Hatchback Reviews

You have to hand it to Toyota, when it sets out to do something it usually does it well. In the case of the Echo, though, it’s probably a case of doing it too well. The Koreans changed the hatch market when they brought in the concept of the cheap and cheerful chariot with low driveaway pricing that made it tough for the big established carmakers to compete.Toyota, the car maker that has to be involved in every market segment going, had a crack with a couple of models, but barely landed a punch on the segment stars from Seoul. The problem was that the Toyotas were always priced at a premium, the company believing that discerning buyers would pay more for a well-engineered car that boasted an array of technology the Koreans couldn’t match.But the small hatch market wasn’t tuned to sophistication, buyers were happy with the Korean ‘drive away, no more to pay’ concept, which made it tough for Toyota. Price was the key ingredient to success and carmakers like Toyota had problems matching the Korean stickers.So it was with the Echo, a well engineered little hatch or sedan that delivered a level of technology, build quality and standard features that set it apart from the main players in the segment. Unfortunately it also came at a price that set it apart.MODEL WATCHThe Echo was a breath of fresh air after the stodgy Starlet, Toyota’s previous entry in the small hatch segment. Unlike its predecessor the Echo was smartly styled, undoubtedly aimed at the young and cool, who bypassed the Starlet in droves.It came as a three-door hatch in base form, but was also offered as a more practical five-door, and the oldies were looked after with a booted sedan. While the hatches, the three-door in particular were attractive, the booted sedan looked like a styling afterthought, it wasn’t in the least appealing with its boot looking like it had been stuck on at the last minute when it was too late to do anything better.The swoopy design of the exterior was carried through to the interior, which was well laid-out with a central dash pod and had plenty of useful storage bins and boxes for all of life’s daily necessities for the young on the run.For power the Echo hatches had a double overhead cam 16-valve 1.3-litre four which boasted Toyota’s VVTi variable valve timing system to ensure it had enough zip to keep it competitive. The fuel-injected powerplant had class leading power with peak power of 63 kW and top torque of 122 Nm.The sedan relied on a larger, more powerful motor. At 1.5 litres it also had double overhead camshafts, four valves per cylinder, variable valve timing and fuel-injection, which all went together to produce 80 kW and 142 Nm.Transmission choices were a five-speed manual, which had a nice shift in the usual Toyota manner or a four-speed auto.Steering was non-assisted rack and pinion on the hatches at the launch in 1999, but power steering became standard in 2002. It was standard from the outset on the sedan.Standard features on the three-door included a driver’s airbag, adjustable column, cloth trim, engine immobiliser, and radio cassette sound with a couple of speakers. Add to that a CD player and a couple more speakers and you have the standard features of the five-door.The sedan also boasted a remote control boot release, and a CD player from 2002 when it also got remote central locking.ON THE LOTThe trade has a nickname for the Echo, which for reasons of good taste won’t be repeated here, but suffice to say it isn’t kind. It is in fact a reflection that they are hard to sell on the used car market. Few wholesalers will handle them, and dealers aren’t keen to have them in their yards because they move so slowly. If you really want one, and why not, look for an independent dealer with one sitting in his yard, and haggle hard as you might just negotiate yourself a bargain.1999 Echoes will have around 50,000 km on the clock, and you’ll pay up to $13,000 for a three-door hatch, $1000 more for a five-door hatch, $1200 for a four-door sedan. Add a further $2500 for ’02 models.IN THE SHOPEchoes are still showing low mileage and won’t have reached the point they need a major service involving a belt change and the like, but it’s worth checking for a service record for peace of mind.Toyota engines are generally bulletproof as long as they are serviced so don’t expect any problems under the bonnet. Same goes for the transmissions and driveline.Likewise there doesn’t seem to be any major problems with the suspension, steering or brakes. Even after clocking up 75,000 km in short time our reader from the NSW south coast hasn’t had to replace brakes.Trim and body work stands up well in typical Toyota style so don’t expect bits and pieces to fail off, distort or break. Seating trim is generally hard wearing, will show signs of wear on sides of driver’s seat, but it’s nothing to be concerned about.Generally look for dings and dents along the body sides, and corners of the bumpers, which might indicate a careless or uncaring owner. Look of course for colour mismatches, distorted panel seams and poor fitting doors, bonnets and boots that might indicate crash repairs.OWNERS VIEWMichael Pitt’s wife thought the Echo looked “nice”, she also liked the colour, which he admits is no way to buy a car, but despite the unusual purchase process he says he’s happy with it. He says it’s comfortable and economical, he reports 5.7 L/100 km, but is critical of the road noise, its susceptibility to side winds and says its ventilation is poor.Casey Padey has racked up 75,000 km in just two years at the wheel of her Echo, mostly travelling to and from Sydney from her south coast NSW home of Mogo. She loves its looks, says it’s cute, and has had no problems with it.LOOK FOR• Cute styling makes it a stand out in the generally boring hatch market.• VVTi four-cylinder engine gives it the performance to match hatches with bigger engines• Renowned Toyota reliability means relatively trouble free run in the long term• Practical interior with comfortable seating and lots of useful storage• Little side protection against parking lot scrapes• Capable little hatch around town or on the open roadRIVALS• Daewoo Matiz – 1999-2002 – $8600-$11,100• Daihatsu Sirion – 1998-2002 – $9000-$15,500• Mitsubishi Mirage – 1996-2001 – $10,000-$13,800

