Articles by Graham Smith

There was a time when American cars reigned supreme over the Australian motoring landscape. It was a time when bigger was believed better and the biggest was best, when automotive prestige was measured by the metre.It’s not so long ago the local market was split into two camps, the British and the American, from which the locally built Holden and Falcon both sprung.British cars were typically small, cramped and underpowered, and regarded by many as unreliable, whereas American cars were large and comfortable with slow-revving, understressed engines that were able to cover long distances with ease, and they were reliable.Many Australians in the 1940s and ’50s aspired to own an American car of the sort that was being built and sold by Holden and Ford. But by the time Chrysler released the 300C in 2005, there had been a seismic shift in the local market and American cars were largely regarded as massive gas guzzlers that were poorly built and less refined than those built by the Europeans and Japanese that had come to dominate the market.But the 300C had a number of things going for it that would help it find its niche in the market. American cars still had a following here, even if it was relatively small, it was built and backed by DaimlerChrysler, and it was very distinctively styled.MODEL WATCHThere has been a lot of discussion about styling in recent times. It centred on the criticism that all cars looked similar, if not the same.It was a fair cop, although designers would argue that the demands for fuel-efficiency and effective packaging locked them into a certain style that meant all cars would resemble each other to some degree.Then along came Chrysler with a different set of styling rules, one that said a car could look different and still meet the demands for aerodynamics and packaging.The 300C was a surprising hit. With its big, bold chrome grille, tall slab sides and chopped roofline it could only have come from America, but it caught the imagination of a section of the local motoring public.Time spent in a 300C and it quickly became evident that it was a head turner. People might not necessarily have known what it was, but they sure took notice of it and wanted to find out.The 300C was a big car in the true American style, but it wasn’t typical of the big cars that once defined, and almost destroyed, the American car industry.This one had Mercedes-Benz stamped all over its mechanical package, if not its styling. Benz owned Chrysler at the time and there was plenty of cross-pollination going on, even if there were few parts that could be interchanged between the brands.Mercedes’ influence was largely behind the scenes in the way things were done rather than a direct parts swap. As a result the 300C boasted more sophistication than most other American cars could.Chrysler was aiming to steal a slice of the big car market from the likes of the Fairlane/LTD and Statesman/Caprice with the 300C, and it succeeded mostly to the detriment of the big Fords.Under the bonnet was either a 183 kW 3.5-litre single overhead camshaft V6 or a 250 kW 5.7-litre Hemi V8 that boasted cylinder deactivation to save on fuel bills.When appropriate the V8 engine’s electronics would switch off a number of cylinders and the engine would cruise on four cylinders. Plant the foot and all eight cylinders would answer the call with a howl that gladdened the heart of any old-time petrolhead.The aim of the cylinder deactivation – it was called MDS – was to save fuel and Chrysler claimed it was good for 10 to 20 per cent.The V6 model was given a four-speed auto, but the V8 got a five-speed auto with a slapstick manual change,On the road the 300C was surprisingly un-American in its dynamics. Instead of the expected sloppiness it steered with precision and feel, braked confidently, and the handling was well balanced and reassuring.Not such a surprise was the 300C’s ride, which was comfortable and absorbent with good isolation and little noise intrusion, even on its 18-inch wheels and tyres.Inside, the 300C was reserved, well laid-out, nicely finished and easy to use. It was also relatively roomy and very well equipped.Standard equipment included climate controlled air, cruise, fog lamps, CD stacker, remote central locking, full electrics and full leather trim.IN THE SHOPIt’s early days in the lifespan of the 300C, but owners report few problems so far. Nothing major has come to light; the issues owners have reported are fairly minor and have been quickly addressed by Chrysler.The build quality is of a much higher standard than expected, no doubt the result of Mercedes-Benz setting a high benchmark for its then-American offshoot.From all reports the 300C appears robust and reliable so simply drive the car and note any noises, vibrations or odours that don’t seem as through they should be there.The softish ride can result in damage to the underbody and suspension if driven too fast over speed humps so make note of any knocks or noise coming from the suspension.Given that a number of 300Cs have been modified, and lowered in particular, check for damage as a result of bottoming-out on the road, kerbs and driveways.Replacing very low profile tyres of the type fitted to large diameter alloy wheels like the aftermarket wheels often fitted by owners can be expensive so check the price of the tyres before deciding on a car with big wheels.IN A CRUNCHMass is a great protector when it comes to a crash and the 300C is well endowed in that area coming in at more than 1800 kg.Being a large car the 300C is not as agile as a smaller one, but its chassis is well balanced with ESP helping out, its brakes, which are ABS-assisted, are powerful, and its steering lets the driver know what’s going on, so it has a powerful primary safety package.Bags all round complete a modern safety arsenal that will provide good occupant protection come crash time.AT THE PUMPA heavy car with a big V8 isn’t a recipe for low fuel consumption so be prepared for a shock at the pump.The cylinder deactivation system on the Hemi V8 is a mitigating factor in the V8’s favour, but the 5.7-litre V8 will still be thirsty.Expect 15 L/100 km around town and 12 on the highway for both V6 and V8 models.OWNER’S VIEWShane Hann first noticed the 300C when on holiday in Canada in 2005. He had no idea what it was, but absolutely loved the look of it with its blunt, aggressive front and chop-top side view. When he returned home he researched the car on the net and determined that he would buy one if Chrysler ever imported it. When they did he was one of the first to place an order. Back then these cars were still relatively unknown, and the amount of looks and comments were astounding, the 300C turned more heads than just about any car on the road. Talk about stroke the ego, he says. He still loves driving it; he loves the attention it gets and the envious looks from P-platers! He has done a few mods to the car, namely changing the exhaust so the Hemi can really sing, fitting 22-inch rims, and dropping the ride height by about 35 mm. The power is plentiful and the car accelerates much quicker than most people expect. It has a very comfortable ride and is actually quite a luxurious and comfortable car inside.Richard Satora loves his 2006 V8 300C. It has real road presence, he says, unlike any car on the street at the moment and sometimes people are mesmerized as you drive by, and it’s not unusual for complete strangers to give you the thumbs up. The cylinder shutout system is now on everyone’s menu and it does make the fuel consumption pretty good for a big car like this. Like Shane, Richard has modified his 300C with a body kit and exhaust system, as well as lowering it and fitting it with 22-inch wheels. Richard says he was always a Holden man, but the Chrysler has won him over for a few more years.Paul Carton is still grinning after two years and 30,000 km at the wheel of a 300C. He says it’s big and comfortable, but oozes power, and he loves driving it. He gets under 15 L/100 km commuting and around 11 on the highway run, and he says he’s happy with that. On the downside he discovered the softness of the front end when he drove over a speed hump for the first time, and there have been a couple of minor issues with the boot lid badge and a sticking door handle, both of which were promptly fixed.LOOK FOR• Plenty of admiring glances• Head turning styling• Hemi V8 performance• reasonable fuel economy for a heavy V8 car• Comfortable ride• Reassuring handlingTHE BOTTOM LINEStriking looks turn heads like no other, but the beauty of the 300C is more than skin deep.RATING79/100

