Hatchback Reviews

The Civic quickly won a following after it was launched here in the early 1970s. It was stylish, economical, performed well, and was well built, the same qualities that drive Civic sales today.The Civic was never a cheap small car; those perceived qualities so loved by Australians came at a price. So much so that the Civic lost ground to its rivals as other carmakers, Mazda, Subaru, Nissan, and Toyota closed the gap through the 1980s and early 1990s.In that crowded small car arena there wasn’t as much that made the Civic stand out as it had in past times. It was still stylish and well built, but its performance was lacklustre and it was no longer as economical when those were key qualities small car buyers wanted.Perhaps the thing that brought the Civic out of the doldrums it found itself in was the arrival of the VTEC engine. With its clever variable valve timing and lift system Honda could extract quite amazing performance from a small engine. With the VTEC engine under its bonnet the Civic, particularly the performance-oriented VTi, came to life.In the blink of an eye the well-built small car was transformed. There was good reason to buy the Civic again.MODEL WATCHThe heavily revised fifth generation Civic Honda launched late in 1991 wasn’t anything to write home about. It was a little larger than its predecessor, its styling was wishy-washy without being in any way offensive, its performance was breathless, but it handled well, and was well built.The new Civic range opened with the Breeze, a bright and bubbly three-door hatch with a 1.3-litre single overhead camshaft, carburettor fed four-cylinder engine that managed to produce 55 kW at 6300 revs. It had a five-speed manual gearbox and power steering was standard. The performance wasn’t great, but the economy was acceptable.The mid-range GL came in four-door sedan and three-door hatch forms. It had a 1.5-litre single overhead cam four cylinder engine with twin carburettors, which produced 74 kW at 6300 rpm.There was a choice of five-speed manual or four-speed automatic gearboxes, and the list of standard equipment included power windows and mirrors, central locking, tachometer and an Alpine radio cassette system.This was a disappointing performer, and thirsty to boot.Top of the range at launch was the Si, which also came as a four-door sedan or three-door hatch. Power was from a 1.6-litre double overhead camshaft fuel-injected four-cylinder engine that boasted 96 kW.It too had a choice of manual or auto transmissions, along with four-wheel disc brakes, upgraded trim, and tilt adjustable steering wheel.The VTEC variable valve-timing engine made its first appearance in the four-door VEi sedan, which was released in 1993. It was a 1.5-litre single overhead cam engine configured for fuel economy. It produced 66 kW, and was offered with a five-speed manual trans only.Other standard features included a driver’s airbag, power steering, central locking, power windows and mirrors, tachometer, and cloth trim.As long as you weren’t expecting much get up and go the VEi was worth a look.In September 1993 the Civic came in for a much-needed mid-life makeover, with a raft of revisions, particularly to the engines offered.The Breeze got a new lease on life with a 1.5-litre single overhead camshaft four-cylinder engine, which now had throttle body injection, and produced 67 kW.The GLi replaced the GL with a 1.5-litre multipoint fuel-injected single overhead cam four-cylinder engine that developed 74 kW.Fuel economy continued to be the main focus of the VEi with its 1.5-litre VTEC/E engine, which produced peak power of 66 kW.If economy was a priority for the VEi, the new VTi was a breath of fresh air with the emphasis on performance. Available as a sedan or hatch it was a taste of what was to come as Honda developed it system of variable valve timing and lift.The VTi had a 1.6-litre double overhead camshaft four cylinder engine with 96 kW on tap at 6600 revs. It had plenty of low down grunt as well as impressive top end zip, endowing the VTi Civic with impressive performance.Standard equipment on the VTi included four-wheel discs, electric sunroof, cloth trim, and four-speaker AM/FM cassette sound.Driver’s side airbags became standard across the Civic range in August 1994.IN THE SHOPGenerally the trade highly rates the Civics after the revised engines arrived late in 1992. Prior to that, they say, the engines were generally thirsty and lacked performance.The VTi is highly regarded and easily the pick of the bunch. It’s got good performance while still delivering impressive fuel consumption.Performance and economy issues apart, Honda engines, as well as gearboxes, drive lines and diffs are robust and give little trouble. Rear wheel bearings are a source of trouble.The problems are mostly related to ancillaries, like air-conditioning compressors, which are a known source of trouble.There are no real problems with the Civic body, they’re well built in the first instance and stand up well in service. Same goes for the paint, which continues to shine if maintained as it should be.Check for service record, and evidence of regular maintenance.OWNERS’ VIEWSKristen Jones has owned her 1993 Honda Civic Breeze for four years, and says it has been very cheap to run, and easy to drive and park. She has had no problems with it and would happily recommend it.Debbie Williamson bought her 1993 Civic GL new, and has now done 210,000 km. She says it is reliable, comfortable, economical, attractive, and roomy, is easy to drive and to this point has had nothing go wrong.Jim Liaskos has owned his 1994 Honda Civic manual GLi for 10 years. It has now done 240,000 km, and he says it handles well and is very economical. Apart from normal service items, he has replaced the front wheel bearings, the clutch master cylinder, noisy gearbox bearings, thermostat, and the brake master cylinder.LOOK FOR• good build quality• robust and reliable mechanicals• poor performance and fuel economy prior to 1991 engine upgrade• noisy rear wheel bearingsTHE BOTTOM LINEThe Civic was struggling to live up to its reputation before the revised engine range arrived in late 1991, and improved both its performance and economy.RATINGPre-1993 – 60/100; Post-1993 – 75/100

The Honda Civic stood apart from the rest of the small car crowd from the moment it hit our shores in the early 1970s. It was the small car for buyers who could afford a little more than was being offered by other carmakers.Honda was quickly able to establish a reputation for quality and design innovation that set it apart in the eyes of small car buyers.With each new generation Honda was able to build on the reputation established by pervious models.Every new generation offered an attractive blend of quality, style, packaging and price, and the sixth generation that arrived here in the mid-1990s was no different.MODEL WATCHThe Civic that hit our shores late in 1995 was the sixth generation of the small Honda, and took it to a whole new level of quality, refinement and performance.The fifth generation, while maintaining the things that made the Civic so appealing was criticized for its packaging, noise level and ride. It was even rated below rivals like the cheaper Toyota Corolla. Clearly Honda had some ground to recover with the sixth generation.Honda had obviously heard the criticisms and answered most of them with the new car. The style and build quality that was