Articles by Graham Smith

Australian bus-body builders are on alert after the arrival of the first bus with a body built in China by leading bus builder King Long China.The bus, built on an Iveco chassis, is the first of many expected to be imported by King Long Australia, which has a deal with the Chinese company to build its bodies.Dubbed the Australis, the King Long bus is designed to be used as a school or charter bus. In its base form it can seat 57 passengers, but can be extended to seat more, depending on customer needs.The Australis complies with ADRs and has modern styling, a marine-grade stainless-steel body frame, aluminium side panels and a one-piece fibreglass roof.It features seats rimmed in cloth to the customer's requirements, luggage racks with individual airconditioning outlets and reading lights.The ergonomically designed driver's cockpit has all controls within easy reach. It also has an adjustable seat, power windows, reversing sensors and a camera.“Rather than have a bus dedicated to school use, we chose a higher specification that was priced at the school-bus level yet could also be used for charter work,” King Long Australia's Adrian van Geelen says.The first bus to arrive in Australia was built on an Iveco chassis, but Long also builds on MAN, Mercedes-Benz and Hino chassis.He says King Long China can build and deliver buses at competitive prices, and quickly.Local bus-body builders can take more than a year to deliver a bus, but King Long can deliver a bus in as little as three months.“At the moment you have to wait as long as 18 months to get a new bus,” van Geelen says.“King Long builds more than 20,000 buses a year, that's one bus every 15 minutes, which means we can take an order for a bus and deliver it in a month or two.”King Long Australia has established a service and spare parts network to support the buses it sells.A two-year warranty applies to the body of the Australis, with the chassis covered by its manufacturer.According to van Geelen, the market for school buses alone this year was 450, which has put pressure on local body builders.It also gives King Long Australia an opportunity to establish a foothold for its buses. 

There are many vehicles that could do the job, including the many and varied four-wheel-drives that have become so fashionable in recent times, but the one vehicle purpose-designed for the task is the people mover. While people movers provided an answer, back in the late 1990s they were usually financially out of the reach of many people who most needed them.But in 1999 along came Kia with its Carnival. Priced well below the others, it was an instant hit.There was nothing remarkable about the Carnival, but with a base price under $30,000 it was $5000-$6000 less than its nearest rival and proved popular. Where other people movers made some pretence of style, the Kia could best be described as pleasantly basic.It had four doors for access to the passenger zone and a lift-up hatch to get to the boot behind the rear seat. There was seating for seven in three rows with reasonable space behind the rear seat for goods. The second and third rows could be removed with extra flexibility delivered through the ability to split and fold the rear row.A 2.5-litre double overhead camshaft V6 provided ample power with either a five-speed manual gearbox or four-speed auto.At first Kia offered one level of Carnival, the Wagon, and you drove away with airconditioning, power windows, tilt-adjustable steering column, AM-FM sound and central locking.In 2000 a model upgrade delivered an airbag for the driver and a CD player, plus a new higher spec model, the Classic, which had leather trim, dual airbags, a power driver's seat, remote central locking and alloy wheels.Another upgrade in 2001 saw the Wagon and Classic badges replaced by the new LS and LE. There was a long list of standard features in the LS, including dual-zone airconditioning, six-speaker CD sound, while the LE also boasted alloys and leather trimmed seats and doors.The Carnival's V6 suffered from head gasket failures, which Kia fixed by replacing the engine.Models built between September 1999 and March 2002 were most prone to the problem.It showed up as a gradual loss of power over a period of time and, according to Kia, it is not possible to detect before it actually occurs.Check the body for bumps and scrapes from the daily grind of a family hack that's often not particularly well treated. Look carefully at the interior for stains and marks caused by heavy traffic and children misbehaving.It's best to go for the post-2000 models equipped with airbags, which offer the best secondary safety protection. Anti-lock brakes weren't available which detracts from the Carnival's primary safety picture. Things to look forLater airbag-equipped models are bestMake sure it has a service recordRoomy and flexible interiorLook for interior stains and marksCheck for signs of engine overheatingWell equippedSeven seats to move the tribeCheck for bumps and scrapes on the body Kia Carnival1999-2003Price: Early Carnivals can be had for as little as $10,000 in manual or auto. The 2000/01 Classic is $14,000.For the better equipped post-2001 LS models pay $15,000 to $19,000 (2003 model). Add $1500 for the LE.Engine: 2.5L/V6, 132kW/220NmEconomy: expect about 11.5L/100kmRating: 45/100Verdict: Well-equipped, value-formoney people mover, but beware of engine overheating problems. Rivals Honda OdysseyYears: 1995-2004Prices: $12,000-$26,000 Mitsubishi NimbusYears: 1998-2004Prices: $9000-$21,000Chrysler Voyager Years: 1997-2003Prices: $12,000-$27,000  