The mere mention of the name Corolla conjures up an image of a well-built, reliable and accomplished small car. There is no better example of what the Corolla is about than the AE92 model Toyota unveiled in 1991.The Corolla first arrived here in the late 1960s when small cars wore badges like Morris, Austin and Vauxhall, but while others have long disappeared from local showrooms, the baby Toyota has become the small car benchmark.The sixth generation AE92 Corolla was just such a car, well engineered, well built, and well equipped, and while it’s now nearing the end of its useful life those attributes still make it a good choice for anyone with a limited budget, like those hitting the road for the first time.In the course of the last 40 years the Corolla has grown in size and has moved up a rung in the marketplace. Where it was an entry-level car at launch it has been replaced in that role by the cheap and cheerful Korean cars that have taken over the Corolla’s role in recent years.The Corolla is now a family car for young couples new to the nesting game, it’s also in demand for those at the other end of life who’ve bade farewell to their offspring and want to downsize.When the new Corolla was unveiled in 1991 the Korean tidal wave was yet to land on our shores in the way it would just a few years later, so the small Toyota was still one of the rulers in the small segment.MODEL WATCHAnyone who cared to count would find a staggering 21 models in the Corolla in 1991. Toyota clearly wanted to have a model for everyone, from the budget conscious buyer who was happy to have basic transport to those who wanted a little more comfort in their ride, and on to those wanting a thrill-a-minute from their motoring.With four bodies to choose from, sedan, hatch, liftback and wagon, plus three levels of equipment, SE, CS and CS-X, four engines and three transmissions there was a car for everyone.At first glance there seems little difference between the AE92 and its predecessor, but a closer look would reveal the Toyota corporate logo on the grille in place of the Toyota name, and the edges were smoothed and rounded making for a softer shape overall.The four-door sedan was a pleasant looking car if rather conservative, and aimed squarely at families and older folk. The five-door hatch was smarter with plenty of appeal for younger drivers with its cute lines and rounded tail, while the five-door liftback was the most attractive with its longer, smoother tail. There was also a wagon for the most space.The sedan was available in SE, CS and CS-X levels, likewise the hatch, which also boasted a sporty SX, while the Seca liftback was offered in CS, CS-X and SX variants.All of the engines featured twin overhead camshafts with four valves per cylinder, but not all were fuel-injected at the time of launch.The entry engine was the 60 kW 1.4-litre narrow twin cam, which was fitted with a carburettor and was unique to the Australian market. It was available in the SE sedan and SE and CS hatch, and only with a five-speed manual transmission. Despite its small size it was quite lively, but it was also had a flexible nature which made for smooth unfussed motoring.Toyota also offered a 67 kW 1.6-litre version of the engine, again with a carburettor, which was standard on all CS and CS-X models, and the SE hatch. The five-speed manual was the standard gearbox, but there was a three-speed auto offered as an option on all CS models, and the SE hatch. There was also a four-speed auto, but that was only available at the CS-X level.The wagons had an imported 1.6-litre narrow twin cam engine, which was fuel-injected and delivered 76 kW, but it was the sporty wide twin cam 1.6-litre that got everyone’s attention.That was the 4A-GE engine that boasted fuel-injection along with a sporty cylinder head among a raft of upgrades that combined to produce a powerful peak of 100 kW. In its day it was one of the world’s top performing naturally aspirated engines, no wonder many specialist sports car makers around the world adopted it.Companies like Elfin, Caterham, Westfield and many others who appreciated its performance and packaging have used it. Even today the 4E-GE engine is talked about in reverent tones.Suspension was a combination of MacPherson Strut front and strut rear, same as the previous model, but there was a long list of detail changes that improved the steering feel and handling.Brakes were disc front and drum rear on the base models, but higher models also got disc rears.Steering was rack and pinion without power assistance, but power steering was available as an option.Inside the new Corolla had revised seats offering greater comfort, and a new instrument panel and fascia. All but the base model had a split/fold rear seat, and the upper models also had a fold-up rear seat cushion.At the time of the Corollas release Toyota was involved in the ultimately unsuccessful partnership with Holden that saw Holden release a rebadged Corolla called the Nova.IN THE SHOPThere’s no doubting the Corolla’s build quality, it was of a level that others could only aspire to. The reality, though, is that it now has up to 12 years under the tyres and that means there’ll be plenty of kays showing on its odometer, and no car can escape the ravages of time and kays completely.It’s important to check any Corolla thoroughly before handing over any money. Take your time when looking for a car and seek advice from an expert in the field for added comfort.Although cars as old as the Corolla is now rarely have complete service records, it’s worth asking the vendor for one to get an idea of how the car has been treated.When inspecting the car look for signs of home maintenance as many of these older Corollas are now at the time of their lives where they are being neglected by owners who can’t afford to service them or don’t care.If looked after the Corolla will provide reliable service for some years to come. The engines are reliable if looked after, but will have done the sort of mileage that will require a second cam belt change.Gearboxes are generally troublefree, but the five-speed gearbox is prone to breaking fifth gear. If it jumps out of fifth gear on a road test then walk away.Drivelines tend to stand up well, but look carefully at the rubber boots protecting the drive shaft joints, looking particularly for splits, which might expose the joint to dirt and grime from the road and hasten their demise.Body work stands up well, but local paint can be a problem with metallic colours fading. Interior trim holds up well, but look for heavy wear on the seats.OWNER’S VIEWJustin Cook bought his 1.4-litre Holden Nova new in March '91, and has since covered 285,000 mostly trouble free kilometres. He has had to replace a water pump at 60,000 km, and the alternator bushes, but apart from that he says it has not missed a beat. He expects to replace the original radiator and exhaust soon, but expects to get many more years out of the Nova before it dies. In summary he says he cannot imagine any other car giving such economical motoring, in terms of initial purchase, fuel and maintenance costs.LOOK FOR• high mileage means greater chance of problems so be careful when choosing a car• robust engines generally reliable, but look for signs of neglect• solid body structure holds up well• great handling from responsive chassis• pound for pound performer without peer• Jumping out of fifth gear indicates gearbox woes