so well liked was carried through, but with much improved packaging and refinement. The interior noise levels in particular were much lower than those of the earlier model.There were three body styles in the new Civic range. There was the Japanese-sourced three-door hatch and four-door sedan and a coupe that came from America.All three were based on a modified version of the previous model sedan’s platform, which retained the sedan’s longer wheelbase.That meant the hatch grew in wheelbase by 50 mm, which resulted in rear legroom and much needed passenger comfort. It was also higher and that also made it a more comfortable place to be.The sedan body was also reworked, but in a less obvious way. It was 55 mm longer than the previous sedan, 38 mm of which was used to increase rear legroom, with five mm added to the legroom in the front.Under the bonnet the sixth generation Civic had a choice of three 1.6-litre four-cylinder engines and all delivered better performance than those in the earlier model.They started with a single overhead camshaft unit that punched out 88 kW at 6400 revs and 144 Nm at 5000 revs in the CXi and GLi models.There was also a choice of two VTEC variable valve-timing engines. The opener was a single overhead camshaft unit that gave similar performance to the base 1.6-litre, but was configured to work with Honda’s the new Continuously Variable Transmission (CVT) and optimize fuel consumption.The ultimate performance engine was the double overhead camshaft VTEC engine that thumped out 118 kW at 7600 revs and 148 Nm at 7000 revs. The notable thing about this engine was that it delivered 100 horsepower per litre, a benchmark for engine performance.Honda offered three transmissions in the Civic, the CVT, a regular four-speed auto and a five-speed. The CVT was available in the VTi, the auto in the CXi and GLi, and the manual in the CXi, GLi, VTi and VTi-R.The three-door hatch was offered in CXi, GLi and potent VTi-R models, while the sedan came in GLi and VTi variants.IN THE SHOPMechanics hate Hondas. Not because they’re a bad car, but because they don’t break down. It’s hard to make a living when the cars you’ve chosen to specialize in rarely arrive on the back of a tow truck.Honda engines are generally bulletproof, but look for a service record showing they’ve seen the inside of a service shop as required. Regular oil changes are necessary to avoid the expensive build-up of sludge that can cause the demise of any engine, but Honda engines in particular.Likewise the gearboxes, which stand up well, but the auto likes the Honda-recommended oil. Straying from the Honda oil may save a few bucks, but it can lead to troubles down the road.Bodywise the Civic copes well. It’s a solid little car that generally stays rattle free as the kays mount. Obviously look closely for the telltale signs of a bingle; mismatched paint, sagging doors, boot lids or hatches.The Civic interior also copes quite well with our harsh sun. The general fit and finish is of a high quality, the parts are durable, and the trim seems hard wearing.IN A CRASHRigid bodies provide a stable platform, on which Honda built a car that was agile and responsive, which enhanced primary safety when it came to avoiding a crash,Only the VTi sedan and VTi-R hatch had the protection of anti-lock brakes.Driver airbags were standard across the range, with the VTi and VTi-R also boasting a front passenger airbag.OWNERS SAYMarilyn Gardiner intended to keep her 1999 Civic GLI sedan for three years, but it is so stylish and has been so reliable in 106,000 km she hasn’t been able to part with it. Unlike the 1989 Holden Astra she owned before the Civic, which was called the mystery car because she never knew when or where it would let her down, the Civic has been totally reliable. The Civic lacks the zip of her Astra, but doesn’t cost much to run. Her only criticism is of the Honda colours, which she says are boring.The CXi three-door hatch Geoff McDonald bought new in 1997 is still his prime mode of transport. Honda dealers have regularly serviced it and the only expense he’s incurred other than filters and plugs in 10 years and 115,000 km is a replacement light bulb costing $5. The car is as good as new in terms of performance and consumption, the body is perfect, and the paintwork is excellent. The McDonald family has collectively owned six Hondas and all have been equally reliable and trouble free.LOOK FOR• chunky styling• decent interior roominess• agile and responsive handling• standard drivers airbag for safety• zippy VTi-R hatch• low fuel consumptionTHE BOTTOM LINEWell-built, good-looking small car that shows no signs of ageing with the passing years.RATING85/100

When the arrangement between Holden and Toyota fell over, ending Holden’s access to the Toyota Camry, the company turned to its European cousins for a replacement mid-sized car. The Vectra was relatively new even in its homeland when Holden went calling, so it was a very current model when it arrived here as part of Holden’s Euro thrust.Along with the smaller Astra the Vectra has helped Holden develop a Euro image with an Aussie flavour, one that has worked well with local buyers. The Astra has been an outstanding success and the Vectra has done some solid business.Following in the tyre tracks of the Apollo, Holden’s rebadged version of the wide-bodied Camry, the Vectra presented a fresh contemporary face to the Australian car buying public.Designed and developed by Opel the front-wheel drive Vectra was every bit the contemporary European. It was a hit in its home market where it quickly became the top seller in its market segment, and backed that up here with a solid performance against the Camry, Magna and Ford Mondeo.While it wasn’t an adventurous design it was pleasant and easy on the eye, its aerodynamically shaped rear view mirrors that flowed from the bonnet a stand out feature of the exterior.It was a similar story inside where the sweeping dash was well laid out with easy-to-read gauges and controls organised sensibly within easy reach of the driver.Unfortunately, while the interior was airy and welcoming it wasn’t as roomy as the Apollo it replaced, which meant it wasn’t as roomy as its main rival.If you ran the tape over the Vectra you would find that it was 318 mm shorter than the Apollo and 63 mm narrower.Although Opel offered three body styles, sedan, wagon and hatch, Holden offered only offered the sedan and hatch versions here. Both the four-door sedan and five-door hatch could be had in base GL or upmarket CD versions.Holden chose two engines from the vast range of engine options Opel had on offer. The base engine was a 2.0-litre double overhead camshaft fuel-injected four-cylinder unit which produced 100 kW at 5600 revs and 188 Nm at 3200 revs, the other a 2.5-litre double overhead camshaft fuel-injected V6 boasting 125 kW at 5800 revs.Although the four-cylinder wasn’t quick it was smooth and refined, which was perhaps more important to the market for this type of car.Its performance was hampered somewhat by the tall gearing Opel preferred for the standard five-speed manual gearbox, which restricted its straight line zip – it took 9.7 seconds for the 0-100 km/h sprint – but it was a decent highway performer where the gearing was much more suitable.A four-speed auto was optional, which made the Vectra a little more comfortable round town where you didn’t have to work the gears.A well-proven