Articles by Graham Smith

Suave and sure-footed, the Peugeot 306 was a small-car wonder.  The Peugeot 306 was a revelation when it arrived in 1994.  It was an intoxicating European blend of prestige and practicality that had been missing from most of the familiar small cars at the time.Contemporary road testers were universal in their praise of the Pug, particularly its ride and handling, which were considered outstanding. They also liked its cute styling – a distinct change from the staid Japanese hatches that then dominated the market.THE 306 N3 range included the budget XR three-door hatch, the nicely equipped XT five-door hatch and the sizzling S16 sports hatch.  A few months later a cabriolet joined the party, and in 1995 a four-door sedan was added.The XR and XT were mechanically identical, using the same all-alloy 1.8-litre, single overhead cam, fuel-injected, four-cylinder engine driving the front wheels through either the standard five-speed manual gearbox or an optional four-speed auto.Peak power was a modest 77kW at 6000 revs, torque peak was 160Nm at 3000 revs. Biased towards low-end and mid-range drivability, the 306 was no top-end screamer, but it did deliver smooth, unfussed motoring.At little more than 1100kg the 306 was never going to be a fireball, yet the manual still returned the reasonable 0-100km/h in 12 seconds. The auto was about two seconds slower, which was disappointing.Sharp, precise and at the same time impressively supple, the 306's ride and handling were a delight, delivered by a combination of MacPherson strut front suspension and trailing arm/torsion bar independent rear.Part of the 306's secret was its long suspension travel, which allowed the car to soak up the bumps instead of bounce over them, as some other hatches tended to do with their stiffer suspension set-ups.Even with this forgiving suspension, the 306 still handled beautifully. Its power-assisted rack-and-pinion steering was nicely weighted and gave the driver plenty of useful feedback.The equipment level of the XR reflected the price, but it had power windows, central locking, rear wiper and adjustable steering column. The XT got more in the form of power mirrors, fog lights, external temperature gauge and boot carpet.ABS was optional on the XT but not available on the XR, and neither had airbags to begin with.  The sporty S16 three-door hatch was powered by the 2.0-litre twin-cam, four-valve engine from the larger 405 and was an altogether different car.Output was a respectable 115kW at 6500 revs and 193Nm at 3500 revs, which gave it plenty of punch and got it to 100km/h in 9.2 secs while covering the standing 400m in about 16.5 secs.  The S16 was fully featured, including alloys, ABS and aircon. It was available with only a manual trans, and there was a sunroof available.The heavily revised N5 series arrived in July 1997 and this brought new twin-cam engines and much better performance.  The 1.8-litre engine then had 85kW at 5500rpm and 158Nm at 4250rpm, which gave it a healthy boost.The entry-level model became the Style, the mid-spec XT remained, the S16 became the XSi, and the sizzling new GTi6 was the range-topper.  The GTi6 had a zippy 124kW four-cylinder engine and six-speed gearbox, and a vast array of features.The 306 is generally a robust and reliable little car, the post-1997 model rating slightly better than the earlier ones.  Some 1.8-litre engines in early cars suffered from an audible piston rattle and high oil consumption, and while most were fixed under warranty there are some still in service in which this hasn't been rectified.Listen carefully for a rattly engine. Later twin-cam engines have few reported problems, and the 1.8-litre has more respectable performance than the earlier single overhead cam unit.It's important to change the cam belt at the recommended 80,000km or four-year intervals on both the SOHC and DOHC engines. A broken belt is likely to result in serious internal damage to the engine.No problems are reported with the transmissions or drivelines, though the manual gearbox is much preferred to the auto, which turns the 306 into a slug.  Brake wear is an issue with all 306s. The front disc rotors wear quite quickly and are quite expensive to replace.  The later post-1997 cars have thicker body panels, which makes them a little more damage-proof.DOHC fours, which have more zipWorn disc brakes

