Used Car Reviews

By the early part of this century, it was painfully obvious that nobody was going to survive selling or making cars here if they didn’t have an SUV in their showrooms.Ford took the step of designing and building the Territory here, but Holden’s first attempt was the neither fish-nor-fowl Adventra.But instead of having a post-Adventra crack at another local SUV, Holden simply dipped into the General Motor’s-owned Daewoo grab-bag and came up with this, the South Korean-built Captiva.Not that buyers were worried, and the Captiva sold rather well, beginning in 2006, and getting a facelift for 2012. By 2018, it was missing from Holden price-lists.But time and kilometres have revealed that just because a car has a Holden badge, doesn’t necessarily mean it’s Holden-tough.How many seats you need will be the big test here as the Captiva was a medium-size SUV wagon which was available with five or seven seats.From there, it gets pretty complicated, so make sure you know exactly what Captiva you’re looking at in the dealer’s yard, to make sure you don’t pay an all-wheel drive price for a front-wheel drive vehicle.Use this information as a broad guide and assess each individual car on its own merits.Along the way there were a variety of steps on the price list, so the Captiva covered a range of budgets.The very first batch of Captivas arrived with an Australian-made V6 petrol engine and all-wheel drive.But by 2007, Holden had expanded on that to include the then-sexy option of a turbo-diesel which could also be had as a front-wheel drive to save a few dollars.Trim levels started with the SX, CX and LX models and there was also a top-of-the-range Maxx model which was actually based on a slightly different vehicle and was a little shorter overall but had similar interior dimensions.In late 2009, Holden moved to simplify the range and instituted the Captiva 5 and Captiva 7 (named for their seating capacities) but stuck with the SX, CX and LX tags.How was that simpler? Well, the Captiva 5 became a petrol four-cylinder only model, while the Captiva 7 could be had with the turbo-diesel or petrol V6.March 2011 saw a facelift and 'Series 2' badge with squarer styling and a revised cabin, while the Captiva 5 could now be had with the four-cylinder petrol front-drive or the turbo-diesel and all-wheel drive, making things as complex as they had ever been.But the Series 2 also bought a new V6 petrol engine, a smaller 3.0-litre unit shared with Aussie Commodores as well as a new flagship badge, the LTZThe final fiddle came in 2015 when Holden changed tack again, offering just a single model with the trim level determining the rest.So, a Captiva LS was a five-seater with the option of seven seats while the LT and LTZ got seven seats as standard.The petrol four-cylinder was standard on the LS and the V6 was standard on the LT and LTZ. The turbo-diesel could be optioned on either.All-wheel drive was reserved for the upper-spec LT and LTZ models.Got all that?The point is that you really need to make sure a particular car has the options and driveline you want.And because there were so many permutations and spec changes along the way, each car needs to be taken on its own merits.All Captivas over the years have featured standard equipment that included alloy wheels, MP3 compatibility, cruise-control, remote central locking, power windows and mirrors and an immobiliser.The later the build-date the better the level of standard equipment will be, and later, high-spec Captivas had decent stereos, lots of electrical gear and leather seats.That could include anything from a GPS navigation system (sat nav), Bluetooth connectivity, keyless entry, and a touch screen. Apple CarPlay was standard on later models, so don’t take the seller’s word for it that it’s fitted.Some Captivas were optioned with a sunroof, a DVD player with screens for the back seat, while additions like air conditioning and a CD player and radio were standard in all versions.Because the Captiva was largely a private-buyer model (not a fleet model) owners tended to add accessories.Sweeteners at the dealership often included floor mats and (for a while) side steps (of questionable value) while plenty of owners added nudge bars, alloy rims and other features that don’t actually add much (if anything) to the resale value.But the Captiva was never seen as sporty, so don’t bother looking for one with a rear spoiler or body kit.What you might find, however, is a Captiva from a regional area which may have a bull bar and a light bar, although the space saver spare tyre turned off a lot of country buyers.You won’t immediately pick the Captiva’s interior as a Holden, but it is pretty generic stuff with the usual plastics and the odd splash of chrome here and there.There are enough cupholders and air vents to keep everybody happy but the Captiva suffers from the one thing that afflicts a lot of these vehicles.When you have all seven seats occupied, there’s precious little boot space in the back despite