It has always been held that racing improves the breed and there was a time when it clearly did, but it’s harder to make that connection today. Trying to make a connection between the current marketing driven Supercar V8 racing and today’s Commodore or Falcon is difficult if not impossible.It isn’t as hard to connect our daily drivers to the rally cars that compete in the bush and have led to some awesome road cars such as the Subaru WRX.Before REX the benefits of rallying could easily be seen in cars like the four-wheel drive Toyota Celica GT-Four Group A Rallye, an in-your-face rally-bred road rocket Toyota built for the World Rally Championship.Five thousand GT-4 Group A Rallye Celicas were made and 150 found their way to Australia late in 1991.MODEL WATCHThe Celica was generally regarded as a “hairdressers” sports car, one that had more show than go, but the GT-Four Group A Rallye couldn’t be described thus. It was an extrovert that gave out all of the visual signs that said it was a car not to be messed with.The guards were pumped out and contained some pretty heavy-duty rubber, there was a new nose with larger openings to aid airflow through the radiator and intercooler, and a new bonnet with the vents letting the air from the intercooler exit uninterrupted. A rear wing mounted on the rear hatch spelt performance-plus to those gasping for air in its wake.At the heart of the GT-Four Group A was a 2.0-litre twin cam four-cylinder engine with four valves per cylinder and fed by a turbocharger breathing through a liquid-air intercooler.Engine cooling played a major part in Toyota’s thinking when it came to the GT-4 Group A. The air intakes in the bumper were large, much larger than the stock GT-4, as were the air outlets in the bonnet.Another measure taken to ensure the engine stayed out of the red zone was the auto switch off feature on the air-conditioning system when engine cooling became the priority.The need for speed meant the GT-4 Group A was only available with a five-speed manual gearbox, there was no auto option.The gearshift lever had a reduced throw and the ’box was beefed up with stronger synchromesh rings.Included in the drive train was a viscous coupling for a centre diff and a worm-geared Torsen diff for the rear final drive.With 153 kW on tap at 6000 revs, and 275 Nm at 3200 revs, the GT-4 Group A Rallye had plenty of punch although its high level of traction made it testing to get off the line with any urgency.As a result it took some time to get going, requiring almost nine seconds to reach 100 km/h, and taking 16 seconds to account for the standing 400-metre sprint.Underneath the Celica GT-4 Group A Rallye employed struts, coil springs and anti-roll bars at both ends. With nicely weighted power-assisted rack and pinion steering giving good road feel the sporty Celica had good overall handling whether the road was a series of twists and turns or flowed.Brakes were discs all round with the added safety of ABS anti-skid electronics.Inside the three-door hatch there was seating for two adults up front, and only occasional seating in the rear. Those consigned to the rear were in for a cramped ride indeed.Not surprisingly for a car which sat atop the model range the Celica GT-4 Group A Rallye came with a long list of features, which included air-conditioning, power windows and mirrors, central locking, four-speaker sound, CD player, and alloy wheels.IN THE SHOPYou need to be very careful about condition, remember these cars were bred for rallying and some will have found their way off the blacktop and into the forest. If you suspect a car has been used in competition walk away.Look for scrapes and scuffs on the bodywork, chipped and faded paint, and gravel rash. They’re all signs of rally use.Also check for any modifications made by previous owners in pursuit of more performance. They could include engine modifications or suspension upgrades, but all should be checked out for the quality of workmanship when fitted.Even if a car hasn’t been used in competition there is every likelihood that it has been driven enthusiastically so check for a service record to ensure the oil has been regularly changed and it’s had new filters as recommended.Remove the oil dipstick and inspect the oil, which shouldn’t be cloudy or dark, and lift the oil filler looking for sludge inside the engine.When driving make sure the gears engage smoothly and without any reluctance going up or down the ’box. Listen also for drive line clunking or whining.Toyota interior trim stands up quite well so there shouldn’t be any damaged interior trim fittings or seats.A car that has been in daily use will have racked up in excess of 200,000 km, but many will have been pampered and driven mostly for pleasure on weekends. Look for one of those.IN A CRASHThere were no airbags offered in the GT-4 Group A Rallye Celica, it was all about primary safety with permanent all-wheel drive, an agile and responsive chassis, four-wheel disc brakes and ABS to avoid a crash.OWNERS SAYFormer Rally driver Roger Moll was fortunate to find a mint condition 1991 Celica GT-Four Group A that had done just 70,000 km and spent much of its early life locked away in a shed. It’s standard apart from a boost controller, but still has the factory set fuel-cut. Moll says it’s no Subaru WRX, but it goes quite well. It has good midrange power, but is sluggish off the line. He says it understeers and needs an active centre diff to improve it.LOOK FOR• Tough sporty styling• great handling on and off road• Good overall performance• good resale as a collector car• reliable engine and gearbox• safety of all-wheel driveTHE BOTTOM LINEGreat dynamics and remarkable drivability made for a rewarding driving experience.RATING70/100

Back in 1989 when Suzuki launched the Swift it was virtually alone in the light hatch segment. There were lots of small cars at the time, but the Swift was a light little hatch that was smaller again and almost formed its own market segment.Suzuki has never had much more than a toehold in the Australian market despite having a reputation for solid engineering.The company is better known for its motorcycles, while its cars have been quirky with a strong connection to their two-wheel cousins in an engineering sense.It’s that motorcycle connection that helps explain the nature of the company’s cars, which have always been light with power delivered by small jewel-like engines that love to be revved.The Swift GTi was the sporty version of the Swift hatch. It was a pocket rocket that won a following with younger drivers who came to admire its giant-killing capacity when pitted against bigger and much more powerful cars in rallying and on the racetrack.MODEL WATCHThe SF Swift first saw light of day here in 1989. It was a cute little car offered as a three-door or five-door hatch, and while it was a small car it was really a size below most of the other small cars on the market.Its formula, one Suzuki seemed to adopt from its experience in building motorcycles, was of a light car with a free-revving engine that resulted in an impressive power-to-weight ratio.Japanese motorcycle manufacturers long understood the value of the power-to-weight formula as a way of achieving high performance without the need for a big engine.In that sense the Swift was a motorcycle on four wheels, but it’s that same philosophy that presents problems in the used car scene.The GTi was the sporty model in the Swift range. It came only as a three-door hatch and boasted more thrills than frills.It was dressed up with body-coloured bumpers that gave it a sporty look, but other than that there were few cosmetic changes to the basic Swift.Weighing a mere 830 kg fully dressed the GTi didn’t need much in the way of grunt to get it moving swiftly.Power was provided by a diminutive 1.3-litre double overhead camshaft four-cylinder engine that was able to generate 74 kW when at its angriest, which was when it was spinning at 6450 revs. Maximum torque was a tiny 113 Nm at 4950 revs.A five-speed manual gearbox processed the power before sending it on to the front wheels for transfer to the road.To get the best out of it you had to clamp your right foot to the floor and keep it there. Soft peddling would get you nowhere.In fact, even when you did rev it the result was hardly likely to take your breath