THE Holden ute was a favourite work wagon for farmers, tradesmen and small business owners from the day of its introduction in 1951, and it was a sad day when it disappeared from showrooms with the demise of the WB in 1984.Holden launched a new Commodore-based VG ute in 1990, but it was not the worker of old.  Where the traditional Holden ute was a real workhorse with a tough full chassis and useable payload, the Commodore ute was a bit of a lightweight softie by comparison.It was based on the long-wheelbase Commodore, so there was no chassis, and it had coil springs in the rear instead of leafs. The payload of 710kg was well down on the payload of the old utes, particularly the one-tonne chassis-cab.The Commodore-based ute had plenty to live up to, given that the series of utes that kicked off with the HQ in 1971 and ran through to the WB in 1984 were tough old trucks that stood up to the abuse of daily life on the work site for years.Tradesmen and farmers were quickly attracted to them for their combination of performance, comfort and ability to carry a real workload, while in recent years they have become a favourite of a new generation looking for a cool vehicle for weekend getaways.Those who held the old Holden utes in such high regard thumbed their nose at the Commodore-based ute when it first arrived and it wasn't immediately accepted as a real workhorse.  It was the ute driven to the work site by the boss, not the workers.It was more likely to carry the lunches rather than the tools of trade.  The VS ute introduced in 1995 was the final evolution of the original Commodore-based ute before the all-new VU model came in 2000.It remained something of a softie in work terms, but had gained greater popularity as a sports ute which was a cool daily driver that could carry the sports gear at the weekend.THE VS was a facelift, but it was a much refined version of the VR ute which first saw the light of day in 1993.  Like its passenger car cousins, the VS utes were little different on the outside from their predecessors. Most of the changes took place under the skin.The big news was the ECOTEC V6 engine which, while seemingly identical to the 3.8-litre V6 it replaced, was almost entirely new: smaller, lighter, smoother and more fuel-efficient than its predecessor.  Capacity remained at 3.8-litres, but it had a new block, heads, manifolds and an all-alloy cast sump.The electronics were upgraded with a new computer, as well as a hot-wire air-mass sensor and sequential fuel-injection.  It all added up to 17kW more power, which was now 147kW at 5200 revs with peak torque of 304Nm at 3600 revs. But there was also a 6 per cent improvement in fuel consumption, while meeting exhaust emission rules.  Transmission choices were a five-speed manual box and four-speed electronic auto.A Series II upgrade in 1996 can be identified by Series II badges and oval-shaped side blinker repeater lights. It also brought a number of small improvements, including a new five-speed German Getrag manual gearbox for the V6.  Mid-1998 saw a Series III upgrade, identified by Series III badges and clear side blinker repeater lights.There were also a number of interior upgrades, and for the first time there was a 5.0-litre Holden V8 SS model to complement the previous range which was limited to the standard Commodore and S models.  The SS was distinguished by a neatly integrated body kit made up of front bumper and side skirts.  There was also a polished alloy rear sports bar, 16-inch alloy wheels, fog lamps and SS decals.The SS V8 gave the hottie ute plenty of tail-wagging performance with 168kW driving the rear wheels through a five-speed manual and a limited-slip diff.  ABS and sports suspension helped keep it in line, which was nice when the rear inevitably stepped out under enthusiastic acceleration.Inside there was leather wrapping on the sports steering wheel, hand brake and gearshift knob.  The seats had SS identification, there were power windows and airconditioning was standard.The arrival of the SS was a clear indication that the Holden ute had become as much a lifestyle vehicle as it was a hard worker.EARLY VS utes will now have upwards of 200,000km showing on the odometer, which should be enough to have potential owners approaching them with caution.  1995 VS utes start at $9000, with a premium of $800 for the auto, while the S model starts at $10,500 in manual form and $11,200 with the auto.2000 Series III models run as high as $15,700 for the base six-cylinder manual ute -- add another $1000 for the auto. S models will cost as much as $18,000 in manual form with a similar premium for the auto trans, and the SS will run to $22,500.THE Holden ute's body and chassis are robust and reliable, and little trouble is reported from the field.  Likewise the V6 engines are generally robust with a number of owners reporting untroubled motoring well above 200,000km.Look for oil leaks from the rear main crankshaft seal and around the oil pan, and also from the power steering pump.  Fuel pumps tend to fail around the 200,000km mark.  One owner was less than happy when his engine had to be replaced because of a worn camshaft at quite low mileage, and he says the telltale noise is back again. Overheating in autos in VS II utes can lead to transmission problems at around 100,000km.  It can't be fixed simply by changing the oil, and Holden rebuilt or replaced a number of transmissions.  Holden fixed the problem by releasing an oil cooler kit which can be retro-fitted.Noisy diffs are also a widespread problem. It's important to use the Holden-recommended oil in diffs to avoid a howling rear-end. Diff seals can also be a problem.

