Articles by Graham Smith

The third-generation Honda Prelude coupe is getting a little long in the tooth, yet remains popular with young drivers who appreciate its classic shape and innovative engineering.MODEL WATCHThe third-generation Prelude followed the recipe established with previous models, with a stylish two-plus-two coupe body, transverse four-cylinder engine and front-wheel drive.Honda developed a new engine for the third-generation Prelude that could be laid back to get the low stance the designers wanted. That allowed them to design a sleeker, more aerodynamic shape, and also distributed the weight more efficiently between front and rear.The third-generation Prelude predated things such as variable-valve timing, such an advance for small engines, including Honda's. However, as with all Honda engines, the Prelude's 2.0-litre all-alloy, twin-cam fuel-injected four-valver was a jewel.Peak power was 106kW at 6000rpm and, coupled with peak torque of 174Nm at 4500rpm, made the Prelude a slick performer while still delivering good fuel economy.Transmission choices were a five-speed manual and a four-speed auto. When pressed, a manual Prelude could reach 100km/h in9.9 seconds from launch, and cover the standing 400m sprint in 16.5 seconds.There were few changes through the life of the third-generation Prelude. The Si had plenty of standard features, including cruise, central locking, power windows and mirrors, power steering and a radio/cassette sound system. An update in 1989 gave it alloy wheels.A facelift in 1990 brought neater front and rear treatments. There was also a limited-edition model with ABS and leather trim and, a year later, the Cita limited-edition model had a spoiler, CD player and factory mats.IN THE SHOPHonda quality means the Prelude generally stands up well in service, as long as they're looked after and see a mechanic regularly.Regular oil changes are important, along with regular oil changes for the automatic transmission, which prefers Honda trans fluid. Check for sludge under the oil filler cap (it indicates mediocre servicing) and look for signs of oil smoke from the tail pipe.It's crucial that the cam timing belt be changed every 100,000km – most third-generation Preludes are around the mileage a second belt change is required.Also check the auto transmission fluid for any signs of being burnt (by discolouration or smell) and make sure it engages gear smoothly when selecting drive or reverse, and shifts gears smoothly without snatching.Most owners know the problem of the igniter failing – the car won't start if it does. Once replaced, they won't have a problem, says Honda specialist Adam Kovarik.On older cars such as the third-generation Prelude, anticipate they've had a scrape or two over the years, so look for both minor paint chips and dings from small prangs. Makes sure doors open and close smoothly, same for the boot and bonnet.Look carefully at the paint. Faded paint means it hasn't been well cared for and blotches suggest it's been left outside, open to attack from bird droppings and tree sap.Inside, look for cracked dash pads and rear parcel shelves from exposure to the sun, and wear on front seat bolsters.CRUNCH TIMEFour-wheel steering endowed the Prelude with responsive handling that improved its ability to avoid a crash, which is a blessing in cars that predated airbags.HONDA PRELUDE 87-91Look for signs of accident damage on bodyCheck for sludge under oil filler capRegular servicing is crucialLook for signs of smoke from exhaustCheck transmission fluid for any signs of burningAgile handling with four-wheel steeringGood looks and good all-round visibilityRATING15/20 With its stylish lines, great engine and responsive handling, the third generation Prelude is one the few classics to come from the 1980s.

