Articles by Graham Smith

Its lines were pleasant rather than challenging. It was a car that blended into the scene. Inside, the Passat was neat and clean. The dash was well laid out, with all controls neatly arranged within easy reach of the driver, the seats were comfortable, and the ambience airy.The on-road experience probably ensured the Passat avoided the bland tag. It drove like a European car, which meant it was a much more rewarding experience to drive compared to most Japanese cars. The road holding was good, the handling safe and secure, the brakes powerful and confidence inspiring.Underneath, the Passat rode on four-link front suspension with a spring and shock absorber unit, while the rear was a torsion beam with trailing arms and separate coil springs and sway bar. The punch was provided by one of two engines, the first an 85kW 2.0-litre single overhead camshaft four-cylinder that delivered a spirited performance, at least in manual form. The other was a 128kW 2.8-litre single overhead camshaft V6 that was shoehorned lengthwise under the bonnet making for a rather cramped engine bay when it came to servicing.If the four-cylinder was more leisurely, the V6 had oodles of get-up-and-go, making the Passat something of a sports sedan with credibility. VW offered the choice of a five-speed manual with a decent shift, and a four-speed auto. There were two models, one the the GL, which was well equipped with airconditioning, dual airbags, anti-skid electronics, six-speaker sound, cruise control, on-board trip computer, power windows, mirrors and steering, and cloth trim.The sporty VR6 added alloy wheels, traction control and a leather steering wheel, as well as the V6 engine.A thorough makeover was launched in 1998 when the styling was smoothed for an even cleaner look with a new grille, front bumper and headlights. A wagon also joined the range. New 1.8-litre double overhead camshaft four-cylinder engines were used. The base engine boasted 92kW, while the turbocharged version had 110kW. The V6 went up to 142kW.While the main mechanical components are quite reliable and robust, the Passat does suffer from a number of problems. The airconditioning evaporator cracks and the ABS brake controller can fail. Both require replacements costing about $2000 for each.It's worth having the front suspension and drive shafts checked, in particular the rubber seals over the joints. The seals protecting the control arm joints are known to split or crack and once that happens the grease lubricating the joints leaks out and grit and grime gets in, which hastens the end of the joints.As with most modern VW engines the Passat's engines can use a little oil so it pays to keep a watch on the oil level. VW configures the piston rings such that the engine will consume a little oil as a way of protecting it at high speed on the German autobahns, but it can be worrying for anyone used to Japanese engines which don't use any oil at all. Using the oil isn't something to worry about, but it does pay to check the oil level regularly to make sure it doesn't drop to a dangerously low level.Dual airbags across the range and side airbags on some models give the Passat decent crash protection, while standard ABS in tandem with the Passat's chassis balance means a good level of active safety.