A joke went around in the early 1990s that if you removed the badges from a new car, no one would know what it was.  The jibe was aimed primarily at Japanese carmakers who, it seemed, were working to a standard formula.  The cars, with their rounded lines and generous curves, all looked as if they had come from the same jelly moulds, the critics cried.But under the skin was evidence that these were some of the most competent cars ever to roll out of Australian showrooms.  The HJ Mitsubishi Galant is a case in point. Its styling is inoffensive, even attractive to some eyes, but it could just as easily have worn a Ford TX5, Mazda 626, Nissan, Honda or Toyota badge.While the critics bemoaned the styling of the time, owners of the Galants loved them.  They were well equipped, well built, comfortable, smooth and zippy – all of which makes them worth considering now as a second car for the family, or a safe and secure first car for the young driver.The mid-sized five-door HJ Galant arrived in April 1993.  It was primarily aimed at empty nesters wanting a smaller vehicle once the kids had seen the light and found the door, and so-called dinks – couples who'd dedicated their lives to their careers and had neither the time nor the desire to procreate.The Galant was a neat solution: roomy enough to carry two adults on a regular basis, or four when the need arose, and the rear hatch made it a flexible load carrier when heading home from the supermarket or away to the mountains on the weekend.There were two engines on offer, both 2.0 litres.  The base engine – a 2.0-litre, overhead-cam, fuel-injected four – was carried over from the previous model, but had improvements to the cylinder head, which boosted its power and torque.Peak power was 90kW at 6000 revs and top torque was 170Nm at 4250 revs.  The optional V6 boasted four valves a cylinder and a variable-length intake system that contributed to its 110kW power output at 6750 revs and its maximum torque of 179Nm at 4000 revs.On the road both engines had zippy performance and admirable fuel economy, though the four was rather harsh in comparison to the silky smooth V6.In performance terms there was very little between the two, which made the choice of the more expensive V6 a difficult one at the time, though it did have slightly better off-line zip than the four.  Each had a choice of five-speed manual gearbox or a four-speed auto, both of which were new.The manual was a smooth-shifting unit with nicely spaced ratios, and the auto was well matched to the engine. Drive was through the front wheels.  When pressed the V6 auto would race to 100km/h in 11.3 seconds and the slush-boxed four in 11.6sec. The times for the standing 400m dash were 18.0sec and 18.3sec respectively.Under the smooth skin the wishbone suspension, which was new to the model, endowed the Galant with safe, predictable understeer, a blessing for all but enthusiast drivers wanting a more thrilling ride.  Inside, the seats were quite comfortable and supportive and the controls well laid out.Standard equipment on the four included adjustable steering column, power windows and mirrors, central locking, cruise control, air-conditioning, power steering and a reasonable sound system, though the lack of a CD player means it's outdated today.  The six also had alloy wheels, a smart body kit, sports seats and a leather-wrapped steering wheel.ABS was standard on the V6, but not available on the four and, sadly, there were no airbags on offer on either.  The four-cylinder model was dropped in 1994, but the V6 carried on until 1996 before the Galant badge disappeared from Mitsubishi showrooms.As with all modern cars, it's important to check for a service record, verify the odometer reading and confirm there's been a regular service schedule. Regular servicing is a reliable pointer to a caring owner.Mitsubishi recommends the cam-drive belt be changed at 100,000km intervals, so check to make sure that has been done.  If it hasn't, ensure it's done as soon as you buy the car, or make it a part of the deal.Mechanically there are no glaring concerns reported with the Galant. The engines and gearboxes are generally robust and reliable.  Check body work for bumps and scrapes from traffic or parking mishaps, but the Galant stands the test of time well.Doors close sweetly even after 10 years on the road, but make sure you check that the rear hatch opens and closes smoothly.  Be suspicious of one that doesn't, and look for evidence of rear body damage.Inside, the trim stands up well, the seat fabrics show little wear on the high-wear surfaces, and the plastic bits and pieces don't appear prone to damage from the sun.John Bugge followed his policy of buying two or three-year-old cars with no more than 40,000km on the odometer when he bought his 1993 Galant V6 eight years ago.It has done 150,000km and has needed no time in the workshop apart from regular servicing.  The cam timing belt was changed just before the 100,000km recommended changeover.It is garaged and kept in pristine condition by an obviously proud owner.  Bugge was attracted to the Galant's combination of styling, roominess for the two adults it had to accommodate, equipment level and performance. He says it is the best car he has ever owned and would readily have another.