The current focus on petrol prices is apparently causing a shift in buying habits. If the latest new car sales figures are to be believed, there is a significant trend towards smaller, fuel-efficient cars like the Mitsubishi Lancer.MODEL WATCHCompared to other small cars, the Lancer isn't the most stylish. In an era in which the carved-from-stone look, with crisp edges and sharply defined shapes, dominates, the soft and cuddly Lancer looks as though it has been styled for an older, conservative buyer.The problem with styling, though, is that it moves in and out of fashion. But the Lancer has stood the test of time, and still looks appealing, even if it feels a bit like an old sock.There were three body styles on offer in the Lancer catalogue: the four-door sedan, wagon and two-door coupe. If the sedan and wagon find favour with young families and older couples, the sleek, sporty coupe is the one for younger buyers.The GLi opened the range in sedan and coupe form, and came standard with power steering, cloth trim, full wheel trims, and a fairly basic two-speaker sound system.For more, there was the GLXi sedan and wagon which came with central locking, power mirrors and four-speaker sound.  For coupe extras there was the sporty MR with alloy wheels, side body skirts, fog lamps, power windows and a rear spoiler.In the GLi, the power initially came from a 1.5-litre single overhead camshaft fuel-injected four cylinder engine, which pumped out 69kW at 550rpm and 126Nm of torque, but GLXi and MR buyers had the extra punch of a 1.8-litre SOHC engine which boasted 86kW at 5500 rpm and peak torque of 161Nm.A 1999 update saw the 1.8-litre engine replace the 1.5-litre unit in the GLi sedan and coupe. Both had the choice of a five-speed manual gearbox or four-speed auto and drove through the front wheels.IN THE SHOPThe Lancer has a reputation for reliability. Mechanics who work on them say they give little trouble. But they say it is important to change the cam timing belt at 90,000km, as per Mitsubishi's recommendation.  Generally, the Lancer is a strong little car that stands up well in crash testing, making it a safe choice for young drivers.The current focus on petrol prices is apparently causing a shift in buying habits. If the latest new car sales figures are to be believed, there is a significant trend towards smaller, fuel-efficient cars like the Mitsubishi Lancer.  If there's a down side, it is that they're noisy, which can trick you into thinking something is wrong. Again, experienced mechanics say it's not unusual for owners to think they've done a wheel bearing when it's only road noise. It's simply that car companies tend not to spend much on sound proofing small cars and in most that means there's a lot of extra noise.CRUNCH TIMEThe Lancer was rated about average in the latest annual survey of real life crashes. Crash protection improved with the addition of a driver's airbag in the GLi and GLXi in 2001, with the sporty MR coupe getting dual airbags at the same time.OWNER'S VIEWLouise Ryan bought her Lancer GLi coupe new, back in 2004.  She liked its looks, thought the performance was good, and preferred the idea of buying a new car rather than the risk of purchasing a used car.In the 11,000 km she has now done in it, she's had no problems and is happy enough with it to consider buying another one. Louise's only complaint is that there is little room in the rear, so it's a bit of a squeeze when she needs to carry passengers.MITSUBISHI LANCER 1996-2004Sporty coupe favoured by young buyersFour cylinder fuel economyZippy performanceSuffers a high level of road noiseReliable engines and gearboxesRating14/20 Reliable small car with miserly fuel

The 70-Series is a seriously rough and tough vehicle that will cope with the roughest conditions in the country, but it's really out of its depth in town.  It is a big and cumbersome vehicle that needs to be driven with a large amount of common sense in traffic.  But if you want a reliable vehicle for the round-Australia dream drive that won't cost you an arm and a leg, then it's worth considering.MODEL WATCHThe 70-Series is one of the last uncivilised Landcruisers. That's not to put it down. It was simply designed to work hard.  Built on a ladder frame, the 70-Series came in a range of models in short and long wheelbases with ute, hardtop and troop carrier body styles.Back when four-wheel-drives were driven by men in hard hats, blue singlets and Blundstone boots, Toyota's Landcruiser was the king.  Underneath it had solid axles slung from leaf springs front and back. It was great for going bush, with plenty of ground clearance and good articulation, but it made for a hard ride.Toyota offered a choice of petrol and diesel engines. The 4.0-litre overhead valve six-cylinder petrol engine boasted 111kW and 284Nm, and the 4.0-litre overhead valve diesel six had 72kW and 229Nm.A five-speed manual gearbox was standard, with high ratio two-wheel-drive, plus low ratio four-wheel drive able to be selected via a transfer case. The front hubs had to be locked manually.The 70-Series Landcruiser didn't have many creature comforts. The seats were trimmed in a hard-wearing cloth, the plastics were simple and basic, and the floor was covered in vinyl mats.IN THE SHOPTHE first and most important thing to understand is that the Landcruiser is often used by serious offroaders.  Though it is perhaps the toughest vehicle around, it needs proper and regular maintenance to help it survive.  