BMW’s new Z4 is a giant leap forward from the Z3 which proved quite a disappointment to hardcore sports car fans who had hoped for a more spirited performer. The Z4 certainly looks potent and the first reports suggest it’s also got the performance and handling to be taken seriously, something the Z3 struggled to do over the six years it was sold here.It was the dawn of a new sports car age when the Z3 was launched. Drop top two-doors had been shunned for many years when car design was dictated by the need to be clean, and sports cars were perceived as being at the other end of the green scale.Then came the Mazda MX5 and we discovered that we could have fun on the road, and we could do it while being friendly to the environment and without being antisocial. The little Mazdas were snapped up as fast as Mazda could build them, so fast that other companies couldn’t ignore what was happening and simply had to get in on the act.BMW was one such company. The maker of some of the best driving cars on the road just had to have a sports car in its range, so the Z3 was created.Problem was that they made it with one eye on the American market, which perhaps explains why it turned out to be such a disappointment to potential buyers who salivated over the idea of a true sports car with a blue spinner badge on the bonnet.Truth was, however, that it lacked the basics that appeal to sports car buyers. Its four cylinder engine lacked the sort of get up and go they were looking for, its handling was soggy to say the least, and its looks were cute if a little quirky.The MX5 was also designed in America, but its designers were fans of the classic British sports cars of the 1960s and used them, as a guide to what a sports car should be, so the Mazda turned out to be a delight. Its performance was spirited, its handling was sharp, and it looked good. Mazda built a classic, while BMW’s effort was forgettable.BMW attempted to address the Z3’s shortcomings. They dropped the four-cylinder engine and replaced it with their superbly smooth six-cylinder powerplant, which injected the sort of performance that got your attention, but when it still looked the same as the early car it could never rid itself of the soft tag.While all of that sounds like bad news, it doesn’t have to be. Sure the Z3 might not be snappy enough to satisfy hardcore sportsters, it nevertheless makes a neat cruiser with plenty of comfort if performance and handling aren’t your highest priorities. And it’s hard to beat the cache that comes from driving a Beemer.MODEL WATCHThe Z3 was said to call on BMW’s sports car heritage with styling cues lifted from its legendary 328 sports car of the 1930s and the great 507 of the 1950s. The kidney shaped grille was there on the 328, there were vents on the sides of the bonnet that were to evoke memories of the 1930s classic, while the sweeping lines were clearly reminiscent of the beautiful 507. The overall result though, was that it was pleasant but soft, a far cry from its outstanding forebears.The breathless 1.9-litre four cylinder engine BMW fitted it with further underlined the feeling of softness. A fuel-injected double overhead cam fuel-injected four it put out 103 kW, which was enough punch to propel it to 100 km/h in 9.5 seconds and max out at 205 km/h, but the numbers don’t really tell the story. The problem was that the Z3’s response was flat; it simply didn’t thrust you back in the seat in the way you hope for in a sports car.BMW addressed the problem by dropping the four in 1999 and replacing it with a 2.0-litre VVT version of its smooth six, but even its 110 kW wasn’t enough to change the Z3’s soggy image. Later came a 2.2-litre version, which was better again with 125 kW, but it still wasn’t enough for sports car fans.At the same time BMW was attempting to shore up the bottom end of the Z3 range the company injected some serious grunt at the upper end with a 142 kW 2.8-litre version followed later by a 170 kW 3.0-litre model.But even with the larger six-cylinder engines there was a feeling that the Z3 was still a pretender, a car more at home cruising to the coffee shop for a weekend latte than racing along a challenging open road in the country.Transmission choices were a five-speed manual, which had a nice sporty shift, and a four-speed auto that sucked all semblance of performance from the poor little roadster.Underneath the Z3’s swoopy curves lay independent suspension, the front lifted from the 3-Series and the rear taken from the same parts bin as the 3-Series Compact’s. It was quite competent and nicely balanced but lacked the sharpness and precision that is a requirement for acceptance in the sports car club.Disc brakes on all four wheels provided plenty of braking power, and ABS kept the wheels from locking.That said it had a comfortable ride and was well equipped with a well sorted roof that could be raised and lowered.The Z3 was well equipped with just about everything you could wish for. There was power steering, leather trim, dual airbags, power windows, air-conditioning, power seats and a top sound system.IN THE SHOPBMW has built up an enviable record of reliability in recent years and the Z3 is likewise reliable and robust. Engines, both four and six, are robust and give little trouble if serviced properly by someone who knows what they are doing.The most important check is for a service record that can be verified. Someone who has a knowledge of BMWs, either a dealer or a recognised specialist, should do servicing.Factory parts and dealer servicing are very expensive so look for alternatives if you want to save money.People wanting the prestige of the badge, but lacking the budget to have them serviced have often bought bMWs in the past.Body and trim stands up well to the daily grind so there’s usually no problem there. Same for ancillaries, which perform reliably for years.OWNER’S VIEWPeter Howe has owned his 1997 manual model since ’98 and has added 115,000 km to the 10,000 it had on the odo when he bought it. He’s replaced the catalytic converter three times, and has had problems with the electric seat motors, and the fuel tank retaining strap, but says it’s been economical with good tyre life, a boot big enough to hold a golf bag and buggy. In Peter’s words “it is still a head turner that the MX5 can’t match” and it’s “a pleasure to drive”.LOOK FOR• disappointing performance from four-cylinder engine• sixes are zippier• soggy handling lacks sports car precision• neat folding roof• comfortable ride• well-equipped• BMW prestige• must have service record

In any era there are cars that, for one reason or another, stand out from the crowd. In the 1950s, for instance, the big finned ’59 Cadillac stood out for its extreme looks, the E-Type Jaguar became the iconic car of the ’60s for its timeless elegance and high performance, and the 1970s belonged to the awesome Bathurst winning Falcon GT HO.They’re all life changing cars. A moment or two at the wheel and your life is changed forever, suddenly no other car is good enough.It’s like that with the BMW M3. It may look like any other BMW 3-Series, but once you’ve experienced the turbine smooth power of the M3’s highly tuned six-cylinder engine and its superbly balanced chassis you quickly realise you’ve driven something very special.In time the M3 will come to be regarded as one of the greatest sports sedans ever built, if it isn’t already by those in the know.The M3 story began in 1987 when BMW launched the very first in the line. The E30 M3 was a barely disguised racer created to contest the one-off World Touring Car Championship for Group A cars.Group A was a class based on production cars, and the rules demanded carmakers build a minimum number of cars before they could be raced. It spawned great road cars like the Ford Sierra Cosworth, the various Holden SS Group A models, and the M3.The world series folded after just one year, and Group A was scrapped in the early 1990s, replaced here by the current Supercar V8 cars.Thankfully BMW continued to build the M3, developing it from the original bare bones racer into a sophisticated all round sports sedan, one of the greatest to ever hit our roads.The E30 M3 was never sold here by BMW, it was built in left-hand drive form and sold only in its European home market.Thankfully when the M3 became a regular model in the 3-Series line-up with the E36 model it found its way to