Wagon Reviews

Holden has caught on, so has Ford, but both have got a long way to go if they want to catch up with Subaru who hit the market in 1996 with the first family wagon with the ability to go off-road. As Holden rolls out the Commodore-based Adventra all-wheel drive wagon, and Ford makes noises about its all-new Territory which is due in 2004, Subaru’s Outback continues to rack up sales in a market segment that shows no sign of slowing.The idea of blending a regular family wagon with all-wheel drive makes a lot of sense. You get the roominess of a wagon, the dynamic safety of all-wheel drive, and the ability to explore bush tracks in the one package. The great news is that you don’t have the massive size and on-road clumsiness of the bigger four-wheel drive wagons.MODEL WATCHSubaru made no bones about the Outback when it was launched in 1996. It was a Liberty wagon put on a course of steroids, they admitted, but it was conceived to offer buyers the flexibility of a four-wheel drive without the downsides of size, compromised safety and sloppy chassis dynamics. It was perfect for the buyer who wanted an all-round vehicle with reasonable off-road capability without sacrificing the comfort and style that goes hand-in-hand with a passenger cars.It was clear from the outset that the Outback was a jacked-up Liberty wagon. It looked like a Liberty, but with increased ground clearance, although the large front and rear overhangs rather limited its approach and departure angles.Add to that the lack of low range gearing and no real protection for vulnerable components underneath and you get the idea that the Outback wasn’t intended to go deep into the bush. Subaru admitted as much at its launch when it quoted data that said as many as 95 per cent of new off-roaders never leave the black top.To give it the ability to go off-road Subaru raised the suspension by 35 mm and fitted some 70-series tyres to 15-inch rims, which resulted in 200 mm ground clearance and made it comparable to many more serious off-roaders.The suspension was also retuned to handle the tough stuff, with retuned shocks and springs, and increased wheel travel, which made it quite comfortable even when traversing some relatively rough forest tracks.But it was at its best on slippery surfaces when its all-wheel drive and passenger car chassis dynamics combined to give it an assurance and level of safety unheard of in an off-roader.Power came from Subaru’s 2.5-litre horizontally-opposed double overhead cam four cylinder engine. Boasting a modest 115 kW and 221 Nm it was sufficient to give the Outback good performance without ever threatening to leave you with whiplash.More performance was unleashed in 2000 when the H6 was released with the 3.0-litre engine, which delivered 154 kW and 282 Nm, but ran on PULP.Initially there was no choice of gearbox, it came with a four-speed auto and that was it. Still, it shifted smoothly, and there a choice of ‘power’ or ‘regular’ shift modes, and a ‘hold’ button that would lock the trans and control up or down shifts. The choice was expanded to include a five-speed manual with dual-range four-wheel drive in 1997, which added to its off-road prowess if you were serious about going bush.Inside there was plenty of room even for tall occupants with generous front and rear seat leg and head room, plus generous load space in the rear. The 70/30 split-fold rear seat added to the capacity and flexibility of the interior, and there was a retractable blind to cover the contents in the load area.The interior was also well equipped with lots of knickknacks, like delay courtesy lights, cup holders, and a powerful sound system.Two models were launched. The regular model which came with alloy wheels, ABS, remote central locking, cruise, fog lamps, power windows and mirrors, roof racks, and velour trim. On top of that the Limited got standard air-con, dual airbags, leather and wood grain, and CD sound.IN THE SHOPSubarus are generally bulletproof in the mechanical department. Subaru dealer servicing tends to be on the high side, so check service record carefully to see that it has been done, and who has carried it out.Although few Outbacks travel off-road, apart from the odd foray down a gravel road, look for signs of bush bashing anyway. Take a look underneath to signs of impact that might have damaged exposed componentry. Get it up on a hoist if you’re not sure.Tyres can wear out quite quickly, particularly on the hotter H6 model, and 50,000 km is not unusual. Brakes also need doing around 50,000 km.OWNERS SAYOutback owners are generally lavish with their praise of the car. They particularly like the combination of the wagon size and flexibility with the safety of the all-wheel drive system. Many say it’s great for towing, and a number have towed pop-tops and campers around the country on their holidays.One, Darren Wilkie, has been off roading in his and says it performed exceptionally, handling creek crossings, steep heavily rutted tracks, and soft sand with surprising ease.Main gripe is the headlights, which a number of owners say are “poor” to the extent that they have replaced them with more powerful units.LOOK FOR• good build quality• tough, reliable mechanical package• roomy accommodation for family• safety of all-wheel drive• handling on slippery roads• surprising off-road capability

The promise of Mercedes Benz quality at a Korean price was an attractive proposition that drew many buyers to the SsangYong Musso. The Korean-built four-wheel drive wagon was imported first by Mercedes-Benz and sold through ’Benz dealers, giving the Musso an instant credibility few Korean cars enjoyed.Although there were lots of Korean makes and models being sold here, they were typically cheap and cheerful cars that appealed to those with a severely limited budget. With its Mercedes connection the Musso caused a rethink of what Korean cars were.MODEL WATCHWhen it arrived the Musso brought with it some distinctly Asian styling. In a market used to four-wheel drive wagons with fairly straight lines and boxy shapes, the Musso’s angular shape stood out.Back then it was case of love it or leave it, but compared to some of the four-wheel drives that now fill showrooms to overflowing the Musso fits right in.The Musso had a head start in terms of credibility. Although the SsangYong name was new to this country, the fact that it was being imported and sold here by Mercedes-Benz made it acceptable in some minds that would otherwise have dismissed it as just another cheap import from Seoul.At the time SsangYong and Mercedes were involved in a joint venture with the German star marque providing the Korean company with technology, and access to engines that had been superseded