It won't survive if it isn't serviced, so it's important to see a service record. If there isn't one, get a check by an acknowledged specialist.Rust is a problem. The most common places to see rust are around the windscreen and the side windows, but you might also see it around the roof where it joins the body sides.It's also important to check underneath. Running for hours on dirt roads can be like sandblasting the underbody, stripping the paint and protection right back to the bare metal, which can then rust.Caring owners will have moved things such as diff breathers higher to minimise the chances of water entry in river crossings, but even then it's almost impossible to eliminate it.The 70-Series is generally a hardy vehicle and little goes wrong with its engines, gearboxes and diffs if they're regularly serviced.  Some petrol-engined Landcruisers have been converted to LPG, but be wary of them because they add load to the cooling system.A regular problem that Dragan Vasic of All Terrain 4x4 has seen is failure of the seal on the transfer case input shaft.  Replacing the seal can be an expensive exercise, but there's a less expensive fix which is often employed and doesn't involved stripping the transfer case.Vasic recommends repacking the front axle bearings every 40,000km minimum, earlier if you're regularly driving through water, and replacing the swivel hub seals and gaskets as well.Window regulators are a common failure, but the cause is usually found in the window channels which are often pinched, making it hard to crank the glass up and down.OWNER'S VIEWNICK Bywater bought his 1985 70-Series Troop Carrier three years ago to do just that.  As a scout leader, he uses it to transport the boys and their gear as well as go on the occasional serious four-wheel-drive adventure. He knew of the 70-Series' reputation for toughness and reliability in rough and rugged conditions.A check by All Terrain 4x4 identified a few minor problems that needed attention, but it was otherwise in quite good condition.  It has clocked 327,000km and shows no sign of tiring.CRUNCH TIMESAFETY wasn't a high priority for the designers. Their brief was to design a vehicle to stand up in the harshest conditions on earth. Safety simply was not critical.  Mass and a rigid chassis are the keys to the old Landcruiser's safety performance.THE BOTTOM LINEROUGH but reliable wagon. The 70-Series is generally a hardy vehicle and little goes wrong with its engines, gearboxes and diffs if they are regularly serviced.

The A-Class was a serious break from tradition for Mercedes-Benz, which specialised in medium to big rear-drive cars for most of its long history. This was a small car, and it was front-wheel drive. But it was a great one, albeit almost brought undone by a moose. A motoring magazine in Sweden had a standard test which was meant to simulate a situation in which you had to avoid a moose on the road.The A-Class tipped on its side when the magazine put it through its paces against the mythical moose and then proclaimed it unstable in such moves.  It was an unfortunate start for what was an innovative new look at motoring.MODEL WATCHAt launch Mercedes offered two models, the Classic entry level model and the better equipped Avantgarde. Initially power came from a 1.6-litre single overhead camshaft fuel-injected four cylinder engine which boasted 75kW at 5250rpm and 150Nm of torque.Buyers could choose from a five-speed auto or a quirky five-speed sequential-shift manual. The latter was an early example of a sequential shift manual that was a normal manual but allowed you to shift gears simply by moving the lever without the need to operate the clutch. At the time it was considered quite an advance, a manual gearbox that had the benefits of an auto.The problem was that it wasn't as smooth as an auto. It drove like a manual so there was a lull in performance.  The suspension was a blend of MacPherson Struts at the front and a five-link beam with coil springs at the rear which endowed it with a comfortable ride and balanced handling.Changes made following the magazine moose test made it more responsive to the power rack-and-pinion steering.  Brakes were a combination of disc front and drum rear, with ABS, electronic brake proportioning, and brake assist standard.  Add to that electronic stability control and there's quite an array of electronic wizardry helping to keep drivers out of trouble.A year after launch, Mercedes added the A190 Avantgarde which was an A160 Avantgarde fitted with a 1.9-litre version of the SOHC four cylinder engine. Power jumped to 92kW at 5500rpm and torque climbed to 180Nm.  That was followed in 2000 by the A140 which was identical to the A160 Classic, except for its 60kW 1.4-litre engine.An update in 2001 saw the styling freshened with new front-end looks and a revised specification list. The same update brought a longer version which added 170mm to the wheelbase and made the interior even roomier.IN THE SHOPGenerally the A-Class has been reliable, with little trouble reported by mechanics and owners. It's important to make sure of a service record, one by an acknowledged Mercedes specialist or dealer. If you find a service record from another outlet, check its competence on Benz cars. Like all Mercedes-Benz cars, the A-Class is usually looked after by caring owners so you're less likely to find any problems of neglect. Take careful note of any knocks or clunks you might hear on a road test and observe the transmission for smooth operation. Be particularly careful about the sequential manual gearbox – and only consider one if you're into quirky gadgets.CRUNCH TIMEThe A-Class is a nifty handler with plenty of on-board electronics to keep it upright and on the road. Couple that with an array of frontal and side airbags and you have quite an impressive safety picture.RATING14/20 Comfortable and well equipped small car makes sense for family transport around town.

