Articles by Graham Smith

If you're a car buyer who lets your emotions run rampant, it's unlikely Toyota figures prominently on your shopping list.  But if you're someone who can shackle your emotions and rely on logic, the big Japanese car maker is probably going to be top of the list.Toyota is often accused of building boring cars, but anyone who cares to delve beneath the bland skin of most Toyotas will find well engineered, well-built, reliable vehicles.  The Cressida is just such a car, with bland styling concealing a mechanical masterpiece.MODEL WATCHThe Cressida was sold here between 1988 and 1993. If you closed your eyes and listened while someone read the Cressida specs you could be forgiven for thinking you were hearing the specs of a traditional Australian big car. A large family car with roomy accommodation for five adults, power from a straight-six-cylinder engine, and driving through the rear wheels. It could have been a Commodore or a Falcon, but open your eyes and you immediately knew it wasn't from Holden or Ford.It was beneath the skin the Cressida shone. With the fuel-injected twin cam 3.0-litre straight-six belting out 142kW at 5600 revs, along with 254Nm at 4400 revs, the big Toyota had plenty of get-up-and-go.  When needed it would race to 100km/h in a little over 10 seconds, and cover the standing 400-metre sprint in about 17.5 seconds.It was quick, but there was much more to the Cressida than speed across the ground. The engine never felt fussed at any time, it was superbly smooth, and returned quite good fuel consumption. Tests at the time had it returning around 10.5 L/100 km on the highway and some two litres more when driven around town.The four-speed electronic auto transmission was an important part of the equation. A torque-control compensator cut torque while shifting and a lock-up converter aided the quest for fuel efficiency.Larger front discs, bigger pads and a revised pedal ratio boosted braking performance. There was comfortable, supportive seating for five with plenty of room front and rear and a good-sized boot.Standard equipment in the GL included power windows, central locking, power steering, and a decent sound system. Airconditioning was an option. Add to that alloy wheels, colour-coded bumpers and cruise and you had a GLX, while the Grande had ABS, limited-slip diff, leather trim, CD player, and climate control airconditioning.IN THE SHOPShop carefully when buying a Cressida, but if you do take care you can find a good car that will provide good service for many years, even if it's already showing high mileage.Check for a service record. It's important with a car of this age to find out how often it has been serviced, and the date and mileage of its last service. The Cressida's cam timing belt needs changing regularly. Toyota recommends every 90,000 km, so it's important to know when it was last changed.Cylinder head gaskets can be a problem once the mileage climbs about 100,000 km. Oxygen sensors are also a problem, and expensive to replace.The auto transmission can be a problem as the mileage climbs to the mid-100,000 kilometres. Cost to rebuild is about $2000. Parts for the Cressida can be expensive.OWNER'S VIEWPeter Hague switched from an elderly Commodore to his 1989 GLX a year ago. It has done nearly 260,000km and he says its terrific. In the time he's owned it he's replaced a starter motor, the bonnet struts need regassing, and the driver's power window no longer works. Geoff King has owned several Cressidas over the years, and currently drives a 1990 model, and rates them all good.RATING10/20 Great car in its time despite bland styling, but age now means it's hard to find a good one.

