Articles by Graham Smith

The importance of the BA Falcon can't be overstated.  Had it failed to excite the car-buying public it could well have been the model that spelt the end for Ford as a force in this country. Thankfully the BA has been a success. It has rebuilt the image of the Falcon in the minds of car buyers after it had been badly wounded by the disastrous AU.Model watchThe most damning criticism of the AU was aimed at its styling with its downtrodden curves that gave us a sad and sullen look. Fixing that meant major surgery to body panels, which was no cheap exercise.By the time the BA's stylists had finished there was little of the AU left. The doors were about the only panels recognisable from the old model, even the roof line had been modified. The downcast visage was gone, replaced by bright uplifting looks that gave off a positive vibe instead of the depression felt when sighting an AU.There was also an upgraded six-cylinder engine, a new independent rear suspension, sports shift mode for the auto trans, and some cute new features like the control command centre inside and adjustable foot pedals.The base engine was the familiar Ford 4.0-litre inline six, but it was heavily revamped. It now boasted double overhead camshafts, four valves per cylinder, and variable cam timing, which delivered good performance right through the rev range, with good torque at low revs and a powerful punch at high revs. At its peak the so-called Barra 182 engine produced 182kW at 5000 revs and 380Nm at 3250 revs, with good torque over a wide speed range.Underneath a new Control Blade IRS replaced the old double wishbone system, delivering the handling benefits of an independent system with improved ride comfort and isolation from road noise.  Brakes were improved discs all round with ABS standard, steering was power assisted.Inside, the awkward old dash was replaced with a much more modern design with a hooded instrument cluster and a centre dash console containing the supplementary controls for air-con and sound. Standard features included airconditioning, CD sound, power front windows, power mirrors, power drivers seat and trip computer.In the shopFew problems reported to date. The six-cylinder engine is the most powerful in its class and appears to be largely trouble-free although the extra power seems to have come at the cost of fuel consumption.Make the usual checks for crash repairs, like poor panel fit, variable gaps between adjoining panels, and colour variation.  Check also for a service record.Crunch timeThe BA was too new to feature in the recent used car safety survey, but it's fair to say that it's as least as good as the AU which fared well. Body structure is improved, and with dual front airbags, provides crash protection.Owner's viewsHamilton Saunders has done just 32,000km in his BA, which he says is a good car, comfortable, reliable and excellent for towing, but is heavier on fuel than the previous model. Problems he's encountered are a noise from the steering box, an occasional sulphur-like smell in very hot weather, neither of which the dealer has been able to fix, and the discs have required machining at every service.Ray Tonisson has completed just over 13,000km in his BA and says, apart from being thirsty, it's the best Ford he has owned. It has power and drives very well especially with the Sports suspension. Ford has lifted its bang for the buck on the XT with a good package of standard features.BA FORD FALCON XT 2002-2004* Happier, more sporty styling than the AU* Sports shift auto transmission for a fun driving experience* Class-leading power* Excessive fuel consumptionRating15/20 Much improved model you won't be afraid to admit owning

There's always a risk when revisiting the past that you won't be able to recreate what you once adored.  That was the way it was when Jaguar launched the S-Type in 1999 with much ado about the great Mark II that helped forge Jaguar's great sporting tradition in the 1960s.The S-Type had a much tougher task to shine against great cars from Europe and Japan. It wasn't possible for the S-Type to stand out like its legendary predecessor, and yet by recalling the Mark II, Jaguar created an expectation that it would.MODEL WATCHThe S-Type was a classic Jaguar from tip to toe with an athletic profile that flowed smoothly from its retro grille to its truncated rump. The headlamps and adjacent driving lamps screamed "Mark II", the only thing missing being the famous leaper bonnet mascot. If there was a criticism it was that the large panels and the relatively small glass area combined to make it