the Captiva having similar internal dimensions to its comparably sized competitors (which share the same problem).It’s no accident you see a lot of SUVs in the school holidays towing trailers to increase their luggage capacity. Roof racks (and the Captiva features roof rails as standard) are another way around this problem.The seven-seat version rules out a cargo barrier or luggage cover, but you might find a five-seater with such features.While practical enough in its layout, the Captiva could be a bit noisy on coarse-chip roads.The Captiva presented buyers with the classic diesel versus petrol dilemma.The only engine available on the very first Captivas was a 3.2-litre V6 petrol engine which made 169kW of power and 297Nm of torque.It was smooth in normal use but could get a bit raucous if you revved it out which, with a full load of bodies and luggage on board, was sometimes necessary.The 2.0-litre turbo diesel in the first model made 110kW and a beefy 320Nm and, unlike the V6, could also be had with a five-speed manual option, although you’ll be doing well to find one.Despite the lack of engine size, the motor used a turbocharger to boost power and a diesel particulate filter to reduce emissions.In any case, the automatic transmission worked very well with the way the turbo-diesel made its power, and the engine provided the sort of effortless oomph that made diesels so sexy back then.Despite that, it had slightly less towing capacity (1700kg plays 2000kg) than the petrol version, but a tow-bar was still a popular accessory on a diesel Captiva.The 2009 facelift – for the 2010 model year - brought with it a new entry-level engine, a 2.4-litre capacity petrol four-cylinder that was only available in front-drive.With engine specs of 103kW and 220Nm, it was pretty breathless and didn’t like hills at all.It’s very much the poor relation these days.Other variants were available with a choice of AWD (4WD) or front-wheel drive. The latter will use a little less fuel.The major facelift in 2011 saw the 3.2-litre V6 replaced by a slightly smaller, 3.0-litre unit with similar specifications that was also found in base-model Holden Commodores at the time.Although smooth and technically more efficient, the smaller size meant the new V6 produced its power and torque (190kW/288Nm) very high in its rev range, so it needed to be worked hard all the time and full use made of the six-speed automatic transmission.That wasn’t helped by the kerb weight of a V6 Captiva which was getting close to 1800kg.And while the V6 was getting smaller, the turbo-diesel actually grew, to 2.2 litres, and in the process now made 135kW and a full 400Nm, making it the one to have, especially since its real-world fuel economy was actually very good.That was helped by a fuel tank capacity of 65 litres, giving a decent range.Compared with the SUVs the Captiva was selling against, the driving experience was nothing out of the ordinary.Beyond that, the Captiva also paid the price for its ride height: The stiff springs that attempted to tame the body roll in any car with such a high centre of gravity also spoiled the ride quality on anything less than a perfect surface.Low profile tyres on alloy rims didn’t help one bit.The all-wheel drive models were also fairly heavy cars for their size, and that also had an effect on how they steered and cornered.Fundamentally, there were more dynamic, more fun-to-drive alternatives from other makers.In performance terms, the Captiva was a mixed bag.The lower fuel consumption diesel (particularly the later, 2.2-litre one) had a very unruffled feel and was able to use its torque to great effect.The four-cylinder petrol, meanwhile, was simply underdone and even though, on paper, the V6 had what it took, the reality was a bit different.Even though it lacked the diesel fuel economy advantage, the V6 didn’t really make up for it in any major way, apart form a small performance advantage, yet 0-100km/h still took at least eight seconds.The earlier 3.2-litre version wasn’t too bad, but the later 3.0-litre unit with its sky-high power and torque peaks needed to be flogged along to get decent performance.And when you did that, your fuel mileage could take a real dive around the city and suburbs.The automatic gearbox in the later V6 also seemed to sometimes lose the plot and either forget what gear it was in, or have trouble deciding on which gear to select next.As for the optional all-wheel drive platform, well, don’t go looking for an off-road review.With limited ground clearance (and Holden didn’t offer a lift kit) the Captiva’s all-wheel drive might be of use if you’re visiting the snowfields, but in terms of heading into the bush, forget it; the Captiva had zero off-road pretensions.The Captiva wasn’t tested for a safety rating by ANCAP when brand-new, but it did undergo testing according to EuroNCAP standards.The first-generation Captiva scored four stars, while the post 2011 models scored the maximum five stars.In ANCAP’s local used-car assessments, the