There are bigger and more expensive Benzes and there are smaller and cheaper ones, but the mid-sized E-Class is what the star marque is all about.MODEL WATCHThe E-Class was one of the new generation of models that helped Mercedes regain much of the ground it lost to the first Lexus.  The previous W124 E-Class was a resounding success so the new W210 had much to live up to.At first it seemed it might struggle, with traditional Mercedes owners horrified at their first sighting of the bug-eyed front-end styling. It doesn't rate a second glance now, but back then it was regarded as radical.  Beyond the front end the styling was smooth and typical of Benz: strong and substantial.There were two models launched in 1996 – the four-cylinder E230 and six-cylinder E320. Both were available in Classic and the more luxurious Elegance versions.  All had better crash protection than the previous model.There were refined crumple zones, stronger passenger cells, new load-sensing seat belts, dual airbags and optional side airbags for front-seat occupants.  Active safety systems included ABS and traction control.The E230 was powered by a double overhead cam 2.3-litre fuel-injected four-cylinder engine, pumping out 110kW when working at its peak, and 220Nm. For performance there was the E320, which had a 3.2-litre straight six. With double overhead camshafts, four valves per cylinder and fed by fuel-injection, the smooth six boasted 162kW and 315Nm.A smooth five-speed auto was the choice when it came to transmission. The suspension was independent front and rear, steering was power assisted, brakes were powerful discs all round, with the assistance of ABS.The E230 Classic came with full wheel covers, cloth trim, cruise control, airconditioning, remote central locking, power windows and mirrors, immobiliser and radio-cassette sound. Step up to an Elegance and you got alloy wheels, leather steering wheel, 10-stack CD sound and auto-dipping interior mirror.When you ordered an E320 Classic you got all of that, plus 10-stack CD sound, multifunction instrument display and an illuminated vanity mirror.  In July 1997 Mercedes moved to a new generation of V6 engines and a 164kW 3.2-litre version replaced the 3.2-litre straight six in the E320. The E230 continued until January 1998, when it was replaced by the E240 with a 125kW 2.4-litre double overhead camshaft V6.IN THE SHOPMost Mercedes are well looked after in their first years, usually by people who can not only afford to buy them, but who can also afford to service them.  After that they tend to be sold off to people who sometimes struggle to keep up the maintenance. That's where they can have trouble, particularly if service is done by people who aren't familiar with the car and generic parts are used.If you want all the E-Class can give, look for one with a genuine Mercedes service history, if not by a dealer, then by a recognised specialist with a Mercedes background.  The E-Class stands up well to the rigours of daily life on the road. They are tough and reliable. Go for a E320 if your budget will stand it, otherwise try a later V6 rather than the small E230 four.Look for evidence of an uncaring owner – scratches down the sides, scarred bumpers, damaged alloy wheels. Also do the usual checks for evidence of a crash: uneven panel gaps, mismatched paint and doors, or a boot lid or bonnet that doesn't open smoothly.

They have maintained a drop-top in their range, and the 328i and the models that have followed have become the benchmarks for soft-top motoring.MODEL WATCHThe E36 328i convertible arrived in 1995, an update of the previous 325i model. It used the slinky lines of the 3-Series coupe, with a well developed soft top that attached to the windscreen header, with a clasp operated by a single grip, and which folded away out of sight behind the rear seat.To raise or lower it, you simply had to be stationary, twist the clasp and push the roof away from the windscreen header, and flick a switch on the centre console. It was simple, and it all happened in a few seconds.  The 328i is built on the same agile platform as the rest of the E36 3-Series. With independent suspension all round, four-wheel discs, ABS and traction control, it is armed for action.Add to that one of the sweetest six-cylinder engines ever built and you've got a potent performance package. In the case of the 328i, the engine has a capacity of 2.8 litres, it's a straight six, with double overhead camshafts, fuel injection, and VANOS variable valve timing that made it a powerful performer right through the rev range. Peak power was 142kW at 5300 revs, peak torque was 280Nm.Transmission choices were sporty five-speed manual with a nice shift, and a smooth five-speed auto.  