Subaru's concept for the soft-roader was simple, brilliant even. Of the light-duty four-wheel-drives available, the Outback and Forester offer the best blend of city manners and bush brawn.Model watchThe Forester was launched here in 1997. It was based on the underpinnings of the Impreza passenger car, but didn't look much like its family-car cousin. Its four-door wagon body gave it a new look.The Forester was primarily powered by Subaru's familiar single overhead camshaft flat-four boxer engine, in this case a 2.0-litre unit developing 92kW and 184Nm.When pressed it would accelerate from rest to 100km/h in a little over 11 seconds and do a 400m dash in a respectable 17 seconds.For more zip Subaru released the GT in 1998 and that came with a turbocharged, double overhead camshaft four-cylinder engine, boasting 125kW and 240Nm.  Buyers could choose between a five-speed manual gearbox and a four-speed auto trans, both sending the drive to all four wheels.The Forester's system is a four-wheel-drive system, with drive going to all wheels, all the time, unlike other soft-roaders which have a part-time system, with drive primarily going through either the front or rear wheels.  And it works well on road or off.Subaru offered three main variants of the Forester — the GX Wagon, RX Limited Wagon, and GT Wagon.  The GX Wagon had steel wheels, colour-coded bumpers, roof rails, power steering, cruise, power windows, mirrors and central locking; the RX Limited Wagon had all of that plus dual front airbags, air-conditioning and self-levelling suspension.At the top of the Forester range sat the GT Wagon which had alloy wheels, velour trim, leather steering wheel and hand-brake knob, metallic paint, central locking, and, from 2000, a sunroof and heated front seats.In the shopThe Forester is not showing any serious weaknesses.  Generally, the Subaru mechanicals are solid and reliable and little goes wrong with them. The flat-four engine has stood the test of time and shows nothing that is likely to cause a headache later on.A word of caution on the GT with its turbo motor. While the Subaru turbo has few problems and survives some pretty tough punishment in the WRX, it's worth going to the trouble of having an independent check on the GT, just to be sure it hasn't been given a hard time by an enthusiastic driver.Check the engine oil and look inside the oil filler for sludge that might suggest a lack of servicing. Turbo engines, in particular, need more servicing, and more frequent oil changes than a normally aspirated engine.Although these cars tend to do little off-road work it's worth having a close look underneath for signs of bush-bashing. Look for damage to the underbody, brackets, exhaust, suspension and steering. Walk away if you suspect it has spent a lot of time off the black top.Crunch timeSubaru's all-wheel-drive system gives the Forester decent primary safety, allowing you greater ability to escape a potential crash situation so the Forester gets good marks for primary safety.  ABS wasn't available on the GX, but was standard on the RX and GT adding to their primary safety package.Likewise airbags were not available on the GX, but the RX and GT both had dual frontal airbags making them the preferred choice for secondary crash protection.Rating15/20 Good round-town manners with the ability to go places off-road make the Forester a sensible buy.Subaru Forester 97-02Look for Signs of damage from heavy off-road useGood resale valueCheck for evidence of regular servicingHandles dirt roads and bush tracks with easeReliable engine and transmission

Chrysler trod a different styling path with its retro turn in the late 1990s. It was a calculated gamble to revive its flagging brands by tapping into a nostalgia craze, particularly in America where cars like the Dodge Viper, Plymouth Prowler and Chrysler PT Cruiser were met with wild enthusiasm.Chrysler designers unashamedly looked to the 1930s for their inspiration for the PT Cruiser. They'd wowed show crowds with their modern interpretation of the American hot rod with the Plymouth Prowler, which for a time revived interest in the Plymouth brand, and the Cruiser was conceived to do the same thing for Chrysler which was also struggling to appeal to younger buyers.The designers' stated aim was to produce a car with the external dimensions of a small car and the interior space of a much larger vehicle. The key to the Cruiser's appeal is its clever interior which, in a matter of a few seconds, can be converted from a one-passenger cargo carrier to a full five-seater family wagon. It's all thanks to its seats, which can be moved, folded or even removed.In total, Chrysler claimed there were more than 25 possible seating configurations.  