in the Mercedes range.SsangYong was also able to source components from the same suppliers as Mercedes so the quality came indirectly as well as through the front door.The Musso was a four-wheel drive wagon of a size similar to the Toyota Prado, Mitsubishi Pajero and Jeep Cherokee, the very models that were beginning to power the push to four-wheel drives for every day round town use.At launch there was a choice of petrol or diesel engines, both with strong Mercedes-Benz connections. The double overhead camshaft, four valve, 3.2-litre fuel-injected petrol engine gave 161 kW and 310 Nm, which was enough to endow it with a lively turn of speed.Not only was its acceleration off the mark brisk, it also had good mid-range urge for safe overtaking.The diesel choice was a sturdy 2.9-litre single overhead camshaft five cylinder which produced 70 kW and 192 Nm for a much more sedate drive.By today’s standards the normally aspirated diesel lacks performance, it’s sluggish away from the lights, but it’s hard to beat for fuel consumption.A double overhead cam, four valve, fuel-injected four cylinder petrol engine was added to the range in 1997. With 104 kW and 220 Nm, performance was not breathtaking.When it first arrived the petrol-powered Musso could only be had with a four-speed auto taken from the S-Class Mercedes, but a five-sped manual was made available from 1997. The diesel could be had with both from launch.Two types of four-wheel drive system were employed, both activated by a switch on the dash. The diesel had a part-time system, which meant it could be driven in two-wheel drive as well as four-wheel drive, the petrol engines were full-time four-wheel drive. Both had high and low range four-wheel drive for useful offroad performance.All were well equipped with a long list of standard features, including power steering, ABS, air-conditioning, alloy wheels, power windows, power mirrors, central locking, leather steering wheel, rear spoiler, metallic paint.IN THE SHOPThe Musso suffered very few problems, there is nothing major that appears to afflict them.Early wagons with the six-cylinder petrol engines could suffer from oil leaks from the head gasket, but it’s not a widespread problem that should cause undue concern.With the Musso so well equipped it was really aimed at the buyer who drove their 4WD for every day transport with only the very occasional foray beyond the black top, so damage from offtrack use is not normally found.Even so it’s worth looking for signs of hard off-road use, like bashed brackets and fittings underneath, dents and scratches down the sides, and dust in the hard to get at crevices inside.The transfer case caused some grief on early models due to the electric shift motor (coloured blue) overloading the shift fork, which was rectified on a service campaign.Front upper control arm bushes are also known to chop out, but improved aftermarket bushes are available to eliminate that problem.Like all cars Mussos need regular and proper servicing to keep them running sweetly, so look for a service record when inspecting one with a view to purchase. Some uncaring owners were inclined to neglect their Mussos and didn’t service them as they should.OWNERS SAYRetired Mercedes-Benz service technician Peter Hoockey owns a 1997 Musso diesel ex-Mercedes Benz, which has now done 160,000 km. According to Peter it has been an excellent and reliable vehicle. He likes the roomy interior, the lift up tailgate, which gives weather protection when unloading the vehicle, the reasonable roof height for loading the roof rack, the very quiet pre-chamber diesel, and German-made auto. Other good ideas are the heated exterior mirrors, lay back rear seat squabs, and rain sensing wipers. Acceleration is not exactly neck snapping, but the with 10 L/100 km in city driving and 8-9 on the highway the fuel consumption is excellent.John Dummler and his wife, Michelle, own two Mussos. Michelle’s is a 1996 auto, with dealer fitted turbo diesel, which has done 142,000 km, John’s a five-speed manual 3.2-litre six which has done 100,000 km. They have experienced no mechanical problems whatsoever, apart from replacing a set of glow plugs on the diesel at 140,000 km, at a cost of $30 each. John felt the suspension was too soft causing them to wallow over rough roads and sag in the rear, but replacing the rear coils and shockers with Pedder’s heavy duty units rectified that. John says both are more than capable of handling some pretty serious tracks, but the diesel lacks the highway performance of the petrol engine.LOOK FOR• reliable Mercedes-Benz engines and transmissions.• roomy and comfortable interior• capable offroad performance• zippy six-cylinder petrol engine• sluggish, but economical diesel• good value for moneyTHE BOTTOM LINEComfortable, capable four-wheel drive with proven Mercedes-Benz engines and transmissions.RATING65/100

The Peugeot 306 was a revelation when it arrived in 1994 bringing an intoxicating European blend of prestige and practicality that had been missing from most of the familiar small cars at the time.Contemporary road testers were universal in their praise of the small Peugeot, particularly its ride and handling which were considered outstanding. They were also enamoured with its cute styling, which was a distinct change from the staid Japanese hatches that then dominated the market.MODEL WATCHThe 306 N3 range opened with the budget XR three-door hatch, and extended to the nicely equipped XT five-door hatch and concluded with the sizzling S16 sports hatch. A few months later a cabriolet joined the party, and in 1995 a four-door sedan was added to the range.The XR and XT were mechanically identical using the same all-alloy 1.8-litre single overhead cam fuel-injected four-cylinder engine driving the front wheels through either the standard five-speed manual gearbox or the optional four-speed auto.Peak power was a modest 77 kW at 6000 revs, torque peak was 160 Nm at 3000 revs. Biased towards low end and mid-range drivability the 306 was no top-end screamer, but it did deliver smooth and unfussed motoring.Weighing just over 1100 kg the 306 was never going to be a fireball, yet it still returned the reasonable 0-100 km/h time of 12 seconds in manual form. Disappointingly, the auto was about two seconds slower.Sharp, precise and at the same time impressively supple the 306’s ride and handling was a delight delivered by a combination of MacPherson Strut front suspension and trailing arm/torsion bar independent rear. Part of the 306’s secret was its long suspension travel which allowed the suspension to soak up the bumps instead of bounce over them as some other cars tended to do with their stiffer suspension set-ups.Even with