Articles by Graham Smith

WHEN you think of Porsche, you can't help but think of the rear-engined cars that have made the German sports carmaker legendary.  Rarely do the front-engined cars come to mind, yet they're very competent sports cars, and represent great bang for your buck as used cars.Powered by an Audi 2.0-litre motor, the 924 was Porsche's first front-engined model and was a lemon, at least in Porsche terms.  The later 944 and 928 probably suffered because of the 924's reputation and never quite got off the ground. Pity, because both were great cars.  The good thing is that they're both now relatively affordable, and make great classic sports cars.MODEL WATCHTHE 944 was launched in Europe in 1981 and arrived here the following year.  With hindsight, Porsche probably erred with the 944 in that it was an evolution of the 924.Porsche did address one of the perceived problems of the 924 by powering the 944 with a genuine Porsche-designed engine.  Essentially half of a 928 V8, the 944's 2.5-litre water-cooled four-cylinder engine produced a useful 120kW and had a very flat and useable torque curve.Porsche pumped the power up a whopping 35 per cent to 162kW in 1986 by adding a turbo.  The 944S followed in 1987 and sold along side the 944 and Turbo.Thanks to a new 16-valve head, power climbed to 140kW.  Compression was increased to 10.2:1 in 1988 which pushed the regular 944's power up to 121kW.The Turbo S was also introduced in 1988. Based on the 944 Turbo, the S had a modified turbo and computer that delivered more boost over the entire rev range.The changes that made the Turbo S so special were adapted to the entire 944 Turbo line-up in 1998 to distance it from the new S2, which featured a 3.0-litre, 16-valve, four-cylinder engine that cranked out 155kW.  The S2 featured the front panels from the Turbo, and was available as a coupe or convertible.IN THE SHOPA service history is important when buying a 944.  Like all Porsches, they are very resilient and can tolerate quite a beating if well serviced.Check the oil's colour to determine the frequency of changes. If you find sludge, walk away. It's also important the coolant is regularly changed.Camshaft belts need to be changed at 100,000km intervals. Clutches can be a problem so watch for drive line lash, which can mean a clutch replacement.The galvanised body means rust isn't a problem with the 944.  While some Porsches are used the way the designers intended, some are pampered so look for one of these.  They often have low mileage, which adds to their attraction.OWNER'S VIEWGreg Turner reckons the 944 is perfect for anyone wanting a classic, inexpensive sports car that handles and stops brilliantly and can go hard when the adrenaline is high. He says it is extremely rewarding and easy to drive.THE BOTTOM LINE16/20Great sports car at an affordable price that can be used daily or just for weekend getaways. Parts and servicing can be expensive, but shop around and you'll find specialists able to take care of your car at more affordable prices.LOOK FORTRADITIONAL owners don't rate them real PorschesGREAT handling with perfect weight balanceS2 MUCH improved over earlier modelGOOD performanceDURABLE mechanical package if well servicedPARTS and servicing can be expensive

There are four-wheel drives and there are four-wheel drives.  There are those that spend their time doing the rounds in town, while looking like they could go bush if need be, and there are those that are designed to do their time deep in the mulga, but get bogged down in the 'burbs.Two vehicles fit into the latter category – Toyota's Land Cruiser and Nissan's Patrol.Both are serious four-wheel drive wagons, capable of plunging deep in the bush or towing a heavy load. They're heavy duty workhorses, at their best on the job.Model watchIn 1997, the GU Patrol replaced the popular GQ, a rough and tough four-wheel drive wagon that had a big following.  The Patrol follows common practice in this class of off-roader with a wagon body perched atop a separate chassis which is considered the best way of tackling the toughest of conditions a vehicle might encounter.A separate chassis has the effect of raising the cabin quite high off the ground and it also cuts down on the interior space.  Nissan offered a choice of one petrol and three diesel engines. The petrol engine was a 4.5-litre single overhead camshaft fuel-injected six-cylinder unit with a chain driven camshaft and put out 145kW.Performance with the petrol engine was good and the fuel consumption was acceptable. The diesel choices were a 2.8-litre single overhead camshaft turbo diesel six-cylinder engine producing 95kW, a 4.2-litre overhead valve delivering 91kW, and a 4.2-litre overhead valve turbo diesel pumping out 114kW.The 2.8-litre turbo diesel was replaced by a 116kW 3.0-litre in 2000 in the GU II update, and with it came plenty of trouble (see In The Shop).  