After several less-than-successful attempts to market small cars drawn from other carmakers, Holden turned to its European cousins for the German-designed Astra.  Before the arrival of the European Astra TR in 1996, the Astra badge was a part of the Holden range in the '80s.  But they were rebadged Pulsars, produced under an arrangement with the Nissan factory in Clayton.After Nissan, Holden turned to Toyota and sold rebadged Corollas as Holden Novas.  Both deals were struck in times of trouble, when Holden was in effect a one-car company struggling to stay afloat in an increasingly competitive local market.Now those days are a fading memory and Holden is forging ahead with a range of models that virtually covers the whole market.  The European Astra was successful before it arrived here. It was the second-best-selling small car in Europe behind the VW Golf.Those early Astras were built in England by Vauxhall. This was sensible, given that the Brits drive on the same side of the road as us.At launch, Holden offered two body styles, a four-door sedan and a five-door hatch.  But there were three levels of trim and equipment, which was enough to suit just about everyone's needs.The entry-level model was the City 1.6, which was available in both body styles.  The mid-range model was the GL 1.8, which was also available in both body styles.The range-topping model was the sporty GSi 2.0, available only as a hatchback but with a sexy Zender body kit. Inside, the Astra was roomy, with plenty of space for four adults and luggage.Rear-seat room was particularly praised by road testers, as was its luggage capacity, which was boosted by a 60/40 split-fold seat.  Power came from a range of four-cylinder engines, all adapted to local conditions by Holden engineers, and featuring multi-point fuel injection.The base engine in the City was a 1.6-litre single overhead camshaft four-cylinder engine that produced 74kW at 5800rpm and 135Nm at 3400rpm, delivering a blend of performance and economy.A 1.8-litre four-cylinder engine powered the GL. This was produced by Holden in Australia and had twin overhead camshafts with four valves per cylinder. Peak power was 85kW at 5400rpm and maximum torque was 165Nm at 4000rpm.The sporty GSi packed the biggest punch. With twin cams and 16 valves, it put out 100kW at 5600rpm and 188Nm at 3200rpm.  City and GL buyers could choose between a five-speed manual gearbox or a four-speed electronic auto, which was a $1950 option.But the only choice for those signing up for the hot GSi was the five-speed manual.  Under the skin was a well-proven suspension with MacPherson struts complete with gas-filled shocks at the front; and a compound torsion beam axle at the rear with progressive-rate coil springs and gas shocks.Spring rates, shock settings and the diameter of the stabiliser bar were optimised for each engine.  Power steering was standard across the range, with the GSi getting a faster rack to give it a sharper feel.Brakes were a combination of front discs and rear drums on the City. The GL and GSi had four-wheel discs, and the GSi had the added benefit of standard ABS.Inside were attractive fabric trim, multi-function display and Eurovox six-speaker sound system.  The GSi also had sports seats, a leather-wrapped steering wheel and power front windows.Standard equipment included a driver-side airbag, an immobiliser, and central locking, though it couldn't be activated remotely.  Missing from the features list was an adjustable steering column.On top of those features the GSi had a passenger-side airbag as standard and a security alarm.  The options list included a passenger-side airbag for the City and the GL and airconditioning.The Astra was criticised for its high level of noise and vibration.  The manual trans gearshift was thought rubbery and imprecise.But the ride and handling were praised, as was the steering, which was direct and well modulated.  Being three years old when it arrived here, the Astra was trailing the competition.But it was regarded as a good small-car choice with interior room and plenty of performance while returning admirable economy.Reports from the trade suggest the Astra is robust and reliable, with few engine or transmission problems.  One complaint often heard is the rate of wear of the brakes.The Astra's European origins should have alarm bells ringing if you're concerned about replacing brake linings and discs often.  Some owners report having to change disc pads at 30,000km and discs at 60,000km.It's possible to extend brake life by fitting alternative pads and discs available on the aftermarket.  But you might affect your car's braking performance in the process.  Before you change, it's best to check with a brake specialist.The Astra's body and trim stand up well, but check carefully for signs of a crash.  Check panel fit, body gaps, smooth opening of doors and hatch or boot, and paint matching.Particularly check bumpers for bumps and scrapes, taking care to check bumper mountings to make sure they are intact.  Check for a service record to verify the odometer reading, which will be 100,000 to 130,000 on average.Smart European styleRoomy interior and lots of luggage spaceRobust mechanical packageRelatively high brake wear