this ability to soak up bumps the 306 still handled beautifully. Its power-assisted rack-and-pinion steering was nicely weighted and gave the driver plenty of useful feedback.Equipment level of the XR reflected the price, but it had power windows, central locking, rear wiper and an adjustable steering column. The XT got more in the form of power mirrors, fog lights, an external temp gauge and boot carpet. ABS was optional on the XT but not available on the XR, and neither had airbags to begin with.The sporty S16 three-door hatch was powered by the 2.0-litre twin cam four valve engine from the larger 405 and was an altogether different car. Output was a very respectable 115 kW at 6500 revs and 193 Nm at 3500 revs. which gave it plenty of punch and got it to 100 km/h in 9.2 secs while covering the standing 400 metres in around 16.5 secs.The S16 was fully featured, boasting alloys, ABS and air-con. It was only available with a manual trans, and there was a sunroof available.The heavily revised N5 series arrived in July 1997 and this brought new twin cam engines and much improved performance. The 1.8-litre engine then had 85 kW at 5500 revs and 158 Nm at 4250 revs, which gave it a healthy boost in get up and go.The entry level model became the Style, the mid-spec XT remained, the S16 became the XSi, and the sizzling new GTi6 was the range-topper.The GTi6 had a zippy 124 kW four cylinder engine and six-speed gearbox, and a vast array of features.IN THE SHOPThe 306 is generally a robust and reliable little car with the post-1997 model rated slightly better than the earlier models.Some 1.8-litre engines in early cars suffered from an audible piston rattle and high oil consumption, and while most were fixed under warranty there are some still in service that haven’t been rectified. Listen carefully for a rattly engine.Later twin cam engines have few reported problems, and the 1.8-litre has more respectable performance than the earlier single overhead cam unit.It’s important to change the cam belt at the recommended 80,000 km or four year intervals on both the SOHC and DOHC engines. A broken belt is likely to result in serious internal damage to the engine.No problems are reported with the transmissions or drivelines, although the manual gearbox is much preferred to the auto, which turns the 306 into a slug.Brake wear is an issue with all 306s, the front disc rotors wear out quite quickly and they’re relatively expensive to replace.Later post-1997 cars boast thicker body panels, which make them a little more damage-proof than earlier cars that pick up daily dents much more easily.OWNERS SAYChris Teh bought his 1999 306 GTi6 when it was six months old. It has done 75,000 km now with little trouble and is generally in good overall condition.The 22-year-old electronics engineer is generally happy with the car, although he says the servicing and parts costs are high. The cost of insurance is also a problem for him.Chris likes the interior that he says has plenty of room for up to five people he regularly has to accommodate. Even though it’s a little dark inside he likes the ambience and the lack of obvious plastic trim parts.Performancewise he thinks it lacks the performance of other cars in the same price range, but likes the ride and handling. He is critical of the clutch, which he says is too heavy for a woman to use.Little has gone wrong with the Peugeot, Chris says. He’s replaced the front disc brake rotors twice and the rears once, and the clutch cable has been replaced.LOOK FOR:• cute as a button styling• roomy well appointed interior• modest performance from SOHC 1.8• more zip from DOHC fours• high brake wear• excellent road manners

We talk about the big three, Holden, Ford and Mitsubishi, in the traditional segment for big family cars, but there was once another player trying to break in. That company was Nissan, when it was manufacturing cars locally, and the model was the Skyline.The 1980s were interesting, and tough times for local car makers, all of whom were either struggling to stay afloat or scrambling to restructure their businesses to face a future of increased competition as the Labor government of the day moved to remove the tariffs that protected the local carmakers from imports.In an environment in which the government recognised that there were too many carmakers in the relatively small Australian market, and encouraged companies to join forces and produce common models, Holden and Nissan climbed into bed.Holden also found itself in a hole, with a six-cylinder engine that had long passed its use-by date, and insufficient funds to develop the new engines it desperately needed to be competitive.The answer to Holden’s problem came in the form of Nissan’s 3.0-litre SOHC six-cylinder engine, which was shoe -horned into the VL Commodore. It was a well-proven engine in its homeland, but when installed in the Commodore it had a number of problems, all related to the Holden installation.In the R31 Skyline it was a gem. The Skyline should really have won over more buyers than it did, it was a good car that was well engineered and built, but was let down by its very conservative styling.Ultimately the company that fell by the wayside, at least in terms of local production, was Nissan, which quit local manufacture and turned importer.The R31 Skyline was aimed at the buyer of the traditional Australian family car. It was of a similar size to the Commodore of the day, with accommodation for five adults, powered by a six-cylinder engine, and drive through the rear wheels. There was a choice of sedan or wagon.It was squarish in shape, with sharp lines carving out a rather harsh outline when its main rivals were heading down a softer styling path.If it wasn’t the best looking car on the market, it made up for it with a solid mechanical package and build quality the others could only dream about at the time.For power it relied on the RB30E 3.0-litre single overhead cam six. It had two valves per cylinder, and with fuel injection it punched out 114 kW and 247 Nm, which gave it some decent get up and go when needed.There was the choice of a Jatco four-speed auto trans, or a five-speed manual ’box, and drive was through the rear wheels. Later models had a Nissan four-speed auto.The base model was the GX, which came standard with an adjustable steering wheel, cloth trim, power mirrors, power rack and pinion steering, and two-speaker radio cassette sound. In addition the GXE had power mirrors, a remote boot release and four-speaker sound.The sporty Silhouette had a limited-slip diff, alloy wheels, air-con, sports seats, rear spoiler, and a trip computer.It was the Ti that topped the range, and it boasted standard air-con, alloys, cruise, central