As would be expected of a car this expensive, the 328i convertible came well equipped. Alloy wheels, airconditioning, cruise control, remote central locking and alarm, leather steering wheel and trim, power mirrors and windows, and radio/cassette sound came standard. Dual airbags provided crash protection.IN THE SHOPThe 328i convertible suffers few problems. Overall the 3-Series is a tight, well-built car that stands up well over the long term.  They tend to use up consumables at a fast rate.Things like brakes are consumed quite quickly, with OE pads and discs quite expensive. Likewise, they tend to use up rear tyres quite quickly, which can also be expensive to replace. Both are the cost of the BMW's high level of performance.  Nothing much goes wrong with the six-cylinder engine. It has a neat note and plenty of punch.It's important with convertibles to check the operation of the roof, to make sure it goes up and down smoothly. Check also the condition of the roof fabric, looking particularly for frayed areas, split stitching and damaged seals, which can occur with regular use over the long term.Check the rear window for fogging or discolouration, which might mean a replacement is in order.  Inside, check for signs the car has been left out in the rain with the roof down.Look for water stains in trim and carpets.  Like all cars, check for a service record, one preferably from a BMW dealer or an acknowledged BMW expert.OWNER'S VIEWPaul Sabine of Brooklands Motors has a 1996 328i auto convertible for sale at $46,990. It's a one-owner car, black with tan, leather trim, and only 44,000km on the odometer. It drives smoothly, is tight as a drum, with just a few stone chips on the grille and bonnet. The roof needs a minor adjustment where it catches on the rear cover while being raised.RATING16/20 Smooth, tight convertible with sweet six engine, sporty handling and efficient roof.LOOK FORSlinky stylingGet proof of regular service by specialistSmooth straight- six engineAgile handling and smooth rideEasy-to-use power roof

The Mazda-based small car was popular from the first model in 1981 right through to the last, which was replaced by the Focus in 2002.  The Lasers that preceded the KJ were pretty much rebadged Mazda 323s. The KJ, however, was an attempt to move a little further away from the Mazda.For the first time there was even a unique body style.  It was also unique in that it was imported from Japan. The preceding models were built at Ford's Homebush plant in Sydney.MODEL WATCHFORD pulled the covers off the KJ Laser in late '94 with an expanded range of three models encompassing three quite different body styles.  There was a four-door sedan, which made use of the Mazda 323 body with Ford-styled sheet metal front and rear.A new name, Liata, appeared on the five-door hatch, while the racy three-door Lynx hatch was aimed squarely at the youth market.  But it was the Liata, regarded by Ford as the main model in the range, that really started the move away from the Laser's 323 roots.Apart from a sportier grille, the Liata was the same as the sedan forward of the windscreen. But from there back, it was all new.  It cut a stylish profile with a steeply raked roof line, spoiler mounted on the rear window and large, roundish tail lamps.The three-door Lynx, with its large headlamps, sharply bobbed tail with a spoiler mounted on the rear glass and egg-shaped rear lamps, made a bold statement.  The Lynx sat on a 100mm shorter wheelbase, with a rear overhang shorter than both the Liata and LXi.Power was supplied by either a 1.6-litre economy engine or a larger 1.8-litre performance unit.  Both were double overhead camshaft engines with sequential fuel-injection and variable intake.  The LXi and Liata came with a 1.6-litre engine. They also had the option of the 1.8-litre engine, which was standard in the Lynx.Drive was delivered to the front wheels through an upgraded five-speed manual, which featured synchromesh on reverse for smoother selection of reverse gear, or a four-speed electronic auto.Underneath the metal lay MacPherson Strut suspension, front and rear, with slightly higher spring and shock rates for a sportier feel when the 1.8-litre engine was selected.  All models had power steering, retuned for reduced effort and improved on-centre feel.Brakes were disc all round, with a larger master cylinder for a more solid pedal feel, and ABS was optional on the LXi and Liata, but standard on the Lynx.  Dual airbags, which were standard on the Lynx, became available with the 1.6-litre engine from early '95.The LXi was the entry-level model for the sedan and Liata. The Ghia luxury upgrade offered 1.8-litre engine, alloy wheels, central locking, power mirrors, power windows and four-speaker sound.ON THE LOTLXi manual sedans sell for $9000 to $12,500. Add $500 for auto, another $600 for a 1.8-litre engine, $1200 for the luxury Ghia.  