look heavy when compared with the likes of its BMW and Benz rivals. Inside it felt a little claustrophobic and sombre. The dash, with an appropriate finish of woodgrain, was tall and bluff, which made the Jaguar's cockpit feel confined.Leather was used on the seats, which were supportive and comfortable, and there were all the appropriate features like air-conditioning, CD sound and cruise, along with a full array of instruments.It looked the part, but the real test for the S-Type was in the driving experience. Power was provided by a choice of V6 or V8 plants. The V6 was a double overhead camshaft 3.0-litre unit pumping out 179kW at 6800 revs and 300Nm at 4100 revs.The V8 was a smooth and zesty four-litre double overhead cam unit with 209kW at 6100 revs and 380Nm at 4100 revs.  Jaguar offered a choice of transmissions. There was a five-speed auto available with both the V6 and V8 and a five-speed manual gearbox, but that was only offered on the Sport models. As with all great sporting cars, the drive was directed to the rear wheels.Suspension was independent front and rear, and the handling was nicely balanced when pressed on a challenging road. It's times like that you also appreciate the presence of four-wheel disc brakes should your exuberance outstrip your ability.Of course the addition of ABS added to the S-Type's dynamic safety.  The S-Type was packed with plenty of features including alarm, immobiliser, adjustable steering column, power windows and mirrors and a trip computer.IN THE SHOPEarly cars had troubles with the power steering hoses blowing. V8s were more prone to the problem than the V6.  Jaguars tend to be bought by enthusiasts who are prepared to look after them and have them serviced according to factory recommendations. Check carefully for signs of crash damage, such as ill-fitting panels, variable door gaps or mismatching paint.OWNER'S VIEWAnne Tootell owns a 1999 3.0-litre V6 and loves the ease of driving, the dual climate control airconditioning and exceptional economy when touring on the open road (less than 10L/100 km). Her only criticism is that the British Racing Green paintwork demands constant attention.Jaguar S-Type 99-02* Ford fittings are a let down* Confined interior a little claustrophobic* Powerful V6 and smooth V8 engines* Clumsy manual shift using J-gate* Retro styling evokes memories of past greatsRating14/20 Smooth classy prestige sedan a little too stuck in the past.

When we think of sports cars, we tend to think of small, light two-seaters high on performance but with few creature comforts.  The image is very British, which can be explained by the dominance of British sports cars in the 1950s and 1960s.  But many other brands, including Porsche and Mercedes-Benz, took a different path. Mercedes in particular was building sports cars on a much grander scale.The British were achieving new levels of performance by using small, mildly tuned engines in lightweight chassis, but the Germans were using bigger, more powerful engines.When a new wave of sports cars arrived in the late '90s, Mazda mostly followed the British tradition with the MX5, but Mercedes took its traditional path with the SLK. It was more sophisticated, with lots of creature comforts to make the experience more enjoyable for those not hooked on old-time sports cars.Model watchAT $98,500 the SLK slotted into the middle of the market. It wasn't cheap, but it wasn't the most expensive on the market either.  Typically Mercedes, the SLK was packed with the latest technology. It had a clever steel roof that folded into the boot when you wanted to soak up the sun, but provided all the security and comfort of a coupe when raised.The only downside was that it slashed the available boot space once it was lowered. It was best to travel light if you were touring in an SLK.  Chunky was the best word to describe the SLK with its wedge shape and large flanks, but it was attractive whichever way you looked at it.Inside it was a little cramped, but it was stylish. The seats were typically Benz, flat and broad, which meant most people would fit in them, but they didn't provide the best of support in the sports-car tradition.  The trim was a dashing blend of bright colours, leather of course, and there was a touch of nostalgia with the classical instruments and retro alloy touches on the centre console.At first there was just one engine, a supercharged 2.3-litre double overhead camshaft four-cylinder unit that pumped out 142kW at 5300 revs and 280Nm at 2500 revs.  