locking, cloth trim, metallic paint, power mirrors and windows, four-speaker radio cassette sound, and a trip computer.There were two minor updates, a Series II in 1987, and the Series III in 1988, which saw the introduction of the Executive auto.The Skyline is now getting on and many are racking up some quite high mileages so it’s important to shop around, and be very careful in checking cars under consideration. That said, the Skyline is a very reliable car and would suit anyone on a low budget who wants reliable and comfortable transport.Body wise the Skyline has few problems, but it’s worth looking carefully around the windscreen, and open the front doors to inspect around the upper door hinges. Check the boot for signs of water leaks. The paint, particularly the metallic colours, is prone to fading on the upper surfaces.Mechanically the engine is very reliable, but the valve lifters can become noisy at high mileage. They are usually noisiest on cold starts, but are more annoying than anything.Same goes for the diff, which is renowned for developing a howl. Nissan replaced many early on, but there are some still out there that howl like a banshee. If you can put up with the noise, they won’t be a problem, if not find a second hand replacement that should cost no more than $250 from a wrecker.The auto transmissions are generally smooth and stand up well, but can be expensive to fix. Look for harshness shifting from first to second, and flaring when shifting between second and third on cars with 200,000 and more kays on the clock.Although the build quality was good the Skyline’s body hardware is beginning to suffers the ravages of time. Look for brittle plastic trim parts and worn door locks etc.Denise Wythe enjoyed 13 years and 300,000 km of trouble free motoring in his 1987 Skyline. The only complaint was a leaking boot, the result of problem fitting the rear lamps, which would let water in. The steering rack and some noisy shockers were replaced along the way.Tony Jarvis has owned his 1989 GXE for about three years, and says he loves it. Apart from a few minor complaints, he says the Skyline is very reliable and has never let him down. It’s powerful enough and the steering is not overly light, but has good road feel.Maurie French owns a 1988 Skyline wagon with 187,000 km on the odometer and he just loves it. He says the diff and lifters are noisy, and he has blown a number of power steering hoses, but it is a joy to drive.Sixty-year-old John Kidd drives an ’88 wagon and his wife runs an ’88 TI sedan. He says the engine is very reliable and doesn’t generally use oil even with high mileage, but the hydraulic lifters are prone to rattling on cold start, the diff can be noisy, the door locks can fail, and the plastic fittings get brittle with age.Chris Webb has a 1989 Series 3 Executive sedan auto, which he bought second hand in 1997 with 198,000 km on it. It now has 339,000 km, and has been extremely reliable, which he attributes to religious servicing. He says it is very smooth and quite powerful.Don McLean took delivery of his brand new Skyline TI in 1990. It has only done 122,000 km, and has been very reliable. He says its ride and road holding are excellent, but the brakes can be cause for concern. It doesn’t use oil.Steven Weymouth owns a 1987 Series 2 Silhouette manual that has covered 275,000 km, which he says is a fantastic example of Nissan’s efforts to enter the six-cylinder family sized car market in the late ’80s. He says it is a great car to drive, and the only real problem he has experienced is noisy lifters on cold starts.Michael Hente’s 1989 Skyline Series Executive auto has done 248,000 km, and is still going strong. He says the engine is very smooth and strong, and the handling and drivability are excellent. The headroom is good, it’s reliable, has a large boot, good visibility, excellent turning circle, comfortable seats, and the best rear lights on an Australian car.• smooth, powerful engine six-cylinder engine• annoying diff whine• lifter rattle on cold starts• avoid clunky auto transmission• good solid body construction• solid reliable car• great for novice drivers with a modest budgetSmooth, comfortable and very reliable car, which would make a good first car for beginner drivers.

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

Few cars polarise opinion like the Magna. It was Mitsubishi’s attempt to play the main game in the Australian market after making inroads with the smaller Sigma in the years after taking over Chrysler Australia. Major problems with the very first model unfortunately soured the name for many Australians, and have made it tough for Mitsubishi ever since.At the time the Magna was launched the Australian market was going through a period of change. It was widely thought that Australian families would abandon the traditional large six-cylinder family car, of the type built by Ford and Holden, and move to slightly smaller cars with four-cylinder engines.Mitsubishi anticipated this trend by upsizing its main model from the Sigma to the Magna, which would carry a family of five in comfort, with the economy of a four-cylinder engine.It was a formula that worked quite well, the Magna was well received, at least until the auto trans trouble struck and gave buyers the jitters.As history has shown the move away from the traditional large family cars wasn’t as strong as first thought, and the Magna has moved towards the Holden and Ford with a larger car and larger six-cylinder engines.MODEL WATCHThe Magna was greeted with great enthusiasm by the motoring press of the day who praised its roominess, smoothness, comfort and performance.It came in family-sized sedan and practical wagon versions, with a choice of equipment levels from basic Executive to GLX, SE, Elante and Elite.The styling was inoffensive, with solid lines that carved out a neat attractive profile in both sedan and wagon versions.Power for the base models was a carburettor-fed 2.6-litre single overhead camshaft four-cylinder engine with a balance shaft for smoothness. It put out a reasonable 83 kW at 5200 revs, and 195 Nm, which was enough to make progress smooth and unfussed if not breathtaking.There was also a fuel-injected version available which boasted 93 kW at 4800 revs and 205 Nm, along with much smoother drivability and fuel consumption.A four-speed auto was the transmission of choice on the Executive, but there was also a five-speed manual available on other models. Drive went through the front wheels.All models had power steering making life much less stressful, brakes were reassuring four wheel discs, suspension was conventional MacPherson Strut front which made ride and handling both comfortable and safe.Inside