For the Liata, expect to pay $9000 to $12,700 for the LXi, add $500 for auto, $600 for a 1.8-litre engine and $1200 for the Ghia.  The sporty Lynx can be yours for $10,500 to $15,000.IN THE SHOPTHE KJ was imported from Japan, which meant better build quality.  Add to that a stiffer body than those of the preceding models and you have a car that stands up well to the rigours of city life.Check for tell-tale signs of crash repairs, such as colour mismatches between adjacent panels, poorly fitting doors and hatches, and irregular panel gaps.  Mechanically, the KJ is sound. The engines are reliable, but look for a service record to ensure your potential buy has regularly seen the inside of a reputable service shop.OWNERS' VIEWSWally Turner bought his new 1.8-litre auto Liata hatch in '94.  It has now done 115,000km and all he has had to replace are the tyres and water pump.Wally says he gets 8-litres/100km on the highway and 10 round town.  David McClean says his '94 1.6-litre Liata LXi five-door hatch has 100,000km on the odometer, but runs like a dream.  The only negative is the visibility out the back window.LOOK FORSTYLISH small car, apart from wild LynxGOOD, reliable Mazda mechanical packageROOMY interior that will handle four adults and their luggageWELL-BALANCED and responsive handlingRIVALSMazda 323 (1994-96) $9000-$13,000Nissan Pulsar (1995-98) $10,000-$15,500Holden Astra (1996-98) $9000-$14,000THE BOTTOM LINEATTRACTIVE styling, with Mazda build quality, safety and reliability, make the KJ a good second car or first car for beginners.RATING13/20

We talk about the big three, Holden, Ford and Mitsubishi, in the traditional segment for big family cars, but there was once another player trying to break in.  That company was Nissan when it was making cars locally, and the model was the Skyline.The 1980s were tough times for local carmakers, struggling to stay afloat or scrambling to restructure as the Government removed protective tariffs.  The Government recognised there were too many carmakers and encouraged companies to produce common models, so Holden and Nissan got together.Holden had found itself with a six-cylinder engine long past its use-by date and not enough money to develop a new one.  The answer came in the form of Nissan's 3.0-litre SOHC six-cylinder engine, which was shoehorned into the VL Commodore. It was a proven engine, though installed in the Commodore it had several problems.But in the R31 Skyline it was a gem. The Skyline should really have won over more buyers than it did. It was a good car, well engineered and built, but let down by its conservative styling.  Ultimately, the company that fell by the wayside in terms of local production was Nissan, which turned importer.MODEL WATCHTHE R31 Skyline was aimed at the buyer of the traditional Australian family car: it was a similar size to the Commodore, with accommodation for five adults, powered by a six-cylinder engine, and drive through the rear wheels.  There was a choice of sedan or wagon. It was squarish, with sharp lines and a rather harsh outline when its rivals were heading down a softer path.If it wasn't the best-looking car on the market, it made up for it with a solid mechanical package and build quality the others could only dream about.  For power, it relied on the RB30E 3.0-litre single overhead cam six. It had two valves per cylinder, and with fuel-injection it punched out 114kW and 247Nm, which gave it some decent get-up-and-go when needed.There was the choice of a Jatco four-speed auto transmission or a five-speed manual box. Later models had a Nissan four-speed auto.  The base model was the GX, with an adjustable steering wheel, cloth trim, power mirrors, power rack and pinion steering, and two-speaker radio cassette sound.In addition, the GXE had power mirrors, a remote boot release and four-speaker sound. The sporty Silhouette had a limited-slip diff, alloy wheels, aircon, sports seats, rear spoiler, and a trip computer.The Ti topped the range and it had standard aircon, alloys, cruise, central locking, cloth trim, metallic paint, power mirrors and windows, four-speaker radio cassette sound, and a trip computer.  There were two minor updates, a Series II in 1987, and the Series III in 1988, which saw the introduction of the Executive auto.IN THE SHOPTHE Skyline is a very reliable car and would suit anyone on a low budget who wants reliable and comfortable transport.  Mechanically, the engine is very reliable, but the valve lifters can become noisy at high mileage.Same goes for the diff, which is renowned for developing a howl.  