Articles by Graham Smith

The 205, a small front-wheel-drive hatch, caused a sensation when it was launched in Europe in the early '80s. Like the Golf it had uprated sporty suspension, a hot engine and a sporty body kit, but unlike the Golf, it was also cute.The 205 GTi finally came to Australia in 1987. However, it was detuned slightly to meet our exhaust emission laws, and down-specced to be price competitive.  The local GTi looked like its European cousin, with the same three-slatted grille, beefy rub strips down the sides and the fog lamps. When first launched the GTi had a 1.9-litre single overhead camshaft engine with eight valves and fuel injection which put out just 75kW and 142Nm.A five-speed manual transmission was standard and drive was through the front wheels.  Airconditioning was standard, as were 14x6in alloy wheels, central locking, fog lamps, leather steering wheel, power windows and a four-speaker radio-cassette sound system.Power steering wasn't standard. It seems the Peugeot engineers couldn't work out how to include both airconditioning and power steering in the 205 when they did the conversion to right-hand-drive. They opted for the airconditioning and the result was heavy steering.  An update in 1991 brought power steering and airconditioning, and a welcome injection of power (90kW and 152Nm).The 205 GTi finally disappeared from local showrooms in 1994, the cars sold from 1991 regarded as the ones to buy now.By now the 205 GTi is getting old so it would be wise to have it checked by an expert. Many have been owned by enthusiast owners who have driven them hard.Look for low-mileage cars that have been serviced by Peugeot specialists. A key part of the 205 GTi's performance equation was its light weight, but with that came body flexing. When new that caused squeaking and squawking around the doors and rear hatch as the panels moved on the seals.  Now it's seen in the form of body cracking, mostly as cracking in the caulking used to seal panel joins.Early cars were fitted with incorrect pistons at the factory, which caused piston slap rattle and excessive oil consumption. Most were fixed when new because of customer complaint. High-mileage engines need regular checks for oil consumption because they tend to burn oil. Wear in valve stems and seals is the most common cause of oil consumption today.The gearbox is fairly robust, but is prone to failure of second gear synchro with high mileage. Replacement parts are available for $700 to $800.  A hard life on the road contributes to front suspension bush wear and high rates of brake wear. Brake life of 30,000km is quite normal. Rear subframe and trailing arm bushes are now being replaced quite often.Ellen Dewar bought her 205 GTi three years ago and while she admits it's getting near the end of the road with 220,000-plus kilometres on the odo, she doesn't want to get rid of it. She loves its roominess, its great go and street cred. On the downside she's had to replace a drive shaft, repair the airconditioning and the engine is burning oil.Nick Barker bought his 1987 205 GTi a couple of years ago for $4200. It was his first car and he now admits he was a little gullible.  The 17-year-old apprentice motor mechanic soon realised it hadn't been well looked after and he's had to do a lot of work on it, including replacing both drive shafts, rebuilding the front brakes and replacing the water pump to restore it to roadworthy condition.Wear in front and rear suspensionLots of body squeaks, and even crackingExcessive oil consumption if engine is wornSizzling performance, particularly from later engine Reliable mechanicalsAgile handlingCute styling

Image problems may have dogged the Daewoo, but that's no big drama.  Daewoo is perhaps better known for its ads featuring Kane the wonder dog than for its actual cars.  There were even some wags who suggested the use of a dog was appropriate given the rehashed Opel the Korean company was sending here in 1994.The first Daewoos were cheap enough, but based on an Opel from the early 1980s. They were a very dated design, and the build quality was generally below market expectations.The Lanos was one of the new generation of models to come from Daewoo. It was a fresh face for the company, and started the move away from the Opel-based model.By the mid-1990s Hyundai was setting the small-car pace here with its innovative "drive away, no more to pay" pricing policy.  It changed the landscape in our most competitive market segment, making it tough for everyone trying to succeed in the segment.  Rather than compete with Hyundai's offer, Daewoo went a step further with free servicing for the entire warranty period.While Daewoo dealers appreciated the extra showroom traffic, they didn't necessarily welcome the extra traffic it created through their service departments.  Daewoo customers, it seems, took the offer of free care literally and headed to their dealer to have such minor things as failed light globes and punctured tyres repaired or replaced.The Lanos was launched in this era of free care, so sales were brisk.  It was an attractive small car with smooth lines, and was available in a choice of four-door sedan, or three or five-door hatch.Power was provided by one of two single overhead-camshaft four-cylinder engines, depending on the model.  