combination of MacPherson Struts at the front and a multilink independent rear set-up gave the Vectra safe and assured handling. Disc brakes featured at each corner with ABS standard across all models.Despite being the entry level model the GL was well equipped. It came standard with cloth trim, driver’s side seat height adjustment, height adjustable seat belt anchorages, childproof door locks, 60/40 split-fold rear seat, AM/FM sound, adjustable steering column, full instrumentation, alarm, ABS, traction control and a driver’s airbag.When you stepped up to the CD you also got standard air-conditioning, power windows, cruise control, trip computer, and alloy wheels.In the main the Vectra is quite reliable and robust, but it does have a few problems that regularly crop up.Rough running and stalling are known problems with the Vectra and the usual causes are the crank sensor on the engine, which can be erratic in its timing output or the IAC, which fails allowing the idle speed to drop too low the engine then stalls.The JR Vectra has now reached the mileage a major service is needed, including a timing belt change. Ensure the belt has been changed on cars that have accumulated more than 100,000 km.The interior trim stands up quite well, but the paint is known to fade and oxidise. Red is the worst colour and it becomes an annoyance when you have to wash and clean the car regularly to keep it looking pristine.With a well-balanced chassis, and ABS and traction control standard, the Vectra has a good primary safety package. Add to that a standard airbag for the driver, height adjustable seat belts and the total safety package is commendable.In the 2004 Used Car Safety survey the Vectra was rated significantly better than the overall fleet average for occupant protection, and average in its impact on the occupants of the other car.Clint Ebessen’s parents gave him the 1998 Vectra they bought new. They wanted something small, but which also had plenty of room, and were impressed by the road test reports at the time. Clint says it’s quiet and comfortable and he loves the electric features like the radio, which increases in volume as the speed increases. It has had its problems, however, including regular episodes of power loss, which was fixed with updated software; the idle speed control failed which would cause the engine to stall.Craig McErvale bought a Vectra new and says it had its good points, but that they were heavily out weighed by bad ones. Firstly he says it was economical around town and on the highway, was very sure footed, and had great mid-range torque and was always keen to overtake. Gearing for town and traffic driving wasn't good and the seats were too hard with little support. Combine this with no footrest made you very fatigued after a couple of hours behind the wheel. Quality issues soured his experience with the Vectra. After the first year the engine developed a ping and the only way to get rid of it was to use premium unleaded, six months later the engine 'dropped' a lifter, and it made a horrible noise until the oil pressure built up. The worst thing, however, was when the red paint oxidised within two years. Eventually Holden repainted the car.• Neat European styling that doesn’t date.• Nicely appointed, airy interior.• Well balanced handling.• Comfortable ride.• Economical four cylinder engine• Tall gearing better suited to highway than town.• Fading paint.Safe and solid mid-sized car that handles well, but is plagued by some niggly quality problems.

After a number of unsuccessful attempts to market small cars drawn from other car makers Holden turned to its Euro cousins for what has become a rip-roaring success in the form of the German-designed Astra. The Astra badge was a part of the Holden range before the arrival of the European Astra in 1996, but they were rebadged Nissan Pulsars produced under an arrangement with the Japanese car maker who was the building the Pulsar locally.Holden later turned to Toyota under the doomed joint venture between the two companies and sold rebadged Corollas as Holden Novas for a while, but that ended when the deal went sour.Both deals were struck in times of trouble when Holden was in effect a one-car car company struggling to stay afloat in an increasingly competitive local market in the 1980s, but those days are a fast fading memory and Holden is forging ahead like never before in its history with a range of models that virtually covers the whole market.The Astra was already successful before it arrived on these shores, being the second best selling small car in Europe behind the VW Golf at the time. Those early Astras, designed in Germany, were built in England by Vauxhall, which was sensible really given that the Brits drive on the same side of the road as we do.At launch Holden offered two body styles, a four-door sedan and a five-door hatch, but there were three levels of trim and equipment which was enough to suit just about everyone’s needs.The entry level model was the City 1.6, which was available in both body styles. The mid-range model was the GL 1.8, which was also available in both body styles, while the range-topping model was the sporty GSi 2.0 that was only available as a hatchback and came with a sexy Zender body kit.Inside, the Astra was roomy with plenty of space for four adults and luggage. Rear seat room was particularly praised by road testers at the time of release, as was its luggage carrying capacity, which was boosted by a 60/40 split-fold rear seat.Power for the Astra came from a range of four-cylinder engines, all adapted to local conditions by Holden’s engineers, and featuring multipoint fuel-injection.The base engine in the City was a 1.6-litre single overhead camshaft four-cylinder engine that produced 74 kW at 5800 rpm and 135 Nm at 3400 rpm, which delivered a blend of performance and economy.A 1.8-litre four-cylinder engine powered the GL. This one was produced by Holden in Australia, and boasted twin overhead camshafts with four valves per cylinder. Peak power was 85 kW at 5400 rpm and maximum torque was 165 Nm at 4000 rpm.The sporty GSi packed the biggest punch in the range. With twin cams, and 16-valves, it put out 100 kW at 5600 rpm and 188 Nm at 3200 rpm.City and GL buyers could choose between a five-speed manual gearbox and four-speed electronic auto, which was a $1950 option, but the only choice for those signing up for the hot GSi was the five-speed manual.Under the Euro skin lay a well proven suspension arrangement with MacPherson Struts complete with gas-filled shocks at the front, and compound torsion beam axle at the rear with progressive rate coil springs and gas shocks at the rear.Spring rates, shock settings and the diameter of the stabiliser bar were optimised for each engine variant.Power steering was standard across the range, with the GSi getting a faster rack for a sharper feel.Brakes were a combination of front discs and rear drums on the City. The GL and GSi boasted four wheel discs, and the GSi had the added benefit of standard ABS.Inside there was attractive fabric trim, a multifunction display, and a locally developed Eurovox six speaker sound system. The GSi also had sports seats, a leather-wrapped steering wheel, and power front windows.Standard equipment included a driver’s side airbag, an immobiliser, and central locking although it couldn’t be activated remotely. Missing from the features list was an adjustable steering