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Articles by Jonah Wigley

Jonah Wigley
Contributing Journalist

Jonah Wigley is a former CarsGuide contributor and reviewer.

Toyota RAV4 2WD 2010 review
By Jonah Wigley · 17 May 2011
The 2WD addition to the Toyota RAV4 line up is $3000 cheaper than its all-wheel-drive brother. This fact alone should prick some ears, but with the promise of an identical feature list, it becomes a very attractive option.EngineThe RAV4 CV is powered by a 2.4 litre, in-line four-cylinder petrol engine that puts out 125kW at 6000rpm and 224Nm at 4000rpm. A four-speed automatic transmission gets power to the two front wheels. The combined fuel economy figure is 9.1l/100km and it emits 218g/km of C02.ExteriorBody coloured bumpers, exterior door handles and power mirrors, and tinted UV cut glass are all standard on the CV. You also get 17-in alloy wheels, rear mudflaps and a body-coloured rear spoiler at no extra cost.InteriorThe spacious interior features a clutter free and intuitive dash with cruise control, optitron instrumentation and steering wheel mounted audio controls.The 60/40 rear seats fold flat and there is plenty of storage including a storage box in the centre console, a sunglasses holder, drink holders, map pockets and cargo area under-floor storage.SafetyAs well as a comprehensive airbag package, the RAV4 CV includes anti-lock brakes, brake assist, electronic brakeforce distribution, Toyota Safe-T-Cell, traction control, vehicle stability control, hill-start assist and down hill assist control.DrivingThere is an immediate feeling of space in the new 4 x 2 RAV. The dash is shallow and particularly in the passenger seat it feels very light and spacious. The dash features are few and simple, enhancing the airy feel.The comfortable driving position gave good vision all round and the seats were comfortable and relatively supportive. The back seats crammed in three medium sized men but it was only a short trip and there would have been a few numb limbs had it been any longer.Driving the new front-wheel RAV4 is a different experience to the 4x4. There is the typical understeer but you seem to get more out of the pokey 2.4-litre engine. And it feels more nimble too.There was a little bit of throttle lag but nothing to worry too much about, and when it was up and running the ride was smooth and gear transition was silky and appropriate.City driving was comfortable and jerk-free much like a hatch. On long trips the RAV had a little wind woosh off the exterior mirrors and tyre noise up through the floor was negligible. Small pot holes and ruts were taken car of with no trouble.The RAV4 exterior has improved a lot over the years, particularly since it got a little bigger. It looks a lot stronger and the lines and curves are bolder and sportier. Certainly one to watch in the mid-size SUV sector.
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Lexus RX 450h 2010 Review
By Jonah Wigley · 22 Oct 2010
Touted as the worlds most efficient and powerful luxury hybrid SUV, the Lexus RX450h should be a major force in it’s niche market. We agree and -- save for a couple of minor issues -- give it a big fat tick.DrivetrainThe RX450h hybrid system drivetrain is a 3.5 litre V6 petrol engine that puts out 183kW at 6000rpm and 317Nm at 4800rpm, a generator, a 123kW electric drive front motor, reduction gears to the front axle and continuously variable transmission. The hybrid system output is 220kW.Power is directed to the front wheels via a mechanical path or an electric path or a mixture of both. Power output is in part redirected back to the electric drive motor and is used for engine acceleration. There is another 50kW magnetic motor that powers the rear wheels during take off and acceleration.Extra urban fuel economy comes in at 6.1l/100km and the SUV emits150g/km of CO2.ExteriorWith a wider stance and more sculptured rear, chunkier bumpers and flared wheel arches the RX450h is a real presence on the road.Featuring a number of new design touches, it receives a tight vertical multi-bar grill, 19 inch alloy wheels, blue accents on the headlight lenses and blue Hybrid badging.With superior aerodynamics in mind the 450h has been built to achieve class-leading drag figures and negligible wind and vibration noise.InteriorA mouse like controller on the centre console accesses up to 20 functions including satellite navigation, viewable on the large display on the dash.Enhanced climate control, a 12-speaker premium sound system, a handy head up display, a moon roof and in built blue-tooth are all standard. The cabin has door pockets, plenty of cupholders, console and seat back storage, and the rear seats are 40/20/40 split fold flat.Safety The comprehensive safety list for the Lexus RX450h includes a substantial airbag package, a rear view camera, vehicle dynamics integrated management, active cruise control, pre-collision safety system and optimised body strength.DrivingHaving tested a couple of lower and mid range SUVs lately it’s a welcome change to step into a high end unit. It’s not that the other cars