A five-speed manual transmission was standard, and a four-speed auto was available.Power steering was standard on all models, except initially on the SE three-door hatch.  Air-conditioning became standard across all models in 1998, which also saw the addition of the LE sedan and five-door hatch limited-edition models based on the SE, but with power front windows, CD player, rear spoiler (hatch) and central locking (sedan).The Sport arrived in 1999. This was a three-door hatch based on the SX with the more powerful 1.6-litre engine, plus a sporty body kit, tacho, upgraded sound, and power antenna.Though dealers weren't exactly enamoured with the free care deal, it meant cars such as the Lanos were better serviced than they might have been had owners had to pay for work.The free care cover has expired for most cars now, and the earliest examples have clocked up about 100,000km. Anyone taking one on is gambling on their continued reliability when they will have to pay for servicing and any repairs that might be needed.Mechanically the Lanos stands up quite well. The engine is robust and doesn't appear to give much trouble in service.  The transmissions also appear quite reliable and give little trouble, but the Lanos can be let down by the little things.The electrics appear to have been put together on the cheap, and the chances of problems increase with time and mileage.  Interior trim parts are another weakness. The cheap plastic bits break fairly regularly.Barbara Barker probably would have bought a Hyundai Excel had it been available when she was shopping for a small hatch in 2001, but she didn't like the look of the Accent that had replaced the Excel.She liked the look and feel of the Lanos, and the free care offer, and bought that instead. It's now done 95,000km and the warranty has run out, so she's in the market for a larger hatch.She says the Lanos has provided good performance, is economical, and has been reliable. The exhaust has been replaced, as have the brakes, and the idle stepper motor had to be replaced at the 90,000km service.Apart from dodgy electrics and average build quality they're generally pretty robust. Trade is reluctant to handle them, but low resale value makes them a cheap buy at the right price.Attractive stylingWell-equipped with lots of standard featuresZippy performanceReliable mechanicsJury still out on longevityDodgyelectricsAverage build quality

Renault has had a checkered history in this country.  In earlier times the French carmaker enjoyed a popular presence when its cars were locally assembled.That was in the 1960s and '70s when Renault was at its peak with a range of interesting small cars including the popular R8 and 10, the 12 and quirky 16.  Since those heady times, however, Renault has gone through some lean times.The 19 was launched in the early 1990s when Renault was being handled here by Volvo.  The Renault 19 is now worth considering if you're in the market for an affordable budget Euro.THE 19 landed in 1991. It was a modest entry with one version, the TXE, that was offered as a roomy sedan or five-door hatch.  There was just one engine, a 1.7-litre single overhead camshaft fuel-injected four which put out a modest 69kW at 5250 revs, and drove the front wheels through either a five-speed manual or four-speed auto.A three-tier sports pack became available in 1992. The base pack comprised of 13-inch alloy wheels, a rear spoiler, and a sports steering wheel; the intermediate pack had 14-inch alloy wheels and low profile tyres, while the top pack also had a body kit.A facelifted 19 was launched in 1993, offering a much expanded choice of models, the RT, RT Plus, Alize and Baccara.  All were again offered as a sedan or five-door hatch, with a mild reworking of the boxy shape, including with a new front featuring a new bonnet, grille, and headlamps.Power came from the same 1.7-litre single overhead cam fuel-injected four. By 1993 the 69kW it put out was considered rather puny when most off its rivals boasted 1.8-litre engines punching out more power. The transmission choices were also unchanged.The RT Plus was only available as a manual, and had alloy wheels, metallic paint, rear headrests, power mirrors and a CD player.  Black bumpers and mirrors distinguished the Alize. It also had power steering, remote central locking, four-speaker sound, power front windows and mirrors, rear head restraints, and a split-fold rear seat. Sitting atop the tree was the Baccara, which boasted everything the RT Plus had, plus a driver's airbag, and seat belt pre-tensioners.Another upgrade came in the form of the Series 3 in 1995. That brought with it a 1.8-litre engine, and the alloys grew from 13 to 14 inches and the Alize replaced the RT.  Although the larger engine was warmly welcomed, when it was tag-teamed with the auto it had just 66kW at 5000 revs.The 19's performance was adequate rather than spirited, but the 1.7-litre engine was quite smooth and got the job done.  Like most French cars, the 19 had lots of wheel travel and rolled a lot, but not to the detriment of handling, which was quite precise.The 19 wasn't a standout on any front, except perhaps for comfort, but it did everything quite well. The auto trans can be troublesome, so much so that it's better to avoid them. Parts to rebuild them aren't readily available here, and a replacement box will set you back $4000-$5000.Parts can be a problem. Renault Australia doesn't stock parts for old models like the 19, but specialist suppliers can provide most things.  