When stirred into action, the SLK230 was capable of accelerating from rest to 100 km/h in 7.6 seconds.As with the engine, there was no choice when it came to transmissions – it was a five-speed auto. True, it could be shifted manually when you wanted to up the fun stakes, but it wasn't in the class of the Porsche Tiptronic, and a long way short of a real manual box.Underneath was independent suspension front and rear, four-wheel discs with ABS, traction control and power steering.  Inside there was standard airconditioning, power windows, power roof, remote central locking, immobiliser and dual airbags.On the road the SLK behaved well. It handled nicely, rode comfortably and braked with assurance, but it was geared more to highway cruising rather than spirited driving down a winding country road.A few months after the initial launch, Mercedes offered a slightly cheaper SLK200 model with a 100kW unblown 2.0-litre engine in place of the supercharged 2.3-litre unit.In the shopMERCEDES-BENZ cars generally stand the test of time, and with about 100,000km on average on the odometer, SLK models are still in their prime when it comes to service.  Check for a service record because it's better to buy one that has been cared for by a Benz dealer or at least an acknowledged specialist.Have it checked by a specialist who knows the make and model.  Unlike some other sports cars, the SLK is unlikely to be used in motor sport, so they're not normally abused.Owner's viewJANICE Hyndman has travelled 54,000km in her SLK230 and loves it, particularly on a sunny day when she can lower the roof.  She loves the uncluttered, classical style, says it has sufficient power, and the boot is roomy enough for her needs.She says it's comfortable for her, though her husband finds it a little cramped, particularly in the footwells.  Apart from a window winder motor that needed replacing, Janice says her SLK has been very reliable.Look forCLASSICAL stylingGREAT folding steel roofCOMFORTABLE rideSECURE handlingGOOD performanceRating18/20 Good-looking droptop that makes a perfect cruiser on a sunny day.

Volvo claimed safety as its own realm in the '70s when it relentlessly sold its "safe and solid" message, but by the time the '90s rolled around it had lost its gloss.  By the time the new 40 series was launched in 1997 Volvo's drab, boxy shape was dated and was an impediment to sales.Model watchThe 40 series replaced the oddly styled 440, which had died in sales terms. Unlike the 440, the new 40 series was pleasantly styled, in line with contemporary trends. But there was no mistaking the trademark grille with its diagonal slash and familiar Volvo badge.The S40 and V40 were essentially the same, the S denoting the sedan model, the V standing for variant or wagon. The body differences were from the rear doors back.Mechanically both models were the same. Initially there was the one engine available, and that was a smooth 2.0-litre, double overhead camshaft, 16-valve, all-alloy, four-cylinder unit that gave 103kW of peak power generated at 6100 revs and 183Nm of torque, which arrived at 4500 revs.The 40 series was something of a surprise if you were prepared to rev it hard and high to realise its performance potential. That was boosted by the introduction of a 1.9-litre turbocharged engine. The T-4 40 series gave 147kW of peak power with the turbo under the bonnet. Early in 1998 Volvo also launched the T sedan and wagon.A five-speed manual gearbox was standard, or for an extra $2000 there was a four-speed auto with the drive through the front wheels.  On the road the auto was smooth in its operation. Yet it tended to hunt between gears, and soaked up some of the four-cylinder's power to dull the performance, which was more evident with the manual box.Ride was a little solid for what was a family sedan, but the handling was safe and secure. It exhibited the front-wheel-drive tendency to push wide at the front when pressed.  Equipment included airconditioning, power windows, central locking, power mirrors, cloth trim and four-speaker sound.The better equipped SE, priced at a $4000 premium, included leather trim, woodgrain highlights, CD sound, climate-control aircon, sports steering wheel and alloy wheels.  The T-4 had 16-inch alloy wheels, traction control, sports suspension and sports seats.In the shopThe 40 series is living up to Volvo's reputation for reliability, so look for a service record that can be verified. It should be from a Volvo dealer or acknowledged service specialist.Major services are due every 45,000km and it's important to replace the cam belt every 125,000km. Failure to do so risks severe internal damage if the belt breaks.Look for signs of bodgy crash repairs, mismatching paint on adjacent panels, overspray in door, boot or bonnet openings, variable panel gaps and doors or tailgates that don't open and close smoothly.  