are no good – quite the opposite – but its amazing how much better they can get.From the moment we snatched the keys and got to it in the car park we agreed that it oozed class. It just looked more substantial and had more of a presence than the bulk of cheaper cars. Up close we immediately noticed the quality of the workmanship. All the panel seams lined up - nothing looked or felt tinny or fake.Then there were the big alloys that perch it nice and high, the smooth, bold front and rear and the sharp purposeful creases.Climbing in we searched hard for setbacks but again we fell short. It’s just a nice place to be. The soft leather seats are comfortable and supportive and the dash is simple clean and intuitive. The wooden steering wheel is a nice touch too, highlighting the overall prestige feel.There was plenty of storage space for cups and bottles and the 40/20/40 flat folding split rear seats allow for a tonne or room in the back for big trips.But we were keen to drive the thing; especially since Lexus claim that it’s “the world’s most powerful hybrid luxury SUV”. Pressing the starter button was a non-event – no guttural roar here, just a couple of lights on the dash indicating something had changed in the last second or two.Hitting the accelerator was the first time we heard noise, as the parallel hybrid powertrain did its thing. And with the quick knock of a button on the steering wheel, we could see this fascinating system illustrated in front of us on the LCD display.Sadly, we got more of a kick out of watching that than we did from the throttle. The new, beefier 450h – 150kg heavier than the outgoing 400h – didn’t push us back in our seat so much as gently whooshed us into a mild coma.We thought it was slow, even for heavy hybrid, but once momentum took hold we quickly found the grunt they were banging on about. At speed the Lexus was responsive and very smooth. Sharp corners were handled like sweeping bends. There was negligible body roll and we remained upright from entry to exit.Having said that though, the brakes took a bit of getting used to. They were spongy and lacked the immediacy we felt such a big car needed. There were some hairy times when the anchors needed to be stood on to stop quickly enough. We both agreed they could have been a lot better.On the freeway was where the 450h came into its own. It was deafeningly quiet - leaving us to chat freely without having to shout – and painfully smooth.Generally, the Lexus RX450h was as prestigious and substantial as it set out to be. It really is a step above the mid-range pack in terms of luxury and the economy figures for such a big car are outstanding. But there were some important points that we felt needed a bit of work.Lexus RX450h Price: from $89,788Engine: 183kW/317Nm 2.0-litre petrolTransmission: front-wheel drive, five-speed manual, six-speed autoEconomy: 6.1L/100km combinedEmissions: 150g/km CO2
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Ford Fiesta Zetec 2010 review
By Jonah Wigley · 07 Jul 2010
Deceptively spacious inside, with a big effort put into workmanship, it punches above its weight in its class for styling and is a real performer. Pricing is from $21,490. Engine The five-door manual Zetec runs on an in-line 1.6 litre, four cylinder DOHC engine that puts out 88kW of power at 6000rpm and 152Nm of
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Honda CR-V 2010 review: road test
By Jonah Wigley · 07 Jul 2010
Honda has put a lot of work into the exterior styling of the new CR-V. But with so many worthy competitors in the SUV category now, they needed to in order to hang onto its fans. The Honda CR-V range starts at $33,990 and tops out at $43,990.The CRV base model is powered by a 2.4 litre DOHC in-line four cylinder engine that puts out 125kW of power at 5800rmp and 218Nm of torque at 4200rpm. A six-speed automatic or five-speed manual with grade logic control gets power to the wheels.   The SUV has a combined fuel economy figure of 10l/100km for both transmissions and it emits 237g/km of CO2, again for both automatic and manual.Honda has improved the exterior of the CR-V since the last version. Smoother lines and well placed creases shift it into the stylish and refined SUV category.  Keyless entry, body coloured powered side mirrors come standard on the entry level model and the inside is stacked with standard features.Air conditioning, cruise control, front seat armrests, a multi-function display, an MP3 compatible stereo and heaps of storage, make travelling in the CR-V a pleasure on trips of any length.  The 40/20/40 split-fold-and-slide rear seats are even heated for extra comfort. As well as a comprehensive airbag package, the Honda CRV entry level edition list of safety features includes anti lock brakes, child proof rear locks, electronic brake force distribution, an immobiliser system and Honda’s G-con technology.Compared with Hyundai’s Santa Fe and the Subaru Forester, the first impression of the CR-Vs interior is ‘fuddy-duddy’, especially with the arm rests down. It looks more like a Smokey Dawson chair has been shoe-horned into the cockpit than the modern – young - interiors of the other two competitors.Having said that, the seats are comfortable if a little flat, and the dash is uncluttered and easy to work out. But it’s just a bit old looking and we reasoned that given the glut of these types of cars that are available, Honda need to put more effort into interior styling.  