same models scored three and four stars respectively.All Captivas got front and side airbags and most of them also had side-curtain airbags covering the third row of seats.The exception to that was the very early (pre-2007) base-model car (SX) which did without the curtain bags.Traction-control and stability control were standard fitments from day one, but if you want electronic brake-force distribution, hill-decent control, brake-assist and roll-over control, you need to buy a Captiva with a build date after the 2011 face-lift.High spec second-gen cars (LT and LTZ) got a standard reversing camera while parking sensors were standard on the LX from 2007.All Captivas sold in Australia had ISOFIX child-restraint mounts.Sold at a time when diesel engines were the new black, a turbo-diesel Captiva carries the same caveats, issues, complaints, problems, common faults and reliability issues as any other make or model diesel with a soot filter fitted.That surrounds the possibility of the filter never getting hot enough to clean itself and if that happens, you’re looking at big bills to replace the filter.The turbo-diesel engine also required replacement of the toothed rubber timing belt at 90,000km, so be very wary of a diesel Captiva with 85,000km that seems like a steal.The earlier 2.0-litre diesel was also prone to bearing failure in the rocker arms, a problem made worse by a lack of servicing.Holden eventually even issued a recall to fix the affected vehicles.The petrol V6 engine uses a timing chain rather than a belt, but these are prone to stretching, at which point they require replacement.Given the east-west engine location in the Captiva, this is not an easy (nor, therefore, cheap) job.The problem is more likely to crop up in cars that have suffered skipped oil changes, so a look at the service handbook will tell you a lot.The first signs of a stretched timing chain might be a rattling noise from the top of the engine when it’s hot, or a `check-engine’ light on the dashboard as the computer becomes confused by the slack chain.The V6 has also been accused of rough running and a poor idle and the industry fix is to fill the tank with premium ULP rather than the standard brew.That will often fix the problem but adds considerably to the running-cost bottom line.The other fix for the same problem is sometimes to replace the oxygen sensor.Again, a bung sensor will often trigger a dashboard light but some Captivas have also taken it upon themselves to randomly switch on their `ECU’ light.Some owners have reported replacing the on-board computer multiple times to try to fix this and other electrical problems, including a sudden loss of power which the trade reckons is a faulty connector in the wiring harness.In that case the fix is simple; the connector which has acquired moisture needs to be dried out and re-sealed, but that’s only possible once the problem has been diagnosed.Anybody who has replaced tyres on a Captiva may also have discovered that the vehicle seems very difficult to wheel-align correctly.The wheel-alignment industry reckons the Holden is very hard to accurately set-up, but incorrect camber settings (in particular) will lead to accelerated tyre wear.The Captiva doesn’t seem too prone to automatic transmission problems, apart from getting used to the sometimes patchy shift pattern that seems part and parcel of the vehicle.All Captivas also fall under Holden’s lifetime capped price servicing regime which was announced a couple of years ago, so the ongoing service cost should be contained.But you won’t find details in the owners manual (since the scheme is retrospective) and you’ll need to talk to a Holden dealer for the full details.On the recall front, the Captiva has been recalled to check some diesel models for a variety of potential fuel line faults that could have created a leak as well as a batch of early cars from 2006 to check for a missing clip on the brake linkage.Perhaps the most serious recall, though, was to check for a steering shaft that could become disconnected, leading to a total loss of steering control.Check with a Holden dealer to see what recalls affect a particular car and whether they’ve been carried out.MORE: If anything crops up, you’ll probably find it on our Holden Captiva problems page.Seven-seat option can't save it from ordinary dynamics and quality.

The news that the Toyota HiLux had become Australia's top-selling vehicle confirmed that Australians were looking beyond traditional sedans and hatches.

Nissan made the questionable decision to drop the well-known Pulsar in 2006 in favour of the Tiida. But stalled sales saw the Japanese brand revive the Pulsar nameplate in 2012.

The Toyota HiLux was well on its way to becoming an Aussie staple by the time the sixth-generation model was launched in 1997. And it's not hard to see why.

According to Toyota, the HiLux name is a combination of 'high’ and ‘luxury’ - although those signing up for the fifth-generation model in 1988 might have disagreed.