Performance of the diesels wasn't as punchy, but the low-down grunt they delivered was welcome, along with the fuel consumption savings.Drive was through all wheels, with a choice of two-wheel drive for the highway and dual-range four-wheel drive for off-road use. Front hubs were manual locking on the entry level DX model, but the others had auto hubs.  Buyers could choose between three models -- the DX five-seater, the popular seven-seater ST and the top of the range Ti.In the shopWhile the Patrol is generally a rough and rugged vehicle with few faults, there is a cloud hanging over the 3.0-litre turbo diesel. The problem generally manifests itself in the form of melted pistons, but the most likely explanation is that it's caused by a piston oiling/cooling problem.Not all engines are affected. Those most likely to succumb to the problem are those doing a lot of highway cruising.  Nissan has increased the oil fill and played with alignment of the nozzles that spray oil on the pistons for cooling and lubrication purposes, but there seems to be no consistent fix for the problem.Its important to keep an eye on the oil level in all engines but particularly so in the 3.0-litre turbo diesel.  Apart from the 3.0-litre turbo diesel engine's woes, the Patrol is generally a tough and rugged vehicle that gives good service over the long term.That said, the manual gearbox can have problems with the fifth gear spline and hub.  It's important to check for a service record, particularly if the vehicle has spent time off-road. It's also important to check under the vehicle for damage sustained off-road, like bashed suspension and chassis components, brackets, exhaust etc.On the exterior, look for scratches and scrapes from trackside bushes during road excursions.  Consider carefully before buying a Patrol that has clearly been off-road as there are plenty that haven't spent much time off the black top and they are a better choice.Rating14/20 Comfortable and well equipped small car makes sense for family transport around town.

If it ain't broke, don't fix it is a maxim Holden followed when it kept facelifting the runaway success Commodore for eight years.  The present VZ is the third major facelift of the VT. There were three minor updates as well.The VY launched in 2002 was the second major update of the VT and brought refinements to the body, powertrain and chassis that gave improved performance, ride, handling and safety.Model watchHolden served up the familiar model range with the VY.  The Executive was aimed at the fleet buyer, the Acclaim more at the private purchaser. The Berlina and Calais appealed to user-choosers who wanted more.There were the sporty models in the S and SS. A new sports sedan in the SV8 offered many of the SS features at less cost.  The proven 3.8-litre overhead valve Ecotec V6 engine carried over unchanged, while the power of the 5.7-litre overhead valve Gen III V8 jumped to 235kW.In the shopGenerally the Commodore is quite reliable. But debate continues over oil consumption and piston rattle in the Gen III V8.  New teflon-coated pistons and higher-tension rings appear to have fixed most problem engines.  The problem engines were rebuilt so it's unlikely you'll find one now, but check the history of any V8 with the owner.The auto transmissions are reliable, but need regular servicing, so check service records. Check the trans oil in any car with a tow bar, and look for signs it has been used for heavy towing.  Be warned, tyre wear is high. If you get 40,000km from a set of tyres you're doing well.Crunch timeFurther stiffening of the body shell aided primary crash protection with reduced risk of lower limb injury, while dual airbags were standard on all models, along with load-limiting seat belt retractors.Owner's views ROD KIDD says he is happy with his 2003 VY S pack Commodore which has done 38,000km without problems.  Rod chooses Aussie-built six-cylinder cars because of their perceived value for money.Margaret and John Rowe have had four Commodores, and their VY has done 41,000km of mostly country running.  They like the drivability, but don't like the LCD dash display, the boot hinges which eat into the boot space and lack of a boot key.  They say fuel consumption of 9 litres/100km in town is good.The bottom line16/20 EX-LEASE cars flooding on to the market now make the VY Commodore a good buy.Look forSHARP aggressive stylingRELIABLE and fuel-efficient V6POSSIBLE oil consumption of V8IMPROVED steering precisionCOMFORTABLE seats