away. Under the pressure of a stopwatch a Swift GTi would still take more than 17 seconds to cover the standing 400-metre sprint.The reality was that the GTi wasn’t that quick in a straight line, but that wasn’t its strength. The GTi came into its own when the road twisted and turned, its low weight helped make it nimble, which was the real key to its appeal.While it handled well its suspension was firm and its ride too hard to appeal to anyone but the young enthusiast.The list of standard features was quite short, consisting of fog lamps, power windows and mirrors, sports seats and trim, and four-speaker radio-cassette sound.IN THE SHOPThe GTi’s light construction, and the real chance they have been driven hard and fast by enthusiasts, means they need be approached with caution. Look for doors that have sagged, hatches that don’t quite fit the body openings properly, and general squeaks and rattles.Many have been used in competition over the years so look for odd holes and modifications to fit safety equipment like fire extinguishers, racing harnesses and roll cages. Steer clear of any car that appears to have been used in that way.While the engine is a gem it should be checked thoroughly for wear. Watch for oil smoke from the exhaust, which might indicate worn rings or other deeper internal issues needing attention.Listen for clicking noises from the front suspension when turning, which suggests the CV joints are worn and need replacing.Ask for a service record that shows the GTi has been regularly and properly serviced, including regular changes of engine coolant.IN A CRASHLight construction, the capacity to go quickly, and a lack of ABS anti-skid brakes and airbags means the GTi doesn’t score highly on the safety scale.In recent real life crash surveys the Swift has been rated significantly worse than average, not a good report at all.OWNERS SAYHenry Chung once owned a 1997 Suzuki Swift GTi and his memory of it was that it was a zippy little hatchback that loved to be revved, but was economical to run, easy to maintain and could be readily modified to increase its performance. But its back seats were cramped and it was prone to sticking tappets, its CV joints wore quickly and blue smoke could be seen occasionally coming from the exhaust.LOOK FOR• Rattling engine• Exhaust smoke• Ticking front suspension• Cramped interior• Body squeaks and rattles• Poor crash protection• Agile handlingTHE BOTTOM LINEHot hatch has seen better days, best to be avoided.RATING45/100

The Baleno was Suzuki’s move in to another, larger segment of the market than those in which it had carved out a nice little niche for itself. But it was as if it had misread the market and arrived at the conclusion that small car buyers wanted bland.While it was very definitely bland on the outside Suzuki’s engineering quality meant it was well designed and built and that has meant that it’s cheap to run and little goes wrong with it.It was ridiculed as an ugly duckling when new, but low running costs and few mechanical woes now make the Suzuki Baleno an attractive used car buy. Those familiar with models like the Swift GTi and the four-wheel drive Vitara would have been mystified by the Baleno. While the Swift and Vitara were great little cars that won a passionate following, the Baleno was so bland and uninspiring it could have come from another carmaker.Suzuki needed to do something special to make the Baleno stand out in a market segment crowded with proven performers like the Toyota Corolla, Ford Laser, Nissan Pulsar and Mazda 323. It didn’t.The Baleno wasn’t a bad car by any measure; it was simply that it was lost in its own mediocrity when it needed to be much better than the opposition just to get noticed.Its styling didn’t help, no matter whether it was the three-door hatch, four-door sedan or wagon. Whichever, its looks were bland and boring, the lines soft and soppy, the curves rounded without clear definition. The best thing that could be said about the Baleno’s looks was that they were inoffensive.The Baleno’s main engine was a sickly 1.6-litre single overhead camshaft four-cylinder unit that produced 73 kW at 6000 revs along with 127 Nm at 3000 revs. For those wanting more there was a 1.8-litre double overhead camshaft engine in the meant-to-be sporty GTX, which made a more inspiring 89 kW at 6200 revs and 152 Nm at 3400 revs.The transmission choices were a five-speed manual and four-speed auto, both of which were competent and got the job done with little fuss.Ride comfort was acceptable over most types of road; the handling was also well balanced and reasonably assured if not inspiring.Inside, the Baleno was reasonably well equipped. The base model GA had power steering, cloth trim, four-speaker sound and a split-fold rear seat, the GS had sports seats, height adjustment for the driver’s seat and colour-matched bumpers, while the GLX also had remote central locking. At the top of the range sat the GTX with its alloy wheels, rear spoiler, sports seats, velour trim, central locking, power mirrors, power windows and six-speaker sound.The major criticism of the Baleno was its lack of refinement when compared to its main rivals. Interior noise, from engine and wind, was quite high.A facelift in 1999 brought a new look with new front bumper, headlights, grille and bonnet, but little else.Generally Suzukis fare well in terms of reliability, which says heaps for the design and development that has gone into them. The Baleno is no different.Owners report minor problems only, the engines and gearboxes stand up well in service if maintained properly.Look for a service record that shows regular oil and oil filter changes, and a cam timing belt change around 90,000 km.Tyres and brakes appear to last well. Brake pads typically need changing at 60,000-70,000 km, tyres from 60,000 to 80,000 appears the norm.The Baleno is rated only average in crash protection in the annual survey of used car crashes.While the GTX had dual front airbags the rest of the range missed out.David Hicks bought his 1999 Baleno sedan cheap at auction with 45,000 km on the odo and reckons it’s the best car he’s ever owned. It is light on fuel, light to drive and change gears, and is quiet inside especially with the dash mat he’s used to reduce the engine noise.David Borton is also pleased with the 1999 Suzuki Baleno he bought new. At the time he wanted a car that would be cheap to run for a couple of years before he disposed of it and opted for the Baleno after his experience with a Suzuki Vitara. Six years and 99,000 km later he still has it. The reason he’s stuck with it are the running costs, which he says are very low. Fuel consumption is normally between 7.5 and 8.0 L/100 km. His only problem has been a leak from the top of the windscreen and a few dash rattles.Bill Callaghan owns a 2000 Baleno manual wagon, which he says continues to give excellent service after 80,000 km trouble free kilometres. He rates the performance and handling, and road feel good with the power steering, and the consumption frugal at 8.0-10.0 L/100 km around town and 6.7 L/100 km on the highway.• Good fuel consumption• Commendable reliability• Good tyre and brake life• Mundane looks• Interior noise level high• Average resale valueWorth considering if you want a car with low running costs and you’re not worried about standing out from the crowd.