Brock used the Shelby Mustang operation in the US and AMG in Germany as models for his HDT Special Vehicles, which in turn provided the model for Holden Special Vehicles and Ford Performance Vehicles. The first special was the VC HDT Commodore, released in 1980. It's now a classic and appreciating in value.The car Brock modified was the top-of-the-range VC Commodore SL/E, already loaded with plenty of fruit. It came with Holden's 5.0-litre V8, but Brock and his team fitted large valves for better performance. It put out 160kW at 4500 revs and 450Nm at 2800 revs, enough to have it racing to 100km/h in 8.4 seconds.Brock offered the choice of Holden's four-speed manual gearbox or the three-speed auto. A limited-slip differential was standard. Brock fitted uprated springs and Bilstein gas shock absorbers, which improved handling.A fibreglass bodykit; wheel-arch flares, front bib spoiler and a rear wing; gave the car a sporting image. Colours were limited to white, black or red. Brock built 500 VC HDT Commodores. Models of the Brock cars are generally sold outside the trade.If you could believe the published values for a VC HDT, you'd expect to pay about $20,000 for one in good condition, but try double that now.Check the hard-to-find special Brock components are there; signed steering wheel, Irmscher alloys, high-flow air cleaner. The bodykits were made of fibreglass, which didn't withstand a knock. Check the various bodykit components for cracking around the attachment points and distortion between mounting points.Len Kennedy says he was impressed with the VC HDT, but debated spending the extra $6000 or so over a standard SL/E before eventually succumbing to the Brock ride and handling. Kennedy says his car has done 130,000km with little trouble. The Brock Commodore memory is kept alive today through Brock's former company, HDT Special Vehicles, now at Revesby.Co-owner Len Pennisi says values are increasing. “Unfortunately with Peter Brock's demise last year, cars quadrupled in value ... everybody wants a piece of that era,” he says. “Collectors are buying them, not selling them again; and they're not getting driven."“A lot of people are buying them to make money, like buying a house.” HDT Brock Commodore VCYear: 1980Price: If you could believe the published values for a VC HDT, you'd expect to pay about $20,000 for one in good condition, but try double that and expect it to keep going up.Engine: 5.0L/V8 160kW/450NmPerformance: 0-100kmh 8.4 secsRating: 75/100Verdict: Attractive Australian sports sedan that has the potential to increase in value. Rivals Falcon S XR6Years: 1992-1993Price: $8000-$9000 Nissan Skyline SilhouetteYears: 1986-1990Price: $5800-$6500 XB Falcon GTYears: 1973-1976Price: $15,000-$25,000 Features High fuel consumptionPotential to increase in valueSolid performanceCheck to ensure it is the real dealRumbling V8 exhaust noteReassuring handlingComfortable ridePresence of special Brock parts Have you driven this classic Aussie performance car? Do you have one stored away, quietly increasing in value? Let us know below... 

Truckmakers go to great lengths to design trucks so they don't slip and slide on the road, but one maker hopes at least one of its trucks will do just that in the interests of road safety.Isuzu has handed over a heavy-duty Giga to the Driver Education Centre of Australia (DECA) to be used to teach drivers what happens when a truck gets into a slide and how to see it coming.DECA is one of the nation's leading driver-training providers, playing a vital role in road safety.“There has been an increase in the size and mass of vehicles,” DECA managing director Ian Bushby says.“Driving trucks has become more complex, especially with advances in technology.“While we see professional coaches are employed to keep our athletes up-to-date, we also see a need for coaches to keep professional drivers up-to-date.”He says there is a lot more interest from companies wanting to satisfy their compliance issues, including chain of responsibility requirements, occupational health and safety compliance and a number of other issues.While the mandatory compliance issues are driving companies to invest more in employees' health and safety, there is also a desire in the industry to reduce the accident rate.The Giga EXZ prime mover, an engineering pilot vehicle that has been used to evaluate and develop the 390kW truck Isuzu will launch here in B-double specification next year, will be used by DECA in its driver training programs.“The skid pan teaches drivers by way of demonstration what happens to a vehicle when it enters a skid and the subsequent trailer movement,” Bushby says.“It is designed to teach drivers how to recognise when they are in trouble; most truck rollovers and skidding occurs without the driver realising until it is too late.”Isuzu has a long-standing relationship with DECA through its Giga Accreditation program, designed to provide its dealer sales staff with comprehensive heavy vehicle training and expertise.Isuzu national sales and marketing director Phil Taylor says; "The program provides our staff with important industry information and background coupled with specific skills and techniques required to confidently and successfully operate heavy vehicles.” 