The outside is definitely better than it was but Honda needs to pick up its game and come up with something a little edgier if it wants to remain a frontrunner.Driving, as always in any Honda is smooth and refined with a perfectly mated transmission. Good torque across the rev range saved us from feeling nervous when merging and overtaking and there was enough poke for it to just scrape into the ‘zippy’ range.Happily, the revised suspension in the new CR-V meant that we stayed pretty upright in corners and the grip was smarter than the previous model.There was noticeable wind noise off the side mirrors, plus a bit of rumble up through the floor, especially when travelling at speed but our conversations weren’t interrupted by it.With the back seats down it really does look like there is a tonne of room, and with the seats up five large adults fit nicely with room to spare.  Mechanically, Honda’s new CR-V is a very good car; it just isn’t the best looking thing getting around. And we think that could become a real problem in the not too distant future.
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Peugeot 308 2010 review
By Jonah Wigley · 19 May 2010
Peugeot have added a new dimension to their small car garage with the 308 Touring. Miserly at the bowser, it is perfect for small enviro-conscious families who need just a little more space than a regular hatch, without opting for the big boofy 4WD tank.The 308 Touring is a six-speed automatic, powered by 2.0 litre diesel that puts out 100kW at 4000 rpm and 320Nm at 2000 rpm. It has a combined fuel economy figure of 7.1l/100km and it emits 187g/km of CO2. It gets to the 100km/h mark in 13.2 seconds.With body-coloured door mirrors and handles and 16 inch alloys, the XSE is noticeably primed compared with the base XE. Given it’s the Touring variant, the back half is longer and boxier than the straight hatch but the front loses none of the smaller car’s sporty appearance.Inside, you get a leather trimmed steering wheel, although minus any controls, a big glass sunroof, a nice, clean clutter-free dash, plus loads of storage. There is a decent sized drawer under the front passenger seat, map pockets, stowage bins and a centre console area for drinks.Seating is a big feature in the Touring with three independent foldable, removable seats in the back, allowing for dozens of possible seating combinations to suit. When up, boot volume is 674 litres but when down it becomes a cavernous 2149 litres of space.On top of the comprehensive airbag package the Peugeot 308 Touring safety list includes anti-lock brakes with electronic brakeforce distribution, emergency brake assist and electronic stability program.The Peugeot 308 Touring starts at $31,990 and tops out at $37,990.At first glance we weren't overly keen on the shape. The rear end seemed a bit like a tacked-on boxy afterthought, not in keeping with the sharp creases and long lines of the front. But we supposed there must be the odd sacrifice when converting a hot hatch into a seven-seat family transporter.In general terms, most European car interiors smell the same, and that smell evokes thoughts of luxury, style, quality and tradition. It's something that European cars have over other non-Euro marques, and it's exactly how we felt after stepping into the 308.There was nothing too fancy or over the top inside our Peugeot but we liked that the dash layout was simple and intuitive, and that the seats were comfortable and supportive.We only had three small kids to test the second row of individual seats and they sat snugly, so we reasoned three adults may find it a bit of a squeeze. But it's the cargo area where the 308 Touring jumps to another level. With the seats up it’s already quite spacious but with all but the front seats down and flat, the area is massive. So a young family, keen on the odd road trip, will be more than pleased with this Peugeot's ability to get them there stress free.They will also reach their destination economically, with the smooth and torquey turbo diesel. Off the mark, the 308 punches swiftly. At speed a gentle tap on the throttle swooshes the car promptly, with no lag and plenty of potential.  We noticed the lack of buttons and levers on the steering wheel – there are none – and wondered why even the basic controls were missing.Obviously the car's size makes it brilliant for city driving too. Parking is a breeze and the superior suspension set-up prevents chipped teeth when failing to avoid potholes and ruts.We couldn’t find much wrong with the Peugeot 308 Touring. It won’t do for larger, older families – and the shape does take a bit of getting used to – but for starting out as a family unit, you will be hard pressed to do better than this Pug.