For a rewarding drive, look for a well-cared-for manual car with low mileage and a service record.Joe Boehm has had no trouble with the engine, but he knows the troubles with the auto transmission.  After being frustrated at the lack of local expertise to fix the auto, he resorted to the internet where he found parts and help to repair the transmission himself.He also says the auto runs hot and has fixed that by fitting an external oil cooler.  Sean Coles' 1993 19 TXE five-door auto hatch has done more than 200,000km.Worth a look if you're after a smooth, refined small sedan or hatch that rides superbly and handles well. Avoid troublesome automatic transmission.Comfortable compliant rideAssured road holdingModest performanceQuiet and refinedAutomatic trans meltdownParts can be hard to find

Style is important to all car buyers, no matter who they are or how much they have to spend.  It's one of the keys in decision-making and takes on even greater importance when the buyer is young and female.  A clear illustration of the importance of styling is the Mitsubishi Lancer CC Coupe.It was part of the Lancer family, which also included sedans and wagons, but it enjoyed an entirely different image to its less stylish cousins and appealed to a very different buyer.  Take note of who drives Lancer coupes. They're young and going places.The Lancer coupe had more credibility than the sedan and wagon, though it was still conservative in looks. But anyone who took a closer look found a real gem.  The Lancer coupe was attractive, with its simple lines and clean shapes. Better still, it was very competent in most respects.It took many road testers, many of whom had dismissed it before getting behind the wheel, by surprise.  The CC Coupe was based on the CC platform, which was new for 1992.At first glance its styling was described by some as coming from a jelly mould, but the more considered view was that it was clean and quite well styled for the market it was aimed at.  Women, in particular, were drawn to the Lancer coupe. It looked fashionable without making a big statement.There were two models, the GL and the GLXi.  The GL had a frugal 1.5-litre single overhead camshaft four-cylinder engine. It had a single carburettor delivering the fuel and produced 65Kw at 6000rpm and 120Nm of torque.Powering the GLXi was a 16-valve 1.8-litre single overhead camshaft engine that was fuel-injected and put out a respectable 86kW at 6000rpm and 161Nm at 4500rpm.  Nothing remarkable, but in a car weighing 976kg, it was surprisingly willing.When pushed, it would cover the standing quarter-mile in less than 17 seconds, a creditable time when lined up against other small cars.  If there was a downside to the engine it was its harshness that set off a less than desirable cabin boom at high engine speed.Transmission options were a three-speed auto and a five-speed manual in the GL, and a four-speed auto and five-speed manual in the GLXi.  The autos were pleasant enough, and the manual had a reasonable shift and was well geared for the task.Steering was initially manual rack and pinion, but power assistance was added during the model run. Brakes were a combination of disc front and drum rear, and the wheels were steel.The GL had less attractive black bumpers, a mix of cloth and vinyl trim, AM/FM radio, carpets on the floor, clock, and an adjustable steering column. The GLXi was better equipped with cloth trim and cloth inserts in the doors. The driver's seat was height-adjustable and there was a remote boot release.An upgrade in 1993 saw power steering become standard on the GLXi, but it was another two years before it became standard on the GL.  A special-edition GL Limited Edition was released in 1995.  Based on the GL, it had full wheel covers, colour-coded bumpers, rear spoiler, decals and four-speaker sound system.Mechanics say they give little trouble, though it's important to change the cam timing belt as per Mitsubishi's recommendation of 90,000km.  Generally the Lancer is a strong little car that stands up well in crash testing, making it a safe choice for young drivers.  It is noisy inside, with lots of road and engine noise.Smart and reliable little car – one for a young woman on the move.Attractive coupe stylingSafe and solid body structureReliable mechanical packageCompetent ride and handlingChoice of frugal 1.5-litre engine or zippy 1.8