Front airbags for driver and passenger provided protection in head-ons, with the side impact protection system for side-on crashes.Add to that front seatbelt pre-tensioners, and built-in baby seats that match toddlers to the adult seat belts, and you have an impressive secondary safety package.  The primary safety package includes ABS and dynamic stability assistance.Owner's viewGlenys Allender says her 1997 Volvo S40 T4 has excellent fuel economy, smooth power, superb handling, powerful brakes, a good-sized boot and build quality. Negatives are the ride, faulty fuel gauge and poor headlights.Rating 14/20 Solid compact family sedan with good performance and handling without the traditional but rather boxy-looking styling

BMW M3 may look like any other BMW 3-Series, but once you've experienced the turbine smooth power of the M3's highly-tuned six-cylinder engine and its superbly balanced chassis, you quickly realise you've driven something very special. The M3 story began in 1987 when BMW launched the E30 M3 as a barely disguised racer created to contest the one-off World Touring Car Championship.  However, it took until the E36 model in 1994 before the car hit Australian roads.Model watchThe M3 was based on the E36 3-Series two-door coupe and looks like any other 3-Series coupe. If you want to identify it from the outside, you need to look at the details.Things like the smallish M3 badge on the boot lid, the distinctive alloy wheels, the twin exhaust outlets and, if you've got a keen eye, the body kit. The problem is that many of these also found their way on to more modest Beemers, so the boot-lid badge is the surest way of picking the real thing.At the heart of the M3 is a mighty straight six-cylinder engine: three litres in capacity, with dual overhead camshafts, four valves per cylinder, fuel injection and a new variable camshaft timing system BMW dubbed VANOS. The B30 six was super smooth, pulled hard from low down in the rev range right to the top, which was in excess of 7000 revs.  When unleashed, it would propel the 1460kg coupe to 100km/h in 6.4sec.If the engine provided the power, it was the chassis that allowed it to be unleashed. With independent suspension at both ends, with sports tuning, it was brilliantly balanced.  The 235/40ZR17 tyres, on 17-inch alloys, generated enormous grip to keep the M3 glued to the black top, but the great thing was the M3 could be driven on the throttle.Huge disc brakes ensured it also stopped with assurance, and ABS was standard for extra safe stopping power.  Inside, it had cloth trim sports seats, as well as central locking, a driver's airbag, power windows, airconditioning and a trip computer among a long list of standard features.In 1996 a major update saw the engine enlarged to 3.2 litres, power jumped to 236kW and torque was boosted to 350Nm. At the same time, BMW added a six-speed manual gearbox, and in 1997, a six-speed sequential manual gearbox, along with dual airbags and cruise control.In the shopThe performance of the M3 almost guarantees that it will be driven hard, on the road and sometimes on the track. Many have been used in events like the Grand Prix Rally in which they're always competitive.  That should make anyone thinking of buying one wary, but the good news is they stand up well to the occasional track outing.BMW mechanic Chris Lake says clutches cop the most abuse and they tend to fail earlier as a result.  Other items that tend to need replacement more often are the front lower control arm castor bushes and the trailing arm bushes in the rear end. Lake says oxygen sensors in the exhaust tend to have a fairly short life compared to sedans.  If regularly driven hard on the track the M3's brake discs can warp and crack, which means expensive replacements are needed. M3s are generally well looked after by caring owners.  Seek out specialist help once you've selected a car, to ascertain its condition.Crunch timeWith a responsive chassis, powerful ABS brakes and sports tyres, it has a great primary safety package.  The first E36 M3 had a driver's airbag only, but a passenger's airbag was added in 1996.  The E36 3-Series rated above average in a recent used car safety survey.Look forGood looking two-door coupeSilky smooth six cylinder engineGreat ride and handlingGreat road/race car for amateur club sportSizzling performanceRating18/20 One of the most exhilarating cars you'll ever get to drive.