Australia in 1994.The M3 was based on the E36 3-Series two-door coupe, and for all the world looks like any other 3-Series coupe. If you want to identify it from the outside you need to look for the details.Things like the smallish M3 badge on the boot lid, the distinctive alloy wheels, the twin exhaust outlets, and if you’ve got a keen eye the body kit. The problem is that many of these also found their way on to more modest Beemers so the boot lid badge is the surest way of picking the real thing from the wannabees.At the heart of the M3 is a mighty straight six-cylinder engine. Three litres in capacity, with dual overhead camshafts, four valves per cylinder, fuel injection and a new variable camshaft timing system BMW dubbed VANOS, the B30 six was super smooth, pulled hard from low down in the rev range right to the top which was in excess of 7000 revs.With the right foot buried deep in the carpet, and the rev counter nudging 7000 revs, the B30 six would produce a massive 210 kW, but it wasn’t just the staggering power it produced because it also produced an equally staggering 320 Nm of torque at 3600 revs.When unleashed it would propel the 1460 kg coupe to 100 km/h in 6.4 seconds, and account for the standing 400-metre sprint in 14.5 seconds. Top speed is limited to 250 km/h, but you don’t need to be travelling that fast to appreciate the M3.The VANOS system varied the camshaft timing to extract the most torque from the engine at low speed and the maximum power at the top end of the rev range. The result was smooth performance right through the rev range.Helping the brilliant on-road experience was the slick five-speed manual gearbox, which was a delight to use.If the engine provided the power it was the chassis that allowed it to be unleashed. With independent suspension at both ends, and sports tuning, it was brilliantly balanced.Huge 235/40ZR17 tyres, on 17-inch alloys, generated enormous grip to keep the M3 glued to the black top, but the great thing was the M3 could be driven on the throttle.Huge disc brakes ensured it also stopped with assurance, and ABS was standard for extra safe stopping power.Inside it had beaut sports seats in cloth trim, there was central locking, a driver’s airbag, power windows, air-conditioning, and a trip computer among a long list of standard features.In 1996 a major update saw the engine enlarged to 3.2 litres, power jumped to 236 kW and torque was boosted to 350 Nm. At the same time BMW added a six-speed manual gearbox – a six-speed sequential manual gearbox was also added in 1997 – along with dual airbags and cruise control.The performance of the M3 almost guarantees that it will be driven hard, on the road and sometimes on the track. Many have been used in events like the Grand Prix Rally in which they’re always competitive.That should make anyone thinking of buying one wary, but the good news is that they stand up well to the occasional track outing.Chris Lake says most M3s he sees through his Auto Deutsche workshop have copped a hard time, but have coped well.He says clutches cop the most abuse and they tend to fail earlier as a result. The M3 has a dual mass flywheel, which can be expensive to repair if it gets overheated in the heat of the moment.Other items that tend to need replacement more often are the front lower control arm castor bushes and the trailing arm bushes in the rear end.According to Lake, oxygen sensors in the exhaust tend to have a fairly short life compared to sedans.If regularly driven hard on the track the M3’s brake discs can warp and crack, which mean expensive replacements are needed.M3s are generally well looked after by caring owners. Those that haven’t seen the track are the ones to look for, but even those that have been used for competition shouldn’t be dismissed.Seek out specialist help once you’ve selected a car, get it checked by an expert who can tell when things aren’t right.With a responsive chassis, powerful brakes with ABS, and sports tyres it has a great primary safety package.The first E36 M3 had a driver’s airbag only, but a passenger’s airbag was added in 1996.The E36 3-Series rated above average in the recent used car safety survey.Dean Sheffield’s life changed when a neighbour offered him a ride in his new M3 in 1994. It took another six years, but he now owns one and says it is a brilliantly balanced car that can be appreciated on the road as a family car or the track as a fun machine. After owning it for four years, it still looks and drives like it has just been run in.• silky smooth six cylinder engine• sizzling performance• great ride and handling• good looking two-door coupe• great road/race car for amateur club sportOne of the most exhilarating cars you’ll ever get to drive.

Today GT badges are slapped on anything with alloy wheels but there was a time when it was reserved for great sports touring coupes like BMW 8-Series. The GT, for ‘Grand Touring’, badge began to appear on European cars in the 1950s. Enzo Ferrari applied it to his great sports cars, so did Maserati, Aston Martin and a number of other makers of high performance coupes.As the name suggests it was to describe high performance sporting coupes with the comfort and appointments to make a long distance high-speed jaunt across Europe a breeze.The badge was somewhat compromised in the 1960s when the Americans started using it to market the muscle cars they were building.John Delorean was the first to use it, on the Pontiac GTO, then Ford picked it up and from there it spread like wildfire. Now it’s used on pretty much anything and the badge has become a mere marketing man’s tool.Thankfully there are still some manufacturers building GTs in the true spirit of the badge.It didn’t carry GT badges, but the BMW 8-Series was a Grand Tourer in every sense. It was a classically designed, high-speed coupe with all the comforts needed to make a long cross-continent drive preferable to flying.MODEL WATCHThere was much discussion about the merits of the BMW 850i when it was launched in 1990.Like all exotic cars it was expected to rattle your perceptions of performance, but it was a disappointment to some who felt it just didn’t ring their bells.It wasn’t so much that its performance wasn’t awesome; it was more a reflection of our changing expectations. The 850i would comfortably do 250 km/h, but it did it with such ease that it simply didn’t seem that fast.But that’s what a real GT is all about, effortless performance. Typically they’re not snarling, snorting hard-riding beasts that loosen your gold fillings and leave kinks in your spine, they’re smooth riding, smooth driving cars that do everything with a minimum of fuss.The 8-Series looks great from every angle, although its sublimely elegant Teutonic lines are more reserved than you might expect from one of the Italian carmakers. Its proportions are perfect with a long sleek nose and short stubby rump joined by aerodynamically efficient, flowing lines.It looked just as good when it left the market in 2000 as it did 10 years earlier when it was launched. It’s just as eye-catching today.BMW talked about it being a four-seater, but it wasn’t really, unless the unfortunate souls in the back were midgets. In reality, like most GTs, it was a two-plus-two at best.At launch it was powered by the same 5.0-litre single overhead camshaft V12 as was fitted to its 7-Series four-door cousin. At its peak it developed 220 kW at 5200 revs and 450 Nm at 4100 revs.BMW bolted a six-speed manual gearbox to the back of the V12, but most were equipped with a four-speed auto.While it had plenty of power the 8-Series was no lightweight at 1790 kg, which dulled the coupe’s acceleration somewhat and contributed to its image of being slow off the mark.Independent suspension all round ensured it stayed glued to the road, while traction control and powerful ABS-assisted four-wheel disc brakes helped keep everything on track.The 850i was updated in 1993 and became the 850Ci, and was joined by the V8-powered 840Ci.The double overhead camshaft 4.0-litre V8 brought with it 210 kW at 5700 revs and 400 Nm at 4500 revs.An updated model arrived in 1996 with some cosmetic changes, but the most significant change was a new 32-valve, 4.4-litre V8 and five-speed Steptronic auto transmission.The new V8 delivered the same peak power as its predecessor, 210 kW at 5700 revs, but its peak torque, now 420 Nm, was delivered at just 3900 revs, which gave it more punch at low and medium speeds.It not only accelerated quickly, it would do 0-100 