Fans of the old MGs were somewhat taken aback when the F abandoned the traditional MG mould of front engine and rear drive for the more contemporary mid-engined layout. While it was a big departure from the old school, it brought the brand right up to date.The F was a smart little two-seater with smooth flowing lines that gave it a sense of speed even when standing still.Inside, there was adequate room for two adults, although taller occupants could feel cramped. Apart from that, the interior was attractive with cloth trim in the base model and leather in the VVC-powered model.The instruments were cream and brown, the minor controls were well within reach and simple to use, and the steering wheel was a nice size for a sports car.The roof was manually operated, but it was easy to use and folded out of sight behind the seats. When raised, the space it left behind the seats was handy for storage.There was also plenty of equipment in the F, including power windows, power steering, dual airbags, central locking with an engine immobiliser and audio system.The engine, a 1.8-litre twin overhead camshaft four-cylinder unit, was mounted transversely behind the cockpit. There were two versions, the base engine which produced 90kW at 5500 revs and 165Nm at 3000 revs, and a more powerful one with VVC variable valve timing, which produced 107kW at 7000 revs and 174Nm at 4500 revs.The transmission was a slick shifting, five-speed manual with the drive ultimately distributed to the rear wheels for a thrilling drive. Underneath, the F had Hydragas suspension, which gave it a comfortable ride and contributed to its brilliant handling.Brakes were four-wheel discs with ABS electronics to keep tabs on the action at the tyre-tarmac interface. On the road, the F was simply brilliant once you squeezed yourself into the cockpit. The mid-engine layout gave it a balance front-engined cars could never achieve, with an agility and responsiveness that few cars could match.Most notably the MGF suffered from head gasket problems, with gaskets blowing with as few as 20,000km on the clock.MG specialists worked out that the steel cooling pipes running between the engine and the radiator at the front of the car were corroding. The head gaskets were eventually improved and the problem was fixed.The Hydragas suspension also proved a problem area. The system uses a combination of nitrogen gas and a fluid instead of conventional springs and shock absorbers. But over time the nitrogen leaks out of the system and the suspension sags. It's possible to return the car to its correct ride height by pumping the suspension full of the fluid, but that adversely affects the ride. The system was replaced by conventional springs and shocks on the TF model that replaced the F.Look out for signs of the car being caught in the rain with the roof down. If there are water stains or damp smells, it means it has been left exposed to the elements.Parts are readily available for the F and generally less expensive than the parts originally supplied by the factory.Dual airbags provide good passive protection in the event of a crash, while the combination of an agile chassis, four-wheel disc brakes and anti-skid electronics provide a good level of active safety.

The Dutro in question is the first diesel/electric hybrid truck to enter service in Australia. It has been running regular parcel delivery duties alongside similar diesel-powered trucks as both TNT and Hino assess its potential to reduce both greenhouse gases and fuel consumption. Hino claims the Hybrid Dutro reduces fuel consumption by 30 per cent while cutting NOx emissions by a huge 66 per cent and CO2 by 25 per cent. To date, the truck has accumulated 44,000km — and according to TNT's national fleet and equipment manager Paul Wild, it hasn't given a moment's trouble. Wild says that while the fuel consumption is reduced, the saving isn't likely to be sufficient to cover the extra cost of purchasing the truck. Even so, he says the benefits it delivers in reducing greenhouse gas emissions must be considered against the extra outlay. Because companies such as TNT are becoming more community-minded and have a greener outlook, the extra cost is readily justified by the benefits of reduced greenhouse gases and particulate emissions, Wild says. It's of particular benefit in city and suburban areas where this truck is operating. The Hybrid Hino is a fourth-generation diesel-electric truck that has been in production in Japan since 2003. It uses a combination of a normal turbo-diesel engine and an electric motor, which combine to provide the motive power in the most efficient manner depending on the mode of operation at any time. At four litres, the 110kW four-cylinder turbo-diesel engine is smaller than what would normally be used to power a similar-sized truck; the 243Nm electric motor makes up for the performance loss because of the smaller main motor. The diesel engine powers the truck when it is at its most efficient, which is when the truck is cruising. It's then using less fuel and emitting less toxic gases from the tail pipe, but when the truck is accelerating and the diesel motor is at its least efficient and its most toxic, the electric motor chimes in to provide extra punch, reducing the load on the diesel and providing the zip to keep up with the traffic. With both motors working in tandem, the overall result is 30 per cent lower fuel consumption, while NOx is down 66 per cent and CO2 is down 25 per cent. To keep the nickel-hydrogen batteries replenished, the electric motor becomes a generator when the truck is decelerating and charges up the power pack. Brake wear is also reduced through the use of regenerative braking, which uses the electric motor to assist in the braking effort. Not only is the brake life extended, but the emission of brake pad dust into the environment is significantly reduced, further enhancing the Hybrid's environmental credentials. The TNT drivers who have been assigned to drive the future freighter have all warmly embraced the technology in the truck. The only aspect they've had to become accustomed to is the engine stopping while they're stationary. It's one of the quirks of the hybrid, but one that makes a huge contribution to its fuel saving and reduction emissions. Whenever the truck comes to rest, the engine stops instead of idling but it takes time for drivers to get used to the idea that there is nothing wrong, that when they engage the clutch when the light goes green, the engine will start immediately and they can move away normally. Hino is currently in the process of having the Hybrid Dutro approved for sale and expects to have it on the market here in September.