column.On top of those features the GSi also boasted a passenger’s side airbag as standard and a security alarm.The options list included a passenger’s side airbag for the City and GL, and air-conditioning.The Astra was criticised for its high level of noise and vibration, which reflected its lower refinement than was being offered by the benchmark Japanese cars at the time.The manual trans gearshift was thought rubbery and imprecise, but the Astra’s overall ride and handling was praised, as was its steering, which was direct and well modulated.Being three years old when it arrived here the Astra was trailing the competition a little when launched, but was still regarded as a good small car choice that offered good interior room with plenty of performance while still returning admirable economy.Reports from the trade suggest the Astra is robust and reliable with few problems with the engine or transmission.One complaint often heard is the rate of wear of the brakes. The Astra’s European origins should have alarm bells ringing if you’re concerned about frequently replacing brake linings and discs. Some owners report having to change disc pads at around 30,000 km and discs at 60,000 km.It’s possible to extend brake life by fitting alternative pads and discs available on the aftermarket, but you might affect your car’s braking performance in the process. Before you change it’s best to check with your local brake specialist.The Astra’s body and trim stand up well, but check carefully for signs of a crash. Check panel fit, body gaps, smooth opening of doors and hatch or boot, and paint matching. Particularly check bumpers for bumps and scrapes, taking care to check bumper mountings to make sure they are intact.Check for a service record to verify odometer reading, which on average will be between 100,000 and 130,000.• Smart European style• Roomy interior and lots of luggage space• Robust mechanical package• Relatively high brake wear

The Laser was a shining light for Ford during the 20-plus years it was part of the blue oval’s family. 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.Such was the popularity of the Laser badge that it’s hard to understand why Ford dropped it in favour of the Focus, which was a completely unknown badge here.The Lasers that preceded the KJ were pretty much just rebadged Mazda 323s, but the KJ was an attempt to move a little further away from the Mazda. For the first time there was even a unique body style, one that wasn’t included in the Mazda catalogue.It was also unique in that it was imported from Japan whereas the preceding models had been built locally at Ford’s Homebush plant in Sydney.MODEL WATCHFord raised the wraps on the KJ Laser late in 1994 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 unique Ford-styled sheetmetal 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.Ford’s stylists took the Mazda 323 sedan and reworked it with a smoother front incorporating a larger bumper and unique headlamps, and sharper boot and tail lamps to distinguish the rear.Like most new models, the KJ Laser was bigger than the model it replaced. Its wheelbase was 105 mm longer than the KH’s, and the track was 30 mm wider, adding up to significantly more head and shoulder room in the front, and 25 mm more legroom in the rear.It was the Liata five-door hatch that really started the move away from the Laser’s 323 roots. Ford regarded the Liata as the main model in the Laser range, having recognised the popularity of hatches in the local market.When small sedans were typically bought by older buyers locked into tradition, the hatch appealed to younger buyers, mostly families, who appreciated the flexibility a hatch gave them.The Liata was a smoothly styled hatch that showed that hatches didn’t have to be unpleasant boxes to deliver the function hatch buyers valued so much. 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.With a steeply raked roofline, spoiler mounted on the rear window, and large roundish tail lamps it cut a dashing profile. It was also slightly shorter than the sedan, due to its shorter rear overhang, but that didn’t impact on its interior roominess.There was no mistaking a Lynx, nor was it possible to mistake its purpose. The three-door Laser cut a rakish figure on the road, with its large headlamps that cut into the bonnet and bumper, its sharply bobbed tail with a spoiler mounted on the rear glass, and its egg-shaped rear lamps all making a bold statement that no Laser had previously done.The Lynx sat on a 100 mm shorter wheelbase, with a rear overhang shorter than both the Liata and LXi.Power was delivered by one of two engines, 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, which was designed to deliver torque at the low end when the intake tract was longer, and power at the top end when the tract was shorter.The 1.6-litre so-called ‘economy’ engine was standard in the LXi and Liata. It produced 80 kW at 6000 revs and 143 Nm at 3500 revs, representing an increase of 25 per cent in power and 16 per cent in torque over the carb-fed KH engine.The larger 1.8-litre engine was optional on the LXi and Liata, and standard on the Lynx. A similar unit to the smaller 1.6-litre engine it put out 92 kW at 6000 revs and 160 Nm at 4000 rpm, a slight increase over the KH’s 1.8-litre.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 shapely skin 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 discs all round, with a larger master cylinder for a more solid pedal feel, and ABS was optional on the LXi and Liata and standard on the Lynx.Inside there was a new dash, moulded door trims, more supportive seats with height and tilt adjustment, and upgraded sound systems.Dual airbags were initially only available as an option on the models with the 1.8-litre engine, standard on the Lynx, but also became available with the 1.6-litre engine from early 1995.The entry-level model on the Sedan and Liata was the LXi, and there was a Ghia luxury upgrade available as well. When selected the Ghia brought the 1.8-litre engine, alloy wheels, central locking, power mirrors, power windows, and four-speaker sound.IN THE SHOPThe KJ was imported from Japan instead of being built here, and that means 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 a life in the daily grind of our cities. The KJ is not a car that suffers from rattles and squeaks, unless it has been involved in a crash and poorly repaired.Check carefully for the tell tale signs of crash repairs, like colour mismatches between adjacent panels, poorly fitting doors and hatches, and irregular panel gaps.Mechanically the KJ is sound, the engines are reliable and give little trouble, 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 1.8-litre auto Liata hatch new in 1994. It has now done 115,000 km, and he’s more than happy with it, having only had to replace the tyres and the water pump. Wally says he gets 8 L/100 km on the highway and 10 round town.David McClean says his 1994 1.6-litre Liata LXi five-door hatch has 100,000 km on the odometer and is running like a dream. David says the 1.6-litre has sufficient grunt, the space in the back when the seats are down is great. The only negative is the visibility out the back window.LOOK FOR• stylish small car, apart from wild Lynx• good reliable Mazda mechanical package• roomy interior will handle four adults with their luggage• well balanced and responsive handlingTHE BOTTOM LINE• attractive styling with Mazda build quality, safety and reliability make the KJ was good buy as a second car or first car for beginner drivers.RATING65/100