km/h in 7.3 seconds, it boasted much more passing performance.The Steptronic transmission allowed the driver to shift manually when they wanted a more sporting drive.IN THE SHOP8-Series expert Theo Hoffs says it’s buyer beware with the elegant BMW sports coupe.There are lots of cars out there that have been neglected over the years and are showing the signs of it now they’re getting up in kays.The 8-Series can be an expensive car to own if things go wrong, and they are more likely to go wrong if they haven’t been well maintained. So check for a service record, and follow up with the service agent if you can to get a more comprehensive picture of the car’s history.BMW parts are very expensive, but Hoffs has become something of an expert at sourcing cheaper aftermarket parts and has been able to contain the costs of the repairs he’s done on his car.The V12 and the V8 are pretty robust and reliable if they’ve had regular oil and filter changes; again the service record is important.The vast majority of the 299 cars that came here were equipped with the ZF automatic gearboxes, which are generally bulletproof and give little trouble.There are numerous computers in the 8-Series, all of which can give trouble, but are generally no less reliable than any modern car driven by electronics.Plastics are prone to damage, and can be expensive to repair or replace. The front indicator lights are well known for breaking, and are expensive items if you replace them with the original factory parts.IN A CRASHDriver’s airbags were standard across the range from the start; a passenger’s airbag was added in 1994 to make a reasonable secondary safety package for a car of the era.But it’s the 8-Series’ primary safety that is its best weapon in an emergency situation. Competent braking, handling and steering response give a skilled driver a chance of getting out of trouble.OWNERS SAYTheo Hoffs fell for the 8-Series’ seductive looks the first time he saw one back in 1990, and immediately determined he would one day owned one when he could afford it. He eventually bought a rather neglected 1994 840Ci and has since totally rebuilt it, becoming something of an expert on the 8-Series along the way. While he loved the look of the 8-Series its performance and handling were a letdown and he’s modified his to improve it in both areas. He’s boosted the engine’s output with an aftermarket computer chip and a more free-flowing exhaust system. He’s also lowered the suspension, fitted Bilstein shocks to the front, and larger sway bars front and rear, which he says has transformed the handling of the car.AT THE PUMPFuel consumption probably isn’t of the highest priority for buyers of the 8-Series, but the 840 should average around 14.0-15.0 L/100 km, while the V12 850 would do 15.0-17.0 L/100 km.LOOK FOR• eye-popping looks• awesome high-speed cruising performance• great road holding• smooth engines• limited rear seat room• expensive partsTHE BOTTOM LINE• A great looking, classic front-engined GT with awesome and effortless performance.RATING85/100

The 5-Series launched in 1988 was a landmark model for BMW, and buyers of prestige cars, with an attractive combination of sporting performance and luxury that was previously unavailable. Add to that impressive build quality and reliability and the E34 5-Series is now attractive for used car buyers.Prior to the E34 5-Series BMWs were looked at as the poor cousins to Mercedes-Benz in the prestige car segment of the market. While they were recognised for their sporting performance and handling, their build quality and reliability were inferior to the more conservative cars from arch rival Mercedes-Benz.But the E34 5-Series went a long way to changing that perception. In the eight years it was produced it became a very popular model, and used cars buyers who want the cache that comes with a prestige badge have access to plenty of good quality cars at quite affordable prices.MODEL WATCHThe E34 5-Series arrived here in 1988, but the 520i didn’t arrive until 1990.There was a 520i in the E34 range in Europe before 1990, but with just 85 kW on tap it didn’t have the sort of performance Australians associated with the BMW badge so it wasn’t sold here. That changed in 1990 when BMW replaced the two-valve engine with a new four-valve six and the power jumped to a much more respectable 110 kW.Performance was still quite modest by Beemer standards, with the five-speed manual car needing 10.6 seconds to accelerate from standstill to 100 km/h, and the four-speed auto equipped car requiring another second for the same journey. But the relative lack of performance was offset by its miserly fuel consumption, which was particularly brilliant on the highway.There was a choice of five-speed manual or four-speed auto, the former being the choice for performance, the latter that for serene progress and fuel economy.Suspension was independent front and rear, steering was power assisted, and brakes were four-wheel discs with ABS standard.The sweetly styled 5-Series is BMW’s mid-sized car, perfect for a family of five with its roomy, comfortable interior.The level of standard features is impressive, particularly for a car that can be bought now for less than $15,000. Air-conditioning is standard, as are power mirrors and windows, central locking, a four-speaker AM/FM/tape sound system, and cruise control.A major facelift in mid-1992 saw the front end styling revised with the new wider BMW kidney grille, and a number of feature upgrades, but the big news of 1992 came later in the year with the introduction of the VANOS variable valve timing engine which improved the performance of the 520i.AT THE WHEELThe performance of the 520i is brisk without being breathtaking. If you’re prepared to allow it to rev you will be rewarded by the sweet sound of BMW’s smooth six, and acceptable performance.Around town it’s quite happy to keep up with traffic away from the lights, but it’s better suited to rolling along at a smooth and steady pace. If you drive it that way you will regularly return fuel consumption of 10.5 to 11.0 L/100km.On the highway you notice its passing performance is a little lacking which makes it important to plan your move. But sitting on the highway speed limit, the cruise control engaged, it will return fuel consumption figures of 7-7.5 L/100km.The ride is superbly supple, without compromising the handling in the slightest, which is precise and responsive. A minor criticism relates to the steering, which is a little vague on centre.Inside it’s tranquil with little wind or road noise, just the smooth sound of the six-cylinder engine as the revs rise.IN THE SHOPBuying any car that’s 10 or more years old requires care and attention to detail. When that car is a complex prestige car like the BMW it requires even more caution, because they are often in the hands of second and third generation owners who sometimes can’t afford the level of servicing that they need to keep them running at their best.Before you do anything else head straight to the glove box in search of the service book. If it doesn’t have one, walk away. If it does check the service record to confirm the mileage shown on the odometer and to check that if has been regularly serviced by a BMW expert.The 5-Series requires regular servicing, and it can be quite expensive, particularly when done at a BMW dealer. There are a number of independent BMW service specialists who will follow the factory service schedule at a much more affordable price, but you need to check the credentials of any non-factory service agent before giving them your car.When inspecting a car for possible purchase give it a thorough body check, looking for signs of accident damage and poor subsequent repairs. Look for colour mismatches between panels, poorly fitting panels, sloppy doors that don’t close smoothly and solidly.Check door openings, particularly looking for wear in door hinges and check links, and damage to seals.Also inspect the lower sections of the doors for rust, looking closely around the seals for telltale signs of the dreaded tin worm.Inside, look for heavily worn carpet under the driver’s feet, and on the footrest. Inspect front seats for heavy wear on the outer bolsters, and splits in the cushions. Some distortion of the crash pad through exposure to the sun is not unusual, but walk away if the crash pad is cracked or split. Generally the BMW interior trim stands up very well.Mechanically the BMW is generally reliable. Check the engine for accumulation of sludge, which might indicate a lack of servicing. Be wary of any engine if you find sludge under the oil filler, a rebuild might be just around the corner.Radiators are known to develop leaks and can lead to major problems with the cylinder head if not attended to quickly.Look for non-genuine parts, which can indicate an owner who can’t afford the upkeep on a prestige car. Aftermarket shock absorbers, brake components, exhausts and tyres might be cheaper but often rob the 5-Series of its best performance and often don’t have the ultimate service life of the genuine factory parts.LOOK FOR• tight body even at high mileage.• modest, but super smooth, performance.• exceptional fuel consumption, particularly on the highway.• roomy interior with accommodation for five.• well equipped with lots of features.• sporty handling and comfortable ride.• BMW prestige