Volkswagen's iconic Kombi van turns 60 this year and the German carmaker is preparing a fitting celebration. A three-day event in Germany in October is expected to attract thousands of Kombi enthusiasts and their vehicles. The first Kombi was built by VW staff to transport heavy panels around the Hamburg factory, but became a full production model after it was seen by a Dutch dealer. In the 60 years since its introduction the Kombi, now in its fifth generation, has been the vehicle of choice for the flower-power generation and holiday campers, a people mover and a humble goods carrier. Volkswagen Commercial Vehicles is behind the international VW Camper event, from October 5-7 in Hanover. Thousands of unusual Kombis are expected to make the journey. “Scarcely any other vehicle evokes as many emotions as the VW Kombi,” Volkswagen Commercial Vehicles brand management spokesman Stephen Schaller says. “Back then it stood for new departures, economic success, independence, fun and travel. “It is pleasant, reliable and a real cult vehicle. We want to establish the unrivalled legacy of our brand with the international VW Camper event.” At the event, visitors will be able to see lovingly restored models such as the T1, T2, T3 and T4 and talk to their owners. They will also be able to see which model was on the road in which decade, and browse through the latest products.  

Fiat's general manager, Chris Swann, is a firm believer in payload when it comes to a commercial vehicle that has to pay its way carrying cargo.While some van makers focus on the volume of cargo a van will hold, Swann reckons it's possible to have both cargo volume and payload.That thinking was front and centre when he was deciding on which Ducato models he would sign up for the Australian market.The Ducato range Swann settled on is topped by the extra long wheelbase medium roof van.With a GVM of four tonnes, the big front-wheel drive Fiat will swallow 15 cubic metres of freight weighing up to two tonnes.Others in its class can accommodate a little more volume, but come up well short of the Fiat's payload.Its sleek lines are protected by broad rub strips down each side, and large bumpers protect the front and rear from bumps and scrapes.Access to the cargo zone, which is separated from the cabin by a fixed partition, is through a wide, easy-sliding door on the left side or barn doors at the rear that can be swung back flat against the van's sides.Inside, there is lighting and heaps of tie-down hooks in the floor and along the walls to secure the load.Up front, the driver has all the comfort and convenience features now expected in a working vehicle.Standard air-conditioning, CD sound, power windows and mirrors, a reach-adjustable steering column, and comfortable cloth-trimmed seating make it easy to get through the day.There's also a plethora of storage possibilities, including an overhead shelf, a large lockable glove box in the centre of the dash, and the centre seat folds down to form a work table.While it's packed with everything needed in a working day, the Ducato's interior is a little cramped.The leg room is limited, the gearshift rubs against the left leg and the overhead shelf is a little too close for comfort. On the road, there is little noise from the engine, road or the wind racing past to disturb the inner peace.Our test van was powered by the 3l, four-cylinder turbo diesel that put out 115 kW at 3500 rpm and 400 Nm between 1700 and 2500 rpm. There isn't the option of an automatic or automated transmission so the test Ducato had the standard six-speed manual gearbox.The gearing is well matched to the engine and the dash-mounted shift is slick and precise.On the road, the Ducato hauled away from traffic lights, easily kept pace with the traffic flow, and the big four was turning over at 1800 rpm when cruising down the highway at 100 km/h. For the duration of the test, the Ducato returned the remarkable fuel economy of 10l/100km.The ride is comfortable, bumps are absorbed with ease, four-wheel discs and ABS stop the four-tonne van easily, and the power-assisted rack-and-pinion steering provides a good feel of the road and a tight turning circle.In addition to the standard ABS, the big Ducato features traction control, and there's an option of electronic stability control.The driver also has the protection of an airbag in the event of a crash.Major services are every 45,000km with oil drops scheduled every 22,500km.The test Ducato is priced at $49,990 and comes with a three-year, 200,000km warranty and three-year roadside assistance. 

