Articles by Graham Smith

It's hard to believe it's 10 years since Audi unveiled its TT Coupe as a concept.  It remains a standout design.MODEL WATCHThe Audi TT Coupe's no-nonsense lines could have been carved from granite. Crisp and clean, they were a break from the then common soft edges and rounded shapes.The TT Coupe's body was fully galvanised steel, though aluminium doors, bonnet and boot lid helped keep down the weight of the 2+2 coupes to a lean 1220kg.  At first the TT Coupe was available only in front-wheel-drive, joined a few months after its 1999 launch by an all-wheel drive Quattro. 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, which developed 132kW and 235Nm 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 165kW and 280Nm, which flowed from 2200 to 5500 revs.Performance of both was brisk, the front-wheel-drive TT able to accelerate from zero to 100km/h in 7.4 seconds, while its Quattro cousin required a second less for the same sprint. Top speeds were more than 220km/h.  A five-speed gearbox was linked to the 132kW engine; the more powerful 165kW engine was backed by a six-speed unit.Inside, the TT Coupe was equipped with climate-control air-conditioning, power windows and mirrors, six-stacker CD, 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 done more than 100,000km.Regular servicing is important on any engine, but even more so today with the tight tolerances manufacturers use. 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 looking inside the oil cap to check for sludge.Make sure the clutch is smooth as you depress and release the pedal, and that the gearbox shifts smoothly.  When driving, listen intently for any clunks or noises going over bumps or when making turns, and investigate any noise.CRUNCH TIMEWith its sports-car handling, the TT Coupe is well equipped to avoid collisions, particularly the Quattro, with its all-wheel-drive system. It has the considerable protection of dual front airbags and front side airbags.OWNER'S VIEWMonty Stephens' TT Coupe has done 60,000km. During 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 then the driver's-side power window has failed ($600 to fix). He gets 9-10 litres per 100km around town and averages around 7.5 litres per 100km on a trip.RATING15/20 The TT Coupe is a fashion statement on wheels. It's good looking, has good performance and handles well.

Its lines were clean, its surfaces smooth, only its tail was clearly derivative, being a copy of the E36 3-Series BMW.  Up against the likes of the Toyota Camry, Mazda 626, Mitsubishi Galant, Nissan Bluebird and Hyundai Sonata, the Accord was pleasantly different.MODEL WATCHIt was the technology learned from Honda's involvement in Grand Prix racing that began to filter through to the production models in the early 1990s. The most obvious being the VTEC engine with variable valve timing and lift, which changed engine design in a fundamental way.The idea was brilliant. By varying the time the valves opened and closed, and altering the valve lift, the engine could be tuned to deliver good torque and fuel consumption as well as plenty of power.Honda made the modest claim that the VTEC engine developed less than 5 per cent more power than the equivalent engine without variable valve timing, but it also produced up to 8 per cent better fuel consumption and boasted better mid-range torque. The VTEC engine was one of two 2.2-litre four cylinder engines Honda offered in the Accord.Apart from the VTEC variable valve timing, it had a single overhead camshaft, four valves per cylinder and fuel injection, which combined to belt out 107 kW at 5000 revs and 198Nm at 4500 revs. The standard engine was a carry over from the previous model. Its peaks were 103kW at 5600 revs and 192Nm at 4500 revs.Both engines were smooth, thanks largely to a balance shaft.  Each could be linked to either manual or automatic transmissions.  Four-wheel discs did an admirable job of slowing the Accord, while standard power steering made light of the wheel work.Three models made up the range. It started with the EXi sedan which had the base engine along with airconditioning, central locking, power windows, cloth trim and four-speaker radio/cassette sound. Cruise control was added in 1996. The remaining models had the VTEC engine. The VTi sedan and wagon added alloys, a sunroof, power driver's seat and a couple of extra speakers. The VTi-S sedan also had leather trim, anti-skid brakes and a driver's airbag.IN THE SHOPTechnology needs to be serviced and that goes particularly for Hondas. It's crucial that the engine oil is changed regularly to prevent sludge from building up, and equally important that the cam timing belt be changed every 100,000 km.Same goes for the gearboxes. The manual was not a worry, but the auto needs regular servicing and it's important to use Honda-specified transmission oil. The Accord's chassis gives little trouble, but check for ticking noises that might indicate a problem with a CV joint.CRUNCH TIMEAgile handling along with four-wheel disc brakes (anti-skid on VTi-S and all models from 1995) gives the driver a good chance of avoiding a crash. The Accord's stiff body and a driver's airbag provide quite good protection in a crunch.RATING15/20 Well-engineered, well-built, prestige, medium-size car that offers good value as a used buy for the long haul.  The Accord stands out well against its rivals.