ITS styling and performance won't set the world alight, but it's hard to knock the Toyota Camry's quality and reliability. It's not a car for enthusiasts but perfect for those who want a car that gets the job done with a minimum of fuss. The Camry has been around since the 1980s and has built a solid reputation for reliability. Over the years it has evolved into a larger family car more in the traditional Australian style, though it has lost none of the qualities that made it so popular. MODEL WATCH THE fourth-generation Camry, which arrived in 1997, was more refined and attractive than earlier models. It was still conservative, but had cleaner contemporary lines that gave it a much sleeker look. It wasn't quite as big as the Holden or Ford, but straddled the divide between medium and large cars. It could seat four in comfort but five was a squeeze. Like the exterior, the interior was fairly bland but functional. It was well laid out and well built with quality plastics, trim and fittings that gave it a feeling of substance. The seats were fairly flat, not the sporty sort that wrap around you, and were covered in rather utilitarian, hard-wearing cloth. There was a good-sized boot with a relatively low loading lip for easy access, and the rear seat could be split and folded to accommodate larger or longer objects. The Camry differed from the Commodore and Falcon in being front-wheel-drive. It was a tough proposition for Toyota to sell front-wheel drive when its rivals had established a strong position in the large segment with rear-wheel-drive models. There is no question that a rear-wheel-drive car with the weight over the drive wheels is better for towing. As a result the Camry's towing capacity -- 1100-1200kg -- is lower than its main rivals. The model range was extensive so there was one to suit just about everyone. The double overhead camshaft, 16-valve, 2.2-litre four-cylinder engine with 94kW at 5200 revs and 187Nm at 4400 revs was a competent performer. But its real strength was its fuel economy, which was between 9.5 and 11.0 litres/100km. For more performance there was the all-alloy quad-cam 3.0-litre V6, which gave the Camry plenty of zip. The V6 was also superbly smooth and a joy to drive. Not surprisingly the fuel consumption was higher, but not as high as might be expected. Generally it came in at 10.0 to 12.0 litres/100km. Most were sold with a four-speed automatic transmission, but there was also a five-speed manual. The range began with the four-cylinder CSi sedan and wagon which were fairly basic with carpets, central locking and four-speaker sound. Next was the Conquest with front power windows, anti-skid brakes, dual airbags and cruise. It came in both four and V6 forms. The top four-cylinder was the CSX with auto airconditioning, velour trim, six-speaker sound and power windows front and rear. The top V6 was the Touring, which had uprated suspension and a power antenna. ON THE LOT PAY $7000-$11,000 for a four-cylinder CSi sedan. Add $800 for a similar wagon. To step up to a CSX you'll need to pay $8000-$13,000. Add $700 for the wagon. For a V6 CSi you have to spend $8000-$12,000. Add $800 for the wagon. Move up to a better-equipped Conquest for an extra $800. The range-topping Touring costs $12,000-$15,000. IN THE SHOP THE Camry is well built and reliable but still needs proper servicing to ensure it stays that way. Ask for a service record that can be verified. Walk away if it's not produced. The popularity of the Camry means there are plenty to choose from, so spend the time to find a good one. The coolant needs to be changed annually to prevent internal corrosion requiring expensive repairs. It's also important to change the cam timing belt every 150,000km. The transmission holds up well, but make sure you can select gears smoothly on manual transmissions, and ensure the auto changes gears smoothly and without hesitation. CRUNCH TIME THE Camry generally shows up well in crash surveys. Its well-designed and strong body gives good basic crash protection. Some models have dual airbags and anti-skid brakes, but check for them because they weren't standard across the range. THE BOTTOM LINE BLAND, but a solid, well-built car that is perfect family transport.