If imitation is the sincerest form of flattery, BMW should be feeling pretty pleased with its 3-Series. In the last 20 years or so many companies trying to get a slice of the affordable prestige market have copied it.There’s no doubt that the 3-Series has been one of the outstanding performers of the last 20 years or more. It has proved to be the favoured way of moving into the European world of prestige motoring for many Australians, and still holds its own in a market filled to overflowing with clones.Over the years the 3-Series range has been expanded, and now includes a model to suit everyone, from the Compact hatch, the ubiquitous 318 sedan, to the smooth six-cylinder sedans and coupes, the sizzling hot M3 sports sedan, and the slinky convertibles.BMW were one of the first to bring a convertible to the Australian market, starting with the pretty cabriolets and convertibles of the E30 model in the 1980s. They have maintained a drop-top in their range, and the 328i and the models that have followed have become the benchmarks for soft top motoring.MODEL WATCH Convertibles haven’t always been popular in Australia; a country where the blazing sun can fry exposed skin in minutes in summer. It seems odd really, but Australia was considered too hot to enjoy the thrill of open top motoring, while Europe was regarded as the perfect environment for a convertible.That thinking is outdated. Old time convertibles, while perfect on a mild spring day, were inconvenient and uncomfortable, just ask anyone who was stuck in a sudden downpour trying to erect the roof.Today’s convertibles, epitomised by the BMW E36, are everything the old ones weren’t. The most important development has been in the roof function, which can be raised and lowered in a matter of seconds, without even leaving the driver’s seat.There’s no chance of being caught in a sudden shower, and what’s more, once the roof is in place it’s sealed so it won’t let the rain in like old ones would. It’s also well lined so it’s quiet and snug inside.A modern convertible is like having a sedan when the roof is up, and a sporty car when it’s lowered. A great compromise for those who appreciate a car that can crossover the boundaries that separate family transport and sports motoring.The E36 328i convertible arrived in 1995, an update of the previous 325i model. It used the slinky lines of the 3-Series coupe, with a well developed soft top that attached to the windscreen header with a clasp operated by a single grip, and folded away out of sight behind the rear seat.To raise or lower it you simply had to be stationary, twist the clasp and push the roof away from the windscreen header, and flick a switch on the centre console. It was simple, and it all happened in a few seconds.The 328i is built on the same agile platform as the rest of the E36 3-Series. With independent suspension all round, four-wheel discs, ABS and traction control, it is armed for action.Add to that one of the sweetest six cylinder engines ever built and you’ve got a potent performance package. In the case of the 328i, the engine has a capacity of 2.8 litres; it’s a straight six, with double overhead camshafts, fuel injection, and VANOS variable valve timing that made it a powerful performer right through the rev range. Peak power was 142 kW at 5300 revs, while peak torque was 280 Nm.Transmission choices were sporty five-speed manual with a nice shift, and a smooth five-speed auto.As would be expected of a car this expensive the 328i convertible came well equipped. Alloy wheels, air-conditioning, cruise, remote central locking and alarm, leather steering wheel and trim, power mirrors and windows, and radio/cassette sound came standard.Dual airbags provided crash protection.IN THE SHOP The 328i convertible suffers few problems. Overall the 3-Series is a tight, well built car that stands up well over the long term.They tend to use up consumables at a fast rate. Things like brakes are consumed quite quickly, with OE pads and discs quite expensive. Likewise they tend to use up rear tyres quite quickly, which can also be expensive to replace. Both are the cost of the BMW’s high level of performance.Nothing much goes wrong with the six cylinder engine; it’s as sweet an engine as you will ever drive, with a neat note and plenty of punch.It’s important with convertibles to check the operation of the roof, to make sure it goes up and down smoothly. Check also the condition of the roof fabric, looking particularly for frayed areas, split stitching, and damaged seals, which can occur with regular use over the long term.Check the rear window for fogging or discolouration, which might mean a replacement is in order.Inside, check for signs the car has been left out in the rain with the roof down. It does happen. An owner might have cruised to lunch, and left the roof down while dining, only to be caught out by a sudden shower.Look for water stains in trim and carpets, perhaps even lift carpets to check underneath.Convertible roofs are expensive to replace, and can be difficult to adjust, so it’s important to make sure the roof on the car you want to buy is in good shape. The roof on a car that has been regularly garaged will last longer than one that has been left outside in the elements.Like all cars check for a service record, one preferably from a BMW dealer or an acknowledged BMW expert.OWNERS’ VIEW Paul Sabine of Brooklands Motors has a low kay 1996 328i auto convertible for sale at $46,990. It’s a one owner car, black with tan leather trim, and 44,000 km on the odometer. It drives smoothly, is tight as a drum, with just a few stone chips on the grille and bonnet. The roof needs a minor adjustment where it catches on the rear cover while being raised.LOOK FOR • proof of regular service by specialist• smooth straight six engine• agile handling and smooth ride• easy to use power roof• slinky stylingTHE BOTTOM LINE Smooth, tight convertible with sweet six engine, sporty handling and efficient roof.RATING 90/100

For a blend of performance, handling precision, comfort and refinement it’s hard to go past any of the BMWs of the last 20 years, and of course there’s the prestige that comes with the blue and white spinner badge. In many ways BMW has become the benchmark for the car industry. The Bavarian company’s cars have been pace setters since the mid-1980s, particularly since the beaut E30 3-Series and the equally brilliant larger E34 5-Series were launched.They were great driving cars that put the fun back into motoring, cars that were enjoyable to drive, safe and refined, the sort that made you want to get behind the wheel.Today there are plenty of other models from rival car makers that challenge the BMW stars, but few have managed to fully capture the thrill of driving that is part and parcel of the cars from Bavaria.The E36 3-Series launched in 1991 saw a natural progression of the E30. It was bigger and more refined, but built on the things that make BMWs so appealing.Today the E36 represents an affordable ticket into the BMW driving experience, an attractive car for the young and young at heart. It equally appeals to older drivers wanting to downsize from a larger family four-door.MODEL WATCHBy the time the E36 3-Series appeared in local showrooms it was already coming under attack from other car makers who had been busy preparing their own versions of the smallest Beemer.The success of the 3-Series, particularly the E30, wasn’t lost on BMW’s rivals. Its blend of performance, handling and beaut styling in a compact sedan was attracting more and more buyers who didn’t need the size of a Falcon or Commodore, but appreciated the prestige of