Mazda might not be one of the car-makers that come to mind when you think of luxury cars but the 929, released in 1991, challenged that perception.MODEL WATCHThe rear-wheel drive 929 is a luxury liner in every sense. It is elegantly styled, well appointed, and capable of lining up alongside cars automatically accorded luxury status.  The smooth curves, however, have an impact on interior space, which is considered borderline in a car of the 929's class.The angle of the wide glass cuts into head and shoulder room, while front seat passengers complain of a lack of leg room.  Others complain that the boot is too small and the solid bulkhead behind the rear seats, while contributing to the structural soundness of the body, means there is no way of having a ski port to carry longer items.Power comes from a smooth fuel-injected 3.0-litre V6 with double overhead camshafts and four valves per cylinder. Peak power is 140kW at 6000rpm while maximum torque is 270Nm at 3500rpm.With the right pedal hard on the floor, the 1627kg 929 responds by proceeding from rest to 100km/h in the respectable time of 9.9seconds, while covering the standard 400m sprint in 17.1 seconds on its way to a top speed of 212km/h. Not sports car times, but quite acceptable for a luxury car.  The standard four-speed auto is smooth and well matched to the engine, while drive is through the rear wheels.When pushed, the big Mazda turns into corners quite confidently and holds its line as you apply the power on the way out. Once settled, it adopts a slight bias towards understeer, which increases the harder you push and the body rolls.It's all safe and sound, unless you lift off, when you will find yourself with armfuls of oversteer to sort out. Powerful disc brakes at both ends slow the 929 with ease, with the aid of standard ABS for added safety.  The 929 absorbs rough and rutted roads with commendable ease.Power adjustment is provided to achieve the best possible driving position, aided by the ability to adjust the height of the steering wheel. It also boasts an impressive array of standard features including airconditioning, cruise control, CD sound, power windows, power mirrors and central locking.IN THE SHOPThe 929 is holding up well in service, but like all cars getting on in age, it needs to be approached with caution. It's likely most have had two or three owners.It is a relatively complex car that needs to be regularly and correctly serviced, so it's important to ask sellers for a record of service. The lack of run strips down the body sides leaves the 929 vulnerable to small dings in car parks so check the sides for chips, scratches and small dents.With cars nearing 200,000km you could be up for a major service, so keep that in mind on older cars. The last of the model, with 120,000km or so on the odometer, should have had a major service and would make a better choice. Remove the dipstick and oil filler cap and check the state of the oil while looking for a build-up of sludge. Same for the auto fluid, which should be clear and red. If it's not, the transmission may need servicing.CRUNCH TIMEWith no airbags, the 929 relies on its safe handling, with ABS on its disc brakes, for crash avoidance, and its mass and strong body structure for crash protection.OWNER'S VIEWTwenty-year-old Darren Pollard always wanted a 929 and bought a 1992 929 in December. He loves its Jaguarish looks, its long list of features and four-wheel steering, but he is not so rapt in the small boot, the way rain drips on to occupants when windows are open and the cost of parts.MAZDA 929 1991-1996Mazda badge lacks prestige of three-pointed starValue for moneySuperbly supple ride comfortSafe and secure handlingUnderstated but elegant stylingWell appointed interiorSmooth unfussed performance of V6 engineRating14/20 Well built, well equipped, refined luxury car but lacking badge refinement of other marques. Look for later cars with lower mileage.

The fourth-generation Accord released in 1989 was a competent, well-built car but it was just a step along the path to the Accord of today.MODEL WATCHOverseas the new Accord was available in a number of versions, but here Honda chose to limit the choice to an EXi sedan and Aerodeck wagon, and an EXi sedan with four-wheel steering which was a fad at the time.The styling was greeted with a yawn by most people. There was nothing that offended in the Accord's soft, clean lines, but by most standards both the sedan and wagon were dull.Our Accords had a 2.2-litre single overhead camshaft four-cylinder engine boasting four valves per cylinder and fuel injection. Peak power was put at 103kW which was realised at 5200revs and 192Nm.IN THE SHOPHonda specialist Adam Kovarik says while the Accord is a well-built and reliable vehicle, having it serviced according to Honda's recommendations is crucial to longevity.Check for a verifiable service record that shows the car has had regular oil changes. Kovarik says oil should be changed every 20,000km, regular transmission services if it's an auto and the cam timing belt changed at the recommended intervals. That's 80,000km up to 1990 and 100,000km thereafter.Ignoring the cam belt risks severe internal damage to the engine. If the belt breaks, the pistons will come into contact with the valves. Kovarik says it is crucial that Honda recommended oil be used in the auto transmission.  