Aussies tend to keep their cars longer than those in other countries so they’re less influenced by automotive fashion and go for cars that will remain good looking over the long run. Although Ford had high hopes the Ka would be a winner when they launched the stylish little hatch here in 1999, it was always going to struggle to attract buyers when Ford priced it out of the main event.Ford hoped the Ka would win the hearts of the young and young at heart with its cute styling and European cache, but the small hatch market is the most price sensitive and competitive market segment of all and no amount of cute styling was ever going to win over buyers whose budgets stretched to $13,990 drive away and no further.Every carmaker has struggled when trying to convince hatch buyers to spend more to get a car that is better engineered, styled, built or whatever message their marketing whiz kids are pushing at the time. The reality is that if you don’t compete on price you’re pushing the proverbial up hill.Added to the Ka’s problem was that it came after the successful Korean-built Festiva and was perceived by many as a Festiva replacement. It wasn’t, the Festiva was typical of the hatches that occupy the bottom end of the market, and the Ka was anything but.Those dilemmas aside the Ka is an interesting little and is worth a look if you like the styling and are impressed by its European heritage.MODEL WATCHThe Ka was launched in the middle of Ford’s plunge into edge styling, designs with clearly defined lines and shapes that gave their cars a clear character. It was the same era that produced the ill-fated oval-shaped Taurus, and the equally ill-fated AU Falcon.The problem with such out-there styling is that it usually polarises opinion, and that can affect sales. A car might appear stylish to one person and ugly to another. On top of that the Australian buyer is one of the most conservative in the world and often shuns cars that make them stand out.Compared to the Festiva it followed, and others like the Toyota Starlet, Nissan Micra, Hyundai Excel and the like the Ka was radical and Ford boasted as much at its launch.“We set out to create a real ‘icon’ and that’s what we've done,” said Ford design boss, Scott Strong at the time.Strong went on to say he hoped the Ka would become a new millennium Mini. Unfortunately the Ka won’t go down in the history books as a classic, it’s no modern day Mini.Where the Mini was simple, clean and non-threatening, the sort of car you wanted to cuddle like a cute little puppy, the Ka was aloof, haughty, and challenging.Still, for those who appreciated its slick styling and wanted the perceived quality that comes with a European build plate in a market segment dominated by Asian brands the Ka held the potential to set them apart.It was also well equipped compared to most of its rivals, but its higher price put price conscious buyers off.There was only one body style, a three-door hatch, one engine, one trans, it had air-con, sunroof and a CD player so there wasn’t much decision making involved in the Ka buying process.While the styling stood out there was nothing outstanding about the Ka’s mechanical package, which consisted of a fairly mundane overhead valve four-cylinder engine, a five-speed manual gearbox and front-wheel drive.The fuel-injected 1.3-litre four-banger pumped out 43 kW at 5000 revs and 100 Nm at 2500 revs running on regular unleaded fuel. The resulting performance was adequate rather than spirited.The five-speed gearshift was rubbery, a little imprecise as a result, but typical of bread and butter European front-wheel drive fare.The suspension was a combination of MacPherson Strut at the front and torsion beam at the rear, and the steering was power assisted, which resulted in agile and responsive handling. It was perfect for zipping around town.Brakes were disc front and drum rear, again fairly ho hum in technology terms, but they were well up to the task of stopping the 955 kg Ka.Outside Ford flagged its range of funky colours with funky names, like Karyptonite, Kaligula, Kalypso, Kayak and Kakadu, but all of them were dark and very drab if they weren’t kept clean. If you selected one of these colours your Ka came with body coloured bumpers.There were other colours, like Kandy, Karome, Karisma, and Karbon, again with funky names, but they too were uninspiring. These latter colours came with charcoal bumpers, which made them look even more depressing, especially once the car had been on the road for a while and the bumpers began to fade.The funky styling theme continued inside, it was attractive enough, but dated quickly. The front bucket seats were comfortable, and the rear seat back could be folded to increase the luggage capacity.Driver and front passenger air bags were standard, while security was provided with an engine immobiliser.Funky sounds were delivered via an AM/FM radio sound system with a single CD player, and you could keep your cool with the standard CFC-free air-con. The power sliding sunroof was a nice touch.IN THE SHOPGo for a Ka that has been treated with kindness. Many were bought by non -caring owners who left them out in the street at night, under trees during the day, and regularly bumped into things on the run.Check engine vitals to make sure they’re kept up to the mark; negligent owners rarely do the basic checks.Many buyers of cheap and cheerful chariots rarely give up a night on the town to pay for a service so carefully check the service record and walk away if there’s a hint of neglect.Mechanically there isn’t much to go wrong with the Ka; its mechanicals are relatively simple and well proven.For better resale value in the future buy a Ka with the body coloured bumpers, they look better now and will look better to the next owner when you want sell. The alternative charcoal bumpers make it look down in the mouth, and look even worse when the inevitably fade.OWNER’S SAYKate and Bryce Wilson have enjoyed 23,000 trouble free motoring in their 2001 Ka. They bought it as a round town car, but have also driven it extensively on long journeys, and thoroughly enjoy it. They love the styling, and their only complaints are minor. The seats are a little tiresome on a long trip, and they would like a cruise control.LOOK FOR• Some say it’s cute others find its styling challenging. Whichever camp you fall into be ready to be noticed if you buy a Ka.• Well equipped little car with standard air-con, electric sunroof, CD player and dual airbags for safety.• Old tech overhead valve four-cylinder puts out a modest 43 kW of power, not a lot in today’s terms, and performance is a little soggy as a result.• Build quality is reasonable although not up to the standard of some Japanese rivals.• Check the bumpers, particularly around the corners for damage caused by careless young things driving into objects while talking on their mobiles, the Ka is a swinger. If it looks as if it has been driven without much care walk away.• Go for the body coloured bumpers, they look much better, and don’t fade like the grey bumpers do.• Mechanically there is little that regularly goes wrong with the Ka so you should expect a largely trouble free run.• At $11,000 for a four-year-old model the Ka still carries a pricey tag, look at buying a new car for just a little more.