there was cloth trim, carpet, and radio-cassette sound, with remote fuel and boot releases.The top of the range Elite boasted air-conditioning, cruise control, central locking, power windows, alarm, and alloy wheels.IN THE SHOPIt has to be remembered that the TN is now fast approaching the end of its useful life on the road with many cars with odometer readings well into the 200,000 km range and beyond. With those mileages it’s normal that there will be increased breakdowns, with the likelihood they will occur more frequently in the future, so it’s important to approach a car as old as the TN with this in mind.The TN is generally a solid, reliable old car that would suit young or first time drivers, but it’s worth looking for one with low mileage that has been well serviced. That might be difficult because owners are typically not willing to spend money on them when their value is so low. For that reason they are often serviced or repaired by small time mechanics who are able to work to a limited budget.The Magna is perhaps best known for the problems with its automatic transmission that struck it down almost as soon as the TM, the TN’s predecessor, hit the road. It was a big blow to the reputation of the Magna that still lingers today, even though the problem was fixed fairly quickly.The auto trans problem was still causing headaches when the TN was launched. The housing would be worn away and in need of replacement, an expensive exercise at the time. The cars on sale today are unlikely to suffer the problem, and if they do replacement transmissions are not the same expensive items they were.The engine is generally reliable, but can suffer cracking of the block between the welch plugs. The head gaskets can leak, the timing chain can rattle, and if smoke can be seen trailing from the exhaust pipe, particularly on starting, the valve stem seals are probably shot.Mechanics experienced with the TN advise against buying a carburettor-fed engine, and strongly recommend the fuel-injection engine for its smoothness and reliability.Early Magnas can also suffer from electrical gremlins, often caused when wires break as the engine rocks back and forth under acceleration and braking.Rust is always a problem with old cars, and the TN is no exception. Look carefully at the bottoms of the doors where rust can often be found. Check for windscreen leaks that point to rust around the windscreen.OWNERS SAYSue Lobban bought her 1988 TN Magna Executive wagon 12 years ago with 60,000 km on the odo. It has no done 171,000 km and she’s wondering if she should update to a newer model or stick with what she regards as a comfortable, quiet, faithful old steed. Although she loves the Magna, and it is in quite good condition with a tidy interior, good paint, and no visible rust, she has in the past had rust repaired in the front doors, the windscreen leaks suggesting there’s rust there, the drive shafts have been replaced, same with the engine mounts and a noisy timing chain, the engine has had new rings and is now smoking on starting.Tony Pinkpank’s TN Magna GXL wagon has done well over 250,000 km. He says it’s very comfortable and reliable, but has had to replace the gearbox, which was noisy and leaking oil, and the valve stem seals.Nathan Dean’s 1988 TN Magna Elite sedan has racked up 307,000 km on its original engine and transmission, and he says there are no signs it will give up soon. Apart from maintenance items, nothing has gone wrong with the car, which he says runs like a gem, and still consistently knocking up 20,000 km per year.Andrew Curtis’s 1989 TN Magna manual has now done 310,000 very reliable kilometres. Apart from replacing an electronic sensor in the distributor, he has had to have the head shaved and a new head gasket fitted as the head warped at about 200,000 km. Rust is starting in the bottom of the doors.Byron Waring owned a 1988 TN Magna GLX manual from 1994 to 1998 before selling it with 220,000 km on the odometer. He says it was smooth, quiet and responsive to drive and gave little trouble. Magnas can suffer cooling system problems, but they are usually caused by poor maintenance such as failing to change the fan belt regularly to prevent breakage, which can lead to overheating and damage to the head, and using water instead of coolant when topping up the radiator.Peter Lausch sold his a 1988 TN Magna Elite wagon in 2003 after owning it for more than three years, and says it was nothing but trouble. He had to replace the cylinder head and welch plugs, the auto transmission, and three alternators, and gave up on the car when the head leaked for the second time.LOOK FOR• low mileage well maintained car• rust in doors and roof• smooth EFI engine a must• smooth, comfortable and quiet• cheap transport for young drivers on a tight budgetTHE BOTTOM LINESolid reliable and conformable first car for the beginner driver if it’s been well maintained by a caring owner.RATING50/100

The current focus on petrol prices is apparently causing a fundamental shift in buying habits. If the latest new car sales figures are to be believed there is a significant trend towards smaller more fuel-efficient cars.That being the case there is no reason to believe there won’t be a similar shift in the buying pattern of used car buyers and cars like Mitsubishi’s proven Lancer could well be one of those used cars buyers turn to.The Lancer has been a popular small car for many years. The Lancer badge dates back to the 1970s when it was part of the then Chrysler family, but in the years that have followed it has become a well respected Mitsubishi name representing quality, reliability, affordability and style.Added to that a long history of success in rallying would have helped build its reputation considerably as well.Mitsubishi has maintained a steady as she goes policy with the Lancer, and why not when they’ve got a winner in their showrooms.The current car can be traced back to the late 1980s, although that shouldn’t suggest that it is mired in the past. The Lancer is a great little car that holds its own in the toughly contested small car sales race.Compared to other current small cars the Lancer isn’t the most stylish. In an era in which stylists are going for the carved from stone look with crisp edges and sharply defined shapes the soft and cuddly Lancer looks a little like it’s been styled for an older more conservative buyer.The problem with styling though is that it comes into fashion fast and can drop out of fashion just as quickly, and the jury is out on the current trend. The Lancer on the other hand, while making you feel like throwing on a cardigan, has stood the test of time quite well and still looks appealing even if it feels a bit like an old