Listen for a clicking noise that might indicate a worn CV joint when test driving. The noise is usually louder when turning.CRUNCH TIMEThe fourth generation predated the introduction of airbags in the Accord, so relies on its body structure and seat belts for crash protection. Four-wheel disc brakes and ABS on four-wheel-steer model provided advanced level of primary protection.OWNERS' VIEWGlenn Hadgkiss, 25, has owned his 1991 EXi for two years, having bought it with 87,000km on the odometer. He finds the interior cramped for four adults. To improve the handling he has fitted lowered springs and 16-inch alloys, and fitted a larger exhaust from the convertor back. His only problems have been with the speedo and distributor.Chris Chamberlain bought his 1992 EXi manual in 1996, when it had done 52,000km. It has now clocked up 125,000km and is still in superb condition. He rates the fuel consumption outstanding – 7.5L/100km on a trip and 9.5L/100km around town. His only problems had been with the distributor.John Vanderwerf bought his 1991 Accord four-wheel steer in 1994 with more than 100,000km on the odometer. It has now done more than 350,000km. It needed a new brake master cylinder, radiator and drive shaft boots. Vanderwerf finds the car reliable and great to drive, but parts can be expensive.Tony Brienl has done 140,000km in the Accord he bought in 1994. It has been serviced by a Honda dealer from new and apart from routine replacement of tyres, battery, etc, the only work needed has been to replace an engine mount in 2001 and a CV-joint in 2004.  He would recommend a second-hand Accord of this vintage, provided there is documentary evidence of regular service.RATING13/20 A good choice for the novice driver who values reliability and low operating costs.

THE Nissan Z legend began in 1971 with the stunning 240Z and was carried on by a series of great models. One of the best was the 300ZX, sold here from 1989-1996.  It was a well-built, high-performance sports coupe that has aged wonderfully well, so much so it is a popular used sports car today.MODEL WATCHTHE Japanese car industry underwent a sea change in the late 1980s. For years Japanese carmakers had built affordable and reliable cars for the masses, but in the late 1980s they became obsessed with technology and took on the world.Among the many great cars in that era was the 300ZX sports coupe, more a high-performance grand tourer than a light, nimble sportster as the original Z car was, but it was nevertheless a very competent sports car.  Even today its sleek shape and smooth lines are sexy.The car sold here was a long wheelbase 2-plus-2 model with a normally aspirated 3.0-litre V6 engine. It had a perfect 50:50 weight distribution and, with two rear seats, could accommodate two kids or adults at a pinch.  The fuel-injected engine was silky smooth. With four overhead camshafts and variable valve timing, it was quite advanced.Power was put at 166kW and torque at 270Nm, which was dulled slightly by the 1490kg it had to propel. Still it could reach 100km/h in seven seconds, the standing 400m could be dispatched in a little over 15 seconds, and it would reach a heady 235 km/h when asked.The manual was a smooth-shifting five-speed; the auto an electronically controlled four-speeder. Brakes were powerful discs all round, there was ABS, and a viscous coupling in the rear axle for added safety.There were few changes during the eight years the 300ZX was sold here. Airconditioning became auto climate control in 1992, when velour trim also was added. A driver's airbag was added in 1994, as was CD sound and a rear spoiler.IN THE SHOPTHE 300ZX was well designed and built, and has stood up to the rigours of life on the road.  Look for repainted bumpers, which may not be a good colour match. If not painted properly, the paint can blister and peel.  The trim was of a high quality but any car that has been well used, or left in the sun, will be showing signs of ageing.The V6 engine is sturdy and gives little trouble, but they are likely to have been driven hard over the years. Major services at 100,000km intervals require cam belt changes, platinum-tipped plugs and other important items and are expensive.  Gearboxes are rugged and give little trouble. Wear in driveline joints and centre bearings is common.For more information on the 300ZX, check with the Australian 300ZX Owners Association or go to www.aus300zx.comCRUNCH TIMEA DRIVER'S airbag was added in 1994, which makes cars produced after that the safest. Add a responsive, well-balanced chassis, four-wheel discs and ABS and you have a solid primary safety package.OWNERS' VIEWSANGELA Sykes has owned her 1990 300ZX import for a year and loves it. It has a lot of room, and on sunny days the roof can be taken off and put in the very roomy boot.  On the down side it is heavy and thirsty, and the 100,000km service was expensive.Tim Garland has owned an Aus-spec 1990 Nissan 300ZX manual since March last year and is thoroughly delighted with it.  It has done 212,000km, and for a car with such mileage it runs beautifully, Tim says.  There have been a couple of minor issues with it since he's had it, but Tim's main complaint is the cost of parts, having just done the 200,000km major service.THE BOTTOM LINE16/20 GREAT-looking high-performance sports car if you can afford the cost of parts and service.LOOK FORSLEEK timeless stylingENGINE and gearboxes give little troubleLOVELY balanced handlingSILKY-SMOOTH enginePARTS expensive