If you can put up with the noise, they won't be a problem, if not, find a second-hand replacement that should cost about $250.The auto transmissions are generally smooth and stand up well, but can be expensive to fix.  Look for harshness shifting from first to second, and flaring when shifting between second and third on cars with 200,000km-plus on the clock.OWNERS' VIEWSDENISE Wythe owned a 1987 Skyline up until last year and enjoyed 13 years and 300,000km of trouble-free motoring. The only complaint was a leaking boot, the result of a problem in the fitting of the rear lamps, which let water in.Tony Jarvis has owned his 1989 GXE for about three years and loves it. It's powerful enough and the steering is not overly light but has good road feel.  Maurie French owns a 1988 Skyline wagon with 187,000km on the odometer. The diff and lifters are noisy and he has blown several power steering hoses, but it is a joy to drive.THE BOTTOM LINESmooth, comfortable and reliable, a good car for beginners.LOOK FORSMOOTH, powerful six-cylinder engineANNOYING diff whineLIFTER rattle on cold startsAVOID clunky auto transmissionGOOD solid body constructionSOLID reliable carGREAT for novice drivers with a modest budgetRIVALSHolden Commodore VN (1988-91) $3000-$5500Ford Falcon EA/EAII (1988-91) $2700-$4800

The proud SSS badge dates from the 1960s when Datsun, as it was then known, put it on its sporty sedans. Cars such as the Bluebird SSS were tearaways then, and the most recent SSS, the N15 Pulsar, also was a standout.The Pulsar SSS was the performance leader in its class. The N14 model that preceded the 1995 N15 was popular with young buyers who wanted the day-to-day practicality of a hatch without losing performance or handling.Model watchTHE N15 Pulsar was an all-new, fifth-generation model released in 1995.  It was longer and wider than its popular predecessor, meaning more leg and shoulder room for passengers.But it was bland-looking, round and dumpy.  The SSS wagon-styled five-door hatch took getting used to.  It was hard to know whether it should be called a hatch or a wagon, because it more closely resembled a wagon.Quirky looks aside, it was a serious small sporting hatch with a handy power-to-weight ratio of 10.87kg/kW.  Power came from Nissan's SR20DE 2.0-litre, double overhead camshaft, four-cylinder engine, which had four valves a cylinder and fuel injection.  At its peak it put out 105kW at 6400rpm and 179Nm at 4000rpm.  It could reach 100 km/h in little more than eight seconds and had a top speed of more than 180 km/h.All that power went to the front wheels through a slick-shifting, five-speed manual gearbox.  There was also the option of a four-speed auto, but quite why you would want one in a hot hatch escapes me.The Pulsar's suspension was a mix of MacPherson strut at the front and a multilink beam at the back.  There were coil springs and anti-roll bars at both ends. Handling was sharp and precise.  The steering was rack and pinion with power assistance, and the brakes were discs all round.The sporty picture was finished off with attractive alloy wheels, standard with the SSS.  Inside were a premium four-speaker sound system with CD player, air-conditioning, sports seats and power windows.A minor Series II update in 1998 can be identified by a revised mesh grille with the Nissan badge fitted to a centre vertical bar.In the shopNot much goes wrong with the N15 SSS. The body remains tight, so there are few squeaks or rattles, the interior trim wears well and the plastics don't fall apart.  Mechanically the 2.0-litre motor is a gem.Jerry Newman of Nissan specialists the Cheltenham Service Centre says the cam timing chain can rattle if the car hasn't been serviced regularly to Nissan's recommendations.  Timing-chain rattle can also develop at high mileage, but the noise is more a nuisance than a sign of impending doom.Newman also says it's important to use the Nissan recommended 7.5/50W oil or an equivalent, because heavier oils can tend to clog the engine internals and lead to damage.  The drivelines are generally trouble-free, but check the CV joint boots, which can crack and split.Owner's viewDominic Sequeira owns a 1998 N15 Series 2 Pulsar SSS with 75,000km on the odometer.  It's comfortable for daily driving, has plenty of grunt and is the right size for heavy traffic. He has had no problems with it, but says it can be thirsty if driven hard and it prefers premium unleaded."Glen" owns a 1999 SSS manual 2.0-litre Pulsar hatch which he says has been totally reliable.  