driving a Euro badge.The 3-Series was, still is, BMW’s biggest seller here. It was in no small part responsible for the German brand’s rise to pre-eminence as the leading Euro importer in the mid-1990s.The E36 318i is a conventional booted four-door sedan. Inside there was accommodation for five, but it really was a little squeezy if you tried to fit five into a space that was more comfortable for four. Still, if you wanted to fit three across the rear bench the unfortunate soul who got the middle slot had the safety of a lap and sash belt.Front seats were comfortable buckets trimmed in durable cloth. There wasn’t any adjustment of the steering column, but the driver had the protection of an airbag from 1993.Power was modest. There was a new 1.8-litre fuel-injected four cylinder engine, the M43, but it was still a two-valver and BMW chose to concentrate on refinement and fuel efficiency rather than chase performance, hence the power gains over the previous four were relatively small.With variable length inlets the power flow of the BMW four was smooth and uninterrupted. So smooth was the delivery that it felt flat to some.Peak power was put at 85 kW, up just 2 kW, and that occurred at 5500 rpm, while maximum torque was 168 Nm, up from 162, and that was achieved at 3900 rpm.There’s no denying it, the numbers were modest and that resulted in modest performance with the 0-100 km/h sprint requiring 11.3 secs and the 400 metre dash taking a fairly leisurely 17.9s. Fuel consumption, however, was well under nine L/100km on average.Gearbox choices were a five-speed manual that had a delightfully slick shift, or a smooth four-speed auto, which was the choice of most buyers.Despite the modest numbers the thrill of driving the BMW on the open road wasn’t dulled. It was always beautifully poised, fluid and well planted, which was both reassuring and challenging.Front suspension was MacPherson strut, the rear multilink independent, with anti-roll bars at both ends.Brakes were a combination of ventilated front discs with solid rears, with the safety of standard ABS from early 1992.Steering was power-assisted rack and pinion that was well weighted and helped point the 318i so precisely.Alloy wheels were optional, steel wheels came standard and they had full wheel covers, but that hardly made up for the lack of alloys.ABS and metallic paint became standard features from April 1992, driver’s airbag from November 1993. A passenger’s airbag joined the features list along with power windows in November ‘94; the following year saw auto climate control air-con standard as well.The 318i Limited arrived in 1996 with alloy wheels, wood trim and six speaker sound. An Executive model replaced it in June 1997 to keep the E36 going in the final months before it was replaced by the E46 in Aug ’98. In addition to the standard features of the regular 318i it also boasted leather trim and remote central locking.IN THE SHOPThe 3-Series is generally robust and reliable providing it’s serviced, which includes regular changes of coolant. Failing to change the coolant can lead to problems with corrosion in the engine and cooling system ancillaries.Check for a verifiable service record, preferably by a BMW dealer or recognised BMW specialist and walk away from any car that doesn’t have one.Engines, transmissions and drive lines are all reliable and give little trouble in the long term if looked after.Like all Euros brake wear is an issue, witness the build up of brake dust on the front wheels of most of them, so be prepared to replace not only pads on a regular basis, but disc rotors as well.Quality of interior trim components is quite high and they generally stand up well in our hot sun.Likewise the paint, even the metallics, withstands the onslaught of the sun well, and there’s little evidence of fading. Look instead for signs of accident damage and small dings caused by careless drivers.Dealer servicing is expensive, as are the factory parts, so look for a BMW specialist and you’ll save plenty.OWNERS VIEWDave Odorisio has owned his 318i for eight years. It has now travelled 135,000 km and still gives great fuel economy. He says the comfort and feel of road control make it too good to sell. Although he says the 318i lacks in performance Dave has fitted larger wheels and upgraded the suspension, which has made up for the lack of grunt.MG enthusiast Michael Tait bought his BMW 318i auto in 1998 with 32,000 km on the odometer. He says it’s a comfortable city and touring car, although its performance can be best described as leisurely. It has now covered 150,000 reliable kilometres, and in that time four tyres, a radiator and water pump have been replaced in addition to normal service items.LOOK FOR• unbeatable prestige of BMW badge• precise, well balanced handling makes driving a pleasure• refined, quiet and comfortable, a joy on long trips• modest performance, but very economical• reliable and robust over long term• check for verifiable service record 

If the number of fresh faces I’ve recently seen driving BMW’s early 3-Series is a reliable guide the E30 has to be one of the coolest drives in town. With clean sporty looks, spirited performance and competent handling and braking, the E30 3-Series is seen as a cool alternative to the popular Japanese models that are beginning to lose some of their gloss in the eyes of young drivers.MODEL WATCHThe E30 3-Series 318i first came on the local market in 1983 as a stylish and well proportioned rear-wheel drive two-door sedan, followed a year later by an equally pretty four-door version which made it more practical for carrying friends and families.Power initially came from a 1-8-litre overhead camshaft fuel-injected four-cylinder engine that boasted peak power of 77kW and maximum torque of 145Nm. There was a choice of five-speed manual and three-speed auto transmissions, suspension was independent all round, and it had four-wheel disc brakes.Standard features included power mirrors, tachometer, Eurovox radio/cassette sound system, full wheel trims, and a chrome tail pipe extension was added to the exhaust.Central locking and Alpine radio/cassette sound became standard in 1985, and power steering became available as an option.Sports suspension became standard in 1986, and the following year its performance was boosted with more power, which then climbed to 83 kW.Power steering, leather sports steering wheel, air-conditioning, and a Eurovox radio/cassette sound system was added to the standard features list in 1989.This post-’89 model is definitely the best choice if you want a four-door. It is still a sweet little car today, remaining tight and generally free of rattles and squeaks even with 160,000 km or more showing on the odometer.Performance is brisk, the four-speed manual a delight to use, the clutch light. The ride is comfortable, handling responsive, and power steering quite precise even though it’s relatively light.Inside there are bucket front seats, which are comfortable and supportive, clear and easy-to-read instruments and well laid-out controls, and a powerful sound system. Air-con adds to the comfort and a sunroof makes for pleasant driving on warm sunny days.Perhaps the best of the E30 series was the 318is introduced in 1990. Available only as a two-door with five-speed manual gearbox the only choice, the 318is was powered by a sporty 24-valve double overhead camshaft 1.8-litre fuel-injected four -cylinder engine.Peak power was 100 kW and max torque was 172 Nm, enough to have the 318is capable of 202 km/h.Standard features were air-conditioning, power antenna, Eurovox radio/cassette, power steering, metallic paint, central locking, leather sports steering wheel, sports suspension, body coloured front and rear spoilers.Leather trim, sports seats and ABS brakes were standard from October 1990.ON THE LOTIt’s best to buy the latest model you can afford, that way you’ll get the car with the lowest mileage and the most life left in it.On that basis the post-’89 models are the ones to go for. Expect to pay between $9000 and $13,500 for a two-door car with up to 190,000 km on the odometer; four-doors are $500 more expensive.The pick of the E30 bunch, if you can live with a manual gearbox and two doors, is the sporty 318is built between 1990 and 1991, which can be yours for $10,500 to $15,500.IN THE SHOPNow up to 20 years old the E30 can be expected to be showing the wear and tear of a long life on the road so it’s wise to spend extra time checking any car you’re considering buying