The Civic quickly won a following in the early 1970s. It was stylish, economical, performed well and was well built, the same qualities that drive Civic sales today. The Civic was never a cheap small car and lost ground to rivals such as Mazda, Subaru, Nissan and Toyota which closed the gap through the 1980s.  It was still stylish and well built, but its performance was lacklustre. Perhaps the thing that brought the Civic out of the doldrums was the arrival of the VTEC engine.The heavily revised fifth-generation Civic launched late in 1991 wasn't anything special.  The new range opened with the Breeze, a bright three-door hatch with a 1.3-litre engine that produced 55kW at 6300 revs.It had a five-speed manual gearbox and power steering was standard.  The mid-range GL, a four-door sedan or three-door hatch, had a 1.5-litre engine with twin carburettors which produced 74kW at 6300 revs.This was a disappointing per former, and thirsty to boot.  Top of the range was the Si, as a four-door sedan or three-door hatch. It had a 1.6-litre, double overhead camshaft, fuel-injected engine which boasted 96kW.It had four-wheel disc brakes, upgraded trim and tilt adjustable steering wheel.  The VTEC variable valve timing engine made its first appearance in the four-door VEi sedan which was released in February 1993. It was a 1.5-litre engine configured for fuel economy. It produced 66kW, and was offered only as a five-speed manual.  Other standard features included a driver's airbag, power steering, central locking, power windows and mirrors, tachometer, and cloth trim.In September 1993 the Civic came in for a mid-life makeover, with a raft of revisions, particularly to the engines offered.  The Breeze got a 1.5-litre engine which now had throttle body injection and 67kW.  The GL was replaced by the GLi with a 1.5-litre engine which developed 74kW.  Fuel economy continued to be the main focus of the VEi with its 1.5-litre VTEC/E engine which produced peak power of 66kW.If economy was a priority for the VEi, the new VTi was a breath of fresh air, with the emphasis on performance.  The VTi had a 1.6-litre double overhead camshaft, four-cylinder engine with 96kW on tap at 6600 revs. Standard equipment on the VTi included an electric sunroof.  Driver's side airbags became standard across the Civic range in August 1994.The trade likes the Civics after the revised engines arrived late in 1992. Before that, they say, the engines were generally thirsty and lacked performance.  Performance and economy issues apart, Honda engines -- as well as gearboxes, drive lines and diffs -- are robust and give little concern.  Rear wheel bearings are a source of trouble.The problems are mostly related to ancillaries such as airconditioning compressors, which are a known source of trouble.  There are no real problems with the Civic body. They're well built in the first instance and stand up well in service.  Check for service record, and evidence of regular maintenance.Kristen Jones has owned her 1993 Breeze for four years, and says it has been cheap to run, and easy to drive and park. She has had no problems with it and would happily recommend it.Debbie Williamson bought her 1993 Civic GL new, and has now done 210,000km. She says it is reliable, comfortable, economical, attractive, roomy, easy to drive and to this point has had nothing go wrong.Jim Liaskos has owned his 1994 Honda Civic manual GLi for 10 years. It has now done 240,000 km, and he says it handles well and is economical.  Apart from normal service items, he has replaced the front wheel bearings, the clutch master cylinder, noisy gearbox bearings, thermostat and the brake master cylinder.The Civic was struggling to live up to its reputation before the revised engine range arrived in late 1991, and improved both its performance and economy.Good build qualityRobust and reliable mechanicalsPoor performance and fuel economy prior to 1991 engine upgradeNoisy rear wheel bearings

There was something off-putting about the 180E Mercedes produced before the C-Class was launched in 1994.  It had the star on the bonnet, but the rest just didn't seem to make the Mercedes grade.Thankfully, Mercedes corrected the situation with the C-Class.  The 180E was clearly a car for the masses, even if the asking price meant the masses had to be quite well-heeled to have any chance of getting behind the wheel.But something about it suggested Mercedes had cut a few too many corners to get the price down as far as it did.  Anyone accustomed to the level of equipment that usually comes with the three-pointed star would have been shocked to find it had wind-up windows, vinyl seats and a seriously underpowered engine.The C-Class was a different story.  It was an important new model in the new generation of Benz cars, one that delivered the traditional Mercedes quality in a much more affordable package without the compromises of its predecessor.  If the 180E left you feeling like a wannabe Benz owner, the C-Class made you feel like a paid-up member of the club.Model WatchThe C-Class had to overcome some resistance when it first came out, such was the poor reputation that had built up around the 180E.  Build quality was high, as you'd expect of a car costing almost $60,000 or more in 1994, performance was much improved and there was enough fruit to satisfy most Benz owners.Though there was nothing particularly striking about the C-Class styling, it has stood the test of time and still looks current and classy 10 years after it was launched.  A compact sedan, the C-Class offers comfortable seating for four. It can take five, but three across the back seat would be a little uncomfortable.Power for the C-180 entry level model came courtesy of a 1.8-litre, double overhead camshaft, four-valve, fuel-injected four-cylinder engine that put out 90kW at 5500 revs and 170Nm at 4200 revs.When the right pedal was pressed deep into the carpet it would reach 100km/h in about 12 seconds while racing through the standing 400m sprint in little more than 18 seconds.They're reasonable times, but achieved through relatively short gearing and top-end power.  