While Americans could buy a Cruiser with a 2.4-litre engine, export markets had to make do with a smaller 2.0-litre unit.The 2.0-litre engine was a double overhead camshaft fuel-injected unit with four valves per cylinder which put out 104kW at 5600rpm and 186Nm at 4400rpm. Buyers could choose from a five-speed manual or four-speed auto. Performance was adequate for a small car, although looks suggested it was a performer.Its ride was comfortable, it handled predictably and with precision, and four-wheel disc brakes with ABS ensured it stopped well. Chrysler offered the Cruiser in two models, the Classic and Limited. Included in the Classic were dual frontal airbags, air-conditioning, remote central locking, power windows, CD player, traction control and power driver's seat height adjustment.Add to that front side-airbags, chrome alloys, suede/leather trim, front fog lights and a leather-wrapped wheel and you had the Limited. Anyone who felt particularly nostalgic could add one of a number of graphics kits Chrysler offered. These ranged from stripes and scallops to flames.Early cars are approaching the first major service that will require a timing belt change, so be aware of the extra cost of that service. Generally the Cruiser seems to give little trouble, the engine and gearbox stand the test of time quite well.Take a look under the oil filler cap for signs of sludge that would indicate missed services, also remove the oil dip stick and check the state of the oil in the sump.The oil should be clear, not dark or with obvious contaminants. When driving, observe the automatic transmission for heavy shifts or flaring during shifts and make sure the manual shifts smoothly. Also on manuals make sure there's some free play at the top of the clutch pedal travel, and that the clutch fully releases. Inspect the interior for signs of damage from commercial use.The Cruiser has a well-proven chassis package with four-wheel discs, along with ABS and traction control for crash avoidance, and an array of airbags for protection in the crunch.All models feature front airbags for the driver and front seat passenger, and the Limited has front side airbags for added protection of driver and passenger.Worth a look if you need a versatile vehicle, but its flashy styling means you must be able to stand being in the spotlight.

Nissan's brilliant 200SX turbocharged coupe excells in performance, but looks bland.  Who says looks don't sell cars? Take Nissan's brilliant 200SX turbocharged coupe, for example. Few cars in 1996 could match its performance, but few people tuned in because of its bland looks.Model watchThe 200SX story begins with the launch of the all-new S14 model to the local market in 1994 when it took the performance segment by storm. But while this first model had the performance it was a fairly bland looker.Its lines were soft and rounded, they simply lacked the aggression expected of a car of its type. That changed in 1996 with the release of the first update when its lines were sharpened, it was given a new grille and headlamps and a much meaner stance.Under the sharp new skin lay the same 2.0-litre double-overhead camshaft, turbocharged, four-cylinder engine. With 147kW on tap at 6400 rpm and mountains of torque from way down in the rev range the 200SX was quite a performer with the power to reach 100km/h in about six seconds and cover the standing 400m sprint in 15 seconds.There was no turbo lag to speak of, one of the problems that plagued many early turbocharged cars, and the engine was silky smooth right through the rev range.  The S14 was backed up by either a five-speed manual gearbox or a four-speed auto, with the five-speed being replaced by a six-speed in the S15 of 2000. Drive went through the rear wheels which gave the 200SX its great appeal.While it handled with impressive poise and great road holding, it could be driven on the throttle and oversteer was always possible to induce for a really fun ride. If there was a criticism it was that the ride could be hard and harsh, particularly in the sportier versions like the S15 Spec R.In the S14, Nissan offered 200SX in Sports Limited, Sports and Luxury versions of the 200SX. In the Sports Limited model you got alloy wheels, airconditioning, cloth trim, central locking, driver's airbag, and an alarm.Add to that a rear spoiler, ABS, and leather-trimmed steering wheel and gear knob and you had the Sports model; further add a passenger's airbag, CD player and a sunroof and you were in a Luxury model.With the S15 model change the choices became the Spec S and Spec R. The S had plenty of fruit, including alloys, ABS, air, central locking, immobiliser, CD player, and dual airbags. The sportier R had rear spoiler, side skirts, sunroof, and six-disc CD player.GT versions of the S and R released in 2002 were dressed up with leather trim, chrome alloy wheels, drilled racing pedals, chrome door handles and performance rear wing.In the shopThe turbocharged engine stands up well, but turbo engines generally need more servicing because of the harsher operating environment so look for signs that servicing hasn't been done as often as it should.Lift the oil filler cap and inspect for sludge inside the cover, pull the dipstick and check the colour of the oil, which should be clear without any visible contaminants. The six-speed gearbox fitted to the S15 is noisy (has been from day one) but doesn't appear to translate into a mechanical problem.Check the clutch. There should be about 25mm free play at the top of the movement, and it should fully disengage at the bottom of the stroke. If gears are hard to select there could be a problem. Clutches take a pounding in cars like the 200SX. Check also for signs it has been used in motorsport. Look also for aftermarket modifications. Many owners fit larger turbochargers, larger intercoolers, and revised electronics among many modifications that can boost performance.NISSAN 200SX 1996-2003Well balanced with good road holdingHarsh ride on rough roadsStrong mechanical package gives little troubleAvoid cars used for motorsportNoisy six-speed gearboxBe wary of aftermarket updatesAggressive stylingRating15/20 Pound for pound, few cars can compete with the 200SX.  Exhilarating performance and road holding at an affordable price.