The N15 Pulsar was an all-new, fully imported, fifth-generation model that arrived on these shores in 1995.Compared to its popular predecessor it was longer and wider, which together with a longer wheelbase, resulted in more cabin space.Typical of the era, its looks weren't very exciting, but there was still a lot to get excited about.Like its predecessor it was offered as a four-door sedan and a five-door hatch, with four main models; the LX, Q, SLX, and SSS, plus a limited-edition Plus.Most models had a 1.6-litre four-cylinder engine, and the choice of a manual gearbox or automatic transmission, the exception being the sporty SSS hatch, which had a 2.0-litre four-cylinder engine.The LX sedan and hatch opened the door to the N15 Pulsar offering with a rather limited range of standard features that included central locking, cloth trim, power mirrors, power steering and a radio/cassette player with two speakers. Air-conditioning was optional.One of the most popular models in the range was the Q hatch, a value-for-money proposition that added sports seats and an airbag for the driver. Air-conditioning was optional.The SLX sedan was the range-topper, and befitting its lofty position it had additional standard features like air-conditioning, power windows, a leather steering wheel and four speakers for the radio/cassette player.But for excitement there was the SSS hatch, which gave buyers ABS anti-lock braking, sports seats, a CD player, front fog lamps and a leather steering wheel.A limited-edition Plus model was added in 1997, which could be had as a sedan or hatch, and came with air-conditioning, alloy wheels, central locking, cloth trim, power mirrors, power steering, a radio/cassette player with two speakers, and a rear spoiler.That followed in 1999 with a Series II update, which was best identified by new grilles, taillights and trim materials.The LX now had a driver's airbag, air-conditioning, a trip computer, remote central locking, a CD player (in addition to the radio/cassette player) with four speakers, and a remote boot release.There was more for the Q, too. It got air-conditioning, alloy wheels, a CD player, remote central locking, trip computer, remote boot release and power windows.Added to the features of the SLX were ABS anti-lock braking, alloy wheels, a CD player, trip computer, remote central locking and a trip computer.Similarly the SSS had remote central locking, a remote boot release and a trip computer.The N15 Pulsar predated features like Bluetooth, which meant you couldn't connect an iPhone or an Android device, nor did it have sat nav or a touchscreen, and while it had air-conditioning, it wasn't climate control.Parking the N15 Pulsar had to done without the aid of parking sensors, a reversing camera, or a park assist system. But the spare tyre was a full-sized wheel.The cabin was a good mix of practicality and attractive touches, particularly the SSS with its sports front seats and leather-wrapped gear knob and steering wheel. The multi-adjustable steering column made it easy to find the optimum driving position.Thanks to its larger external dimensions, the N15 Pulsar boasted a roomier cabin than that of its predecessor. As a result, those in the front and back seats were treated to more leg and shoulder room, making for a much more comfortable ride.With its split-fold rear seat, the Pulsar offered generous luggage space, particularly when the seat was folded. The cabin layout was neat, too, with controls well placed and within easy reach of the driver.Fitting a baby car seat was facilitated by lap/sash seat belts, but it was too early for ISOFIX child car seat mounting points.All models bar the SSS had a 1.6-litre double-overhead camshaft engine, with four valves per cylinder and electronic fuel injection. When at its peaks of power and torque it produced 86kW and 147Nm, enough to make it surprisingly zippy.The SSS was a serious small sporting hatch with a handy power-to-weight ratio of 10.87kg/kW in its base form, which was the key to its zippy performance.Power for the SSS came from Nissan's willing SR20DE 2.0-litre double overhead camshaft four-cylinder engine that boasted four valves per cylinder and fuel injection. At its twin performance peaks it put out 105kW, or 140 horsepower, at 6400rpm, and maximum torque of 179Nm at 4000rpm.That was enough to cover the 0-100 km/h sprint in 8.7 seconds. It could account for the standing 400m sprint in about 16.5 seconds, and reach a top speed in excess of 180 km/h. It was indeed a hot hatch.Both engines used 91-octane regular unleaded petrol. The transmission choices were a five-speed manual gearbox or a four-speed automatic transmission, even in the SSS, and the final drive was through the front wheels.With a mix of MacPherson Strut front suspension and multilink beam rear suspension, and anti-roll bars front and rear, the Pulsar's handling was sharp and precise.Performance from the 1.6-litre engine was perfectly adequate for the everyday commute, delivering a useful mix of flexibility and get up and go that could easily handle town traffic.The 2.0-litre engine in the SSS elevated the performance to a higher level. It wasn't the blistering performance of some other