sock now.There were three body styles on offer in the Lancer catalogue, the four-door sedan, wagon and two-door coupe. If the sedan and wagon finds favour with young families, older couples, or those wanting a second car, the coupe is the one that younger buyers prefer.The GLi opened the range in sedan and coupe form, and came standard with power steering, cloth trim, full wheel trims, and a fairly basic two-speaker sound system.For more there was the GLXi sedan and wagon that came with central locking, power mirrors and four-speaker sound.If you wanted more in a coupe there was the sporty MR, which was standard with alloy wheels, side body skirts, fog lamps, power windows and a rear spoiler.In the GLi the power initially came from a 1.5-litre single overhead camshaft fuel-injected four-cylinder engine that pumped out 69 kW at 550 revs and 126 Nm of torque, but buyers of the GLXi and MR had the extra punch of a 1.8-litre SOHC engine that boasted 86 kW at 5500 revs and peak torque of 161 Nm.An update in 1999 saw the 1.8-litre engine replace the 1.5-litre unit in the GLi sedan and coupe.Both had the choice of a five-speed manual gearbox or four-speed auto and drove through the front wheels.The Lancer has an enviable reputation for reliability. Mechanics who regularly work on them say they give little trouble, although they stress that it’s important to change the cam timing belt as per Mitsubishi’s recommendation of 90,000 km.Generally the Lancer is a strong little car that stands up well in crash testing, making it a safe choice for young drivers.If there’s a down side it is that they’re noisy. Expect a lot of road and engine noise, which can trick you into thinking something is wrong. Again experienced mechanics say it’s not unusual for owners to think they’ve done a wheel bearing when it’s only road noise they’re hearing.It’s simply that car companies tend not to spend much money on sound proofing of small cars and in most that means there’s a lot of road noise.The Lancer was rated about average in the latest annual survey of real life crashes. Crash protection improved with the addition of a driver’s airbag in the GLi and GLXi in 2001, the MR coupe got dual airbags at the same time.Louise Ryan bought her Lancer GLi coupe in 2004. She liked its looks, thought its performance was good, and preferred the idea of buying a new car rather than the risk of purchasing a used car. In the 11,000 km she has now done in it there have no problems and she’s happy enough with it to consider buying another one. Her only complaint is that there is little room in the rear when she needs to carry passengers.• four-cylinder fuel economy• middle of the road styling that will last• sporty coupe favourite of young buyers• zippy performance• reliable engines and gearboxes• high level of road noiseA good reliable small car that will give good service with a good turn of speed with miserly fuel consumption.

The XJ Cherokee was welcomed with a wave of derision when it arrived here in 1994. It was an old design with shoddy American build quality cried its critics back then, but time has shown their criticisms to have been shortsighted.With the earliest cars now on the road here for up to eight years the XJ Cherokee has won plenty of supporters for its ruggedness and reliability, attributes now increasingly attractive to used car buyers.The Cherokee was first launched in America in 1984, and was one of the first off-roaders to feature unitary body construction which gave it tight car-like on-road manners while retaining much of the off-road capability of the more traditional rugged four wheel-drive wagons with the then more familiar construction of separate body on a ladder chassis.It was an instant hit in its homeland and can claim much of the responsibility for kicking off the SUV (Sports Utility Vehicle) stampede that has seen thousands of buyers abandon cars for the perceived safety of the four-wheel drives.The XJ was more than a decade old when it was launched here, which was why it was so widely derided by motoring writers who were eager to write it off as being a basic design and poorly built with a cramped interior and dated dash layout.Despite its ageing design it quickly became a popular choice with Australians, particularly because it was very competitively priced.Like Americans local buyers took to the compact Jeep as an alternative to regular sedans as a round town family vehicle rather than as an off-roader, so most of them have been used in supermarket service or delivering the kids to school and few of them have done any serious off-road work even though they are eminently qualified to survive in the bush.Development of the ride-hand drive version of the XJ was done locally in 1987 well before the Cherokee was launched here through Astre Automotive, then the distributors for Jeep before Chrysler returned to Australia.MODEL WATCHTwo models were available from launch. The basic Sport which came standard with cloth trim, central locking, power mirrors, power windows, power steering, air-conditioning and limited-slip diff.The upmarket Limited model was a smarter vehicle with alloy wheels, power front seats, leather trim, tele-tilt steering column and ABS brakes.Classic upgrade packs were available as a dealer-fit item at the beginning and these essentially consisted of a front nudge bar, colour-coded bumpers, grille and flares.Power came from a fairly basic, but well proven 4.0-litre push-rod six-cylinder engine with fuel-injection and electronic ignition.It was only available with a four-speed Aisan-Sieki automatic transmission, and had a viscous coupling and Trac-Lock four-wheel drive system.While being of a basic design with little refinement and with cast iron block and cylinder head, the Jeep six was a tough torquey performer, which made it ideal in an off-road situation and perfect for towing. Power was 135 kW at 4700 rpm and torque was 299 Nm at 3200 rpm.A year after the initial launch a 2.5-litre four cylinder intercooled turbo-diesel was added to the range, and this was available only with a five-speed manual gearbox. Power was 85 kW at 3900 rpm, torque 300 Nm at 2000 rpm, and it was a fuel miser.Underneath it had solid axles at the front and rear, with coil springing at the front and leaf springs at the rear. The Sport had a heavier duty Upcountry suspension set-up as standard while the Limited came with a European Touring suspension, but each could also be had with the alternative.An update in 1997 saw some revised cosmetics, the front vent widows deleted, and a new dash along with a stiffer body and a steel rear door in place of the composite door of the preceding vehicles.IN THE SHOPDespite the dire predictions of the motoring