Moving large families was always a problem until the advent of people movers.  However, the first people movers were based on light commercial vans, and lacked the refinement of a regular sedan.  That was until the development of purpose-built people movers, like the Chrysler Voyager, specifically designed for family use.MODEL WATCHThe Voyager arrived here in 1997. It had been the most successful people mover in its home market, but would face some tough, well-respected competition here.  The Toyota Tarago was the benchmark, the Honda Odyssey was an acclaimed newcomer, and there were others like the Mazda MPV and Mitsubishi Starwagon.Two versions landed here in the first Voyager wave, the 2878mm-wheelbase SE and a 3030mm-wheelbase LE version. Both could carry up to seven adults in a flexible seating arrangement.The driver and front-seat passenger had comfy bucket seats, while the three rearmost passengers were seated on a broad bench. In between you could have a pair of buckets or a two-seater bench, making up seven seats.Being a semi-bonnetted configuration instead of the cab-over-engine style of most earlier converted vans, it was easy to climb into the cockpit, with access to the rear seats through sliding doors on the sides.Once inside, it was possible to move through the length of the cabin to get access to luggage or settle squabbles with the kids.  There was also another side to the Voyager, adding further to its flexibility: the rear two rows of seating could be removed by unclipping and rolling them out. They were on wheels and could be stored until needed.For people in small business or tradies it meant the Voyager could be used as a van during working hours, and converted for family use when the whistle blew.  Chrysler's designers were intent on designing a comfortable vehicle.The seats were well cushioned, it had power windows and mirrors, central locking, a tilt-adjustable steering column, air-conditioning, cruise control, and an AM/FM radio/cassette sound system. There were lights everywhere, a host of cubby holes and a dozen cup holders.Underneath, you found fairly ancient foundations. There was a combination of MacPherson Strut front suspension and a leaf-spring beam rear axle, front disc brakes with rear drums, and an overhead-valve V6 engine with just two valves per cylinder.The V6 engine was a 3.3-litre slugger with fuel injection in a sea of four-cylinder rivals. Peak power was put at 116kW at 4700 revs, top torque 275Nm at 3250 revs. A smooth four-speed auto transmission was the sole choice.IN THE SHOPRust doesn't appear to be a problem for the Voyager's galvanised body. Paint quality appears good.  Mechanically, the auto gearbox can give problems around 150,000km. The suspension is straightforward, and you should look at replacing wheel bearings around 100,000km.As with early Jeeps, the interior plastic trim parts are inclined to break. The bonnet crumple zones, airbags and seat belt pretensioners all spelled safety.  Drum rear brakes were a throwback to an older time, but the ABS was a positive.OWNER'S VIEWPamela Kriesl says her family's 1997-98 Voyager is a lemon, but says no other people mover matches it. It pulled to the left from delivery, it was difficult to get into reverse, and the auto expired at 99,000km. Add to that problems with the airconditioning, cruise control, headlights, and plastic interior trim parts and a large turning circle. Yet she says it's great to drive, the ride is wonderful, the power fabulous, and fuel economy is great.RATING12/20 Large roomy transport for seven that can also carry a load of luggageGreat flexible seating arrangementGood economy and performance from V6 Loaded with featuresComfortable ride Average build quality

If the theory holds true that the last model in the line is the best to buy, then the VS is the pick of the second-generation Commodores.  The theory is that by the end of a model the carmaker has ironed out all the production wrinkles, fixed problems that have surfaced during servicing and developed the car to its peak.If that's true, it's better to buy a VS Series II than a VT.  It's also said to be better to buy an optioned-up model than a bare-bones base car. You'll find it easier to sell later on.The used car buyer can buy a better model for not much more than a base car.  The Berlina, for instance, is the next model up from the Executive. A VS II Berlina cost $8230 more than an Executive when new, but now costs only about $2000 more.MODEL WATCHTHE final second-generation Commodore was the VS II, released in 1996. It was designed to keep attracting buyers until the all-new VT arrived in 1997.  The model began with the VR in 1993 and took in the VR II update in 1994 and VS in 1995.It was an improved car compared with the previous VN and VP models, but they were still being built to a tight budget.  