Recent research done here and overseas suggests that women are not only becoming more involved in the decision on which car to buy, they are often the ones making the decision. According to Holden's Director of Marketing, John Elsworth the changing role of women in the showroom is a reflection of the changing role of women in the community in general. "More women are financially independent today, and often have more disposable income," he says. And what's more they're better shoppers than men. "Men can have trouble expressing themselves, sometimes they don't want to look foolish by asking questions they think they should know the answers to," Ellsworth says. "Women on the other hand are more open and not afraid to ask questions." Those questions are more and more about practical matters rather than emotional ones like colour or trim fabrics as was once thought to be the case. Today's woman is as interested in safety, reliability, and the capacity to accommodate the kids as she is in colour and fabric. "They're quite interested in safety," says Ellsworth. "That's one of the main reasons four-wheel drives have become so popular. They see the high seating position as being safer." They also want to know about the warranty on a car because that relates to its reliability which is important to women who don't want a car that is likely to break down and leave them stranded on the roadside. Practical issues like ease of parking also rate high on the modern woman's car shopping list, which Ellsworth says is behind the growing demand for features like parking sensors. Many women today want to be a part of the decision making process and are happy to do their homework so they buy the car that best suits their needs. "They're less compromising," says Ellsworth. "They know what they want and if they can't tick all the boxes on a car they'll walk away and look elsewhere." Colour was an important consideration when 20-year-old Perren Mortimer went shopping for a new car, it had to be bright blue, but she also had a list of other things that were just as important to her. It had to be affordable, economical to run, easy to park, and roomy enough to accommodate her and her friends. Before heading out on her shopping spree she did her homework and compared suitable cars from all brands, but when she did hit the showrooms, boyfriend in tow, found the sales staff directed the discussion to him to the extent she was virtually excluded. "That's wrong," says Debbie Clark, dealer principal of Heartland Holden. "It's really a case of treating women equally with men in the showroom. "It's important to treat every customer as an individual," she says. "It's not really a case of gender. You're selling to a person, not a gender." It's important for sales people to understand what each customer, whether male or female, wants from the car they're shopping for she says. "Some women still buy on emotion, but so too do some men," Clark says. "That's more to do with their personality and you can't change that. "We as a dealership need to be aware that the person is one of those who is likely to buy on emotion and find out what they want from the car so they buy the best car for their needs. "If we see a mother come in with three young kids in tow and she says she wants an Astra convertible we would sit down with her and work out with her if that's the most suitable car for her." Clark says the industry is still regarded with suspicion, by both men and women, but adds that it is changing slowly. Dealers are now much more aware of the needs of the family and have reshaped their dealerships to be more welcoming to all family members, mom, dad and the kids. Showrooms are now more friendly with facilities designed for the whole family, not just the man of the house. Most now have pleasant lounge areas where sales staff and customers can discuss the purchase in a relaxed atmosphere, most have coffee machines and many offer children's play areas to keep the kids entertained while mom and dad discuss their motoring needs with sales staff. "It's hard for parents if the kids are crying or crawling over the cars in the showroom and they're worried about them damaging them," Clark says. "It's hard for them to concentrate and it's frustrating for the sales staff at the same time, so we have a play area to keep the kids occupied while mom and dad discuss the car." For Clark the key to sales success is to treat everyone the same whether male or female, but to understand what each and every person needs and wants from their car.