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Mazda3 diesel 2010 review
By Jonah Wigley · 15 Apr 2010
Adding a diesel variant to their already popular 3 range seemed like an obvious decision by Mazda HQ, given that the world is turning increasingly towards better fuel efficiency.
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Lexus IS250C 2010 Review
By Jonah Wigley · 09 Feb 2010
At last, Lexus have come to the party with the new IS 250C – a folding hard top variant of the mid-size sedan. Pricing starts at $76,900 for the Prestige and tops out at $94,900 for the Sports Luxury.Exterior Lexus have done an excellent job converting the original design to incorporate the folding hard top. The chunkier rear end is the only obvious difference. But only the bonnet, headlights, door handles and door mirrors are carried over from the sedan. An extra 160kg of foldable roof and floor bracing have been added to weigh the car in at 1730kg. And that’s just the base model. Tack on another 20kg for the top version.Interior and equipmentThe interior is what we have come to expect from a luxurious Lexus. Supportive leather seats, quality six-stacker stereo, intuitive dash and steering controls, and push button start. There’s a raft of standard features … fully adjustable electric seats, cruise control, trip computer, parking sensors and headlight controls.Safety is a focus with a comprehensive airbag package, anti-lock brakes with brakeforce distribution, traction and stability controls and adaptive suspension.EngineThe Lexus IS 250C is powered by a 2.5 litre DOHC V6 that puts out 153kW at 6400 rpm and 252Nm of torque at 4800 rpm. It has a combined fuel economy figure of 9.3L/100km. An automatic transmission with manual mode gets power to the wheels.Driving – Karla PincottI’ll come straight out and admit I don’t like convertibles. And there are many reasons for that, the main one being that for decades a convertible body has often been a compromised afterthought – it either ended up being too jittery with ‘scuttle shake’, or too heavy to move around nimbly.But that’s admittedly old school thinking. Over the past few years with better use of lighter materials and high-tensile steels, droptops have improved. And the Lexus IS 250C is one that benefits from the recent technology. We were surprised at how well it behaved with the roof down. And while the metal top and the extra strengthening and equipment have added about 130kg over the sedan, it doesn’t lumber around.And the little creature is just so damned easy to live with. It’s a breeze to park, has enough snap to tango through urban traffic without getting flustered, and is not a bad cruiser for longer stretches outside the city. And it looks good too. It needs a bit more engine before it could really appeal to performance fans, however. The 2.5-litre V6 is more than enough for a chic sprint, but those who want to muscle around will want more.Likewise, in full auto mode the transmission keeps shifting up for economy when we’d rather stay in the current gear for performance. But it’s smooth and well-behaved over most roads so far, with the exception being a run of badly patchworked bitumen on the way south that sent judders through the cabin. Our other issue with the droptop is that with the roof open, the boot space shrinks to barely enough for a couple of overnight bags.And our only other reason for disliking the IS 250C has little to do with engineering. We’re not the type that is ever well-groomed enough to enjoy the kind of public display a convertible offers – attracts, even. No, give us a full roof, and add darkened glass behind which we can cower in all our unkempt frightfulness, I say.Driving – Jonah WigleyWith extra weight, acceleration is compromised. We found ourselves hesitating during overtakes and merges. Poor visibility, particularly out the back quarter of the car – due to the higher waistline on the convertible – was another factor that caused us to balk at times. Once at speed, however, the convertible was smooth and quiet – except for a little mirror woosh – and the throttle response at higher revs was a lot better than from off the line.The suspension set-up is great, so potholes and ruts were chewed and spat out. With the top down we could hold a conversation without having to shout, even while being treated to the satisfying syrupy growl of the tensed engine. The IS 250C poured in and out of corners