Before Toyota released the space-age Tarago in 1990, people movers were fairly crude devices based on commercial vans. For the first time there was a purpose-built van for families with the attributes of a regular family sedan.Model watchThe smooth bubble-shaped Tarago had widely spaced wheels, one at each corner, and passengers sat low down and inside the track so they had a much lower centre of gravity. All that meant greater safety and stability, better dynamics, and much more comfort.To help get the centre of gravity down Toyota laid the fuel-injected 2.4-litre double overhead camshaft four cylinder engine flat under the floor. Access for checking the engine's vitals was through the bonnet.Peak power was 102kW at 5000 revs, torque is tops at 208Nm. Toyota offered a choice of five-speed manual gearbox or electronically-controlled four-speed auto transmission, with a column shift and drive was through the rear wheels. There was also the choice of a four-wheel drive model.Inside there was comfortable seating for eight. Access to the rear seats was through a kerbside sliding door, or the rear lift-up hatch. At launch there was a choice of base GLi, four-wheel drive RV or luxury GLX models. GLi came with power steering, AM/FM cassette, tachometer, and central locking.The GLX also had four-wheel discs, alloy wheels, a roof spoiler, front driving lamps, power windows and velour trim. An upgrade in 1994 added cruise control, remote central locking and ABS to GLX standard features.In the shopThe Tarago's body generally remains tight and taut in the long term, but look for bumps and scrapes that suggest neglect. Rear hatch struts can lose their lift after a while.To keep maintenance to a minimum the 2.4 litre engine has a timing chain instead of a belt that would need changing on a regular basis. It does, however, have long-life spark plugs which cost plenty when you do need to have them changed. Unfortunately it is such an awkward time consuming job that many mechanics simply don't do it.Check the engine's vital fluids to make sure they're fresh and clean, a sign they've been regularly checked and changed as necessary.Crunch timeThe Tarago led the way with a reasonable crumple zone ahead of the cabin. The GLX got a standard driver's side airbag in 1993.Owner's viewAnne Dwyer and her family bought a 1992 Tarago eight years ago. It had done 90,000km when bought and now has done 260,0000km with no sign of trouble. Anne says she it has made moving her family of five much easier.John Eliezer brought a 1990 Tarago GLX for his wife, and rates it as one of his best ever buys. It is used mostly as a driver-only vehicle but is fantastic when the family moves about together and is very popular for school car pool runs. It has had two starter motors and three sets of rear door struts.Craig Power has owned a few Taragos. His 1991 car did 100,000km on LPG without hassle.Rating15/20 Safe, solid and reliable for the large or extended family with plenty of room left for whatever they need to take with them.

THE Paseo tends to get left behind whenever there's a choice of cars to drive home, but it shouldn't be dismissed as unworthy of a second look.  Tucked below the Celica in the Toyota model range, it Cwas easy to miss, or dismiss, the Paseo.  Little was wrong with it. It was a well-engineered and built small coupe that simply lacked character.It first arrived in 1991 as an affordable, stylish small coupe, but in time its price crept up until it became too expensive for what it was.  By 1995, before Toyota unveiled the new model, its price was too close to that of its bigger brother, the Celica, for comfort and sales had slumped.  The 1995 model was Toyota's attempt to redress the situation. The model range was simplified and the price lowered about $4000.MODEL WATCHAt first sight the Toyota Paseo introduced late in 1995 seems a mild makeover of the previous model, but it was much more. The change was enough to get it considered a new model in its own right.To be kind, the Paseo might have looked like a sports car, but it didn't have enough of the key things that make a sports car stand out. It couldn't be considered anything other than a stylish small coupe.Only one specification was available in the simplified model range Toyota released, and that generally fell midway between the base and upmarket versions of the previous model in terms of equipment.At a glance you could be forgiven for thinking Toyota had pulled a swift one with the new Paseo, it looked so like its predecessor.  