MODEL WATCHThe 9-3 arrived in local showrooms in 1998, replacing the popular 900S.The range was made up of three-door and five-door hatches and a convertible.Saab convertibles have always been a little loose in terms of body stiffness and shake was a constant annoyance when driving one.What made the lack of body stiffness more annoying was that the Saab made a pretence of its convertible being a sports model. The body flexing dulled the handling.Front-wheel drive didn't help the 9-3's precision. Couple that to a turbo engine and the soft-top Saab could be a bit of a handful.The convertible was available in two models, with a choice of 2.3-litre, double-overhead camshaft, four-cylinder engine or a 2.0-litre, double-overhead camshaft, four-cylinder force fed by a turbocharger.The 2.3-litre engine would make 110kW at 5700rpm, which gave the 1368kg soft-top good performance without ever threatening to make your nose bleed. The 2.0-litre turbo engine made 136kW at 5500 rpm -- a little more zip.While the 2.3-litre was smooth, the turbo lag with the 2.0-litre engine was a real downer.Transmission choices were a wooden-shifting, five-speed manual gearbox and a four-speed auto, with final drive going through the front wheels.The 2.3-litre rag-top came with power steering, power antenna, windows and central locking, it had leather trim, cruise control, trip computer, CD player, airconditioning, front and rear fog lamps and an immobiliser.The 2.0-litre turbo had all of that as well as six-speaker sound, CD stacker, woodgrain dash and auto climate control.In 2000, Saab released the Aero model, which had the 151kW boost of an up-rated 2.0-litre turbo four-cylinder engine. It came with many extras, ABS and traction control.IN THE SHOPThe 2.3-litre engine is a rugged unit that doesn't give much trouble, and with a chain driving the camshafts there isn't the need to service it as there is with belt-driven engines. Likewise the 2.0-litre turbo gives little trouble and also has a chain driving the camshafts.When shopping for a convertible, check for sun damage. The interior trim often cracks and the dash panel and other plastic parts may harden and crack. Leather can get very hot in the sun, so some owners happily forgo leather for cloth. If you stick with the leather, regularly treat it with a leather cleaner.Check floor carpets for damp or staining that might indicate dampness from being left in the rain with the roof down. Also check the operation of the soft-top, making sure it goes up and down smoothly without any hesitation or jerkiness.CRUNCH TIMEDual front airbags and side airbags provide protection for front seat passengers. Secondary crash protection is extensive.OWNER'S VIEWAlex Giansiracusa owns a 2001 9-3 Aero manual convertible and loves it. At 32,000km, he says it has been reliable and is therapeutic to drive. His only criticism is the turbo lag. He reckons he has bought an almost-new luxury sportscar at a reasonable second hand price.

The turbocharged four-wheel drive Nissan GT-R coupe was so successful in Australian motor racing that it forced officialdom to change the rules in favour of homegrown V8s, to avert the threat that touring car racing could implode.MODEL WATCHBefore they could go racing, Nissan had to import 100 Skyline GT-Rs and sell them on the local market. That requirement was satisfied in 1991 with the one and only batch imported by Nissan.  All cars subsequently landed were so-called grey imports brought in under the Specialists and Enthusiasts Vehicles Scheme.That first model brought in by Nissan was the R32, a rather dumpy, plain-looking two-door coupe. Without the war paint of the factory race cars the R32 didn't ooze aggression - until the right foot was buried in the carpet. Then it would explode into action. A stock-standard R32 would thunder to 100km/h in less than five seconds and dismiss the standing quarter-mile sprint in about 13 seconds.It was fast thanks to its twin turbocharged 2.6-litre straight-six cylinder engine that boasted peak power of 205kW. All R32s had a five-speed manual gearbox which was packed full of quite tall gearing. That gave it good top-end performance, but could make it quite hard to get off the line smoothly and quickly.While that made it fast in a straight line, it was a sophisticated four-wheel drive system that let it corner as if on rails. Four-wheel discs with ABS provide powerful and safe stopping power while subtle four-wheel steering adds to its cornering prowess.The R32 is the lightest GT-R built; they gained weight with each new model. Nissan chose not to import the R33, leaving the way open for small-time importers to fill the niche.The R33 was more aggressive visually with more add-ons on the body in the form of a rear wing and side skirts. It was also bigger and a little more plump, but the engine had more torque, which made up for the extra weight. It was also marginally slower than its predecessor, but was still able to cut a sub 5.0-second time for the 0-100km/h sprint as well as a low-13s quarter-mile time. The five-speed manual gearbox was improved with new synchros, which made shifting smoother.With the best ride and roomiest interior, the R33 is widely regarded as the most practical GT-R for use as a daily driver, but it lacks the excitement of the R32 or R34.The R34 followed in 1999. Although it's not immediately obvious, the more aggressive-looking R34 is smaller yet is 10-20kg heavier.  