media the XJ Cherokee has stood up well to Australian conditions.The interior plastics that were written off as cheap and nasty are holding up well. None of the cars checked showed signs of cracking in the dash or warping of other components exposed to the sun. Interior trim material, whether cloth or leather, is durable and wearing well.Mechanically the engines aren’t showing any pattern of regular failure. The problems reported are the odd hose or water pump failure, but the reports are few and far between. Petrol engine will happily live on a diet of LPG without requiring any rework of the head or valves.Drivelines likewise are essentially troublefree, but it’s important to check for a reliable service record to ensure that drive shaft joints have been regularly serviced. Inadequate servicing can result in seized or partly seized joints, which typically show up as a vibration at 80-90km/h.There was an early recall when the bolts attaching the steering box to the chassis were coming loose and in some cases causing a hairline crack in the side rail, but all vehicles were checked and repaired at the time. Those vehicles that exhibited the problem were those used off-road, while those used mostly on road haven’t shown the problem to the same extent.Signs of hard use, particularly off-road or heavy towing, are sagging rear suspension so check for a lower than usual ride height or rear leaf springs that have lost their original shape.Bodies generally stand up well, with little looseness showing up even after the car reaches a relatively high mileage. Scratches in the paint along the sides of the body can be a give-away to regular off-road use.LOOK FOR• cramped interior with little room in the rear for adults• old-fashioned dash design• simple and reliable engine and driveline• telltale signs of off-road use like scratches down sides of body and bumps and scrapes underneath• seized driveshaft joints a sign of poor servicing

When you’ve built your reputation on cheap and cheerful cars, like Hyundai did, it’s always going to be difficult to entice people to pay a premium for your cars on the basis of quality and reliability. Once Hyundai had established itself in the market it was always going to move up the market ladder, away from the cars that gave it its start. For a time dealers bemoaned the company’s shift from its drive-away-no-more-to pay roots.The move started in the mid-1990s and one of the transition models was the 1995 J2 Lantra.MODEL WATCHThe Excel was the model Hyundai used to establish its credentials in a doubting world, and the company didn’t do itself any favours by trying to deny there was a problem with the welding of the front end on a number of Excels. The goodwill it was building vanished overnight and the brand took some time to recover.It was a production glitch that clouded the Excel’s reputation, which was really quite a good little car, and it also affected other models like the Lantra.The Lantra was a compact model, the next step up the model ladder from the Excel, but it employed the same value-for-money proposition as the Excel.Its looks were distinctly Asian, a mass of soft curves that appealed to some, appalled others, but at the end of the day it was a matter of individual taste.Inside there was reasonable room for front seat passengers, but those in the rear were more squeezed, particularly in the sedan. There was more room in the rear of the wagon, which was slightly longer with a longer rear overhang.The interior fittings were plastic and really looked it, the overriding colour grey. It got the job done, but looked like it was built down to a price.Lantra power came from a 1.8-litre fuel injected double overhead camshaft four-cylinder engine that was quite responsive when you put your foot down even from low speeds in higher gears. It put out 94 kW at 6100 revs and 165 Nm at 5000 revs and was at its best when spinning briskly.There was a choice of manual and auto ’boxes, the four-speed auto being the more popular choice. While the auto was smooth, the five-speed manual had a rather clunky shift that felt notchy and there was a tendency to crunch gears unless the clutch was fully depressed.The Lantra’s chassis was well balanced without having the precision of a sports car and the road holding was reassuring. The rack and pinion power steering was light, the brakes were powerful and the ride comfortable.Opening the model range was the GL sedan and wagon, which boasted vinyl cloth trim, tilt adjustable steering column, four-speaker radio/cassette sound, split-fold rear seat and anti-skid brakes.Next up was the GLS, which added central locking, full cloth trim, power windows and mirrors to the package.There was also the SE, which came in 1996 as a lower priced entry level model.Air-conditioning was made standard across the range in 1997.IN THE SHOPThe Lantra’s basic mechanical package is quite sound, it’s the ancillaries that can let you down.Early Hyundais had problems with their electrical systems, the result of building down to a price. Often it was the connections that caused the problem, the wiring tended to be too tight causing the occasional bad connection.Paint was a problem with most Korean cars of the time and faded paint is a regular problem.The engine uses a belt to drive the camshaft and this needs to be changed around the 100,000 km mark, and many Lantras will be approaching the change point for the second time.Check for a service record to ensure your potential purchase has seen the inside of a service shop. The cheap and cheerful sales pitch meant they often ended up in the hands of owners who didn’t care about servicing or simply couldn’t afford it. A well serviced car will stand the test of time much better than one that hasn’t been serviced.IN A CRASHHas ABS anti-skid brakes, which is a plus, but don’t look for airbags.In recent surveys of real life crashes the Lantra is rated at average so it gets a pass mark.OWNERS SAYMarian Emblin has done more than 200,000 km in the Hyundai Lantra SE she bought new in 1997. Its good points, she says, are its spacious interior with plenty of leg/headroom, interior layout, comfortable front seats, attractive design, and its reliability. Not so good is its paint finish, which marks easily, its trim that degraded very quickly, and the boot lip and parcel shelf, which restricts what you can get in the boot. Repairs have been minimal, it's had three batteries, one alternator, one muffler, a throttle switch, and now the auto transmission is showing signs of wear.LOOK FOR• Swoopy styling a matter of taste• Basically sound engineering• Good ride and handling• Standard anti-skid brakes• No airbags• Faded paintTHE BOTTOM LINENothing flash, but has stood the test of time quite well.RATING55/100