hot hatches, but it was sufficient to lift the Pulsar into another league and provide the driver with an engaging drive experience.The N15 Pulsar was given a one-star rating for driver protection in the How Safe Is Your Car survey of real life crashes.Safety features were few; the LX didn't have any airbags when it was first launched. The Q, SLX and SSS were better equipped, and had an airbag for the driver. ABS anti-lock braking was only available in the SSS.After the Series II update in 1997, all models had a driver's airbag, but only the SLX and SSS had the benefit of ABS.When shopping for an N15 Pulsar today, the Series II offers the best safety package.There are no major reliability issues to be concerned about with the N15 Pulsar, it has a fine reputation for going, and going, and going. The engines, transmissions and drivelines are sturdy and give little trouble.Still, with a car as old as the N15, it's vital that they be thoroughly inspected and evaluated. An ageing car is much more likely to give trouble than one that is fresh from the production line.It's to be expected that normal wear and tear will cause parts to fail or wear out. Uncaring drivers can accelerate the wear and tear simply by abusing or neglecting their cars.Have any car under consideration examined by a mechanic to establish the actual mechanical condition, and check for a service record that shows regular routine maintenance.Both engines have timing chains, so there's no call for regular servicing. The new car warranty that applied to the N15 Pulsar was for three years/100,000km.The N15 came in before the introduction of capped price servicing, but there's nothing that should make the service costs excessive.If anything else crops up, you'll probably find it on our Nissan Pulsar problems page.Jill Thomas: I bought my Plus sedan in 2014 and it's been great, even though it has done almost 200,000km. It goes well, is cheap to run, and good value.Allan Allsop: I bought my 1999 Plus hatch in 2005 when it had done 90,000km. When I sold it in 2017 it had done 375,000km and was still going strong. The performance was surprisingly good, so was the handling, and it never missed a beat.Sophie Taranto: My Plus sedan has been awesome. It's done 300,000km and virtually nothing has gone wrong with it in the nine years I've had it. It's fast for a small car, and it's easy to drive, and it just keeps going.Paul Matthews: My 1999 Plus sedan had 200,000 km when I bought it four years ago. The handling was great, and economy surprisingly good.Good, reliable small car, but few safety features make it a questionable buy for young drivers.Rating2.5 stars.Toyota Corolla – Well built, well designed, hard to beat.2.5 stars.Mitsubishi Lancer – Good buy if in top condition with low kilometres and a credible service history.2 stars.Ford Laser/Mazda 323Badge brothers worth considering if in decent shape.2 stars.

While Nissan stuck with what had been a very successful nameplate in Australia and continued to use the Pulsar badge for its new N16 model, it was renamed the Bluebird Sylphy in its homeland.Following the end of local production, the Australian Pulsar was, by 2000, a fully imported model, with sedans sourced from Japan and hatches coming from the UK.The N16 Pulsar was still a small, front-wheel-drive car, but with greater demand for small vehicles from a market rapidly downsizing, the little Nissan grew a little in size and sophistication to better meet this need head on.Compared to the N15 that went before it, the new-generation Pulsar was longer, wider, taller, and better equipped.The N16 Pulsar was launched in sedan form in 2000, and the hatch followed in 2001.Opening the five-model range was the LX, which was only offered as a four-door sedan with a 1.6-litre four-cylinder engine and the option of a four-speed automatic transmission or five-speed manual gearbox.Standard features consisted of air-conditioning, an adjustable steering wheel, remote central locking, power mirrors, power steering, an immobiliser, cloth trim, and a radio/CD player with four speakers.Safety features were limited to seat belt pretensioners and an airbag for the driver.The ST was available as a sedan or hatch; it had a 1.8-litre four-cylinder engine and either a four-speed automatic transmission or five-speed manual gearbox.It was similarly equipped to the LX, but had the extra protection of an airbag for the front seat passenger.The Q was a popular model with its strong value-for-money proposition. It was available as a sedan or hatch, it had a 1.8-litre four-cylinder engine, and the choice of a four-speed automatic transmission or a five-speed manual gearbox.Standard features that made the Q so popular included alloy wheels, power windows, and a rear spoiler.Safety features in the Japan-sourced Q sedan were a driver's airbag and seat belt pretensioners, while the UK-sourced hatch also had an airbag for the front seat passenger.The ST was likewise available as a sedan or hatch; it too had a 1.8-litre engine, and the choice of automatic transmission or manual gearbox.ST standard features included air-conditioning, an adjustable steering wheel, remote central locking, power mirrors, power steering, and