The awesome twin-turbo six was reworked with new camshafts and new turbos with power pegged at 206kW at 6800rpm and torque at 392Nm at 4400rpm.IN THE SHOPBrakes and tyres are the obvious things that take a pounding on the GT-R if driven hard. Check for disc wear and cracking, as these can be quite expensive to replace. The engine is generally rugged, but needs to be well-serviced. Cam belts need to be changed at 80,000km.It's also worth doing a compression test on the engine, and listening for odd noises that might point to internal wear. Main bearings can be a problem in engines that are abused.Early R32 models are known to suffer from leaks around the windscreen and rear window. The screen can be expensive to replace because of the radio antenna.NISSAN SKYLINE GT-R * Awesome four-wheel drive * Get a compression test done on engine * Look for signs of car being thrashed * R32 best performing model * Uninspiring looks * Check brakes for wearRATING 13/20 One of the most awesome performance cars ever built, but be careful of cars that have been driven hard. 

The C70 coupe was one of the first models from Volvo's sexy new era. The severe shapes that characterised previous safe and sound models were softened and smoothed, and one of these models resulted in the 70 series that replaced the old 700s. There was a sedan and a wagon, but the standout was the C70 coupe.MODEL WATCHThe C70 was the same as its more family-focused siblings from the windscreen forward, but rear of the screen it was all new with sweeping curves, sculpted flanks and bulging wheel arches that combined for a strong powerful stance. Despite its coupe curves, the C70 was still reasonably roomy inside with ample accommodation in the rear for a couple of adults.The new dash added to the softness of the 70 series, the squared-off lines that had become Volvo's calling card now flowed smoothly and the edges had been softened for a friendlier, more welcoming feel. Inside there was a luxury feel with leather-trimmed seats and woodgrain trim, with a leather-wrapped steering wheel and gear-shift knob.Then there was the long list of standard features, which included a power sunroof, a superb 10-speaker sound system with CD player and Dolby Surround Pro-Logic, power seats, power windows, cruise, trip computer, airconditioning, dual airbags, side airbags, remote central locking and immobiliser.Below the surface, Volvo had switched the drive from its traditional rear drive to the more modern front-wheel drive system. For power it used a turbocharged double overhead camshaft five-cylinder engine, which pumped out 176kW of peak power at 5100rpm and maximum torque of 330Nm. It was enough to have it reaching 100km/h in less than seven seconds, and reach a top speed, which was electronically limited to 250km/h.Buyers could choose between a five-speed manual, which was quite a slick gearbox, or a four-speed auto, which was by far and away the preferred choice by Australians.A wider rear track gave the coupe a more stable footprint than its sedan and wagon cousins, and along with some retuning of the suspension, helped make it quite well-balanced on the road after a little turn-in reluctance typical of front-wheel drive cars. Low profile sports tyres provided its grip, while the standard 17-inch alloy wheels finished off its sporty appearance.IN THE SHOPMany C70s will be in the hands of second and third owners, some of whom may not appreciate it as its first owner did. The consequences can be a lack of servicing, and with many approaching the 100,000km mark, they will be in need of a cam belt change.Check the service record, particularly on any car that has passed the 120,000km mark and make sure the belt has been changed.Inspect potential buys closely for damage to the body and wear inside on the leather trim and select the best available car. Body rattles are a fairly common find, and the plastic rollers in the window winder mechanisms were known to break.CRUNCH TIMEDual front and side airbags provide good secondary crash protection, while its agile chassis and powerful disc brakes are designed for crash avoidance. The annual survey of real life crashes showed the C70 to be better than average for occupant protection, but worse when it came to injuring those it hit.RATING 16/20 Good-looking four-seater coupe featuring an impressive level of performance, as well as offering a roomy interior with heaps of comfort.