There was a time when Ford was a major player in the small car market, but the company seemingly lost its way in the mid 90s when it cut the popular Laser and Festiva models. Both were strong performers in their respective market segments, but Ford chose to dump them in preference to small cars coming out of Europe.The funky styled Ka hatch became the company’s small car offering, but was never really a replacement for the cheap and cheerful Korean-built Festiva.When the Festiva was a budget priced model aimed at those wanting affordable transport the Ka was aimed at the trendsetters who preferred style and were prepared to pay a premium for it.Now we have the Fiesta, a much more appealing small car than the Ka, but the Euro-sourced hatch has a big job if it is to claw back the market lost by the Festiva’s demise.It was much the same story with Laser, once one of our most popular small cars. There was a vacuum once the Laser had gone, and while the Focus is the model that is now filling the void it isn’t doing the business the Laser once did.MODEL WATCHWhile the Festiva wore a Ford badge in reality Kia built it in Korea. Nothing wrong with that, the Kia brand has been well regarded since arriving here in its own right in 1997, and the Festiva did nothing that should tarnish the brand.Ford unveiled the front-wheel drive WB Festiva in 1994. It was a bubbly little car that came in three and five-door hatch versions, with one engine choice, a choice of manual and auto transmissions, and two levels of trim and equipment.The Trio three-door hatch introduced the Festiva. With cloth-trimmed seats and door panels, a four-speaker sound system, driver’s foot rest, comprehensive instrumentation including a tacho, remote releases for the fuel filler and rear hatch it had just about everything you needed.Outside it had colour-matched bumpers, a tiny rear lip spoiler across the rear window, and a rear window wiper and washer.Step up to the GLi five-door hatch and you got all of that plus tinted windows, plush velour trim, a tilt adjustable steering column, power steering … and a right side rear seat pocket.The engine powering the Festiva was a single overhead camshaft 1.3-litre four-cylinder unit. Even with multipoint fuel injection, and two valves per cylinder, it put out a modest 47 kW at 5000 revs, along with 102 Nm at 3000 revs, which meant there was no chance of damaging your neck when you buried the right pedal in the carpet.At best it was a willing performer, although the noise that came with rising revs made it less than pleasant when stirred along.When pitted against the clock the Festiva required 13.51 seconds to reach 100 km/h, and a further 5.27s to cover the standard 400 metre sprint.While the performance numbers are interesting they’re really only of passing interest in the small car segment. It’s important that a small car isn’t so slow that it’s a road hazard, and few small cars fall in that category today. The Festiva certainly doesn’t.Fuel consumption is clearly the more important measure of a small car. It must be economical, and the Festiva returned city consumption around 7.5 L/100 km/h when tested at the time.For transmissions the Festiva buyer could tick a five-speed manual or a three-speed auto. The manual is the better choice, the five-speed shifts nicely, and gets the most out of the engine, where the three-speed lacks ratios and is a little clunky.The Festiva’s suspension was a conventional combo of MacPherson Struts at the front and a torsion beam axle at the rear. Its handling was nimble and safe rather than sporting.Braking was by discs at the front and drums at the rear. ABS was not available.Inside, the Festiva’s seats are comfortable, the rear seat able to be folded to accommodate long objects when needed. Air-conditioning was an option.IN THE SHOPThe Festiva is generally quite reliable if well serviced, so it’s worth checking for a service history.Most should have had a cam belt replacement (110,000 km), or are fast approaching the mileage where they will need one.Uncaring owners may have chosen to miss the change and save the money so be sure to quiz sellers to determine the state of play.Check for signs of crash damage, like poorly fitting doors or rear hatch, ill-fitting bumpers. Also check for minor bumps and scrapes that come with a life spent in supermarket parking lots.Some colours, particularly the reds and pinks that were used on the Festiva, are prone to fading in the Aussie sun. It’s better to go for the safe white or silver colours that stand up better and are easier to sell when the time comes.CRUNCH TIMEThe WB Festiva didn’t come with airbags so occupants rely on the basics of crumple zones and seats belts for crash protection.The recent used car crash survey didn’t cover the Fiesta, but safe to say that it’s a small car and will come off second best if hit by a lumbering four-wheel drive.LOOK FOR• Cute bubbly styling that still looks good• good fuel consumption• modest performance• safe nimble handling• simple and reliable mechanical package• verifiable service record with evidence of cam belt changeTHE BOTTOM LINECute hatch that’s economical to run and would make a good first car for the beginner driver.RATING60/100

In this day and age when fuel economy is such a hot issue the Daihatsu Sirion looms as a real contender for anyone wanting cheap and reliable transport. The Sirion was never one of the hot sellers in the small car segment, it tended to fly under the radar, but those who took more notice found it was a well built and well equipped little car that delivered on its promise of reliability and fuel efficiency.MODEL WATCHThe Sirion’s looks are a matter of taste, and opinion was certainly divided when it was launched in 1998.Its overall shape was rounded and rather dumpy, not at all sleek or svelte like its rivals at the time. It had large headlamps that gave it a boggle-eyed look, a large oval grille, and an odd offset licence plate.The use of chrome was also somewhat at odds with the look of the day, which was rather more sombre with body-coloured bumpers and the like when the little Daihatsu made use of bright chrome finishes.But at the end of the day styling is a matter of individual taste and there is little doubt that some will think the Sirion cute and cuddly.Looks aside there was plenty to like about the five-door Sirion hatch. An offshoot of Toyota there was no disputing the build integrity of Daihatsu, even though it was a budget brand.Let’s be honest, the Sirion was never intended to be a family car, at best it was a car for singles or couples without kids who only needed the back seat for their dog