The 1980s and '90s weren't the most outstanding years in automotive styling terms. The cars coming from most companies had a similar look. Some unkind pundits reckoned their rounded curves and soft shapes suggested they'd been flopped from an upturned jelly mould.Underneath the GE MX6 was an advanced car that had a smooth, refined engine and a nicely balanced chassis that promised good road-holding. The second-generation GE MX6 was launched in Australia even before it went on sale in its homeland. It was quite a step up in size from the car that preceded it, being longer, wider and lower. But it was lighter.The new MX6, though developed by the same team as the 626, didn't share a lot of components with its sedan sibling.Under the bonnet lay a 2.5-litre, 24-valve, double overhead camshaft V6 that produced 121kW at 5600 revs and 213Nm at 4800 revs. The previous MX6 had a turbo engine that kicked like a mule when you hit 3000 revs.The new model was much smoother and more refined. The V6 engine reflected that, though it would nevertheless rev hard when the moment dictated. The addition of a variable intake system meant the V6 was much smoother across the rev range.Drive was delivered through the front wheels, after being processed through either a five-speed manual gearbox or a four-speed auto.One of the exclusive features of the MX6 was the electronically controlled four-wheel steering. The system determined the correct amount of rear steer from the attitude of the front wheels using a front/rear steering ratio that was optimised according to road speed.At higher speed it works to make the handling more neutral. At lower speeds it aids manoeuvrability and reduces the turning circle.Later, in 1994, Mazda also released a model with two-wheel steering.Mazda's design team put plenty of work into developing the ergonomics of the interior layout, and it reflects that. The instruments were large and easy to read, and the various controls fell to hand pretty well.With four-wheel discs, and anti-skid brakes on the four-wheel-steer model, the MX6's braking was powerful and secure.The MX6 packed plenty of fruit, including alloy wheels, airconditioning, front fog lamps, rear spoiler, central locking, power windows and mirrors, a sunroof and cruise control.In 1994 Mazda added a two-wheel-steering model and upgraded the equipment to include a driver's airbag and a sound system with CD player.In the shopLittle seems to go wrong with the MX6, which is probably a reflection of its build quality.The most common problem reported is the failure of the air intake tube. The bypass air control valve and the ignitor occasionally gives trouble.If the car won't start, check the ignitor. That's the most likely cause of the problem.The engine is generally bulletproof, but check for signs of infrequent oil changes. Sludge in the engine can be a killer. Make sure the oil is changed regularly.It's also important that the cam timing belt be changed as recommended.The gearbox, driveline and suspension seem to give little trouble. There are odd reports about hard shifts between first and second on autos, but the auto is generally sound.And with plenty of zinc-alloy steel used in the body, rust isn't a real problem.Crunch timeThe MX6's balanced chassis, precise steering and powerful brakes provide a potent primary safety package. Anti-skid brakes on the four-wheel-steer coupes add a further layer of safety.All models had a driver's airbag after the 1994 update.Owners' viewsAPART from routine maintenance, the only things that need fixing on Philip Trengrove's 1992 MX6 after 120,000km are some minor oil leaks.It's still one of the best-looking cars on the road, he says, and its performance on the open road or around town is exceptional.For a two-seater coupe it has plenty of room in the rear seat, the turning circle with the four-wheel steering is sensational, and he loves the security of the steel roof.Gary and Lois Radley bought their 1996 MX6 manual two-wheel steer in 2005 when it had done 118,000km. It has now done 130,000km.They were sold on the shape and its apparent quality. Its longish wheelbase results in a smooth ride, even on low-profile tyres, and for a front-wheel-drive it has very neutral handling.The engine is unbelievable, Gary says. He also says the fuel economy is excellent.The bottom lineWell-built and reliable performance coupe, but looks are dated. 78/100