The Fairlane no longer holds the place it once did atop the luxury-car pile, but many buyers still revere the nameplate that once defined local prestige motoring.MODEL WATCHThe Fairlane concept as we know it today was introduced in 1967 with the launch of the first locally-designed model. It spun off the Falcon, making use of the same mechanical package and much of the front-end sheet metal, but with the wheelbase and boot lengthened to create a larger sedan with heaps of rear legroom and a cavernous boot.Ford followed the same simple concept when it launched the AU in 1999. But while the AU was canned for its perceived ugliness, the Fairlane was a better-looking car. The down-in-the-mouth front of the Falcon was much the same in the Fairlane, but, with a neat styling makeover, took on a classier look.If the front was little changed, the rear of the Fairlane was completely changed from its smaller sibling and much the better for it. Where the Falcon sagged at the extremities, the Fairlane sat high and handsome.The Fairlane Ghia, as it was badged, could be ordered with the 4.0-litre single overhead camshaft six-cylinder VCT variable-cam timing engine, which boasted 168kW and 370Nm, or the smooth 5.0-litre overhead-valve V8 with 175kW and 395Nm. Both came with an electronic four-speed automatic transmission with a floor shift.Underneath the extended skin, the Fairlane had independent suspension front and rear, the double wishbone rear set-up a marked improvement over the compromise set-up under Holden's Statesman.Brakes were disc front and rear, with ABS and traction control standard fitment.  Inside, the Ghia has leather trim, six-way power driver's seat, airconditioning, dual airbags and a sound system with CD player.OWNER'S VIEWPaul Karwacki owns a 2001 AUIII Fairlane sportsman that's clicked over 80,000km. Apart from a leaking power-steering high-pressure line and pump, he says it's been reliable.IN THE SHOPMechanics report few problems with the AU -- there doesn't appear to be the issue with cylinder-head-gasket failure as in earlier models. A design revision has cleaned up the problem, although further improvements to the head gasket in the BA tend to suggest Ford didn't think the problems were completely solved in the AU.Brake wear is a problem with the Falcon and Fairlane, so look for regular pad changes and disc machining. The problems were reduced with the AUII upgraded brakes.Build quality has been a problem with the Falcon and Fairlane, and Ford made a serious attempt to solve it with the BA. That doesn't matter to anyone with an earlier AU, and the problems with the AU are more likely due to production issues than design flaws.The Fairlane weighs almost 1700kg, so will consume lots of fuel. Ford's fuel consumption was as high as 14 litres/100km around town for the V8, so it would be worth considering LPG.CRUNCH TIMECompetent suspension design, along with four-wheel discs, standard ABS and traction control, give the AU Fairlane the dynamics to avoid a collision, but should a crash be unavoidable, its strong body and dual front airbags come into play.RATING12/20 There's a lot of value in the Fairlane, but expect to pay for it at the pump.Generally reliable engines and transmissionsAbility to towHeaps of rear leg roomHigh fuel consumptionBrake wear is a problemHigh level of equipmentEnormous boot

Imported one-tonne utes have become the staple of local trades and industries which want a tough work vehicle that can carry a decent load around the job site, and Holden's Rodeo is one of the leading models. The Rodeo showed up on the local landscape in the 1970s when Holden utes began to lose favour with tradies.They had simply become too expensive compared to the imported utes which, despite being a bit rough and rugged, went on to conquer the market.  Local utes have made a comeback in recent times, but they're now more a lifestyle vehicle for people who want a dual-purpose daily driving/weekend escape car.MODEL WATCHThe RA Rodeo hit the market in 2003. It was bigger, more powerful, better equipped and safer than its predecessors.  Built on a tough chassis, the RA Rodeo boasted substantially increased torsional rigidity, up by as much as 60 per cent, and that equates to better crash protection and a more stable platform for better handling.The RA's larger external dimensions translated into substantially more space inside the Rodeo's new cabs.  Holden offered three engines: a 2.4-litre single overhead camshaft fuel-injected four-cylinder (94kW at 4800rpm and 207Nm at 3200rpm), a 3.5-litre all-alloy double overhead camshaft V6 (147kW at 5400rpm and 280Nm at 3000rpm), and a 3.0-litre turbocharged four-cylinder diesel (96kW at 3800rpm and 294Nm at 2400rpm).There was a choice of manual or automatic transmissions across the range, and a choice of two or four-wheel-drive, the latter with a choice of two-wheel-drive, and high and low range four-wheel-drive.  All models, except for the entry level DX 2.4-litre two-wheel-drive which has coil front springs, have torsion bars at the front and heavy duty leaf springs down back.Holden offered three models: the DX entry level, the LX and the range topping LT, three body styles, single cab, space cab and crew cab, with a range of two and 4WD variants. In total, there were 56 model variants to choose from.IN THE SHOPAs the Rodeo is essentially a work vehicle it is important to look for signs of damage caused in the daily grind on the job site. Look for dings and scrapes, inside and out.  