially launched two Neon models, the entry level SE and the more highly featured LX.Standard equipment on the SE, which could be identified by its grey plastic bumpers, included air-conditioning, central locking, and dual airbags, while the three-speed auto trans could be had for no extra cost over the standard five-speed manual ’box.The LX, distinguished by its body coloured bumpers and mirrors, also had ABS, power front windows and a better sound system. There was no choice when it came to the gearbox, the auto was the only ’box on the specifications list.With its American styling the Neon stood out in a market that was dominated at that time by Japanese and Korean models like the Nissan Pulsar, Toyota Corolla, Mazda 323, and Hyundai Lantra.Wheels were placed close to the corners, which meant the Neon had a long wheelbase and that created a cab-forward layout that translated into a roomy interior. Front seat occupants had the sort of room you’d normally get in a larger Ford Mondeo or Mazda 626, although tall people sitting in the rear seat found themselves a little cramped when the sloping roof ate into their head room.The boot was smallish, but there was a 60/40 split-fold rear seat which could be used to increase the available volume and accept larger or odd shaped bits and pieces of luggage or cargo.Power was from a 2.0-litre single overhead camshaft, 16-valve engine that had fuel-injection and produced 98 kW at a relatively high 5850 rpm. Top torque was 174 Nm.Reflecting its US parentage the main transmission choice was a three-speed auto, which put the Neon at a disadvantage against the opposition which all boasted more modern four-speed autos, but there was a five-speed manual available on the base SE model.On the road the manual trans was nicely matched to the engine and drove quite nicely, but the auto was less refined, a little noisy and sluggish when compared to its rivals fitted with a four-speeder.When pressed the Neon’s 2.0-litre engine became a little breathless and the noise levels increase markedly, but at cruise on the open road it’s quite acceptable.Fuel consumption figures recorded on road tests of the time showed that the auto Neon was thirstier than its rivals, no doubt because with the three-speed auto it had to be driven harder to keep up with the traffic.Being American the Neon was designed to be left-hand drive, with the right-hand drive conversion less of a priority for its makers. When it came to be reengineered for right-hand drive markets there were one or two compromises that wouldn’t appear on a car designed from the outset as a right drive model.Most obvious is the positioning of the radio antenna on the right front guard. The mere presence of an antenna in 1996 was unusual, but its placement within the view of the driver was an annoying distraction.The Neon was something of a wild card among small cars. It was relatively unknown here, but anyone who cared to check found that it was popular in its home country, and its blend of affordability and a long list of standard features made it a tempting proposition.IN THE SHOPBuild quality was an issue from the beginning with the Neon. There was no doubt that the American build quality was of a lower standard than that coming from Japanese factories at the time, panel fit and paint was closer to what was coming from Korean companies.Even so the Neon gave little trouble in the field, no doubt because it was built to withstand the rough and tough conditions cars have to contend with in the US where they have to endure extremes on heat and cold, as well as rough, sometimes salted, roads.Owners report they have had few problems with the Neon; those they have reported are relatively minor ones that can be attributed to build quality rather than major design flaws.Check for a service record to ensure a recognised service agent has done all servicing, and give it a thorough look over for bumps and scrapes, and the obvious signs of crash damage.OWNERS’ VIEWSJudy Hardy has since done 90,000 km travelling to many parts of the country in the 1997 Chrysler Neon she bought new. Apart from regular servicing she has only had to have one set of disc pads fitted in that time. She says she saw the Neon when on a visit to the US when she was taken by the style and the quality, and she says it has lived up to her expectations.Sharne Scott says her Neon has been a stylish and comfortable medium sized car. Apart from the rear indicator sockets rusting very soon after purchase, and the battery never lasting more than two years, it has given little trouble. She says the engine is smooth and easy to drive, the air-con works very well, and the stereo sound is very good.LOOK FOR• lack of performance with three-speed automatic trans• poor fuel consumption from 2.0-litre engine• average build quality• compromises with right-hand drive conversion• harsh ride with American suspension settings• little trouble with mechanics