to avoid trouble.Like most BMWs, the E30 3-Series was bought as a prestige car when new, and as a result many were well cared for, some even pampered, but as time has passed they have been passed down the line to second, third and more owners. Many of these later owners haven’t had the money to properly maintain the cars and as a result many have fallen into disrepair.The best E30 to buy is the one-owner mint condition car that has been regularly serviced. But, as they are hard to find look for a car that has been obviously well cared for, one that has a verifiable service history. If the service records show the one mechanic has serviced the car make contact with them and check out its history.Go over the body thoroughly looking for substandard accident repairs, mismatching sections of paint, badly fitting panels and hardware. Also check for rust around the rubbers at the bottom edges of the doors, and rust in the windscreen and rear window openings. Rust isn’t a common problem, but can be if insufficient sealant has been used when a windscreen is replaced.A service history that can be verified is a must. It not only tells you that the car has been regularly serviced, but who has serviced it, and it gives you a good guide to the accuracy of the odometer reading. It would be nice to think that the car you’re buying has been serviced by a BMW dealer, but that would be a rarity in a car as old as the E30 is now, so don’t be put off if it hasn’t been serviced by a BMW dealer.The most critical thing to check is that the cam timing belt has been regularly changed. BMW recommend that it be replaced about every 40,000 km, which equates to about two years of normal driving. If it hasn’t been replaced there is a real risk that it will break or strip, and that can mean substantial, and expensive internal damage to the engine. It only takes about two hours to replace the belt so it’s worth having it done.Also check the engine for a build-up of oil sludge. The easiest way to do this is to look through the oil filler cap. A thick layer of sludge could mean an engine rebuild soon, as the sludge gradually blocks all of the oil feed lines in the engine. This normally doesn't occur with regular servicing and good quality oil, but with lower quality engine oil and missed services it's a possibility.The 3-Series is quite a sporty little car so look for signs that it has been modified or thrashed by youthful or inexperienced drivers. Look for non-genuine parts like sports exhausts, lowered and stiffened suspension and larger wheels.The trim generally stands up well, although you can expect to see some warped and discoloured plastic components on the dash and rear parcel shelf.LOOK FOR:• Sporty styling still has plenty of drive-by appeal.• Trim, taut and terrific body has few rattles and squeaks.• Brisk performance with responsive handling and good braking.• Verifiable service history that confirms replacement of cam belt.ALTERNATIVES:Ford Laser KF hatch – 1990-91 – $2000-$5000Toyota Corolla CS – 1989-91 – $2000-$7000Nissan Pulsar – 1991-92 – $2500-$8500Honda Civic – 1990-92 – $4000-$9500

Survival is a strong motive for action, as it was for the new Compact hatchback version of BMW’s E36 3-Series. It’s really quite simple, to survive as a carmaker you have to grow. The bigger you are the better your chances of staying in business, and BMW as a small to medium sized car company in world terms had no option but to make their cars more affordable so more people could buy them.The risk if they didn’t was to be swallowed up by one of the big players, like Ford or General Motors who were out to add to their portfolio of models.BMW was in the envious position of being an aspirational brand, one people wanted to park in their driveways even if the range was out of their reach.The 3-Series was the people’s BMW, but even that became a stretch for most people as its price rose. The 3-Series now is a real aspirational model in the range, and more affordable models have been introduced below it.BMW’s first move to make their cars accessible to more people was the 3-Series Compact introduced in 1995.It’s most unlikely that BMW will ever offer a model in the sub-$30,000 price range, that would sully the image of the brand as an aspiration purchase.That’s the trick for a company like BMW. You want more people to buy your cars because volume makes for more profit, but you can’t afford to have too many cars out there because that could damage your brand image.The 3-Series Compact was the company’s first, careful step in making a car that had a more affordable sticker while retaining the appeal of the marque.One look at the Compact and you can see the strategy. Viewed from the front it looks for all the world like a regular 3-Series, there’s the same kidney grille, the same bonnet, the same front guards and bumper, and most importantly the same blue and white spinner badge. Clearly a BMW. But viewed from the side or the rear and it was all new with its tail shortened into a hatchback.The shortened tail made no difference to those who wanted to park a BMW in their driveway, it looked like a 3-Series, had the badge, and the shortened tail was even attractive to most people on seeing it for the first time.What mattered most was that it was priced below $40,000 and that opened the door to BMW ownership for more people.Parked alongside its sedan brother the Compact was 233 mm shorter despite sitting on the same 2700 mm wheelbase. That meant the interior was roomy for front seat passengers, if not quite so roomy for those in the rear seat.The hatch arrangement resulted in quite a large boot space, which in combination with the 50/50 split-fold rear seat delivered a flexibility perfect for carrying just about anything you needed to move.Under the skin the hatchback was all BMW. A 75 kW 1.6-litre single overhead camshaft fuel-injected four-cylinder endowed it with modest, but adequate performance.There was a choice of five-speed manual or four-speed auto, the latter dulling the performance somewhat, but a popular choice with buyers none the less.The suspension was a familiar combination of MacPherson Strut at the front and semi-trailing arm independent at the rear.It rode and handled well, and with ABS-assisted disc brakes front and rear, it also stopped well.At launch there was just the single model offering, with standard air-conditioning, central locking, power steering, power windows and mirrors and AM/FM radio cassette sound.Remote central locking, rear head rests and traction control were added to the list of standard features early in 1996 when it was renamed the Hatchback.The Contour was added in January 1996, and brought with it standard alloy wheels, metallic paint, leather steering wheel and fog lamps.The BMW badge is enough for some people to stretch their budget to buy it without considering the costs of service and servicing a prestige car can be more expensive than other cars. The result can be compromised servicing, so check for a service record, one that hopefully has a history of servicing by a BMW dealer or acknowledged specialist.Look specifically for things like regular oil changes, annual coolant changes, and annual brake fluid changes, all of which keep the BMW ticking along as it should.Brakes tend to need replacement at intervals of 50,000 km or so and original equipment BMW rotors are expensive. Aftermarket rotors are available which will do the job, but you won’t find these on offer at BMW dealers.Lift the oil filler cap and observe any sludge, a sure killer of engines, and a sign that the oil hasn’t been changed.The 1.6-litre M43 engine has a timing chain as do most modern BMW engines so there’s no requirement for servicing in that area.Generally the 3-Series is a well built and robust vehicle that will do quite high mileages without too much trouble.The Compact had dual front air bags standard, and was given front side airbags in 1998, which provided an impressive secondary crash protection system, over and above the primary protection afforded by ABS and traction control.The E36 rated better than average for occupant protection in the 2004 Used Car Safety Survey, and average for its impact on the occupants of cars it hit.• Prestige of BMW badge• good resale value• cute hatchback styling• flexible boot space• good ride and handling• good crash protection• modest performance from 1.6-litre engine• service records a mustStylish and practical hatchback for the young or young at heart that comes with a BMW badge.