Be on the alert for wear and tear from big burly bodies. Check for such things as rips in the trim and broken plastics on controls often used and sometimes abused.Not surprisingly for a vehicle meant to carry a substantial load, the Rodeo's ride is firm, although it gets better when there's a load in the back.  Although noisy, the diesel is the pick of the engines. It has lots of get up and go and returns decent fuel consumption. The V6 has even better performance, but is a petrol guzzler.If you prefer the V6 it might be worth switching it to dual-fuel to cut running costs. Holden has a dual-fuel system which is a sequential vapour-injection system that offers equivalent power and performance whether on petrol or gas.CRUNCH TIMEIncreased chassis rigidity proves a stable platform for responsive handling that increases the ability to avoid a crash, and the Rodeo has side intrusion bars for protection in side impacts. ABS adds another level of crash avoidance on the LT which also boasts dual front airbags in its list of standard features. Airbags are also optional on the LX models.HOLDEN RODEO RA 2003Roomy interior with larger cabinStrong masculine styling. Thirsty V6 engineHard ride, particularly when emptyEconomical diesel engine top choiceToo wide turning circleRating15/20 Tough work ute with goodperformance and cabin, but petrol-guzzling V6 engine.

The Mazda Tribute is really is an all-wheel drive wagon with an intelligent all-wheel drive system and reasonable ground clearance that will capably handle some pretty rough conditions. But, in essence, it's an urban wagon conceived for family transport rather than belting around the bush.MODEL WATCHThe Tribute fits into the compact SUV class, a medium-sized wagon that delivers quite roomy and comfortable accommodation for a family of five along with the gear they need to carry.  Its high ride height provides a broad view of the road, and its safety benefits are one of the appealing features of this type of vehicle.The Mazda's four-wheel drive system, better described as all-wheel drive, is an on-demand system, which is biased towards the front wheels in normal use but sends drive to the rear wheels when it senses the front wheels slipping.For off-road use there's a dash-mounted switch that activates a coupling that locks the system in four-wheel drive with the torque split 50:50 front and rear.  The system, along with generous ground clearance and approach and departure angles, gives the Tribute the capacity to go quite a long way off the black top.Power was delivered by either a 2.0-litre double overhead camshaft, 16-valve four-cylinder engine or a 3.0-litre double overhead camshaft, 24-valve V6.  Running at its peak, the four-cylinder produced 97kW at 5400rpm, while the V6 boasted 149kW at its 6000rpm peak.Tribute buyers had the choice of a five-speed manual gearbox or four-speed auto, and all had the on-demand all-wheel drive system. Under the skin, the Tribute had a combination of MacPherson Strut front suspension and multilink rear, along with power-assisted rack-and-pinion steering, giving it good road manners and a comfortable ride.Mazda offered the Tribute in four models, the Limited 2.0 and 3.0 models, and the Classic and Luxury 3.0 versions. The Limited 2.0 got the four-cylinder engine and manual gearbox, along with steel wheels, tilt steering wheel, velour trim, 60/40 split-fold rear seat, airconditioning, power windows, remote central locking, CD sound, driver and passenger airbags and immobiliser.When you stepped up to the 3.0 you got the V6 engine and auto trans, and ABS.  If you went for the Classic 3.0 you also got alloy wheels, sunroof, roof rails and cruise, but tick the Luxury 3.0 box and you drove away with leather and rear side airbags.IN THE SHOPMazda build quality means there's not a lot that goes wrong with the Tribute. Because they're mostly used for family transport they tend to suffer from high traffic so look for wear on trim, floor coverings and seat belts, and look for damage caused by youngsters playing up.  Look for a service record for a level of confidence that the previous owner has taken care of the car.CRUNCH TIMEDual front airbags across the range provide good crash protection in the front seat, with standard side airbags adding protection for rear seat passengers in the Luxury 3.0.OWNER'S VIEWAshley Manning drove a 2003 Tribute Luxury 3.0 for 2 1/2 years and covered 52,000km. He says it was largely trouble free apart from two small warranty claims for the sunroof switch and a small coolant leak.The engine was very good, if thirsty, averaging 12.9L/100km. When starting hot or cold, the engine would rev very high.MAZDA TRIBUTE 2001-2003V6 engine is thirsty on fuelLook for marks and stains insideQuite capable off-roadCheck underneath for signs of off-road damageResale slipping with fuel prices putting buyers offRoomy and comfortable interiorGood road view from high vantage pointRATING14/20 Well built compact all-wheel drive wagon with the road manners that will see it at home in town and out.