at all speeds effortlessly – best using the paddle-shifters – but there were periods of noticeable body-roll. This is more a cruiser than a hyper sports car.We took issue with the height – and weight - of the doors. They were a good six inches above a comfortable elbow-rest level which was just plain annoying. And they were too damn heavy. And don’t try to put the top down at traffic lights. Lexus claims it takes less time than its competitors, but you will be caught short.Verdict75/100Lexus IS 250CPrice: from $79,900 to $99,900Engine: 2.5-litre V6Power: 153kW/6400revsTorque: 252Nm/4800revsTransmission: six-speed automatic, rear-wheel drivePerformance: top speed 210km/h, 0-100km/h 9.0sEconomy: 9.3L/100kmEmissions: 219grams/km
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Honda Odyssey in the garage
By Jonah Wigley · 20 Nov 2009
With an upgraded engine and big improvements to safety and comfort, it is geared up to do just that, but will it be enough to poach potential SUV buyers?  We drove both the base model Odyssey and the Odyssey Luxury to see for ourselves.EngineBoth versions are powered by a double overhead cam i-VTEC, in line four cylinder engine that puts out 132kW at 6500rpm and 218Nm at 4500rpm.  A five speed manual and five speed automatic transmission with grade logic control and shift hold gets power to the wheels.Combined fuel consumption and C02 emissions figures are the same again for both vehicles at 6.3l/100kms(manual) and 6.6l/100km(auto), and 148g/km(manual) and  156g/km(auto) respectively.ExteriorFrom the outside there’s no mistaking it, the Odyssey is a people-mover and a very obvious example. It’s basically a rectangular box with a gentle taper from the nose to past the B pillar.The Luxury gets 17 inch alloys, fog lights and electric sunroof, aero side sill garnish and aero FR and RR bumpers.  Chrome door handles, dual exhausts, keyless entry and body coloured door mirrors and bumpers are standard for both cars.InteriorThe seven-seater has fully reclining front seats, a 60/40 split fold second row and a retractable third row that creates 259 litres of space when up and a cat-swinging 708 litres when down. Other storage includes six cup holders, four bottle holders, door pockets and a foldable centre table.Aside from leather seats, six stacker stereo, the leather wrapped steering wheel and gear knob and the aluminium side step in the Luxury, all other interior features are available in both vehicles at no extra cost.  Features include air conditioning, cruise control, a multi-function display and steering wheel, and power windows.SafetyOn top of a driver, passenger and curtain airbag package, the safety feature list for the Odyssey range includes anti-lock brakes, central locking, brake-assist, electronic brakeforce distribution, motion adaptive EPS, progressive crumple zones, vehicle stability assist and traction control.PricingPricing for the Honda Odyssey starts at $43,990 for the standard edition, and $49,990 for the luxury.DrivingIt wasn’t with the enthusiasm we’d bring to, say, hmmm, most other car pick ups really, when we turned up at Honda to take the Odyssey. People movers aren’t well known for their arousability, but to be fair, they’re not supposed to be. It’s just hard to be attracted by the pedestrian shape.The first look inside didn’t help matters much. Our first impressions were that it was a little too spaceshipy, with strangely placed curves and a multi-layered dash that used too much black plastic. Yellow wood inlays in the Luxury version only highlighted the unsightly design.Negatives aside, the seats were comfortable and supportive and the shape of the car provided ample head, shoulder and leg room from whatever position. Surprisingly, the thick carpet actually did its job too, providing a prestige look and feel.Lacking a little feedback through the wheel, the drive was generally pleasant. Weight distribution was good for a car that size and shape; there was little body roll and the car turned in and pushed out of corners effortlessly. Modest potholes and ruts were smoothed over with the decent independent double wishbone suspension.The let-down was the unenthsuiastic engine. But it’s not trying to be a performer and again, it doesn’t have to be. It’s also too long, but it’s a seven seat people carrier, so what else can you do?Verdict 7.2 – the minimal improvements in the Luxury aren’t worth the extra seven large.