But a longer look would reveal a new car with an aggressive new profile and all-new sheet metal.There was no longer a grille. The front bumper was revised and included the air intake. The roofline was sleeker, forming more of a fastback than the previous model, which had a more defined coupe roofline.Larger rear quarter-windows made the interior much lighter, but unfortunately couldn't do much to increase interior room. The Paseo was cramped. Average-size adults found it very uncomfortable in the rear.But the rest of the interior was quite acceptable. The front seats were new and trimmed in a light grey material, which helped make the interior lighter.Standard features were quite generous, including sports instruments, a four-speaker sound system, power mirrors and windows, central locking, cup holders and a tilt-adjustable steering column.Outside were body-coloured bumpers, a neat rear spoiler, rear window wiper and full dress hubcaps over steel wheels.  Power was from a 1.5-litre, double overhead camshaft, fuel-injected, four-cylinder engine that put out 69kW at 5400 revs and 136Nm at 4400 revs.The numbers tell the story. The Paseo is no fireball.  Power delivery was smooth and steady, making the car a nice driver rather than a zippy road-rager.Transmission choices were a five-speed manual or a four-speed auto.  On the road the Paseo was competent rather than breathtaking, its handling well balanced and ride comfortable.Brakes were a combination of disc at the front and drum at the rear, with ABS available as part of the optional Safety Pack, which also included a driver's airbag.IN THE SHOPTHE Paseo is generally a reliable little car and little goes wrong with it on a regular basis.  Look for a well-cared for car, with low mileage if possible, and definitely with a service record.  Check for crash repairs, dropped doors, varying panel gaps, and paint mismatches.CRUNCH TIMEA driver's airbag was part of an optional Safety Pack, which also included ABS brakes.  A passenger's airbag became available as an option from September 1996, and seatbelt pre-tensioners were standard from March 1998.OWNER'S VIEWSYBIL Coppock's small stature dictated that her car should give her confidence and, most importantly, good vision in all driving conditions.  After test-driving several vehicles, Sybil settled on a new 1996 Paseo, which has now done 86,000km. It has met all her expectations for reliability, economy and performance. Her only complaint is the design fault on the boot-lock emblem, which swivels to allow the key to be inserted. It has failed twice.  And she says the lack of room in the rear makes it cramped for a person of average size.LOOK FORSLEEK fastback stylingCRAMPED interior, particularly in the rearRENOWNED Toyota reliability and build qualityMODEST performanceSAFE handlingTHE BOTTOM LINEWELL-BUILT, attractive small coupe perfect for the beginner driver.

Hyundai was the first to arrive here and was still finding its feet in a sceptical market in the years until the Excel X3 in 1994.  The S Coupe helped establish the brand with its cute shape and impressive array of standard features at an affordable price.  It represented an important step away from the Korean image of cheap basic transport and introduced much-needed emotion.MODEL WATCHWHEN launched there was only a single model with standard power steering, power windows, alloy wheels, a sporty tachometer, colour-coded bumpers and an AM/FM radio cassette player.Power was delivered by a Mitsubishi-derived 1.5-litre fuel-injected single-overhead camshaft four-cylinder engine that put out 62kW of power at 5500 revs and 120Nm of torque.Though modest, the coupe's performance was surprisingly spirited. It also used surprisingly little fuel.  There was a choice of a five-speed manual gearbox or a four-speed automatic transmission, with final drive going through the front wheels.The single model line-up became two in July 1991. The base model was stripped of its power windows and alloy wheels. The LS retained them and got power windows and tinted glass.A further realignment followed several months later when the base model was rebadged the LS and the LS became the GLS.  Both had steel wheels and wheel caps as standard (alloy wheels were then an option on both models), and each had a rear spoiler.A facelift in 1992 brought a new narrow-slot grille, slimline headlights, a small output increase to 68kW and 132Nm, and a hot turbocharged engine with 84kW and 168Nm.The LS then had power steering, rear spoiler, tachometer, split-fold rear seat, cloth trim and carpet. The GLS also had power windows, colour-coded bumpers, alloy wheels and four speakers.  If you stepped up to the Turbo you also got central locking, fog lamps, sports seats, sports suspension, and a leather-wrapped steering wheel.IN THE SHOPHyundai build quality was questionable and certainly variable when the S Coupe was launched, so listen for squeaks and rattles.  Also listen for knocks and clunks in the suspension and driveline. The S Coupe's driveshafts are a known problem.  The gearbox can be noisy in the intermediate gears, and weak synchros can make second gear difficult to select.The engine is a Mitsubishi unit similar to that used in the Lancer and Colt. It is relatively trouble free, though it has been known to crack cylinder blocks. Check around the engine for water stains that might indicate a leak.The S Coupe was nicely equipped given its low price and included full electrics as standard on some models. Korean electrics were troublesome back then, which can mean trouble today.  