The 156 has a powerful stance emphasised by its muscular shoulders and bold front and rear treatments. The 156's heartbeat came from a 2.0-litre double overhead camshaft four-cylinder engine with twin spark plugs and four valves per cylinder or a 2.5-litre double overhead camshaft V6.With the 2.0-litre engine the 156 would reach 216km/h if pressed, having reached 100km/h in about 8.5 seconds, while the V6 would sprint to 100km/h in 7.3 seconds and had a top speed of 230km/h.Those who chose the twin-spark four could pick between a five-speed manual gearbox and a five-speed auto; those who opted for the V6 could have either a six-speed manual or five-speed auto. An automated shift manual gearbox, Selespeed, could also be ordered for even more fun on the run.Final drive was through the front wheels, which was a disappointing departure from tradition for some Alfa enthusiasts, who treasured the wonderfully exhilarating handling of earlier rear-wheel drive cars like the 105 GTVs. But anyone who was able to get over the disappointment found the 156's handling was just as thrilling as older Alfas despite front-wheel drive.Double-wishbone suspension was employed at the front with an independent MacPherson Strut layout at the rear. It had a balance and precision that made it a joy to drive on the open road. Brakes were disc all round overlaid with ABS and electronic brake distribution.Entry to the Italian club came via the Twin Spark Sedan, which had airconditioning, ABS, dual airbags, adjustable steering wheel, power windows and mirrors, immobiliser, velour trim and carpets, power steering and a host of other features.You could also choose the 156 Sport, which added power Recaro seats, sports trim, instruments and carbon fibre dash trim.If you stepped up to the V6 you got alloy wheels in place of the steel wheels on the Twin Spark, as well as the V6 engine and the option of the six-speed gearbox. Perched atop the range was the Monza, which was available as a Twin Spark or V6, and added leather trim to the package.IN THE SHOPThe latest generation of Alfas seems less prone to niggly problems than some predecessors. There were issues with poor radio reception on early cars, but that was about the extent of the dramas.Most 156s are owned by people prepared to lavish affection on them and ensure they are well serviced. Even so, check for a service record and make sure no corners have been cut. Generally, the 156 seems to remain rattle-free, but the quality of interior fittings suggests they might suffer in the long term.CRUNCH TIMEAgile handling and powerful ABS-equipped brakes give the 156 a great primary safety package, while dual airbags provide good crash protection when a collision is unavoidable. Standard side-front airbags added to the secondary protection from 2000.OWNERS' VIEWSCarol Sainsbery says her 2.5 V6 manual looks stylish, has a user-friendly cabin with comfortable seats, and is a dream car to drive.Rick FitzGerald says his 2001 Monza has been a great car. He loves the engine, the Momo leather interior, the gearshift and the handling but he's not so keen on the front-wheel drive and the aircon, which struggles on hot days.ALFA ROMEO 156 99-02Smooth powerful engineSlick manual gearshiftExcellent road holdingClassic Italian stylingCheck for service recordWell-equipped interiorRATING16/20 Good-looking sports sedan goes and handles well and stands out from the crowd