or occasionally transporting friends. That’s not a criticism, simply an acknowledgement that the Sirion is indeed a small car.It was small by all measures, but still had reasonable head and legroom considering its small overall size. The boot was also quite a good size, largely because Daihatsu used a space-saver spare wheel.The engine was a tiny 1.0-litre three-cylinder double overhead camshaft fuel-injected unit that turned out a modest power peak of 40 kW at 5200 revs with a mere 88 Nm at 3600 revs.You don’t have to be Einstein to work out that it didn’t have sports car-like performance, but that’s not what it was about. On the road you had to work hard to keep up with the pack, particularly if it was loaded with a full complement of adults, and that meant constant use of the gearbox. It struggled when faced with a hill, and overtaking required planning and patience, but if you were prepared to let the pack go you could enjoy a more leisurely drive and save fuel at the same time.At launch the front-wheel drive Sirion was only available with a five-speed manual gearbox, the four-speed auto wasn’t added to the range until 2000, but that only served to accentuate the Sirion’s performance limitations.While not being sports car sharp the Sirion’s ride and handling were quite acceptable. It had a small turning circle, which made it very manoeuvrable around town and in parking lots, but it didn’t have power steering and that made the steering quite heavy.Despite its modest price the Sirion was quite well equipped. Included on the standard features list were central locking, power mirrors and windows and a split-fold rear seat. Anti-skid brakes and air-conditioning were options.Fuel consumption was one of the Sirion’s most attractive features and it was possible to get 5-6 L/100 km on average when driven around town.Before rushing in it’s important to remember that Daihatsu left the market early in 2006 making the Sirion something of an orphan, although Toyota has made a commitment to provide ongoing support with parts and service.IN THE SHOPSolid build quality means there are few problems showing up with the Sirion so it’s vital to check each car thoroughly. Despite the lack of common problems individual cars can have problems and these need to be identified.The trade reports the odd instance of engine and gearbox oil leaks, and cooling system leaks, the latter possibly caused by a lack of maintenance.It’s important to use the correct coolant in the system, and to follow Daihatsu’s recommendation for changing it. Unfortunately it is often overlooked and this can lead to problems.Look for signs of abuse inside and out from an uncaring owner, and check for crash damage.IN A CRASHDual frontal airbags provide pretty decent crash protection for a small car.Anti-skid brakes were an option so it would be wise to look for one fitted with them to enhance the active safety package.LOOK FOR• Quirky styling• Reasonably roomy interior• Good boot size• Modest performance• Brilliant fuel economy• Few mechanical problemsTHE BOTTOM LINESmall in stature, sedate in performance, the Sirion is a winner at the pump.RATING80/100

In the 1980s carmakers reckoned badge engineering was the key to success, and in some case survival. Model sharing was rife, with Toyotas badged as Holdens, Hondas as Rovers, and Mazdas as Fords.Ford and Mazda formed an alliance, with Ford acquiring a financial stake in the Japanese company, and many of Mazda’s models were ‘badge engineered’ and appeared in Ford showrooms.Among them was the Telstar, Ford’s remake of the Mazda 626, which was on sale at the same time in Mazda showrooms.MODEL WATCHMazda introduced the new front-wheel drive 626 in 1983 to some high praise, winning many friends and a number of awards.While the Mazda was imported Ford built a slightly different version locally, and it too won its share of friends among local car buyers.It was a good looking car, nicely equipped, and came in four-door sedan and five-door hatch versions in both ranges, with the Mazda also offered as a coupe.Power was from a single overhead camshaft four-cylinder engine, which had a carburettor and put out 70 kW and 158 Nm. Buyers could choose between a five-speed manual gearbox or three-speed auto.The base 626 had manual steering and there were a few complaints about the steering effort needed, particularly when parking. Other models, however, had power steering, as well as air-con, cruise, power windows and mirrors, and central locking.It was much the same story over at Ford dealers where you had to put up with manual steering on the base model GL, when the Ghia not only got power steering, but also power mirrors and windows, and radio-cassette sound.A 1985 update brought better ride and handling, improved brakes, and a new dash, with power steering an option on the base models. Another update in 1986 brought with it engines able to run on unleaded fuel.IN THE SHOPAs with any car of the age of the Telstar/Mazda 626 it’s vitally important to approach them with care and your eyes wide open.If they’ve been in regular use since the mid-1980s they will have accumulated well in excess of 200,000 km, some will have done more than 300,000 km, and that generally means trouble is never far away.The best policy is to search for a well kept car with low mileage. One that has a service record that tells you it has been regularly serviced.Walk away from any car that looks as though it has been parked under a tree all its life, has bumps and scrapes on all panels, the seats are ripped and torn, and its oil is black and thick.Look for oil leaks around the engine, particularly from the rocker cover, and perished radiator hoses which can lead to problems if they fail on the job.Make sure all accessories work, power windows and the like can be expensive to fix if they’re not operating.Checking for evidence of a crash is even more important with older cars as the likelihood they have been in a crash is high.Have someone drive the car down the road, back and forth and carefully watch to see it tracks straight and true.Carefully inspect all panels for imperfections, colour mismatches, and varying gaps. Open and close all doors, hatches and bonnet and observe for smooth operation.Finally look for rust, particularly around the rear and side windows.IN A CRASHWell before the advent of airbags occupants in the Telstar/626 have to rely on much more rudimentary protection systems in a crash.Of primary importance are the seat belts, and these should be checked for function and any sign that the belt webbing has deteriorated. It’s really a good idea to replace the belts to be sure you’ve got