Early Korean paint quality was not great and many cars are suffering from paint fade, particularly some of the brightly coloured models.CRUNCH TIMETHE S Coupe got an average rating in a recent used-car survey, which means its crash performance, both in protecting its occupants and its likely impact on other drivers, was quite good.  No airbags were fitted.OWNERS' VIEWSCampbell Laidlaw bought his S Coupe in 2001 with 113,000km on the speedo.  It now reads 215,000, and he says it's fun to drive, handles quite well and servicing has been limited to book services.Tina Lazaridis drives a 1996 S Coupe and loves the styling, the performance and roominess. It's a great car and very affordable.  M. Hargreaves bought a 1990 S Coupe when it was seven years old with 147,000km on the clock.  She drove it for five years, pushing the reading up to 250,000 before selling it when it became too small for her growing family. It was still going strong.THE BOTTOM LINE10/20 Stylish and affordable first car for a beginner, but rising kilometres mean increased risk of trouble.LOOK FORSPORTY styling still appealsSPIRITED performance with good economyHOLDS value quite wellAFFORDABLE first carMITSUBISHI mechanicals quite reliableAVERAGE build qualityTROUBLESOME electrics

In the 1980s car makers reckoned badge engineering was the key to success, and in some cases survival.  Model sharing was rife, with Toyotas badged as Holdens, Hondas as Rovers, and Mazdas as Fords.Ford and Mazda formed an alliance, with Ford acquiring a financial stake in the Japanese company, and many of Mazda's models were badge engineered and appeared in Ford showrooms.  Among them was the Telstar, Ford's remake of the Mazda 626, which was on sale at the same time in Mazda showrooms.MODEL WATCHMazda introduced the new front-wheel-drive 626 in 1983 to some high praise, winning many friends and a number of awards.  While the Mazda was imported, Ford built a slightly different version locally, and it too won its share of friends among car buyers.It was a good-looking car, nicely equipped, and came in four-door sedan and five-door hatch versions in both ranges, with the Mazda also offered as a coupe.  Power was from a single overhead camshaft four-cylinder, which had a carburettor and put out 70kW and 158Nm. Buyers could choose between a five-speed manual gearbox or three-speed auto.The base 626 had manual steering and there were a few complaints about the steering effort needed, particularly when parking. Other models, however, had power steering as well as aircon, cruise, power windows and mirrors, and central locking.It was much the same story over at Ford dealers, where you had to put up with manual steering on the base-model GL, when the Ghia not only got power steering, but also power mirrors and windows and radio/cassette sound.A 1985 update brought better ride and handling, improved brakes, and a new dash, with power steering an option on the base models. Another update in 1986 brought with it engines able to run on unleaded fuel.IN THE SHOPAs with any car of the age of the Telstar/Mazda 626, it's important to approach them with your eyes wide open.  If they've been in regular use since the mid-1980s they will have accumulated well in excess of 200,000km, some will have done more than 300,000km, and that generally means trouble is never far away.The best policy is to search for a well kept car with low mileage.  Look for oil leaks around the engine, particularly from the rocker cover, and perished radiator hoses, which can lead to problems if they fail on the job.Make sure all accessories work, as power windows and the like can be expensive to fix.  Checking for evidence of a crash is even more important with older cars, as the likelihood they have been in a crash is high.Have someone drive the car down the road, back and forth and watch to see if it tracks straight and true.  Inspect all panels for imperfections, colour mismatches and varying gaps. Open and close all doors, hatches and bonnet and observe for smooth operation.  Finally look for rust, particularly around the rear and side windows.CRUNCH TIMEWell before the advent of airbags, occupants in the Telstar/626 had to rely on much more rudimentary protection systems in a crash.  Of primary importance are the seat belts, and these should be checked for function and any sign that the belt webbing has deteriorated. It's a good idea to replace the belts to be sure you've got the best protection possible in a crash.FORD TELSTAR/MAZDA 626 1983-1987* Verifiable service record* Evidence of crash repairs* Rust around rear and side windows* Economical to run* Reassuring ride and handling* Comfortable ride* Low odo reading* Overall quite reliableRating12/20 Cheap reliable transport for young drivers if you can find a low mileage example.