VR was a major breakthrough. It was much more refined, better built and better equipped.The VS built on that success and the VS II update added gloss to a brilliant success story.  The big news in the VS was introduction of the smooth ECOTEC V6 engine. The same 3.8 litres in capacity, the engine produced more power (147kW) and used less fuel (six per cent).For those wanting more punch the 5.0-litre V8 was optional.  Buying a Berlina was about more comforts: velour trim, automatic airconditioning, cruise control, power boot release, power mirrors, power steering, trip computer, sports seats and radio cassette sound with six speakers.  Remote central locking improved security, ABS improved the braking, and alloy wheels improved its looks.IN THE SHOPBUILD quality improved dramatically with the VR and VS. A new paint shop in South Australia had a huge impact.  The ECOTEC V6 is generally quite reliable. Look for oil leaks around the timing cover, rocker covers and oil pan.Make similar checks on the V8. Problem areas are the power-steering pumps, which leak oil and are known to fail; the electric fuel pump in the fuel tank, which is known to break down; and the power-steering rack, which is known to leak oil.When checking the power-steering rack, check the rubber boots carefully for damage, tears, splits and cracks.  Damage to the boot allows grime in and that can cause damage to the rack and its joints.Many Berlinas were leased by company executives who could afford the upgrade. They were usually turned over quickly, but often received minimal servicing, so check for a service record.CRUNCH TIMEWITH the VS Acclaim and Calais, Holden was the first local carmaker to fit dual airbags, though the Berlina had a standard driver's airbag.OWNER'S VIEWSKIM Maxwell loves the power of the V8 in her 1997 Berlina, but not its fuel consumption.  Kim and husband Garry have owned it since new and it has been very reliable over 180,000km.  The engine hasn't missed a beat, but a noisy diff required rebuilding at 125,000km.THE BOTTOM LINEWELL-equipped Berlina better value for money than Executive, but Acclaim makes more sense with ABS, IRS and airbags standard.LOOK FORVALUE for money in extra optionsBETTER resale potentialCOMFORTABLE family transportRELIABLE, smooth, economical V6POWERFUL but thirsty V8

Peugeots have a special place in the heart of Australians, older ones at least ; those who can recall the French make's efforts in early around-Australia trials.  The 405 marked a move away from tradition for Peugeot. Most of its cars before the 405 were rear-wheel drive, but the 405 joined the trend towards front-wheel drive when it was launched in 1988.Model watchBuild quality was a major issue for the 405 from the start. Rattles and squeaks were commonplace. Early 405s struggled when run on our low-octane regular unleaded when they were designed to be run on the higher octane fuel in the home land.The 405 is a pretty four-door sedan and wagon. It has smooth, clean, contemporary lines that even today look smart and modern.  Inside, it was typically Peugeot – roomy, with ample accommodation for four, the dash was nicely laid out, there was a good-sized steering wheel, and comfortable seats.Power initially came from a 1.9-litre single overhead camshaft fuel-injected four cylinder engine. When run on 91 octane unleaded it lost some 10kW from its European spec, which meant it put out a paltry 80kW at 5500 revs and 163Nm at 4250 revs. At best that meant the 405 was a willing performer. In reality it couldn't match cars coming from Japan at the time, it was a car that couldn't be justified on the basis of performance. It was, however, quite economical. Even driven hard it would return around 9.0L/100km around town.More performance was available in the form of the Mi16 sports sedan with its twin cam four-cylinder engine but it too lost out when run on our fuel. As a consequence it had 108kW at 6500 revs, along with 174Nm.Transmission choices were a four-speed auto and a five-speed manual. While the auto worked quite well, most buyers preferred the manual to better keep the sluggish four on the boil. Under the 405's stylish skin was MacPherson Strut front suspension and an anti-roll bar, while at the rear it had an independent system of trailing arms, torsion bars, and an anti-roll bar.Power steering was standard, and it had disc brakes at both ends, and alloy wheels filled the wheel arches. Inside, the 405 was nicely equipped, with standard air-conditioning, power front windows, power mirrors, remote central locking, and six-speaker radio/cassette sound. The S model added leather trim, leather-wrapped steering wheel, and power rear windows. The Mi16 was distinguished on the outside by a rear spoiler and front fog lamps. Inside it had air-con, remote central