As a result the mid-range is a little lacking so it feels a little lethargic when not pushed hard.Standard transmission was a five-speed manual with floor shift, but most were delivered with the optional four-speed, or later five-speed, automatic.  Underneath, the C-Class has double wishbone front suspension with a multilink independent rear suspension.Isolation from bumps and potholes in the road is superb, and it doesn't come at the expense of handling, which is well balanced and precise.  Add to that four-wheel disc brakes with ABS and power steering that is well-weighted and a nice road feel, and the C-Class is a pleasure to drive.At launch, Mercedes offered two levels of trim, the base Classic and the better-equipped Elegance.  The Classic had cloth trim, air-conditioning, central locking, power front windows, power mirrors, rear headrests and driver's airbag.From November 1997, it also had cruise, a passenger airbag and a five-speed auto.  The Elegance added dual airbags, CD player, leather steering wheel, wood trim and power rear windows. It was replaced by the C200 Elegance in 1997.From November 1994 a sporty Esprit model also appeared, with bright coloured seat inserts and lowered suspension.  As was the Elegance, the C180 Esprit was replaced by the C200 model.On the LotThe three-pointed star came at a price when the C-Class was new and it still commands a higher price than its closest rivals.  A 1994 Classic can be had for about $22,000, a later 2000 model will cost up to $42,000.An Elegance from 1994 will be up to $24,000, one from 1996 up to $33,000.  Esprits from the same years will be about $21,000 and $30,000 respectively.In the ShopMechanics report few problems with the C180.  The only problem of note mentioned is the heater fan on cars after 1996. Because it is run all the time it can burn out, and replacement costs about $800.There are reports of some failures of the air-mass meter on cars that have covered 150,000 to 200,000km. That will cost $2500 for a factory replacement, $1500 for a rebuilt one.Look for a service record from a Merc dealer or recognised specialist service agent and inspect closely for signs of crash damage, such as colour mismatches, poor panel fit and variable body gaps.The bottom lineWell-built, well-equipped and very competent compact sedan with all the prestige of the Benz brand, but comes at a price.

Before the hot XR6 was unleashed in 1992, fast Fords were V8-powered. So the six-cylinder sports sedan came as a surprise to everyone. The XR6 was a bent-eight beater, but it was much more than that.  It was not only fast, it also handled beautifully and was comfortable.Had we known then what we later found out about Tickford, now called Ford Performance Vehicles, it wouldn't have been such a surprise.  The EBII XR6 was the first glimpse of Tickford's ability to produce a refined sporting sedan that did everything well.  It had often been the case with Aussie-built muscle cars that power was everything.That relentless pursuit often came at the cost of handling, ride and comfort, but Tickford brought a European approach which balanced power and road manners.  Another surprise came in the styling, which was neat and attractive, without being look-at-me in the way of most other muscle cars.  But if the XR6 was rather reserved in appearance terms, there was nothing reserved about it when it hit the road.THE XR6 was based on the EBII Falcon S, a sportier version of the family four-door sedan.  The engine was the Falcon 4.0-litre single-overhead cam unit, an effective but rather harsh and lumbering lump. But it had come under the spell of the engineers at Tickford Vehicle Engineering, Ford's performance partners who started working with the men from Broadmeadows in 1991.By the time Tickford was finished tinkering with the Falcon's head, cam, valves, valve springs, exhaust system and electronics, the fuel-injected six was slamming out a massive 161kW at 4600 revs and 366Nm at 3650 revs. And all of that while running on regular unleaded.It was enough to have the 1529kg sedan sprinting to 100km/h in 7.5sec. The standing 400m sprint was covered in 15.5sec and it had a top speed of 223km/h.They were numbers that had the V8 brigade looking back in horror, but they didn't tell the whole story, which was that the XR6 had plenty of low-end and mid-range punch which made it very driveable.Gearbox choices were a five-speed manual and a four-speed auto which delivered the power to the live axle LSD rear end running a low 3.45-ratio axle which helped it jump out of corners.Back in 1992 Ford was committed to a live rear axle, but Tickford's engineers managed to tame it quite effectively. The XR6 rode lower and had a package of gas shocks, stiffer springs, larger anti-roll bars front and rear which, coupled with revised front-end settings, made the steering precise and responsive and brought an assured balance to the handling.Despite still having 3.1 turns lock-to-lock, the Falcon could be pointed at corners with confidence it would hold its line right through to the exit. There was still some evidence of the roll oversteer associated with the Ford rear end, but it would quickly settle under power.To match the go power, the XR6 was equipped with decent disc brakes, which worked in tandem with ABS. The XR6's rolling stock consisted of 