Saab, the quirky Swede, has always been in Volvo’s shadow, which was perhaps a good thing when Volvo was the laughing stock of the road. Saab being stuck behind Volvo's shadow meant that few car buyers took a serious look at the cars from Trollhatten when it would have been worth their while to consider one alongside other prestige cars from BMW, Audi, Honda and the like.Saabs are still relatively invisible to most motorists even though the company builds cars with sporty performance, comfort aplenty and commendable reliability.The 900 is just such a car. Built from 1993 to 1998 it was a well built, smartly styled car with enviable reliability that is worth a look if you’re in the market for a used prestige car that will give solid reliable service for many years to come. It’s also a safe, solid car worth considering as a first car for the rookie driver in the family.MODEL WATCHThe 900 was initially offered only as a sleek five-door hatch, with two different versions, the S and SE. The five-door configuration was popular as it doubled as a stylish sedan and a useful part-time wagon when the extra carrying space was needed. A few months later a three-door hatch, a two-door coupe, and a convertible joined the five-door.There were plenty of choices when it came to engines. The most popular engine was the 110 kW 2.3-litre fuel-injected DOHC four, but there was also a 98 kW 2.0-litre version offered which wasn’t terribly popular, and a 125 kW 2.5-litre DOHC 240-valve V6 which was a product of General Motor’s involvement in the company.For a real blast Saab also offered a 2.0-litre turbocharged four, which boasted 136 kW. It could only be described as brutal in the days before Subaru redefined the term with its WRX, but it also suffered from chronic torque steer when you nailed your right foot, which made it much less appealing.The narrow-vee V6 was the first six-cylinder engine ever fitted to a Saab, and was the same engine that was more familiar under the bonnet of the Calibra sports coupe Holden briefly sold here.There was a choice of transmissions, a five-speed manual or a four-speed Asian-Warner electronic auto, and drive was through the front wheels. A clutchless manual gearbox, called Sensonic, was offered as an option on the Turbo in 1995.Novel at the time the Sensonic gearbox simply did away with the clutch pedal, the clutch was actuated by a mechanical system triggered by electronics. To shift you lifted off the throttle, shifted the lever to the gear you wanted, and stepped on the gas again. Quirky yes; necessary, no!The suspension was MacPherson Strut at the front and a semi-rigid axle at the rear, with gas shocks front and back, and an anti-roll bar at the front. Steering was power-assisted rack and pinion.Brakes were disc front and rear with ABS standard on all models.Facelifts in 1996 and 1997 brought more refinement. In 1996 there was Electronic Brake Force Distribution (EBD), alarm, immobiliser, lumbar adjustment for the driver’s seat, and some minor cosmetics, while 1997 brought a smoother gear shift, and the V6 was only available as an auto. There were also special ‘Talladega’ models in honour of the successful record breaking blitz of a 900 Turbo in the US.All 900s were well equipped, even in base form. A long list of features included driver’s airbag, air-conditioning, central locking, fog lights, heated front seats, power mirrors, power windows, and four-speaker sound. A passenger’s airbag was also standard from September 1995.IN THE SHOPMechanically the 900 is pretty well bullet proof, particularly the 2.3-litre engine that is good for many hundreds of thousands of kilometres providing it’s well serviced. The good thing is that the camshafts are chain driven which means there isn’t a belt that regularly requires changing. The same can’t be said for the V6, which does have a cam drive belt and Saab specifies it should be changed at every major service, which come up every 40,000 km.Brakes tend to be a high cost maintenance item with pads and rotors needing replacement at intervals of 50,000 km or less. Heavy front brake wear can be seen from the build-up of brake dust on the front wheels, it’s a consequence of the brake set-up used on most modern cars which use the front brakes quite heavily.Check convertibles carefully. Saab changed from hydraulics to electrics for the roof on the new 900 and then switched back to hydraulics for the next model. Get the message. Make sure the hood operates, up and down, smoothly as it can be expensive to fix a problem roof.While you’re at it check the roof for tears, or areas of high wear which can occur because of the movement in the hood as it goes up and down. Tears can mean water leaks and high wear areas can mean a replacement hood will be needed.Convertible interiors are usually subjected to high sun exposure, which can lead to cracking of trim components. They can fade and become brittle with time if left in the sun too much. It’s also a fact of life that convertible interiors can get wet if you’re caught in a sudden downpour, it’s not a huge problem if the trim and carpets are allowed to dry properly before being left in a garage. If it smells mouldy, walk away!Convertible side window seals can leak if they’re not adjusted properlyOWNERS SAYStuart Stone commends the performance, ride, comfort and roominess of his 1995 V6 five-door. He rates the build quality as excellent, but says the cost of Saab servicing and spare parts is too high.David Batrouney has owned his 1996 Saab 900 SE V6 since new and says it’s been a pleasure to own. It is comfortable and economical on long trips and has never broken down, although he says he would like more powerful headlamps, and the suspension is harsh on road imperfections.Alan Mackew bought his 1994 Saab 900 S 2.3-litre five-door two years ago. It had done 70,000 km, came with a full service history, and cost about the same as a base Corolla at the time. Alan wanted something different which was economical, built to last and good for long distance driving, and bought the Saab after looking at similarly priced Mercedes-Benz and BMWs. The Saab stood out with its high level of standard equipment, useful five-door body configuration, and implications of durability and safety associated with Swedish cars. He’s found it to be a very relaxing and reassuring long distance car that returns very good fuel economy, and would look at a new Saab next time he buys.Accountant Evan Evangelou bought his 1995 900 convertible two years ago with just 30,000 km on the odo. Overall he’s happy, and would buy another Saab, but says the steering is vague and the convertible body shakes. He also says Saab servicing is expensive and has taken it to a non-factory specialist.Walter de Gregorio reckons that if his 1993 900 convertible had a little more punch on take off, and a smoother gearshift, it would be perfect.LOOK FOR• Forget the 2.0-litre engine, the high maintenance V6, and the turbo; go for the reliable and economical 2.3-litre engine.• Gearboxes are generally reliable, although the manual shift is notchy. Forget the Sensonic clutchless manual, it’s a gimmick.• Build quality is high, and there is little problem with rust although one owner reported a less than satisfactory experience with Saab over rust in his car.• Convertible is an affordable and pleasant driving soft top, but beware of cars that have been left exposed in the sun and rain with the top down. Also know that Saab convertibles shake like crazy.• Brake wear is high so be prepared for regular replacement of pads and rotors.• Front-wheel drive 900s suffer from torque steer on takeoff, the Turbo is chronic.