A DIESEL engine and automatic transmission mean the VW Caddy is a standout in the small-van class.It's the only small van to offer a diesel engine, and only one of two to offer a self-shifting transmission.The diesel engine has been available from the launch of the Caddy in 2004, but the automatic is a recent addition to the option list.It's not a traditional automatic with a torque converter, rather a smart automated manual six-speed gearbox. In fact it's the same gearbox that has been so acclaimed in the VW passenger-car range, including the GTi hot hatch.Neither is it like the automated manual gearboxes we've seen from other makers, which tend to be clumsy and, as a result, their vehicles are not very pleasant to drive.The problem they all suffer is a slump in performance when the clutch is disengaged, the gear change executed and the clutch re-engaged.All of that takes time, during which the car slows before speeding up again once the shift is completed.Despite the claims of the carmakers trying to flog these so-called smart gearboxes, it always feels easier and smoother to shift manually.That's not the case with the Caddy's DSG gearbox, which is as smooth as a regular auto.The secret to the smoothness is the use of two clutches: one disengages the gear in use; and the other engages the next gear, making the change very smooth.In use, the DSG feels and drives like a torque converter automatic, but it delivers the efficiency of a manual gearbox with the fuel consumption benefits that flow from that efficiency.If the need arises, the option is there to initiate the shift yourself, but for the most part the shifts are left to the computer to make. It is calibrated to select the optimum gear in all driving situations to return the best fuel consumption.The floor-mounted shifter looks like a normal automatic one, with all the usual driving modes on the selector.To use it manually you simply move the lever to the left to engage the manual mode, then shift up or down by moving the lever forward or back.In the Caddy the DSG is linked to a 1.9-litre direct-injection turbo diesel with 77kW at 4000 revs and 250Nm from 1900 revs.The combination delivers plenty of performance with good fuel consumption.The turbo diesel lacks nothing in performance, with good acceleration around town and strong performance when wound up on the highway.On test, the Caddy van delivered 6.6 litres/100km in average city-type driving, and probably would drop below six on the highway.According to the trip computer, it had a range of just under 1000km on a tank of diesel.If you don't look back when you're at the wheel of the Caddy you'd be hard-pressed to know you are driving a van.The Caddy's cabin is well appointed and comfortable, it rides smoothly, steers and handles with precision and brakes strongly.It's so good you could easily believe you were driving a Golf, its close passenger car cousin. It's only when you look back and you see the load zone with its sliding side doors and rear barn doors that it hits you you are driving a commercial vehicle.When put to work the Caddy will swallow 3.2cu m, or 759kg, of cargo, and tow 1500kg.The regular diesel Caddy with the five-speed manual gearbox is priced at $24,990. The DSG adds $3000, boosting its price to $27,990.Not cheap, but it is good.

IN A bid to become the heavy truck heavyweight, Isuzu has launched a new 4x2 Giga model aimed at meeting a demand for prime movers for semi-trailers and cubic B-double combinations.

There were real fears at Holden that the Gemini wouldn't cope with the Outback and it would ultimately have a negative impact on Holden's reputation for toughness.That very nearly came true when, within weeks of its launch, a number of Geminis buckled under the strain of outback roads.Holden engineers quickly swung into action and developed a fix that overcame the problem, but it was a Band-Aid solution that affected the ride of the Gemini for the rest of its production life.The first Gemini was the TX and Holden offered it in two body styles, a four-door sedan and a two-door coupe, and two equipment levels, the entry-level Gemini sedan and the SL sedan and coupe.All had a 1.6-litre single overhead camshaft four-cylinder engine and four-speed manual gearbox, with the Australian-built Trimatic three-speed auto as an option. Drive was through the rear wheels.Underneath it had double-wishbone front suspension and a three-link rear suspension with coil springs as well as disc front brakes and rack-and-pinion steering.The entry-level model was fairly basic, but the more popular SL was quite well equipped with an AM radio, clock and cigarette lighter.Externally, the SL was distinguished by pin-striping and full wheel covers.The TX was replaced by the TC in 1977, a minor facelift which was mostly just a new grille and minor equipment changes.That was followed in 1978 by the TD, another facelift, but this time the changes ran a little deeper. The cosmetic changes included a new grille, rectangular headlamps, and new wheel trims. Underneath, the suspension was revised to Radial Tuned Suspension along with the rest of the Holden range. A new SL/E model was added, along with a station wagon and panel van.More substantial styling changes were made to the TE model in 1979 and the TF and TG, the last of the rear-wheel-drive models, which followed. All stood out with their new frontal treatment which brought a new grille, new headlamps and new bumpers.Now up to 30 years old, the first of the Geminis is well and truly into the twilight of its useful life, and many will have already been dispatched to the crusher.Those left will have plenty of kilometres under the wheels and should be approached with great care before handing over even a few dollars. A good one can be a good little car for a young driver starting out. Rust is a problem with the Gemini. Check around the windscreen and rear windows on sedans and coupes, and the side windows on wagons.Worn engines will smoke badly so have someone drive down the road while you watch what comes from the tailpipe.Crash protection is via the body structure and the seat belts. Rust and crash damage weaken the body structure so look carefully for both when checking a car.Also check the seat belts for wear to the webbing and retractor mechanisms. It would be worth replacing the belts.