Natalie Petronio has new-found respect for Australia's truck drivers after recently driving a Freightliner Century Class from Alice Springs to Darwin.Petronio, the 30-year-old marketing manager at DaimlerChrysler for the Mercedes-Benz, Freightliner and Sterling truck brands, already held the nation's truckers in high regard, but now she does so more than ever.The 1500km trip is a romp in the park for most long-distance drivers, but it was Petronio's first long haul after getting her truck-driving ticket.As she does with everything she takes on, Petronio threw herself into the job of marketing trucks after moving from the car side of the Mercedes-Benz company in 2005. Getting her truck licence was part of the challenge that came with the new territory.When it comes to a challenge, Petronio is no shrinking violet. She is already licensed to fly fixed-wing planes, has a learner's permit to ride motorcycles and is studying for a helicopter pilot's licence.“I like to do lots of things because I don't have the routine of going to work, then going home, cooking dinner, putting my feet up and watching television,” she says.“I'm obsessively looking for the next challenge. I love the sense of achievement that comes from learning something new and I find myself constantly seeking that satisfaction. I guess it's part of my nature.”Getting her truck licence was just another challenge to be met and mastered, but her instructor at DECA must have wondered what he'd taken on when Petronio calmly informed him she'd never driven anything with a manual transmission before.And here she was about to get behind the wheel of a Freightliner equipped with a 13-speed Roadranger constant-mesh gearbox.“The guys in the office thought I was putting too much pressure on myself to get the full licence with the manual gearbox and urged me to do it with the auto-shift gearbox,” she says.“But I wanted the full licence with the crash 'box because it's a credibility thing.”Clearly, Petronio has picked up the technique of driving a constant-mesh gearbox quickly. Two days later she left DECA with her heavy rigid licence.“I've never been afraid of doing new things,” she says.“I'll never let it even creep into my mind that I can't do something. I think most limitations in life are self-imposed.”Her mental determination was never an issue, but being considerably smaller than the average truck driver was a physical challenge for her.By the end of the first day, she says, her left leg was quivering from the constant gear changing and she was exhausted from concentrating all day. But by the end of the second day, exhaustion was replaced by the elation that success brings.With her ticket to drive it was only natural she should then hit the highway for some real experience. And what better experience could she get than driving the company's Freightliner Century Class from Alice Springs to Darwin, where it was to be used as the pace vehicle for the V8 Ute races at the recent Hidden Valley round of the Supercar V8 series.Petronio was accompanied on the 1500km trip by two DaimlerChrysler colleagues, but actually drove the big bob-tailed prime mover for more than half the distance and saw some of what a regular truck driver experiences on the road.“There's something very romantic about driving a big rig though the Outback,” she says.“But it's hard work. You have to concentrate constantly to keep in the lane.“I guess I thought it would be like driving a big car, but it wasn't. I had to concentrate on the driving the whole way and I was exhausted at the end.”She's unlikely to do a trip like this again soon, but she is now able to drive a truck whenever she needs to.She also has a better appreciation of the challenges faced by truck drivers who do it day in, day out. 