Renault won plenty of respect in Australia with its success in early rallies where it demonstrated a blend of rugged reliability and innovative design. Who could forget the R8, R10 and the wonderful 16?But that was a long time ago and the French brand has struggled in recent times, partly because it hasn’t had a consistent local presence. It is now backed by the factory through its alliance with Nissan, but when the Laguna was first launched in 1995 the company was in bed with Volvo and it was Volvo that made a somewhat abortive attempt to reintroduce it to the Australian market.MODEL WATCHThe Laguna was part of a new wave of models released by Renault as it fought back from the difficult financial times it went through in the 1980s.Unlike earlier Renaults the Laguna wasn’t particularly remarkable, it was much like the other cars coming from European factories and beginning to find their way to Australia with the market freed of tariffs.The Laguna was an attractive mid-sized five-door hatch with smooth, clean, but unremarkable lines.When it arrived here there was the choice of three up-spec variants, the 2.0-litre four-cylinder RXE with manual or auto transmissions, and the 3.0-litre V6, which was only available with the auto transmission.The interior was quite roomy. The front seats were height adjustable and trimmed in velour, the rear was a 60/40 split-fold bench for flexibility of use. Power adjustment was available for the front seats on the RXE, but standard on the V6, and charcoal leather was an option on all models.Given its position in the prestige segment it came packed with plenty of tasty fruit. Auto air headed the list, which also included power windows and mirrors, central locking, trip computer, and radio/cassette sound.The V6 also boasted standard cruise control, with options including a sunroof, CD stacker and a rear spoiler.Power for the entry level variant was provided by a torquey long stroke 2.0-litre single overhead camshaft four-cylinder engine, which put out a modest 83 kW at 5250 revs, but a more respectable 168 Nm at 3500 revs. Ninety per cent of the peak torque was on tap between 1750 and 5250 revs making the four a smooth driving unit, if not particularly spirited.The V6 was a more stirring driver with 123 kW available at 5500 revs and 235 Nm on tap at 4500 revs.Transmission choices for the four consisted of a rather vague shifting five-speed manual and a four-speed auto, the latter much better suited to the Laguna’s laid-back cruising personality.MacPherson Struts were employed at the front with the rear using transverse torsion bars located by trailing arms and shocks. Anti-sway bars were used at both ends.On the road the Laguna showed pronounced body roll, but it still clung to the tarmac with admirable tenacity, displaying mild understeer as the cornering speed rose.The ride was supple with good isolation from road imperfections.It’s power-assisted rack and pinion steering was comfortably weighted while still giving good road feel.Brakes were a combination of vented front discs and solid rears with ABS anti-skid electronics standard across the range, and got the job done without fuss.The base RXE rode on steel wheels with trims, but the V6 had better-looking alloys filling the wheel arches.IN THE SHOPFind a mechanic who is familiar with Renaults and you will have a much happier time. There are a number of specialist service outlets with expert knowledge of French cars, and they’re the best to service your car.Owners report that mechanics didn’t know much about the Laguna in the early days and the servicing wasn’t as good as it should have been so some were poorly maintained. The arrival of Renault dealers under the new alliance with Nissan has improved the knowledge of the product and the quality of servicing has improved as a result.Renaults are often owned by people who specifically went out to buy the brand, they’re less often bought be people who don’t know them or don’t care for them.That means they’re usually well cared for so they can be a good buy if you’re prepared to punt on a brand that doesn’t have a great recent history of stability in this country.Little really goes wrong with them, the engines, gearboxes and suspension seem robust, the interior stands up quite well.IN A CRASHAll models in the range had a driver’s airbag and ABS was standard making quite a solid safety net in the event in the event an accident situation arises.OWNERS SAYStephen Robards bought his Laguna V6 two years ago. The five-star safety rating was one of the Laguna’s attractions, he says, but he also likes its comfort, handling, low noise level, and fuel economy. On the downside he’s critical of the build quality and says it’s slow off the mark for a six, but comes on strong at the top end. He says servicing was a problem in the early days, but has improved since Renault has arrived as a factory operation. It has now done 70,000 km and in that time the cooling system has been cleaned out, a new radiator expansion tank and a reconditioned starter have been fitted.LOOK FOR• Unremarkable styling• Flexible hatch body• Smooth, supple ride• Modest performance• Auto better choice than manualTHE BOTTOM LINESmooth driving, comfortable, refined five-door hatch for the converted.RATING55/100

Peugeot has long been highly regarded in this country. They won respect for their worthy efforts in the early Round Australia Trials, which were regarded as a true test of a car in the early days.In recent times they have had a more chequered time. At one time they were assembled here, but that was some years ago and they have been imported for many years now.In those recent years the brand hasn’t always been well supported and it has lost some of the lustre it once had as a consequence.Build quality has always been an issue with French cars and Peugeot has suffered from inconsistent quality, and it wasn’t always helped by a lack of support from dealers or importers.The 307 replaced the 306 in 2001 and came well credentialed having been voted European Car of the Year for 2002.While it replaced the 306 it was significantly larger than its predecessor. While the 306 was regarded as a small car, the 307 was a size larger, almost a mid-sized model.But along with the extra size came an airy and roomy interior, which provided comfortable accommodation for four, or five at a pinch.While French cars are usually renowned for their comfortable, absorbent ride, the 307 didn’t fit the mould.Peugeots have always been regarded as having a supple suspension that has delivered a most comfortable ride, without having a negative effect on the handling, but the 307’s ride was more nervous and without the absorbency of other Peugeots.On the road it showed a nice balance with good grip and communicative steering, and a solid braking feel. Overall it was a nice package.There were two petrol engines and a diesel offered in the 307. The petrol engines consisted of a 1.6-litre double overhead cam four that produced 80 kW and 147 Nm and a 2.0-litre DOHC four that produced 100 kW and 190 Nm; the 2.0-litre single overhead am diesel boasted 66 kW and 206 Nm.The transmission choices were a five-speed manual, which had a rather imprecise shift, and a four-speed auto, which was quite a limiting factor when it came time to get up and go.In auto form the 1.6-litre 307 was best described as lethargic. Even with the right foot buried deep in the carpet, and the air turned off, the acceleration could easily be measured using the progress of the sun.In manual form it was a different story. With relatively short gearing the five-speed manual car got off the line quickly and with a good torque spread it was a nice easy car to drive.It took 11 seconds or so to reach 100 km/h from a standstill, with another 7.5 seconds needed to cover the standing 400-metre dash. Its top speed was 190 km/h.The 2.0-litre was clearly quicker, and quite a nice little performer, while the turbo diesel delivered at the pump.Initially the 307 came in hatchback form, but a wagon and a convertible were added to the range in 2003.The XS 1.6 five-door was the mainstay of the range and came with a host of standard equipment including front and side airbags, ABS with brake force distribution, cloth trim, power windows, remote central locking, air-conditioning, immobilizer, and CD player. The XS could also be had with the diesel engine.In addition there was XSE five-door, which had the 2.0-litre engine plus a leather-wrapped steering wheel and shift knob and five-stacker CD system.Atop the range sat the XSi three-door that also had the 2.0-litre engine plus leather trim and 17-inch alloy wheels.Build quality was inconsistent at first and there were a few problems as a result. The 307 seemed to be plagued by electrical gremlins that can be frustrating to sort out.Some owners complain about the rate of brake wear that has them replacing pads and discs relatively frequently. There is also some complaint about the brake dust that builds up on wheels.Seats tend to collapse at low kays when the cushion material breaks down.Paint quality is also an issue so keep an eye pealed for blotchy marks and faded areas on exposed surfaces.It seems that most owners rate the 307 quite highly when all goes well, but quickly become frustrated when problems develop.It’s a good idea to find a dealer with experience working on Peugeots, as some dealers appear to struggle to diagnose and fix faults when they occur, while other dealers appear to be on top of things and fix problems quickly.The 307 boasted an impressive array of airbags that provided a comprehensive package of protection when things turned nasty. All models had front airbags for the driver and passenger, plus front