15-inch five-spoke alloy wheels and 205/65R15 Michelin tyres. It stood out from the Falcon crowd with body-coloured bumpers and mirrors, red rub strip inserts and a small rear wing.Inside there were reshaped sports front seats which were more supportive and comfortable than the regular Falcon ones. They had velour facings, were highlighted with red piping, and there was also a leather-trimmed Momo sports steering wheel and gear shift knob.ALL alloy-headed Falcon sixes have a problem with head gaskets. It's not unusual to blow them at any time, but they seem to be more prone to it from about 80,000km onwards.Cylinder head reco experts say there is a problem with coolant circulation, which leads to a steam pocket at the rear of the head which can then lead to gasket failure and cracking of the head.Some even relieve the problem by tapping into the head and allowing the coolant to flow from the problem area through an external pipe.  Suspension bushes can be a problem at higher mileage, and require replacement to restore the XR6's renowned handling.Falcon electrics can also be troublesome. Body control modules are a headache and replacements are expensive, so check the system's operation as thoroughly as you can.  Engine oil leaks are also a common problem. Look at the front cover and power steering pump.MARK Harris bought his white XR6 new in 1993 and has driven it sparingly. It has just 51,000km on the odometer and is driven only on weekends, when he enjoys it very much.  Dion Coughlan bought his three years ago when it had done 175,000km. He has added another 80,000km, and says he drives it hard.It has had a near-death experience when it was hit by a bus. Despite a few rattles, Dion says it still performs well. Apart from minor things such as a fan belt, the only things Dion has had to replace are the front suspension bushes.

At first it was hoped that Toyota was going to have a real crack at the big Aussie car market when it dropped the Avalon into its showrooms in 2000.  But it's now hard to believe the company was serious about taking on the big two at their own game.That's not to say there's much wrong with the Avalon but there's not a lot that would convince a traditional Falcon or Commodore buyer to switch brands.  The Avalon was, at the very least, able to appeal to Toyota Camry drivers seeking a bigger car and keep them driving Toyota.Toyota chose an outdated US model to be sold here as the Avalon and adapted it for local conditions.  The Avalon was to be the Camry's big brother, built alongside the Camry at Toyota's Melbourne plant. There were lots of detail changes to make use of parts readily available from the Camry.Apart from a new grille the styling remained pretty much the same as the US model and being roughly five years old at the launch it was very dated.  Add to that Toyota's penchant for bland designs, at least on its mainstream family cars and you have the recipe for a car that blends beautifully into the background.The Avalon was wider and longer than the Camry, with considerably more leg room front and rear, and only a few millimetres shorter than the Commodore.  There was just one engine available but that was the refined 3.0-litre overhead cam fuel-injected V6 which also powered the Camry.Peak power was 145kW at 5200rpm and 284Nm at 4400rpm. The only transmission was a four-speed auto.  The Avalon will accelerate to 100km/h in 8.9 seconds and cover the standing 400m sprint in 16.5 seconds – both times comparable to those posted by the Commodore and Falcon.One huge difference between the Avalon and the big two was in the drive, the Avalon driving through the front wheels instead of the rear as local tradition dictates.On the road the Avalon was smooth and refined with little wind or road noise. The interior was well laid-out and functional if not terribly attractive, dominated as it was by bland plastics and trim. Entry model was the Conquest, with an adjustable column, dual front airbags, trip computer, super sound system and central locking. Airconditioning was an option. The CSX added side airbags in the front, airconditioning, ABS, cruise and CD sound. The VXi boasted even more and the Grande had the lot.With early Avalons getting up to the mileage where they need a major service it's important to check the service record.  If it's showing about 100,000km make sure the major service has been done, or you can perhaps negotiate that into the price.Generally the Avalon performs the way most Toyotas do !50; very reliably. Front tyre wear can be a problem so look carefully at the tyres and that means front and rear because heavily worn front tyres may have been switched to the rear.Brake wear seems reasonable, but be prepared to replace pads, and maybe machine the discs at 50,000 to 70,000km.  Other than those relatively minor issues, the Avalon is a rugged and reliable car that remains tight over the years and develops few squeaks or rattles.David Courtney drives an Avalon as a company car. He likes the interior and boot space, comfort, performance and fuel economy and its impeccable reliability. His only criticism is its blandness.Darren McMurray has overcome his reservations about the styling with a good set of alloy wheels, a rear spoiler and the optional mesh grille, all of which were Toyota options to give the car true street cred.