Chrysler trod a different styling path when it took a retro turn in the late 1990s. It was a calculated gamble to revive its struggling brands by tapping into a nostalgia craze that swept parts of the world, particularly America where cars like the Dodge Viper, Plymouth Prowler and Chrysler PT Cruiser were greeted with wild enthusiasm.Retro styling was always going to be gamble because there was always the possibility that its popularity would pass as fast as it struck, but there could be no doubt about its success in focussing attention on the company’s cars.While the Viper and the Prowler were tightly targeted at specific, and quite small markets, the Cruiser had broader appeal that took it beyond those who simply wanted a cool looking car that reminded them of their long lost youth.It might have looked like a 1930s panel van, but the Cruiser also boasted a versatile interior layout that made it a winner with a broad cross-section of buyers who needed family transport, a weekend escape wagon, or a part-time cargo carrier.  Businesses also found it a perfect promotional vehicle, its cute retro looks attracting attention wherever it went.MODEL WATCHChrysler designers unashamedly looked to the 1930s for their inspiration for the PT Cruiser. They’d wowed show crowds with their modern interpretation of the American hot rod with the Plymouth Prowler, which for a time revived interest in the Plymouth brand, and the Cruiser was conceived to do the same thing for Chrysler, which was also struggling to appeal to younger buyers.Baby boomer Tom Gale led the design team responsible for Chrysler’s retro cars. Gale was also a hot rodder so it was no surprise when his cars had elements of the great American cars of the past.The Prowler recalled Ford roadsters of the early-1930s, some argue that its inspiration was the classic 1934 Ford, others that it was the 1937 roadster, and the Cruiser’s shape seemed to recall late-1930s Ford panel vans. The Cruiser’s grille, bonnet, bumpers, running boards and overall profile were clear reminders of the 1937 Ford panel van.It wasn’t a panel van; it was a five-door wagon, a small peoplemover of sorts.  That it was a peoplemover shouldn’t be surprising really, Chrysler was the leading maker of peoplemovers, minivans to our American cousins, in the US.The company had created the market segment and was the acknowledged leader, so in many ways the Cruiser simply extended the reach of the peoplemover to those who wanted a smaller vehicle.  The designers’ stated aim was to produce a car with the external dimensions of a small car and the interior space of a much larger vehicle.The key to the Cruiser’s appeal was its clever interior, which in a matter of a few seconds could be converted from a one-passenger cargo carrier to a full five-seater family wagon. It was all thanks to its seats, which could be moved, folded or even removed. In total Chrysler claimed there were more than 25 possible seating configurations.It might have looked like it belonged in the past, but in fact it was a very modern interpretation of the motorcar.  While Americans could buy a Cruiser with a torquey 2.4-litre engine, all export markets, including Australia, had to make do with a smaller 2.0-litre unit, which was a pity as the 2.4-litre engine gave the Cruiser more zip and more flexibility.The 2.0-litre engine was a double overhead camshaft fuel-injected unit with four valves per cylinder, which put out 104 kW at 5600 revs and 186 Nm at 4400 revs.  Buyers could choose from a five-speed manual or four-speed auto.Performance was adequate for a small car such as the Cruiser was, although its looks suggested it was more of a performer.  Its ride was comfortable, it handled predictably and with precision, and four-wheel disc brakes with ABS ensured it stopped well.Chrysler offered the Cruiser in two models, the Classic and Limited. Included in the Classic were dual frontal airbags, air-conditioning, remote central locking, power windows, CD player, traction control, power driver’s seat height adjustment.  Add to that front side airbags, chrome alloys, suede/leather trim, front fog lights and a leather wrapped wheel and you had the Limited.Anyone who felt particularly nostalgic could add one of a number of graphics kits Chrysler offered. These ranged from stripes and scallops to flames.IN THE SHOPEarly cars are approaching the first major service, which will require a timing belt change so be aware of the extra cost of that service.  Generally the Cruiser seems to give little trouble, the engine and gearbox stand the test of time quite well.Take a look under the oil filler cap for signs of sludge that would indicate missed services, also remove the oil dip stick and check the state of the oil in the sump. The oil should be clear, not dark or with obvious contaminants.When driving observe the automatic transmission for heavy shifts or flaring during shifts, make sure the manual shifts smoothly.  Also on manuals make sure there’s some free play at the top of the clutch pedal travel, and that the clutch fully releases.No free play may mean the clutch will soon need replacing.  Carefully inspect the interior for signs of damage due to heavy commercial use.IN A CRASHThe Cruiser has a well-proven chassis package with four-wheel discs, along with ABS and traction control for crash avoidance, and an array of airbags for protection in the crunch.All models feature front airbags for the driver and front seat passenger, the Limited also boasts front side airbags for added protection of driver and front seat passenger in the event of a side impact.OWNERS SAYPaul Lynch and Peter Dillon were Chrysler nuts that reckoned the Cruiser was the perfect promotional vehicle for their carpet business.“It’s a cool looking car,” says Lynch. “It was like the ‘R’ and ‘S’ Series Valiants in the 1960s, which were like space ships when they were launched. They still look wild today.“I liked the Cruiser’s retro looks, it’s great for advertising and has paid for itself already.”They bought one when they first came out in 2000, optioned it with everything they could, including the flame graphics package. It’s now done around 100,000 km and has given them no trouble at all, it even still has the original brakes.LOOK FOR• Cute retro styling can be a turn-on for some buyers, but a turnoff for others• Modest performance from 2.0-litre engine• Safe and sound front-wheel drive chassis dynamics• Comfortable ride• Brilliantly flexible interior• Generally reliable mechanicsTHE BOTTOM LINEWorth a look if you need a vehicle that can be used for a multitude of uses, but its standout styling means you must be able to live in the spotlight.RATING65/100