side airbags and front and rear curtain airbags.With antiskid ABS braking, electronic brake force distribution and emergency brake assist, along with good chassis fundamentals, the 307 makes an attractive buy on safety grounds.Richard Powell has owned his 307 HDi for just over three years and has traveled 105,000 km in it. In that time the only real problem he’s had has been the replacement of two blinker assemblies, which was done under warranty and the plastic air, flow director underneath the car getting destroyed on country roads. It has proven very economical approaching 5.0 L/100 km on long trips and just over 6.0 L/100 km around town. It is very comfortable on long journeys and just seems to eat away the kilometres, but the suspension can bottom when loaded and going over rough roads. The car drives, brakes and handles well, all very predictable. It is not very quick off the mark, but once there can cruise at high speed all day and is not slowed down by hills.Rohan Matthews has owned his 2003 307 HDi wagon for three years and it now has 90,000 km on the clock. He had problems with the gearbox, which was eventually traced to an incorrectly fitted bearing on the main shaft. He also had problems with the dashboard display, which kept failing, and the indicators, which have had to be replaced four times. The stereo head unit has been replaced four times and the latest is also faulty. The padding in the front seats is failing, even at the low kilometres. There has also been an issue with the spare wheel winch, which failed the second time it was used, and the paint quality is poor. Worst of all, he says, is the poor customer service he had received from Peugeot. Even though it is nice to drive he tells people to steer clear of Peugeot and buy a car that has the backing of a company who gives a damn.In contrast David Cooper has had few problems with the 307 1.6 five-speed manual he owned for 2.5 years before trading up to the newer model. He says it was a great car that he enjoyed driving, made even better by changing the dreadful Dunlop tyres for Michelins at 30,000 km, which improved the whole feel of the car.David Wryell has had his Peugeot 307 XSE for just over three years and feels it is a much better car than most media reports say. Big comfy seats that don't give him the niggling back ache that most of the Japanese cars he has owned did are unbeatable. The Peugeot doesn't float on the suspension like his last Volkswagen did and doesn't depreciate like a Renault. Dealer servicing has been very good, and combined with 7.0 L/100 km on the highway it is reasonably cheap to run.Richard Campbell is in the depths of despair trying to sort out his daughter’s 307 XSE. It’s done just 25,000 km, and has been suffering from an intermittent electrical gremlin for two years that affects the starting. So far dealers and auto electricians have been unable to trace the problem, which is heard as a clicking noise under the bonnet without the starter engaging, or sometimes a long cranking period without the engine firing. His daughter loves the car on the rare occasion it performs and starts first time. One of the reasons she purchased the car was the safety feature of six airbags and the visibility, but she is now totally disillusioned with it.• Patchy and faded paint• Check all electrical systems are working• Faulty sound systems• Roomy and comfortable interior• good chassis dynamics• modest performance• diesel frugality• Inconsistent build quality• Variable dealer serviceRoomy and comfortable smallish car with good driving dynamics, but with questionable quality.

Hot hatches date back at least to the early 1960s when the then British Motor Corporation gave its blessing for the Mini Cooper, but it was taken to a new level with the VW Golf GTi, and its French rival, the Peugeot 205 GTi.Both followed the proven Mini Cooper formula of taking a nimble little car and stuffing a hot engine under the bonnet, uprating the suspension to build on the agile foundation that already existed, dressing it up with some sporty graphics, and letting it loose on an unsuspecting car buying public.That was the attraction of the hot hatch. Those in the know could pick it from the crowd, but those who couldn’t would usually be stitched up when the lights went green. Even better when those who were the butt of these automotive jokers were driving bigger, more powerful cars.The oil crises of the 1970s changed the automotive landscape in a fundamental way. The motor industry had to go back to the drawing board and come up with new cars that were more fuel efficient, and that ultimately meant building smaller cars with smaller engines that stretched the golden litre further than it had ever been stretched before.The Mini should have been a winner in this environment, but the British car industry was melting down with troublesome unions, appalling build quality from outdated plants, and designs that were bogged down in the past.VW was also struggling to find a car that would replace the much loved, but quirky, Beetle, and used the Mini as the model for its Golf which has gone on to become the winner the Mini perhaps should have been in the long term.While the Golf was a popular model, it was the hot GTi that redefined what a performance car could be when it was launched in a fuel starved Europe in the late 1970s. It handled brilliantly, had sizzling performance and looked the goods.Across the border in France, Peugeot was also reworking the Mini formula in a way that would result in the 205. It too was a small front-wheel drive hatch with a wheel on each corner, and its funky little GTi also caused a sensation when it was launched in the early 1980s.For a young guy or gal on the move in the 1980s there was nothing to compare to the 205 GTi. Like the VW Golf it had uprated sporty suspension, a hot engine, and a sporty body kit, but it was also cute in a way the Golf could never be coming from Germany.The 205 GTi finally came to Australia in 1987, but it wasn’t the GTi the Europeans were able to buy.By the time it arrived here it had been detuned slightly to meet our exhaust emission laws, and down-specced to be price competitive in the local market.The local GTi looked like its European cousin, it had the same three-slatted grille, the beefy rub strips down the sides, and the fog lamps. It also had the brilliantly nimble handling, but it didn’t quite have the sizzle of the Euro cars.When first launched the GTi had a 1.9-litre single overhead camshaft engine with eight valves and fuel injection that put out just 75 kW and 142 Nm. The European models had around 100 kW, the difference being due to a lower compression ratio used on the engines here, along with a different cylinder head with different porting to cope with the exhaust emissions that were in force at the time.The lower output meant the 205 GTi was something of a disappointment, but there was always the handling to compensate for the loss of power.A five-speed manual transmission was standard and drive was through the front wheels.There was also a long list of standard features to help make up for the lack of grunt. Air-conditioning was standard, as were 14 x 6-inch alloy wheels, central locking, fog lamps, a leather steering wheel, power windows, and a four-speaker radio cassette sound system.Unfortunately power steering wasn’t standard, it seems that the Peugeot engineers couldn’t work out how to include air-conditioning and power steering in the 205 when they did the conversion to right-hand drive and they decided air-conditioning was more important for the Australian market. The result was heavy steering.An update in 1991 brought power steering and air-conditioning, and a welcome injection of power.The engine now had 90 kW and 152 Nm, which boosted performance to a much more acceptable level.The 205 GTi finally disappeared from local showrooms in 1994, the cars sold from 1991 regarded as the ones to buy now.The 205 GTi was regarded as a great car when new, but by now they’re getting old so be careful when considering buying one. It would be wise to have it checked by an expert.Many have been owned by enthusiast owners who have driven them hard. That’s what they were designed for, so that shouldn’t come as a surprise.Avoid high mileage, and cheap cars as these can be troublesome. Look for low mileage cars that have been garaged, and serviced by Peugeot specialists.A key part of the 205 GTi’s performance equation was their light weight, but with that came body flexing. When new that caused a lot of 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, seen 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, at a cost of $700-$800.A hard life on the road contributes to front suspension bush wear, and high rates of brake wear. Brake life of 30,000 km 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 km on the odo doesn’t want to get rid of it. She loves it, she says, because it’s roomy despite being small, it’s got heaps of go, and lots of street cred. On the downside she’s had to replace a drive shaft, repair the air-conditioning, and the engine is burning oil.Nick Barker bought his 1987 205 GTi a couple of years ago. 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. Despite the problems he says he loves the car, which he reckons is cool, and fast.• agile go kart like handling• sizzling performance, particularly from later engine• lots of body squeaks, and even cracking• cute and cuddly styling• excessive oil consumption from worn engine• wear in front and rear suspensionFabulous little hot hatch with sizzling performance when new, but age is catching up with it, and that can result in expensive problems if you buy the wrong car. Buy with care..