A measure of the change in the four-wheel-drive concept is the radical alterations the Pathfinder underwent in the move from the WD21 to the R50 in 1995.The old WD21 was based on the Navara one-tonne pickup and used the ute's separate chassis frame as its foundation, but the R50 was all new and boasted full monocoque construction like that of a regular family four-door. Monocoque construction results in a lighter body, but one that's more rigid. As a result, it provides a more stable and better platform on which to build decent handling, steering and braking performance.Nissan offered one powertrain in the Pathfinder, one that gives clear clues on the company's intention for the car.The engine was a 3.3-litre single overhead camshaft fuel-injected V6 unit. It was derived from the sweet free-revving V6 that powered the 300 ZX sports coupe in the 1980s, so it was a well-proven unit. Power in the Pathfinder was a maximum of 125kW at 4800 revs and torque peaked at 266Nm at 2800 revs. The only transmission was a four-speed automatic and off-road die-hards were horrified that Nissan didn't offer a manual gearbox.The four-wheel-drive system offered the choice of four-wheel-drive high and low and a new automatic option which chose the best drive option for the conditions.The Pathfinder rode and handled well and was quite competent off-road, with good gearing and ground clearance.There were two models in the R50 Pathfinder range. It began with the RX, which came standard with airconditioning, central locking, power mirrors, cloth trim, carpets and four-speaker cassette sound. In a 1997 update it also got power windows.The other model was the Ti, which was more comprehensively equipped. In addition to the equipment fitted to the RX, the Ti also boasted colour-coded bumpers, chrome grille, chrome wheels, roof rack, wheel arch flares, auto airconditioning, dual front airbags, remote central locking, ABS, CD sound, velour trim and power windows.Nissan specialist Jerry Newman says that little goes wrong with the R50 Pathfinder.While it has been developed over the years, the V6 engine dates back to the 300Z sports car, so it's a well-proven and reliable unit. It has a belt driving the camshafts and that needs to be replaced every 100,000km, and the spark plugs are difficult to get to, which makes replacing them time-consuming.The auto gearbox gives very little trouble. The same goes for the drive line, although Newman says he's had a couple of noisy rear diffs which he has been able to fix by using a higher quality oil. Servicing in general is more expensive. Wear and tear tends to be higher than that of a regular passenger car simply because the Pathfinder, like all 4WDs, is bigger and heavier. For the same reason, fuel consumption tends to be higher than a regular family car; Newman says 14-15l/100km around town is normal.The Pathfinder rated average for occupant protection in the annual survey of crashes.While the Ti model had dual front airbags and ABS, the RX missed out on these fundamental safety systems.The Pathfinder's handling and braking performance was better than most four-wheel-drives of the time, providing the driver with a better chance of avoiding crashes.

The VW Beetle, while conceived by Hitler in the 1930s, was designed by Dr Ferdinand Porsche, one of the most gifted automotive designers of all time.

The WB was one of the most attractive of all the large Holdens, one that has stood the test of time well and looks good even today.