It is economical, has excellent performance around town and responds well to mild revving to give a nice kick in the back.Kay Hamer-Finn's 1999 SSS has done 90,000km without the need for major work.  As president of the Nissan Datsun Sports Owners Club, she regularly competes in club events. Her SSS has the original clutch, and has had no engine problems.David Sporle says the N15 was a good car, but not great.  It was where the cost-cutting measures started to show, Nissan deleting such things as fully adjustable seats and leather around the gear stick.Ian Bock bought his Nissan Pulsar SSS new in 1999.  It has done 113,000km and has been very reliable, though he was disappointed that the front discs needed replacing at 63,000 km. It returns an average of 9.73L/100km.The bottom lineBland exterior camouflages a pocket rocket, which offers great handling, plenty of get up and go, and impeccable reliability.Look forQUIRKY wagon-like stylingLARGER size means roomier interiorSIZZLING performanceSAFE handlingIMPECCABLE reliabilityTIMING chain rattle

If the battle between Falcon and Commodore is the main title bout in the local market, then the battle between the Fairlane and Statesman is the main support.  Today, Fairlane and Statesman have to contend with a large number of prestige and luxury cars from Europe and Japan. But while they might have lost some of their gloss they still offer more sheetmetal for the dollar, so if size matters there's little to compare with the local long-wheelbase sedans.Model watchIn 1995 the Commodore was going from strength to strength and the Statesman was tagging along, picking up the same improvements in design and build quality that were making such an improvement to the VR and VS Commodores.Most notably the 3.8-litre V6 engine was improved. Not only did it put out 13 per cent more power, 147kW at 5200rpm, and better fuel economy, it was also significantly smoother than the previous V6.The ECOTEC V6 came in for a major overhaul with a new, stiffer cylinder block, lightweight high compression pistons, new lighter cylinder heads, a new throttle body and sequential fuel-injection.The four-speed auto was also revised. It had greater computing power and a revised shift pattern to improve throttle response and fuel consumption. The Statesman also had Holden's well-developed 5.0-litre pushrod V8 as an option. With fuel-injection the V8 was putting out 168kW at 4400rpm.  To achieve much desired rear seat room in the Statesman, Holden added 95mm to the Commodore wheelbase and 128mm to the overall length.The VS II update in 1996 brought oval-shaped side indicator lamps, a restyled grille, while cup holders appeared inside along with chrome door handles. Underneath, the VS II got self-levelling suspension.The other big news in the VS II was the introduction of the supercharged 3.8-litre V6 engine which promised the punch of the V8 and an economy more in line with the V6. A further minor update, the VS III, was launched in 1998, and that included fog lamps and new alloys.In the shopThe VS Statesman was generally reliable, but now up to 10 years old it's really reaching the age when increasing problems could reasonably be expected.  Little goes wrong with the ECOTEC V6 engine, but while inspecting the engine for oil leaks, look carefully around the power steering pump for oil leaks, and take a look underneath at the rack and pinion as these are prone to oil leaks as well.The Statesman's auto transmission stands up quite well, but can need a rebuild at about the 200,000km mark. Observe carefully for a reluctance to shift up and a bumpiness when shifting, during a road test. Also, listen for any diff or rear axle bearing noise, both of which are increasingly likely to develop as the odometer climbs into the 200,000km range.Holden's electrical systems are generally reliable, but fuel pumps can be troublesome, and heater core failures are becoming more common (replacements cost $250 to $600).  As with all cars, servicing is crucial to keep them in good running order, so check for a verifiable service record.Owner's viewPeter Enzinger bought his 1996 VS II supercharged Statesman in 1999 with 30,000km on the odometer. It has now done 112,000km and he rates it the most comfortable and best handling car he's ever driven. Apart from servicing, fan belts and brake pads, he has had no problems.  Robert Leach's 1995 VS V6 Statesman has travelled just under 160,000km. After some early teething problems, he's now very happy with the car.Look forBe careful of high-mileage carsDistinctive panoramic rear windowLarge bootLots of rear-seat room for back seat driversRobust Holden mechanicalsSmooth, refined transportRating: 14/20 Smartly styled and affordable prestige car that won't break the bank, but be careful of cars with high mileage.  

