Ford Problems

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

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