locking, leather-wrapped steering wheel, power mirrors, power front windows and six-speaker sound.The 1.9-litre engine gave way to a much better 2.0-litre four in 1993. It was one of the changes that transformed the car.Buyers could then choose from the SRi and the luxury STi, the Mi16. Peugeot also unveiled a diesel version the same year, the SRDT. The 1.9-litre turbocharged, intercooled four-cylinder diesel delivered 68kW at 4000 revs along with 196Nm at 2250 revs. Fuel efficiency was great.In the shopPeugeot service specialist Ted Geermans has seen plenty through his workshop and advises against buying early 405s. Better to buy a post-1993 model, STi or diesel, which now give little trouble. Driver airbags were standard on the Mi16 and STi from October 1994, optional on the SRi and SRDT.Owner's viewDarren Dumble owns a 1994 SRDT with 200,000km on the clock. The car is fantastic, he says, getting better than 7.0 litres/100 km around town, and up to 1150 km between refills. There is no sign of rust in the body, and no oil leaks.Look forComfortable rideGood diesel engine optionGreat handlingBetter performance from post-1993 2.0-litre enginePoor build quality, squeaks and rattles in early carsRating8/20 (pre-93)12/20 (post-93)Nicely styled European that rides and handles like a dream.

Along with the flood of imported passenger cars in the past decade or so has come a wave of imported light commercial vans.  With them is the Mercedes-Benz Vito, a semi-bonneted van that has delivered a new deal to long-suffering light commercial drivers, with a blend of comfort, safety, agility and performance.MODEL WATCHThe Vito is a mid-sized one-tonne payload front-wheel-drive van. With its sloping bonnet and windscreen, and neat van proportions, the Vito is an attractive light commercial, one that presents your business well when out and about on the job.  Big grey plastic bumpers provided important protection for the front and rear, while wide rub strips protected the sides.The SBV design provided occupant protection through front crumple zones and there was also a driver's airbag. Throw in disc brakes front and rear, independent suspension front and rear, and power-assisted rack and pinion steering, and you have an impressive primary safety package. Anti-lock braking, which came with traction control and electronic brake force distribution, enhanced the safety aspect.Hop into the driver's seat and the advantages of the SBV design are immediately apparent. You simply slide into the seat, there's no climbing up over the wheel arch as you must in a COE van.Inside, the Vito had a neat dash layout, lots of pockets to store the workday needs and a two-speaker sound system.  On the road the Vito was comfortable, another virtue of the SBV design, the ride supple and absorbent, the handling precise and balanced, the brakes powerful.Power came from one of two engines at launch, one petrol and one diesel. The petrol engine was a double overhead cam 2.0-litre four-cylinder, which with fuel-injection put out 95kW at 5300revs, and 186Nm at 4500revs, and gave the Vito a decent amount of grunt.The diesel was a 2.3-litre four-cylinder unit which delivered a modest 58kW at 3800revs, which was very economical if lacking legs.  The real change came in 1999 when Mercedes released a double overhead camshaft 2.2-litre common rail turbo diesel engine and transformed the Vito.In 2001 it was joined by the 112 CDi which gave 90kW at 3800revs, and 300Nm at 2500revs, for even more zip. The Vito came in one size. It had a payload of 1.1 tonnes, a payload volume of 4.9cum, with load zone measuring 2300mm long, 1630mm wide and 1390mm high.Tracks on the roof allow operators to fit roof racks for additional carrying capacity. Access to the work area was through a tailgate and sliding doors on both sides.  Airconditioning came standard on the 112 CDi, but was optional on other models.IN THE SHOPThe Vito is a worker so it has to be checked for signs of hard work. Look at door hinges and latches for wear and looseness; the sliding door mechanisms have been known to fail completely. Also look for damage inside the load zone where poorly restrained loads have been allowed to slide around and bump into the body sides.Mechanically, look for evidence of regular servicing. Dip the oil and look for contamination and sludge. Check the cooling system. The clutch can be a problem if the Vito is worked hard at close to full-load capacity, so look for signs of slippage.Check the body work for signs of neglect such as bumps, scrapes and paint touch-ups. Also look for mismatched paint, uneven panel gaps and wobbly doors that might indicate a crash.Generally the Vito is owned and operated by small business operators and tradesmen who often use it as family transport, so they tend to get better looked after than some fleet vehicles.