The 3-Series was the people's BMW, but even that became a stretch for most people as its price rose.  BMW's first move to make their cars accessible for more people was the 3-Series Compact introduced in 1995.MODEL WATCHThe 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.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 233mm shorter. 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 area, 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 75kW 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. 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 its launch, only the single hatchback was offered, with standard airconditioning, 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.IN THE SHOPThe pull of the BMW badge is enough for some people to stretch their budget to buy it without considering the costs of servicing a prestige car. The result can be compromised servicing, so check for a good service record, especially one done by a BMW dealer.Look specifically for things like regular oil changes, annual coolant changes and annual brake fluid changes. Brakes tend to need replacement at intervals of 50,000km 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 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.CRUNCH TIMEThe Compact had dual front air bags standard and was given front side airbags in 1998, which provided an impressive secondary crash protection system. 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.

When the production agreement between Holden and Toyota fell over, ending Holden's access to the Apollo-badged Camry, the company turned to Europe for a replacement mid-sized car.  The JR Vectra was relatively new, even in homeland Germany, when Holden went calling, so it was a current model when it arrived here.  It helped Holden develop a Euro image with an Aussie flavour, which has worked well with local buyers.MODEL WATCHHolden's front-wheel drive Vectra, designed and developed by Opel, was a hit in its home market and backed that up here with a solid performance against the Camry, Magna and Ford Mondeo.Easy on the eye, its aerodynamically shaped rear-view mirrors flowing from the bonnet were a stand-out feature of the exterior.  Inside, the sweeping dash had easy-to-read gauges and controls organised sensibly within easy reach of the driver.While airy and welcoming, the interior wasn't as roomy as the Apollo/Camry.  The four-door sedan and five-door hatch could be had in base GL or upmarket CD versions.Holden chose two engines from the vast range of Opel options.  The base engine was a 2.0-litre double overhead camshaft fuel-injected four-cylinder unit that produced 100kW at 5600 revs and 188Nm at 3200 revs. The other was a 2.5-litre double overhead camshaft fuel-injected V6 boasting 125kW at 5800 revs.The four-cylinder wasn't quick, but was smooth and refined, perhaps more important to the market for this type of car.  The standard five-speed manual gearbox restricted its straight-line zip to 9.7 seconds for the 0-100km/h sprint, but it was a decent highway performer.A four-speed auto was optional, which made the Vectra a little more comfortable around town.  Disc brakes were at each corner with anti-skid standard.The well equipped GL had cloth trim, driver's seat-height adjustment, height adjustable seat-belt anchorages, childproof door locks, 60/40 split-fold rear seat, AM/FM sound, adjustable steering column, full instrumentation, alarm, anti-skid brakes, traction control and a driver's airbag.When you stepped up to the CD you also got standard airconditioning, power windows, cruise control, trip computer, and alloy wheels.IN THE SHOPTHE Vectra is reliable and robust, but rough running and stalling are known problems. Usual causes are the crank sensor on the engine, which can be erratic in its timing output or the IAC, which fails, allowing the idle speed to drop too low. The engine then stalls.  The JR Vectra has reached the mileage when a major service is needed, including a new timing belt.CRUNCH TIMEWITH a well-balanced chassis, anti-skid brakes and traction control standard, airbag for the driver and height-adjustable seat belts, the Vectra safety package is commendable.OWNERS' VIEWSClint Ebessens' parents gave him the 1998 Vectra they had bought new.  He says it's quiet and comfortable and he loves electric features such as the radio, which increases in volume as speed increases.  