In the mid-1960s the Ford Fairlane was unrivalled for luxury motoring.  Holden tried to match the big Ford, first with the Brougham, then with the Statesman, but neither threatened the Fairlane's domination. But by the mid-1990s, when the NF Fairlane came on the scene, the Statesman had clawed its way into the lead, and the Fairlane was battling back.Model watchThe 1995 NF followed the traditional Fairlane formula in that it was based on the current Falcon, in this case the EF.  Ford invested $220million in the EF in an effort to make up some ground lost to Commodore as Holden sales recovered from the disastrous '80s, and spent a further $30million on the long-wheelbase models once the Falcon was up and running.The NF used the same front-end sheet metal as the EF Fairmont. The result was that the NF was shorter in the nose than most previous Fairlanes, but it still had the roomy rear seat, and large boot, which were seen as the key features of a local luxury model.  All up the NF Fairlane was 98mm shorter than the car it replaced.For the first time Ford adopted what it called a "High Jewel" effect, which meant more chrome and stainless-steel trim, and clear turn-signal lamp lenses. Central to the theme was the bright chrome grille, which combined with bright window mouldings and numerous chrome strips for sparkling highlights.Inside there were new trim fabrics and make-believe woodgrain panels. There was a long list of features, from improved audio systems and a CD stacker to climate-controlled airconditioning, cup holders and a driver's airbag.Based on the Falcon as it was, the NF Fairlane got the same mechanical improvements as the EF Falcon, which meant more responsive handling. The suspension was the same combination of wishbones at the front and live axle with Watts Linkage at the rear, but in the Fairlane it was tuned more towards a refined ride than sporty handling.When you bought a Fairlane you expected a smooth ride and didn't necessarily worry about handling precision, but despite its obvious bulk the big Ford still handled quite well. It was quite well balanced and went where it was pointed. Bigger brakes, in the form of thicker front and larger-diameter discs, with ABS, resulted in a firmer pedal feel and boosted braking performance.Buyers could choose between Ford's fuel-injected single overhead camshaft 4.0-litre six, which gave 157kW at 5900rpm, and 357Nm at 3000rpm, or the optional 5.0-litre V8 which boasted 165kW and 388Nm. Both engines were coupled to four-speed auto transmissions to ensure smooth progress.  Ford released the NFII in 1995 and with it came an airbag for the front-seat passenger, along with a number of other detail improvements.In the shopWith the same mechanical package the Fairlane suffers the same maladies as the Falcon. Both engines are reliable and the 4.0-litre six works well on gas, but they can suffer head-gasket problems.Fairlane drive lines are also reliable – the auto hangs on well into the high 100,000km and the diff is tough. Listen for diff noise on high-kilometre cars.  Problems with electrical components can be frustrating and the Fairlane can suffer similar electrical gremlins to the Falcon.Fairlanes, particularly if privately owned from new, are usually well cared for by fussy owners and these are the ones to seek out.  Others, which might have come from the hire-car business, will be showing high mileage and should be treated with caution.Check the history of ownership to determine if the car has been in the hire business, and the service record to ensure that the car has been serviced according to Ford's recommendations.RivalHolden VS Statesman Price 1995-1998 $14,000-$24,000

It looks tough but it's really a softie.  Rightly or wrongly the Ford Explorer is much maligned, tarnished by being the vehicle that brought the mighty Ford Motor Company to its knees and hastened the end of Aussie Jac Nasser's time as head honcho.The Explorer was America's third-best-selling passenger vehicle and its top-selling four-wheel drive. But it started popping tyres and several people died in the resulting accidents.Ford blamed the Firestone tyres fitted to it; Firestone blamed the Explorer. It was a mess of monumental proportions, not helped when the Explorer became known as the Exploder.  But when it arrived here, it entered a quite different market.Model WatchThere were three models at launch: the entry-level XL, the XLT mid-range and the Limited, which came with everything.  Power was provided by one of two V6 engines, depending on your choice of transmissions.The five-speed manual had a 4.0-litre overhead valve unit that supplied 119kW at its peak.  If you chose the five-speed auto trans, you'd get a much more modern alloy-headed single overhead camshaft engine that offered 153kW at 5250 revs and 339Nm of torque at 3000 revs.The big news with the Explorer was its Control Trac full-time four-wheel-drive system.  It's not so new now, but the Explorer was the first model sold here to offer an intelligent electronically controlled on-demand 4WD system that apportioned drive to the front and rear wheels as needed to maintain traction.The suspension on the first Explorers was a combination of independent front with a solid axle slung on leaf springs at the rear. Brakes were discs at all corners, with the assistance of ABS, and additional safety from dual airbags.The range-starting XL came with cloth trim, aircon, power steering, limited-slip diff and four-speaker sound.  