The user-friendly and reliable Porsche Boxster is one of the great sportscars of the '90s.  Porsche's attempt to move away from its traditional roots with a range of front-engined sports cars in the 1980s proved disastrous.It was not that the cars were bad, it was simply that diehard Porsche fans refused to accept anything other than a car with a rear-mounted, air-cooled, boxer engine. Sales of the front-engined cars did not go well.  Given that history, the arrival of the Boxster in 1997 was much anticipated.The German sportscar maker was acutely aware it had to expand its range beyond its traditional models or face extinction. The front-engine experiment had failed, so a lot was riding on the Boxster.Unlike the front-engined models – the 924, 944 and 928, which represented a major departure for Porsche – the Boxster honoured the past, despite being quite different from the great old Porsche models.For a start it looked like a Porsche. It was reminiscent of the Speedsters of the 1950s, and bore a clear resemblance to the 911. That became even clearer with the release of the new 911 in 1998, which shared many body panels with the Boxster.Some traditionalists remained unconvinced the Boxster was a real Porsche, but sales surged. Aided by a relatively affordable base price of $109,900, it attracted people to the brand who otherwise would never have considered buying a Porsche.The Boxster was a marked departure from past Porsche practice, though that wasn't immediately obvious.  The engine – a horizontally opposed, 2.5-litre, six-cylinder boxer unit – was totally new. Most notably it was water-cooled instead of being air-cooled, as was previous Porsche practice, apart from in the front-engined cars.With an alloy block and heads, twin overhead camshafts on each bank and four valves per cylinder, the fuel-injected Boxster engine produced peak power of 150kW at 6000rpm. Maximum torque was 245Nm at 4500 revs, but, importantly, more than 200Nm was available between 1750 and 6400 revs, which made it smooth and tractable.Power was transmitted to the rear wheels through either a five-speed manual gearbox or the optional five-speed Tiptronic auto, which added $7000 to the price.  The smart Tiptronic auto would choose the correct gear for the moment based on what the driver was doing – accelerating, coasting or braking – but it also offered the fun option of self-shifting using buttons on the steering wheel.Acceleration was brisk with either transmission, the 1250kg manual two-seater able to reach 100km/h in 6.9 seconds, the auto marginally slower. Top speed was quoted as 240km/h.  In another departure, the engine was mid-mounted rather than being behind the wheels.Rear-mounting was the source of Porsche's reputation for being difficult to drive quickly if you couldn't conquer their habit of oversteering when you lifted off the throttle.  There was no such problem for the Boxster. With independent suspension front and rear, its road manners were impeccable and it had a wonderful balance.Powerful four-wheel disc brakes slowed it with the help of standard ABS; traction control was optional. Standard wheels were 16-inch alloys; 17-inch alloys optional.The seats were comfortable and supportive and the folding roof worked a treat, disappearing into the rear compartment in 12 seconds.  It was just as easily raised to make the Boxster quiet and thoroughly weatherproof, even at high speed.Two quite generous luggage compartments meant you could take all the luggage you needed for a trip, and you didn't lose luggage capacity when the roof was down.The Boxster's interior was criticised by some for being bland. Some of the plastic trim was a little too hard and plain for such a costly car, they said, so Porsche upgraded the interior in the 1999 model.Even so, the original Boxster interior is roomy and quite well appointed, with lashings of leather to soften the hard plastics of the dash and console.  Standard equipment included air-conditioning, a super sound system with CD stacker, twin airbags and remote central locking.Porsches are generally among the most bulletproof cars on the road. Many are kept locked away in garages during the week and come out only on sunny days. But plenty are used every day around town.Porsches are easily the most user-friendly sportscars on the market. They are just as happy to trundle along in traffic as blast along on track days at warp speed.They also give very little trouble. Plenty of old Porsches on the road have 200,000km or more on the odometer – we've seen a mid-1990s 911 with more than 300,000km.  The bottom line is: Porsches are built to last, and they do that with admirable reliability.If you're shopping privately, check the bona fides of a car before you part with your money. It's best to buy a car that has been delivered locally rather than an import, even though imports sometimes cost less.  Check for a service record from a reputable Porsche service agent.