Episodes of power loss were fixed with updated software and the idle speed control failed, which would cause the engine to stall.Craig McErvale bought a Vectra new and says it had good points, but they were heavily outweighed by bad ones.  After the first year the engine developed a ping and the only way to get rid of it was to use premium unleaded. Six months later the engine "dropped' a lifter and it made a horrible noise until the oil pressure built up.  The red paint oxidised within two years. Eventually Holden repainted the car.THE BOTTOM LINE11/20 SAFE and solid mid-sized car that handles well, but is plagued by some niggling quality problems.LOOK FORNEAT European styling that doesn't dateNICELY appointed, airy interiorWELL-BALANCED handlingCOMFORTABLE rideECONOMICAL, four-cylinder engineTALL gearing better suited to highway than townFADING paint

When Peter Brock started his special vehicles operation in 1980 he could not have envisaged its impact on the local car business 25 years later.  Brock admits he 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 that have followed and flourished.The first special was the VC HDT Commodore, released in 1980 to much fanfare. As the first of the genre it's now a classic appreciating in value.Model watchAs with the operations he emulated, Brock's brief was simple. He'd take a stock VC Commodore and modify it to enhance its performance and road-holding without compromising ADR compliance.He chose the top of the range VC Commodore SL/E which already came with plenty of fruit, the perfect base for Brock to build a European-style high-performance sports sedan that was comfortable, but handled well and looked sexy.It came already fitted with Holden's 308 cubic inch (5.05 litres) V8, but Brock and his team blueprinted it and fitted big valves which bettered standard V8 performance.  They also fitted a heavy-duty air-cleaner taken from a Chevy and added a fresh air intake to improve its breathing. It was fitted with the Holden factory dual exhaust system.With Brock's mods on board the Holden V8 put out 160kW at 4500 revs and 450Nm at 2800 revs which had it racing to 100km/h in 8.4 seconds and through the standing 400m sprint in 16.1 secs.  Brock offered the choice of Holden's four-speed manual gearbox or the three-speed auto, and a limited-slip diff was standard.Underneath Brock really worked his magic, fitting uprated and lowered springs and Bilstein gas shock absorbers for a lower stance and much-improved handling.  German Irmscher 15-inch alloy wheels and Uniroyal 60-series tyres completed the grip-and-go picture.A sporting car needs a sporty image and Brock gave it a major cosmetic makeover in the form of a fibreglass body kit with wheel arch flares, front bib spoiler and a rear wing.  Colours were white, back and red, and the package was finished off with some wild red, black and white race stripes down the side.Inside Brock enhanced the SL/E interior with a signed Momo steering wheel, a special gearshift knob, and a driver's foot rest.  Doesn't sound so special today, but in 1980 there was nothing like it.He built 500 VC HDT Commodores. He probably didn't feel it would last but his HDT specials were a sensation, continuing until 1987.  Today HSV builds special Holdens, FPV does Fords. It's unlikely either would exist if Brock hadn't needed funding for his race team.In the shopWhen considering a VC HDT Commodore it's important to remember that the foundations are strictly Holden so the main mechanical components are relatively easy to find to replace, and easy to repair or service.  Check that the special Brock components are there, the signed steering wheel, Irmscher alloys, high-flow air-cleaner.When Brock built those VCs, body kits were rough and ready. Unlike today's body kits, made of durable material to take a knock and fit well, the old kits were fibreglass, didn't stand up well when hit, and didn't fit well.  Check body kit components, such as the wheel arch flares, for cracking around attachment points and distortion between the mounting points.Crunch timeDon't expect airbags in a VC Commodore, they weren't fitted. ABS wasn't an option, but it did have four-wheel discs and rack-and-pinion steering, and the road-holding of the Brock-tuned suspension.VC HDT BROCK COMMODORE 1980Rumbling V8 exhaust notePresence of special Brock partsHigh fuel consumptionSolid performanceComfortable rideReassuring handlingPotential to increase in valueRating15/20 Good looking classic Australian sports sedan with Brock branding that has the potential to increase in value.