Think German car makers and you will most likely think of Benz and BMW, probably VW, but you may not think of Audi.  Despite a glorious history of engineering excellence and sporting achievement, the four-ringed badge of Audi barely gets any attention in Australia.Audi has been sold here on and off for many years, but those early models are now largely recognisable for the large rust holes in the bodywork, and the copious clouds of smoke belching from their exhausts.You notice them for all the wrong reasons. That changed a little when the marque made a new start under the stewardship of Inchcape.The 80 was a decent enough car, nothing remarkable, but good enough to win a small following of those who wanted German engineering, but didn't want to follow the pack into the Benz or BMW fold.It was the 80's replacement, the A4, that began to build Audi's reputation here.  It was a true competitor for the BMW 3-Series and Mercedes C-Class.MODEL WATCHTHE A4 was essentially the same size as the 80 it followed, but was based on a new platform with longer wheelbase and wider track.  The overall length was the same, actually 1mm shorter, but it was significantly wider.The A4's weight was cut by 45kg, not by using aluminium body panels, but by extensive use of non-load-bearing plastics. Aluminium was used in the four-link front suspension.Under the stubby tail of the front-wheel-drive models was a conventional torsion beam, from the 80, while four-wheel-drive models had a double wishbone arrangement.Unlike most other front-wheel-drive cars the engine was placed longitudinally in the chassis. That suited the use of four-wheel drive.  The engine choices were almost bewildering.The main four-cylinder choice was a new, long-stroke, fuel-injected 1.8-litre, with five valves a cylinder, which Audi claimed delivered better torque and much improved fuel consumption.Audi also offered a turbocharged version of the 1.8-litre.  With 110kW at 5500 revs and 210Nm from 1750rpm to 4600rpm, the blown four put out 18kW and 37Nm more than its naturally aspirated cousin.  When pressed the A4T would race to 100km/h in 8.3 secs, and reach a top speed of 222km/h. Audi also offered a choice of two V6 engines, both lifted from the larger A6 without change.  The 2.6-litre had 110 kW; the 2.8 had 142kW. In 1998 the 2.6-litre was replaced by a 121kW 2.4-litre V6.  Braking the A4 was easy with discs at each corner, helped by standard ABS and electronic brake force distribution.Inside, the A4 had a long list of standard features, including dual airbags, auto air-con, remote central locking, power windows and super sound.IN THE SHOPCHRIS Lake, who services many A4s in his Auto Deutsche workshop, says the A4 has no major problems with its body/engine combinations.  He says the timing belt replacement is due at 90,000 km intervals, and is a major repair, best done by removing the front of the car completely.Rebuilding the auto transmission is also an expensive exercise, starting at $4000. Other items regularly repaired are engine mounts, C/V drive shaft boots, lower control arm bushes, front end knocks, oil leaks on V6 engines and climate control displays not reading properly.The A4 generally stands up to high mileage quite well, but it is important to find one with a verifiable service record from an acknowledged specialist.  It is important the engine oil has been changed regularly, because sludge build-up can be terminal.OWNER'S VIEWPETER Colaci's 1995 A4 2.6 has done 140,000km, and he says it drives beautifully.  He bought it because of its build quality, safety and styling.  In the 18 months he has owned it he has had to replace the thermostat, otherwise it has been trouble-free.THE BOTTOM LINEGOOD performance and handling, with build quality expected of a German car, but held back by poor re-sale.