In an effort to turn the tide against relative newcomers Hyundai, Daewoo and Kia, Toyota introduced the Starlet in 1996.Sales of mini cars were booming. Such was the sector's strength that Toyota felt compelled to be part of the action, partly in an effort to regain market leadership it had lost because of booming sales of cars such as the Hyundai Excel.The Koreans, particularly Hyundai, were dominating the segment with attractive driveaway pricing that many manufacturers, including Toyota, simply couldn't match.At the time Toyota didn't have a mini car on the local market. They relied on the strength of the Corolla in the small-car arena.  But the mini cars were smaller and cheaper than the Corolla. And, despite its popularity with Australians, it couldn't compete in the cut-throat mini market.The well-built Starlet was new to Australia, but had been a top-selling badge in Japan and New Zealand for many years. So while it was unknown here, it came with a good pedigree. Importantly for car buyers who didn't yet trust the Koreans, it had a Toyota badge.When the Starlet arrived in August 1996 the model had only just been released in its home market.  Its styling wasn't anything to write home about, being rather plain in the way of most Japanese cars at the time. It was inoffensive, even pleasant, in a market that can easily be spooked by anything even slightly radical.The real appeal of the Starlet was the assurance of quality and reliability that came with the Toyota badge.  In a market dominated by Korean cars that were yet to fully gain the confidence of the car-buying public, the Toyota promised quality, refinement and reliability, even if it wasn't quite as cheap as the price leaders from Seoul.Toyota offered two body styles, both hatches, with either three or five doors, and a choice of three models offering a range of standard equipment. All had a nippy 1.3-litre 16-valve four-cylinder engine that delivered good performance for the class.It pulled well, with plenty of punch for overtaking, and had good fuel consumption. There was a choice of a five-speed manual gearbox and an auto.  The auto was an extra cost option ($1500) and, disappointingly, was only a three-speed.The three-door Life was the price leader, and boasted standard features like a headlights-on reminder, intermittent wipers and a radio/cassette sound system with two speakers.  The Group X had, in addition, a rev counter, four speakers, rear headrests, driver's footrest, cup holder and body-coloured bumpers.At the top of the range was the five-door Style which, as well as the Group X features, had power steering with tilt adjustment for the steering column.  Options included airconditioning, dual airbags and ABS.A new model, Max Life, was introduced in 1998 with 13-inch alloy wheels, a CD player and a rear sun shield as standard equipment.  There were a few criticisms of the Starlet when it was launched.The rear seat room was thought to be insufficient, suitable for a couple of kids or smallish adults.  It would definitely be too tight for a couple of brawny wharfie types, but then it was unlikely you'd ever find a wharfie in the back seat of a car called a Starlet.There was also some criticism of the size of the boot, which was said to be too small, but apart from those complaints the Starlet was quite highly praised.  The renowned Toyota build quality shone through.Doors closed with a solid thunk, panel gaps were even, and the paint finish was deep and lustrous.  Inside the quality was equally obvious in the fit and finish of the plastic trim components.On the road the Starlet drove with the assurance of a much bigger car, with a comfortable ride and secure handling.  Performance was on a par, or better, than the competition in the class, with impressive lowdown grunt that made for zippy response in city traffic, and effortless cruising on the open road.Start with the usual suspects when looking at a Starlet.  Uneven body gaps, overspray and mismatching paint on adjoining panels are signs of body damage.  Look for signs of abuse or lack of attention. Being relatively new, there is little likelihood of major wear showing up on interior trim, but look anyway.Check the driver's seat (it will be worn more than the other seats) and the carpet under the driver's feet.  Check for a service record. As shown by the recent revelations about stolen cars being easily "rebirthed", a service record becomes even more important, particularly if you are buying from a private seller.A service record can give you a picture of the mileage accumulation of the car.  Mechanics record the mileage of the car when they service it so the record will show the pattern of mileage through the life of the car.It can be quite reassuring to see that the mileage has grown at a steady rate that would take it to that shown on the odometer at the time you inspect it.A service record also gives you some clues on who to talk to when you find out more about the life of the car on which you're about to spend your hard-earned cash.Mechanics have a high regard for the Starlet and report few faults with it. When it's serviced according to Toyota recommendations, mechanics say a Starlet will do 300,000km-plus without problem.An important service item is the cam timing belt, which should be changed every 100,000km.  Because the engine is a free-spinning design, no internal damage will occur if the belt breaks in service, but you will be left stranded on the side of the road if it does.