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Lamborghini Espada car of the week
By Jonah Wigley · 24 Sep 2009
Penned by the legendary Marcello Gandini of Bertone, it was first revealed at the 1967 Geneva Motor show at a time when good things were happening at Lamborghini. The young Italian marque already had the 400GT and the gorgeous Muira in its stable, and was ready to grow some more.The Espada soon became Lamborghini’s most successful model at the time with 1217 examples built. It was originally fitted with a 4.0litre V12 engine that produced 325bhp(242kW). It featured fully independent suspension and four wheel disc brakes and most of the cars had a manual transmission, although there were some automatics built too, from 1974 onwards.Over its ten year existence, three different series of the Espada were produced, all with only minor exterior changes and engine improvements - it was on the inside where the big changes were carried out. The series two version got a completely new dashboard and steering wheel and there were also significant changes for the series three interior. Power steering was offered in 1970 and in 1974 there was the choice of automatic transmission.In 1975 United States safety requirements saw the installation of side impact bumpers – a change that enthusiasts consider to be the birth of the series four Espada, although officially it was still the series three.A four door Espada was designed by Bertone near the end of production in 1978, but it was never made. 
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Austin Healey Sprite car of the week
By Jonah Wigley · 18 Sep 2009
...there were a lot of good things about it, but its star feature was its bantam weight. The car designed by the Don Healey Motor Company in cooperation with the British Motor Corporation, and was introduced to the public in 1958 as a successor to the Austin Seven. The Sprite went on sale for £669 and much of the car was built from parts sourced from other vehicles to keep costs down. A tuned version of the Morris A series engine was used, as was the A Series suspension. Mark IKnown as the ‘Frogeye’ in the UK, or ‘Bugeye’ in the US, the first generation Austin Healey Sprite was initially designed to have retractable headlights that would flip back when not in use. However to save money the flip mechanism was scrapped, leaving the lights permanently in an upright position on the bonnet. The front suspension was a coil spring and wishbone arrangement, with leaf springs at the back. There were no exterior door handles and no boot lid, so access to the spare wheel was from behind the tilted rear seats. Because of its affordability and practicality, the Sprite was a good choice for racing. Its first major victory was in the 1958 Alpine rally. Engine: 1958–1961 - 948 cc A-Series I4, 43 hp (32 kW) at 5200 rpm and 52 ft•lbf (71 Nm) at 3300 rpm. Mark II The Mark II sprite used the same engine as the Mark I initially but with larger carburettors to increase power. In 1962, a bigger 1098cc engine was used. Big changes on the outside gave it a squarer, more modern shape. Front disc brakes and a boot lid were introduced, as was a new set of tail lights that were also seen in the MGB later. The headlights were moved to a more conventional spot and wire wheels became an option. Engines: 1961–1964 - 948 cc A-Series I4, 46 hp (34 kW) at 5500 rpm and 53 ft•lbf (72 Nm) at 3000 rpm. 1962–1964 - 1098 cc A-Series I4, 56 hp (42 kW) at 5500 rpm and 62 ft•lbf (84 Nm) at 3250 rpm. Mark IIIThe Sprite was built in the MG factory in Berkshire and its production urged MG to build a similar car, the Midget. The Midget was effectively a re-badged Mark III Sprite but for a different grille and some minor body detailing. Enthusiasts called the collection of Sprites and Midgets, ‘Spridgets’. The Mark III introduced wind-up windows, exterior door handles and lockable doors. Rear suspension went to semi-elliptical leaf springs. Comfort was a big focus in the Mark III but it was arguably at the expense of agility and liveliness due - in large part - to the increase in weight. Engine: 1964–1966 - 1098 cc A-Series I4, 59 hp (44 kW) at 5750 rpm and 65 ft•lbf (88 Nm) at 3500 rpm. Mark IVIntroduced at the 1966 London Motor Show, the Mark IV Sprite received a larger engine and most notably, a fixed, folding convertible roof. The roof on previous iterations was removable and had to be stowed in the boot. To increase safety, separate brake and clutch master cylinders were fitted. Unfortunately, due to emissions requirements, the larger engine lost a lot of its punch. More cost cutting meant that the Sprite was no longer a viable option financially, and the last ones were sold in 1971(1022 units), simply called, ‘Austin Sprite’. Engine: 1966–1971 - 1275 cc A-Series I4, 65 hp (48 kW) at 6000 rpm and 72 ft•lbf (98 Nm) at 3000 rpm.  
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