In keeping with its fine heritage, the newest MG is a zippy little number that rides and drives beautifully.  Mention the name MG and an image of a rakish sports car racing down a winding road, windscreen folded forward, its driver's hair blowing in the wind, comes to mind.  The British brand is synonymous with sports cars, so it was a sad day when the revered badge was put down in the early 1980s.But it was exciting when Rover unveiled a new MG in 1995. It was two more years before the MGF hit Australia, 24 years after the previous new MG sports car was sold here.  Despite the absence, the love of MGs barely waned over the years.   And the return of the octagonal badge on the MGF didn't disappoint.Thankfully the F wasn't a stuffy remake of the past; it was a thoroughly modern design that brought the brand right up to date.  It had to be because the sports car market was a lot hotter than in 1982. While MG was dormant, Mazda, BMW, Mercedes and Honda had developed new models.  By the time MG returned to showrooms around the world, buyers had plenty of choice.The F was a major departure from MG tradition, with its engine just behind the cockpit for optimum front-rear weight distribution and brilliant handling. Put simply, it was a great driver's car.  Double wishbone independent suspension was featured at each end, along with anti-roll bars and Hydragas spring/damper units as well as a conventional strut.The Hydragas suspension was a development of the old Hydrolastic suspension used on Minis back in the 1960s. It's a system that links the front and rear suspension units to better control the ride.Steering was by rack-and-pinion and there was an electric option available that was both positive in feel and linear in response.  Braking was by discs on all corners, ventilated at the front and solid at the rear, with the help of anti-lock electronics.MG offered a choice of engines. The entry model was powered by a 1.8-litre double overhead camshaft fuel-injected four-cylinder that produced a respectable 90kW at 5500 revs and 166Nm at 3000 revs.That was enough to have the F accelerating from rest to 100km/h in a little over nine seconds and on to a top speed of better than 190km/h.  For more zip there was the VVC engine. The VVC was Rover's Variable Valve Control engine, a 1.8-litre double-overhead-cam, fuel-injected four.  Variable valve timing alters the inlet valve opening and closing periods to deliver optimum performance, economy and emissions over a broad range of conditions.The VVC engine produced a power peak of 107kW and maximum torque of 173Nm at 4500 revs, and was red-ined at 7300 revs.  That was enough to power the F to 100km/h in 7.7 seconds and a top speed of 210km/h.  Initially there was just one transmission on offer, a five-speed manual, but in 2001 there was also the choice of a sports-shift five-speed auto on the regular F.The interior was roomy and comfortable. The boot was big enough for a reasonable amount of luggage.  The roof was manually operated, but was easy to raise and lower. The rear window was plastic, which meant it was prone to discolouration over time if not looked after.Standard features included dual airbags, power windows, central locking, engine immobiliser and sound system. Options were airconditioning, CD player and a hard top.Upgraded models were introduced in late 2000. The F roadster got more equipment, including a tilt steering column and a CD player, and there was a five-speed sports-shift auto available. The VVC model was also upgraded with standard aircon, tilt column and CD sound.Build quality has been an issue with British cars since the dark days of the '70s when it was a real concern.  Today it's less of an issue, but is still something to consider. With the MGF, the main concern is interior trim, which doesn't stand up over time; and one F recently inspected had a foul smell, the result of getting wet with the roof down.Jane Attard bought an MGF after considering a Toyota MR2 and a Mazda MX5. It offered the boot space, smooth ride and style she preferred.  The MG had many standard features that were extra on the other cars, such as door sill tread plates and embroidered quality mats.Jane also discovered how safe the MGF is when a crash finished her 99 MGF off; once the door was forced open, she walked out unhurt.  Again she shopped for a sports car, looking at the MX5, MR2, Alfa, BMW Z3 and again bought an MGF.Her new MGF steptronic came with even more features, including leather seat bolsters as standard.  The full leather treatment, including the console and bins, was a factory option.  For Jane, the MG is the winner.Great ride and handlingZippy VVC engineRoomy with generous luggage spacePoor build qualityMG heritage