The SSS badge is a proud one that dates back to the 1960s when Datsun, as it was then known, applied it to its sporty sedans.Cars like the Bluebird SSS were standout tearaways back then, and the most recent SSS, the N15 Pulsar, was a similar standout in its time. The Pulsar SSS was the performance leader in its class.The N14 model that preceded the 1995 N15 was popular with young buyers who wanted the day-to-day practicality of a hatch without giving away anything in the way of performance and handling. The SSS was the answer to their prayers.The N15 Pulsar was an all-new, fifth-generation, model released in 1995. It was longer and wider than its popular predecessor, with a longer wheelbase, which resulted in more leg and shoulder room from front and rear seat passengers.Bigger, and better, the Pulsar was yet another Japanese car that could best be described as bland when it came to its looks.Round, and a little dumpy, the N15 sedan was pleasant if not overly attractive, but the SSS wagon-styled five-door hatch took some time to get used to.It was hard to know whether it should be called a hatch or a wagon, because it more closely resembled a wagon than anything else. One of the more cynical motor noters of the time described it as a “transvestite bread van”.Quirky looks aside the SSS was a serious small sporting hatch with a handy power-to-weight ratio of 10.87 kg/kW in its base form, which was the key to its zippy performance.Power came from Nissan’s SR20DE 2.0-litre double overhead camshaft four-cylinder engine that boasted four valves per cylinder and fuel injection. At its peak it put out 105 kW at 6400 revs and 179 Nm at 4000 revs.That was enough to have the SSS racing to 100 km/h in a little over eight seconds. It would account for the standing 400-metre sprint in about 16.5 seconds, and reach a top speed in excess of 180 km/h. It was indeed a hot hatch.All of that power was transmitted to the front wheels through a slick shifting five-speed manual gearbox. There was also the option of a four-speed auto, but quite why anyone would want one in a hot hatch like the SSS escapes me.The Pulsar’s suspension was a mix of MacPherson Strut at the front and a multilink beam at the back. There were coil springs and anti-roll bars at both ends. Handling was sharp and precise.The steering was rack and pinion with power assistance, and the brakes were discs all round with ABS standard.The sporty picture was finished off with attractive alloy wheels, which came standard with the SSS.Inside there were vibrant new colours for the cloth trim, along with a raft of neat standard features, including a premium four-speaker sound system with CD player, air-conditioning, sports seats, and power windows.A minor Series II update freshened it in 1998 and that can be identified by a revised mesh grille with the Nissan badge fitted to a centre vertical bar.There’s not much that goes wrong with the N15 SSS. The body remains tight with the result that there are few squeaks and rattles, the interior trim wears well, and the plastics are good quality that don’t fall apart.Mechanically the 2.0-litre motor is a gem and gives little trouble. Jerry Newman of Nissan specialists, the Cheltenham Service Centre, says the cam timing chain can rattle if the car hasn’t been serviced regularly and according to Nissan’s recommendations. Timing chain rattle can also develop at high mileage, but the noise is more a nuisance than a sign of impending doom.Newman also says it’s important to use the Nissan recommended 7.5/50W oil or an equivalent, as heavier oils can tend to clog the engine internals and lead to damage.The drivelines are generally trouble free, but be sure to check the CV joint boots that can crack and split. Let go they can lead to more expensive failure of the drive shafts.Dominic Sequeira owns a 1998 N15 Series 2 Pulsar SSS with 75,000 km on the odometer. It’s comfortable for daily driving, has plenty of grunt and is just the right size to weave in between gaps in traffic. He has had no problems with it, but says it can be thirsty if driven hard and it prefers premium unleaded.Glen (surname withheld) owns a 1999 SSS manual 2.0-litre Pulsar hatch, which he says has been totally reliable. It is economical and has excellent performance around town and responds well to mild revving to give a nice ‘kick in the back’ for an engine of its size and age.Kay Hamer-Finn’s 1999 SSS has done 90,000 km without the need for any major work. As president of the Nissan Datsun Sports Owners Club, Kay regularly competes in club events, and says her SSS has stood up well, it still has the original clutch, and there have been no engine problems to date.David Sporle says the N15 was a good car, but not great. It was where the cost cutting measures started to show, with Nissan deleting things like fully adjustable seats, leather around the gear stick, and other small touches that made the previous Pulsar feel like a $30,000-plus car.Ian Bock bought his Nissan Pulsar SSS new in 1999. It now has done 113,000 km and has been very reliable, although he was disappointed that the front discs needed replacing at 63,000 km. It returns an average of 9.73 L/100 km.• quirky wagon like styling• larger size means roomier interior• sizzling performance• safe handling• impeccable reliability• timing chain rattle