Falcon GT owners and enthusiasts around the country are holding their breath hoping that Ford doesn't attempt to perpetrate another cruel hoax on them when it unveils the new BA GT this month.  It did in 1997 when it launched the EL GT. In celebrating the 30th anniversary of the great Australian muscle car, Ford delivered a vehicle that fell short of just about every measure that defines a true Falcon GT.In the nine years between 1967 and 1976 the Falcon GT carved out a special place in Australian motoring history. Its combination of performance and luxury defined a new type of car in the local market.Add to that the legendary racing feats of the mighty GTHO at Bathurst and other tracks around the country, and the GT became an icon that is as revered today as it was in its heyday.Ford dropped the GT for on the grounds of politically correctness in 1976, choosing to build special GT models to celebrate anniversaries.  There was the EB GT in 1992 to celebrate the GTs 25th anniversary and the '97 EL GT.  Both were limited editions, and for that reason have become collectable, but to GT enthusiasts they were mere parodies of the real thing.The key to the original GT was its unique blend of performance and luxury equipment, which made it a great high-speed highway cruiser.  But by the time the EL rolled around it had become soft and new-age sensitive, with a clear emphasis on comfort which showed that the youthful tearaway had entered middle age.It was impossible to miss an EL GT. With its Darth Vader grille and high-mount rear wing it could have come straight out of a sci-fi comic.  Unfortunately, its performance didn't back up its aggressive on-road presence, and it was largely dismissed by the GT fraternity.Ford insiders admit today that they wished they hadn't built the EL GT because it sullied the proud heritage of the original GT and created a scepticism in the community about the true credentials of any future GT they built.  For that reason there is a feeling that the new GT has to be true to the heritage while at the same time being a truly modern performance car.Just 250 EL GTs were built in 1997, 135 of which had automatic transmissions – which should give an indication of what Ford was thinking when it built the EL – and 115 had manual gearboxes. A further 15 were built for New Zealand and another two were sent to South Africa.The power came from a hotted-up 5.0-litre V8 which pumped out 200kW at 4700 revs, an impressive figure for the time, and 420Nm at 3700 revs. It had special cylinder heads, high compression, big valves, heavy-duty valve springs, roller cam followers, fuel-injection, a larger throttle body, and exhaust extractors.Ford boasted that a GT equipped with a manual gearbox could race to 100km/h in a little under seven seconds and cover the standing 400m sprint in a fraction over 15 seconds. The auto version was about half a second slower.  On their own the numbers sound respectable enough, until you realise that a GT from the late 1960s or early 1970s would comfortably better them. Gearbox choices were a four-speed auto, which was recalibrated to suit the GT, and a five-speed manual, which had a heavy-duty clutch, strengthened gears and a short-throw gearshift.  It had a lightweight drive shaft connected to a Hydratrak differential running a short 3.45 ratio.Under the sci-fi skin lay uprated suspension and brakes. At the front there were higher-rate springs, re-tuned shock absorbers, a larger anti-roll bar and urethane bushes in locations crucial to handling.  At the back the live-axle was enhanced through higher-rate springs, retuned shock absorbers, a larger anti-roll bar and urethane bushes.Braking performance was substantially increased, with twin-piston front callipers and larger disc rotors front and rear.  The wheel arches were filled with 17-inch alloy wheels wrapped in Yokohama 245/40 VR17 performance tyres.Inside the EL GT was awash with luxury leather and woodgrain trim, along with a long list of creature comforts including airconditioning, power windows and mirrors, and a sound system. Both driver and passenger had the protection of airbags.But there was no sign of the vibrant classic colours like Vermilion Fire, Wild Violet, True Blue and Yellow Ochre. Instead there were three colours on offer with the bland names of Heritage Green, Sparkling Burgundy and Navy Blue.The key to maintaining the value of your GT is to use it sparingly. Many have been bought as second cars to be used for fun on weekends only, and they are the cars to seek out if you want to buy one.Lovingly cared for, these cars rarely have any dings in the bodywork, and the interior is normally in near-new condition.  Check for bodywork damage, in particular look for mismatches in the metallic paint, and quiz the owner on why he or she wants to sell.Most buyers of GTs bought them for the long haul, so question their motive for selling now.  EL GTs have generally done such little mileage that few things have gone wrong with them, and those things that have needed attention have been fixed quickly by proud owners.