It’s hard to believe that 10 years have passed since Audi unveiled its TT Coupe as a concept. It was a standout design at the time and remains so today.Four years later when it became a production reality it was a breath of fresh air at a time many carmakers were striking out in new and different directions as they attempted to reinvigorate their product offerings. The TT Coupe certainly brought renewed attention to the Audi brand, which at the time was noted for cars that were nice and neat rather than breathtaking.It was as though Audi’s management had given its designers a free rein to design a car with passion. If that were true they certainly achieved their aim.MODEL WATCHThe Audi TT Coupe was a head turner whichever way you looked at it. Its no nonsense lines could have been carved from granite, they were crisp and clean, a break from the then common styling practice of soft edges and rounded shapes.It was clearly meant to be an in-your-face statement of passion about the Audi brand, a sort of repositioning of the four-ringed badge as it tried to shake off a rather tired image and replace it with a new youthful image full of energy.Audi was quite clear in its marketing ambition for the TT Coupe, men below the age of 39 who were also car enthusiasts. They also belatedly claimed it was aimed at those women confident enough to enjoy “this man’s car”.The TT Coupe concept was of a functional car, sporty but without pretension. The result can be seen in the cleanliness of the shape and the purity of the interior execution in which there is nothing that isn’t needed. It’s bare, but it’s not basic.If you closed your eyes you could see the great Auto Union Grand Prix cars of the 1930s in the lines of the TT Coupe. Its rounded curves and powerful proportions are very reminiscent of the old racers.The TT Coupe’s body was fully galvanised steel, but aluminium doors, bonnet and boot lid helped keep the 2+2 coupe’s weight down to a lean 1220 kg.While the TT Coupe’s body owed nothing to any other car, its mechanical package was derived from other Audi models.At first the TT Coupe was available in front-wheel drive form only, but a few months after the 1999 launch an all-wheel drive Quattro model joined the front driver.The TT Coupe was built on a sporting platform combining a short wheelbase and wide track with the wheels placed at each corner.At the front of both front and all-wheel drive models the suspension was a combination of MacPherson Struts and an anti-roll bar, but at the back the front-wheel drive model had a torsion-crank system while the Quattro had a more sophisticated combination of trailing and double lateral control arms. Brakes were discs all round with anti-skid protection standard.A concern about the handling arose shortly after the TT Coupe’s release. It tended to be a little too tail happy for some owners and Audi added a small spoiler to the boot lid to more effectively clamp the rear to the road.Audi used its considerable experience in turbocharging to great affect on the TT Coupe’s engines. The base engine was a 1.8-litre four-cylinder turbocharged unit with five valves per cylinder that developed 132 kW and 235 Nm over a broad band between 1950 and 5000 revs.The more powerful version had uprated pistons, connecting rods and big-end bearings to withstand the extra induction pressure of the bigger turbocharger needed to boost its output to 165 kW and 280 Nm which flowed from 2200 to 5500 revs.Performance of both was brisk, the front-wheel drive TT able to accelerate from zero to 100 km/h in 7.4 seconds while its Quattro cousin required a second less for the same sprint. Top speeds were in excess of 220 km/h.A five-speed gearbox was linked to the 132 kW engine, while the more powerful 165 kW engine was bolted to a six-speed unit.Inside, the TT Coupe was fully equipped with climate control air-conditioning, power windows and mirrors, six-stacker CD sound, leather trim and remote central locking.IN THE SHOPThe earliest TT Coupes are fast approaching the time for a cam belt change so it’s crucial to check for a service record to confirm the belt service has been done on cars that have passed the 100,000 km mark.Regular servicing is important on any engine, but it’s more so today with the tight tolerances used by manufacturers. Missed oil changes can result in clogged oil galleries as sludge builds up, left long enough it can cause major internal damage when the oil can no longer get to where it’s meant to be.A service record can be reassuring that the correct servicing has been done, but it’s worth taking a look inside the oil filler cap to check for sludge.Make sure the clutch is smooth as you depress and release the pedal, and that the gearbox shifts smoothly without baulking when selecting gears.When driving the car listen intently for any clunks or noises when running over bumps or making turns. Investigate any noise observed on the road test.Also make the usual checks for body damage that might be a give away for crash repairs.IN A CRASHWith its sports car handling, particularly the Quattro with its all-wheel drive system, the TT Coupe is well equipped to avoid collisions.But if a crash is inevitable there is the considerable protection of dual front airbags and front side airbags for survival in side impacts.OWNERS SAYMonty Stephens likes Audis, but none more than the TT Coupe he’s owned since 2000. In that time he has done 60,000 km, mostly commuting around Melbourne, but he’s also taken it on a number of long distance interstate trips. He says that while he plans to keep it as long as he can it would be wrong to say that it has been trouble free. While in the warranty period one headlight blew twice, the battery died at six months, and the entire $2000 instrument pack died the day before the warranty expired. Since the warranty expired, there has only been one fault, the driver’s side power window failed: $600. He gets 9-10 litres/100 km around town, and averages around 7.5 litres/100 km on a trip. He says the seamless flow of torque without turbo lag from low speed still gives him a buzz.LOOK FOR• head-turning looks• smart handling• brisk turbocharged performance• rear accommodation minimalTHE BOTTOM LINEA fashion statement on wheels the TT Coupe is good looking, has good performance and handles well.RATING75/100