It's well built, reliable and very competent; its only failing is that it doesn't bother the Richter scale of automotive excitement.If logic prevailed when we bought cars we'd all be driving the Camry, or cars very similar to it, but it doesn't. Invariably we buy cars mostly on emotion, what it looks like, what it sounds like, what it feels like, and on those counts the “wide body” Camry doesn't rate and it drops down our shopping list.The Camry is bigger in almost every important dimension than its popular predecessor. The model range began with the four-cylinder Executive, with the CSi and Ultima offering increased trim and feature content.All were available in either sedan or wagon body styles, except the luxurious Ultima — which was only available as a sedan.Six-cylinder models were badged Camry Vienta until 1995 when they were broken away from the Camry range under the Vienta badge. The styling was ultra-conservative and was roundly criticised for being bland and boring. The base engine was a 2.2-litre four cylinder. Fitted with dual balance shafts in the sump the four-cylinder engine was smooth enough despite its size, but struggled under the 1400kg weight of the bigger body.As a result, performance was modest. It took some 11 seconds to go from rest to 100km/h. For better performance, Toyota offered the silky smooth 3.0-litre V6. Power was impressive at 139kW and it could reach 100km/h less than 10 seconds after leaving rest. There was a choice of five-speed manual or four-speed auto with the four-cylinder models, but the V6 was auto only.Drive was front-wheel. The Camry is generally robust and reliable, but with odometers now off the scale they should be approached with caution.Servicing is even more important as a car ages, so look for a verifiable service record showing regular maintenance has been conducted. Look for signs of a crash: mismatched paint, poorly fitting panels, doors that don't open smoothly, signs of water leakage inside and in the boot.The four-cylinder engine is sound, with no major problems. Cam belts need to be changed as per service recommendation, around every 150,000km, and it's important to make sure it's done to avoid expensive internal damage. Engine ancilliaries, such as starter motors, are prone to failure but replacements are readily available.The auto trans is generally robust, but can develop problems. The rear bearing in the overdrive can be a problem, and they can also stick in gear and fail torque converters as miles mount up. Competent handling, responsive steering and decent brakes assist in avoiding a crash, but solid body construction and airbags enter the play when push comes to crunch. Also check seat belts for wear and tear on the webbing and the retractor, and replace if necessary. Toyota Camry 1993-1997Engine: 2.2L/4cyl 95kW, 189Nm or 3.0L/V6 139kW, 269NmEconomy: 11.3L/100km (4cyl) 11.6L/100km (6cyl)Price: A base Camry sedan will go for $3500-$4700 and add $500 for a wagon. A CSi will cost $3800$6200, with $500 more for a wagon. The Ultima sedan will set you back $5000-$7500. The V6 starts from $4500 going up to $8500 for the Ultima. RATING 68/100Verdict: Good build quality and sound engineering ensure the Camry will have a long life making it a good used choice. RIVALS Holden Commodore VRYears: 1993-1995Price: $4000-$5500 Ford Falcon EFYears: 1994-1996Price: $3000-$5000 

The road transport industry is booming, but it's failing to attract the people it needs if it's to keep pace with the increasing demand for its services. Chief executive of the Australian Road Train Association Duncan Bremner said it is falling further and further behind and putting the industry in a perilous position, just as it faces its greatest challenge in handling the nation's growing freight task. The problem, Bremner said, stems from the failure of the road transport industry to get on the radar of young people looking for a career. They typically see the industry as offering a dead-end job with long periods spent away from family and friends driving through the night for little pay. But that couldn't be further from the truth, Bremner said. Though the driver is the public face of the industry, there is a broad array of career paths that could take a new recruit well beyond the driving seat. "The lack of drivers is one of the biggest issues for the industry," Bremner said. "Trying to encourage more people to view it as a career and not just a job is one of the most urgent tasks we face." Some people in the industry are content to sit behind the wheel on the open highway, but a career in the industry doesn't mean being condemned to a life on the road if that doesn't appeal. "For some people there is nothing better than the life on the road,” Bremner said. “There is the freedom and camaraderie with other drivers, but there is a lot more to the industry than driving the truck." The industry is a very go-ahead business, according to Bremner. It's one that is quick to adopt new technologies that might make the industry safer or more efficient. "The modern trucking operator is a very professional and proud person and there's a lot more happening behind the scenes than is evident when you see a truck on the road," Bremner said. Contrary to the perception generally held by the public that drivers are poorly paid, a skilled truck driver can earn very good money, far more than many graduates might take home for their office job. "A good operator can make $100,000 or more a year," Bremner said. The perception that the industry is poorly regulated, with drivers forced to put in long hours at the wheel to meet impossibly tight deadlines is also wrong, Bremner said. The introduction of chain-of-responsibility laws mean operators who put their drivers under extreme pressure to cut corners so they meet tough deadlines can be prosecuted. Though there are still a few rogues in the business who flout the laws, they are a minority compared with the vast number of operators who run a professional business with due care for employee welfare. For someone thinking of a career there are few better than the road-freight industry, Bremner said, which offers young people a range of diverse opportunities, whether on the road or off. "If you think of the industry in terms of logistics rather than simply driving a truck, then you can get a better perspective on the opportunities," he said. "There are opportunities driving, but there are also opportunities in workshops, offices and dealing with customers." Starting out in the industry may mean getting behind the wheel of a small delivery truck running errands around town rather than a big rig, but with the right skill and experience they have the opportunity to drive the big rigs. Not only that, but they also have the chance to move into many other areas of the industry.