Mazda became a trendsetter seven years ago when it replaced the curvy 121 with a boxy, upright 121 Metro.  Mazda burst the small-car bubble with a bang in 1996 when it replaced the "jelly bean" 121 with the innovative, but rather bland, 121 Metro.In one swipe it changed the perception of small cars from cute little sedans and hatches to more practical wagon-like hatches.  The change was dramatic. Mazda had enjoyed considerable success with the bubbly 121 so the switch to the plainly-styled, boxy wagon couldn't have been more extreme.At the time the company claimed it was breaking the mould with a totally new type of small car that would become the prototype for small-car design. Looking back now, it seems it was right, with a range of upright, wagon-style hatches now on offer from most manufacturers, all of which offer the flexibility to carry passengers and packages in a wide range of combinations.After Mazda introduced the 121 "bubble" a strong demand for hatches developed and, without a hatch in the range, Mazda faced a major redesign.Instead of simply doing a hatch version of the bubble body the company did a comprehensive make-over on the 121 platform and produced the Metro. It was a hatch, a wagon, and even a mini van, all rolled into one.Based on the well-proven 121 front-drive platform, the Metro had the same length and wheelbase as the bubble, but was higher and wider.In the wake of the cute and curvy bubble, the Metro's styling was rather bland with just enough rounded edges to soften what is an otherwise severe boxy shape.The upright shape meant there was lots of headroom for adult occupants, but the real appeal was the way the interior could be readily switched around.It could comfortably carry four adults, and still have plenty of space for carrying packages or other items. And the seats could be folded and laid flat to accommodate quite a load of larger and more awkwardly shaped items.Front-seat occupants had comfortable bucket seats with plenty of support, which could also be adjusted for height on up-spec models. But the rear seat was the real key to the Metro's flexibility.A 50/50 split-fold bench, the rear seat had fore-aft and rake adjustment which meant comfort and generous legroom for those in the rear.If you lay all seats flat you had makeshift overnight accommodation. With the rear seat flat together with one front seat there was space for a long slim package, and with the rear seat down and you had a large load space capable of swallowing a pair of mountain bikes.The upright styling also meant good visibility, of the sort that made soft-roaders so popular with city dwellers, and getting in and out was a snap for the elderly and less flexible.The Metro's base power source was a 1.3-litre fuel-injected four-valve, four-cylinder engine which boasted 55kW, sufficient around town without ever threatening to take your breath away. On the top models the power source was a more powerful 1.5-litre which, with 64kW, was nippier.Transmission choices were a five-speed manual with a precise floor shift or a smooth three-speed auto. You could choose between the five-speed and a four-speed auto if you bought the 1.5-litre engine.The suspension was by MacPherson Strut at the front and torsion beam at the rear, which allowed the flat floor which was the key to the roomy interior. Brakes were a combination of disc front and drum rear, while steering was power-assisted.All models had a driver's airbag, numerous storage bins, cupholders and a sound system, but airconditioning was an additional $1870 on top of the base price of $16,650 for the entry-level model.Mazda also released a number of Shades packs which included airconditioning as standard along with other features.On the road the 121 Metro had ample performance for around-town zip and on-highway hauling. Its ride was comfortable, handling reassuring, and brakes secure.Interior noise levels were criticised when the 121 was first launched, which suggests cutting costs on insulation material in an effort to compete in the ultra-competitive baby-car market. The lack of remote-control mirrors was also criticised.Like all Mazdas, the 121 was a quality-built car so they stand up well, provided they are serviced regularly and are not abused.The 121 Metro was a little more expensive than the Korean cars that boomed in the baby segment with their $13,990 drive-away pricing, and that meant the Mazdas were typically bought by people who were prepared to take care of them.Generally the 121 is well kept and you'll find few dings and dents on the body. If you happen across a car which has some body damage, check the rest of the car carefully for signs of abuse.The engines are robust and give little trouble, but check the owners books for a service record that supports the cars overall condition and odometer reading. Lift the dipstick and check the colour of the oil. If it's black it's probably old, and also check inside the oil filler cap for signs of sludge which could mean a lack of servicing.Interior trim is hard-wearing if a little plain on the 121 Metro, with quality plastics and trim fabrics, though the trim on earlier bubble 121s was prone to discoloration and distortion after sun exposure.On the downside, Mazda parts prices are typically higher than other Japanese-sourced cars.Well kept: Metros usually have few dings or dents.Taut and trim: The interiors feature good quality plastics and fabrics.By the book: Check that the service record supports the car's condition.Robust: The engines give little trouble.Black Gold:Lift the dipstick and check the colour of the oil.