the best protection possible in a crash.The Telstar/626 was rated on average with the fleet norm in terms of protecting its occupants, but better than the average when it came to protecting the occupants of the other car involved in the crash.OWNERS SAYNeville Kretschme has owned his 1985 2.0-litre manual Telstar GL since 1987 when he bought it with 75,000 km on the clock. It has now done 158,660 km, low for its age, and remains in excellent condition. Overall it has been reliable, Neville having replaced a head gasket, alternator, exhaust system, brakes, rear shock absorbers and a radiator.Lyndall McLean drives the Telstar auto sedan his mother bought new in 1986. It now has 170,000 km on the odo and has been reliable and cheap to run, his only complaint being the heavy non-power steering. Apart from normal services Lyndall has replaced one drive shaft boot, an ignition module, exhaust system, a couple of oil seals and a water pump.Anthony Jones owns a 1985 Mazda 626 Super Deluxe hatch that’s done 210,000 km and it still runs like clockwork. It gets around 9.0 L/100 km on unleaded fuel, is reliable and handles well although he says the suspension is a bit hard and choppy.LOOK FOR• Economical to run• Overall quite reliable• Rust around rear and side windows• Comfortable ride• Reassuring ride and handling• Low odo reading• Verifiable service record• Evidence of crash repairsVERDICTCheap reliable transport for young drivers if you can find a low mileage well cared for example.RATING60/100

Toyota’s decision to pull Daihatsu from its showrooms didn’t come as a great surprise to anyone who saw the brand’s presence declining over the last few years. Where once the Charade was a popular small car choice that offered good reliable motoring at a value-for-money price, neglect allowed it to slip into decline as other small cars moved ahead. As it slipped so too did it drop off buyers radar, which can only have hastened the end.For many years the Charade was a solid little car that delivered Japanese quality at a price a touch under that of similar models in the mainstream Toyota model range.It was never a car that stood out from the crowd, but that was its great appeal for many who simply wanted no-fuss, reliable transport at an affordable price.Once the Korean makes had cut a swathe through the bottom end of our market Daihatsu was doomed. Instead of the cheap and cheerful little car it was then undercut by the cars from the Korean peninsula and didn’t have the gloss to run with the more expensive Japanese models it was by then really competing with.MODEL WATCHFor many years the Charade was just kept alive with a series of minor facelifts, a different grille here, new bumpers there and a shuffled model range was enough to make you think there really was something new.For the most part it was just window dressing, it was the same old Charade tarted up to keep sales ticking over without necessarily doing anything special.Then in 2000 Daihatsu actually dropped the name from its range. It had become tired through lack of action, and the company introduced new names and models aimed at competing with the runaway Koreans.When nothing really seemed to work the company rebirthed the old name in 2003 on an attractively styled little hatch, but it was probably too little too late to save the brand from oblivion.There was just the one model, a well-equipped three-door hatch which boasted dual front airbags along with seat belt pretensioners and force limiters, central locking, immobiliser, power mirrors and front windows, cloth trim, 60/40 split-fold rear seat, CD player. Air-conditioning and metallic paint covered the available options.Up front the Charade packed a pint-sized 40 kW punch in the form of a 1.0-litre double overhead camshaft four-cylinder engine, but when it only has to move 700 kg it was sufficient to make it zippy. In other words it was perfect around town where it not only nipped in and out of the traffic with ease, but returned decent fuel consumption.Daihatsu offered a choice of transmissions, the five-speed manual or the four-speed auto, and drive was through the front wheels.Being of an upright stance visibility from the driver’s seat was good, the driving position, although also quite upright, was comfortable and everything was placed well within the driver’s reach.IN THE SHOPThe Charade was well built and as a result gives little trouble. It’s only just two years old and most cars will have done as little as 40,000 km so they’re in their infancy and any problems they might have still lie in the future.The engine has a cam timing belt, which means a change around 100,000 km is called for and this must be done to avoid what could well be expensive trouble in the event of a belt breakage.Check for a service record, essentially to make sure the car has been regularly serviced as the Charade is often bought as a cheap and cheerful mode of transport and some owners neglect to service them in order to save money.Look also for bumps and scrapes, and stained paint, from being parked in the street where they can be attacked by other careless motorists and the elements.When test driving make sure it drives straight ahead and doesn’t require constant steering correction to keep it on the straight and narrow. If it does it could be due to poor repairs after a crash.Also make sure the engine starts readily and runs smoothly without hesitation, and the auto engages gears without snatching or jerking and shifts smoothly without hesitation.IN A CRASHThe Charade’s small stature puts it at a distinct disadvantage in the event of a crash as almost everything else on the road is larger. But its size gives it an advantage when it comes to avoiding a crash, although it doesn’t have ABS, which would be a boon in getting out of trouble.Dual front airbags are standard so protection is quite reasonable when it comes to the crunch.OWNERS SAYPerren Mortimer needed a new car when her old Datsun 260C died for the final time. Her requirements were that it had to be affordable, economical, well equipped and able to swallow her keyboard. After looking at and dismissing other small car alternatives she settled on her Charade.“I love it,” she says. “It’s really cheap to run and roomy enough for four people, and it’s also got lots of features like air-conditioning, CD sound and power mirrors.”LOOK FOR• edgy hatchback styling• small size easy to park• good build quality• miserly fuel consumption• zippy performance• sliding resale valueTHE BOTTOM LINEGood build quality equates to good reliability and combined with its economy makes the Charade a good choice for a first car.RATING65/100