The XLT also got central locking, leather steering wheel, power driver's seat and power mirrors, windows, and sunroof.The Limited got alloys, auto aircon, CD, leather trim, roof racks and traction control.  The US-coded model arrived in 2000 and with it came many equipment updates before it was replaced in 2002 by the all-new UT.In the shopGenerally the Explorer is sound, though its driveline is suspect under heavy load, as when towing.  The thing to remember is that the Explorer was built as an SUV for the US market, and while its size suggests brawn, it's really a bit of a soft-roader at heart.Owners' viewsJohn Thompson has had two Explorers, and both have been used for heavy towing around the country as he's gone about his work on the V8 Supercar trail.  The first was a manual which he says wasn't up to the job of towing and he had to replace the clutch, which was the weak link.His latest, a 2001 XLT, is an auto which until recently has been faultless, but at 128,000km the auto trans had a meltdown, requiring an expensive rebuild.  In his view, the auto isn't strong enough to do the heavy towing he needs it to do. He'd never own another one.Lawrie Dughetti owns a 2000 US Explorer Limited which had 6500 km on it when he bought it.  Overall he says it has plenty of grunt and every luxury he could ever need, but he rates the finish and feel of the plastic as ordinary, and the interior is too tight for three adults in the rear.Problems have been fairly minor and overall he's happy with it.  Bob Lorich bought a new XLT Explorer auto in 1999. He has since travelled 140,000 km and had no problems worse than a faulty thermostat at 95,000km.He often uses his Explorer for towing and rates it highly. It gets about 12 litres/100km on the highway at 110km/h. Even when fully laden and towing, it still manages about 18 litres/100km.  Julianne Gould and her husband bought their Explorer to visit family living a long way away.She says they have had a few hiccups, but Ford's service has been tremendous.  They say it has plenty of get up and go and there are no problems towing a trailer. They chose a manual for fuel consumption, which is heavy around town but good on the open road.The bottom lineWell-equipped and solid around-town soft-roader that can handle a bit of bush bashing but doesn't like heavy towing.Look forSmooth, comfortable ride around townCapable off road, with smart electronics for assistanceAvoid if you do heavy towingTroublesome clutch on manualUndersized automatic trans can mean troubleWwell equipped with standard features

The MGB was greeted with great excitement when it arrived here in 1963.  It was the latest in a long line of sports cars from the British maker that had come to define the very essence of what a sports car should be, but the B also caused a sensation because it was such a shift from MG tradition.Earlier MGs were stripped down to the bare minimum and had a ride that threatened to shake the fillings from your teeth, but the B was as smooth as silk.  MG traditionalists were aghast at this newcomer, which they regarded as soft and for sissies.Model WatchThe B was MG's first unitary construction car, resulting in a much stiffer vehicle with more predictable and precise handling.  It was also pretty, with long nose and stubby tail proportions, and clean, uncluttered lines.The engine was a BMC B-series four-cylinder of 1.8 litres capacity. It was a long-stroke unit with pushrod-actuated overhead valves and twin SU carburettors.The B put out 71kW of power at 5500 revs and 145Nm of torque at 3500 revs, enough to push the 920kg roadster to 97km/h in 11.3 seconds and through the standing 400m sprint in 18.2 seconds.  The transmission was a four- speed manual with synchromesh on the top three gears and a precise gearshift.It had independent front suspension with coil springs and lever-type hydraulic shock absorbers, while at the rear it had a live axle slung from semi-elliptic leaf springs and lever-type shocks. The brakes were quite good, with solid discs at the front and drums at the rear.Rack and pinion steering was direct but precise, with quite good feel. There were wire wheels, 14 x 4.5 inches. The tyres were radials.  Inside, the B was quite roomy by sports car standards. It had a broad cockpit with black-trimmed buckets either side of the centre tunnel.There was a thin, wire-spoked steering wheel and a full complement of gauges.  A smoother engine, with five main bearings instead of three, was launched in 1965, and an electrically operated overdrive gearbox followed in 1968. Later that year BMC released the Mk II B with an all-synchromesh gearbox.In 1970 the B was replaced by the restyled L, which ran through to 1972 when British Leyland ended local production. The B continued in production in England until the 1980s.Some of these later cars, referred to as rubber bumper cars because of their American crash bumpers, have been imported, but don't have the same appeal.Owner's viewsJim Bradley was attracted to the MGB when he saw one zipping around his hometown, Woodend.  As an 18-year-old he bought a three-main-bearing '64 model, which caused him nothing but trouble, but looked charming.  Ten years later he restored his father's B, which was in a very poor state. He enjoys the characteristic engine note, reasonable performance and handling.The bottom lineSmooth-driving and affordable sports car that won't send you broke if it breaks down. Very good club scene offers plenty of fun, social motoring.Rating15/20