The Commodore is turning 25. Graham Smith tells you what they are worth today as used cars.  The first Commodore was smaller than the previous Kingswoods but boasted European running and handling gear. It topped the sales charts and was Wheels Car of the Year for 1978. Poor build quality and rust problems make it difficult to find a VB in good condition today.  A facelift of the VB with updated six-cylinder and V8 engines. For the first time there was a four-cylinder engine available but it was disappointing.  A smart new shadow tone two-tone paint scheme was available for the first time on the SL/E and made it even more attractive.  But build quality problems and rust plagued the VC; it's hard to find cars in decent condition. Another facelift of the first Commodore, the VH had more engine upgrades.  With Holden's ongoing build problems, including poor paint, good quality VH Commodores are hard to find. Values range from $600 to $3400.SS was introduced as a limited edition model and remains the most desirable. Be careful of cars that have been thrashed. This first major facelift featured louvred grille, plastic bumpers and new rear quarter window. New models included the Berlina and the luxury Calais. The four-cylinder and the small 2.8-litre six were dropped and the 3.3-litre became standard.  The 4.2-litre V8 was dropped, leaving the 5.0-litre as the only V8.Performance models, the SS and SS Group 3, were built with Peter Brock's HDT operation and are the most collectable VK models, along with the SS Group A which was designed for the new Group A touring car racing. New front and rear treatment, new slim headlights and a lip on the boot lid were features of the VL.  The Holden six, a faithful servant since 1963, was replaced by a Nissan imported 3.0-litre six, prone to over-heating and head damage.The V8 was replaced by a turbocharged Nissan six which put out 150kW, until public protest brought the V8 back by late 1986.  The VL SS Group A, finished in Permanent Red, is highly collectable today.TWR became Holden's performance partner in 1988 and their first creation was the TWR VL SS Group A, better known as the Batmobile for its wild body kit.  The VL is popular with young drivers today but be wary of cooling problems with the Nissan engine. The Commodore was being soundly beaten by the Ford Falcon in sales. Holden responded with a bigger car.  Power came from a fuel-injected 3.8-litre Buick V6 with an optional 5.0-litre V8.The SS is a popular model, while the Durif Red SS Group A is the most collectable.  However, cut-price engineering and poor build quality mean lots of tatty VNs now. A facelift of the VN with attractive styling changes. The V6 was refined and the 180kW HSV 5.0-litre V8 became an option over the standard 165 kW V8. SS is popular for a sporty ride, with the Calais a popular prestige choice. With new front and rear sheet metal and new head and tail lights, the VR was an attractive remake of the VN/VP.  Holden introduced driver's airbag standard and ABS and IRS available across the range.  SS and Calais remain the most sought models but the value-packed Acclaim is a popular family car.The new 3.8-litre ECOTEC V6 engine was smaller, lighter, smoother and more fuel efficient than previous.  A passenger's airbag, and improved remote central locking with an immobiliser, were added. The third all-new Commodore struck a decisive chord with buyers. It was longer, wider and had a longer wheelbase and roomier interior with more legroom and width than any previous Commodore.  The American Gen III V8 replaced the Aussie V8 in the 1999 Series II update.Generally without major problems, although the Gen III V8 has been plagued with oil consumption and piston rattle problems. Styling changes were minimal but the V6 now had 152kW and better fuel consumption thanks largely to new electronics, and the V8 was up to 225kW, courtesy of a higher flow inlet manifold and new fuel injectors.Changes to the front suspension produced more progressive steering, which aided handling. Rear suspension improvements make VX II the better choice. The jury is out on whether the VY, with sharp edges and hard lines, is an improvement on the VT/VX. Revised steering package delivered more handling improvements.V8 power jumped to 235 kW and was standard on SS and new SV8 sports model. Auto transmissions were refined.  VY will continue to roll off the production line until the VZ is launched in 2004.