a radio/CD player with four speakers.Like the Q, the ST sedan had a driver's airbag and seat belt pretensioners, while the hatch boasted airbags for both the driver and the front seat passenger.The Ti was at the top of the range, and befittingly had the most when it came to standard features.Available only as a sedan, with a 1.8-litre four-cylinder engine, and the choice of automatic transmission or manual gearbox, the Ti boasted climate-control air-conditioning, alloy wheels, remote central locking, immobiliser, power windows and mirrors, power steering, and a radio/CD player with four speakers.It was also the best equipped when it came to safety features; they included airbags for the driver and front seat passenger, seat belt pretensioners, and ABS anti-lock braking.An update in 2003 saw the release of the Series II which introduced a raft of changes across the range.The LX and Ti disappeared from the range, so all models then had 1.8-litre engines, which were revised, and the ST-L was introduced.Only offered in sedan form, the ST-L came with the 1.8-litre engine, and an automatic transmission or manual gearbox.Standard features of the ST-L were air-conditioning, alloy wheels, remote central locking, power windows and mirrors, power steering, and a radio/CD player with four speakers.In other revisions, the ST got standard cruise control, while the Q got ABS braking with electronic brakeforce distribution, larger alloy wheels, and a sporty leather-wrapped steering wheel.Predating Bluetooth, it wasn't possible to connect an iPhone or an Android device, there was no touch screen, sat nav, or parking aids such as a reversing camera, parking sensors, or a park assist system.The spare tyre was full-sized.With its larger dimensions, the N16 offered greater comfort and head and legroom to those in the front or rear seats.The cabin was well laid-out, the materials used had a quality feel and appearance, and the seats were comfortable.The rear seat was a split/fold one to add to the flexibility of the cabin, with plenty of luggage space available when the seat was folded.Cupholders were provided for those in the front.Lap/sash seat belts facilitated the fitment of a baby car seat, but the N16 predated the requirement of ISOFIX mounting points.At the launch of the N16, the entry-level LX model had a 1.6-litre four-cylinder petrol engine, the rest of the range had 1.8-litre four-cylinder engines with 16 valves.That changed in 2003 when the LX was dropped from the Series II range. Thereafter, all models boasted the smooth, flexible performance of the 1.8-litre engine.The 1.6-litre engine was capable of putting out 83kW – 111 horsepower – at its power peak, and 140Nm when at its point of maximum torque.While the 1.6-ltre engine was a smooth, capable little engine, the 1.8-litre engine was the star of the show. At its performance peaks it put 92kW – 123 horsepower – and 161Nm, which endowed it with greater zip, but more importantly better flexibility for smoother driveability.Post 2003, the 1.8-litre engine had slightly reduced peak power of 90kW, but a little more maximum torque of 163Nm. Both engines ran on 91-octane regular unleaded petrol. They were offered with the choice of a five-speed manual gearbox or four-speed automatic transmission - the latter the most popular.With MacPherson strut independent front suspension and a multi-link beam rear suspension, the N16 Pulsar handled, steered, and stopped with assurance.It wasn't sports car precise, but it did what it was intended to do and didn't cause anyone a moment's distress.The 1.6-litre engine used in the LX in the Series I range was nice enough, but it lacked the performance modern day traffic demands. In contrast, the 1.8-litre engine was sufficiently powerful to get the job done in the bustle of town life.There was sufficient torque to deliver the flexibility and smooth driveability that makes the day-to-day driving experience a pleasant one, even with the limitations of a four-speed automatic transmission.For those in the cabin, the ride was comfortable, and there was little wind or road noise to cause any concern.Comprehensive standard safety equipment was bit of a work in progress when the N16 was launched. When released, safety features consisted of an airbag for the driver and seat belt pretensioners - it wasn't until the Series II update in 2003 that a front passenger's airbag became standard.It was a similar tale of woe when it came to the very important ABS anti-lock braking, which only became standard in the Series II update.ANCAP rated the Series II at three (out of five) stars for safety.Owners and mechanics agree the reliability of the N16 Pulsar is exemplary.There is nothing to be concerned about with the N16, even if it's done high mileage, providing it has been well cared for and is in good condition.Nothing beats regular servicing to keep a car in tip-top shape, so it's critical that the seller provides a service record to show their car has been properly maintained.Older cars are often neglected by owners not wanting to spend money on a car they see as of little value. If there's no service record, and the car appears neglected, walk away.Look for signs of wear and tear, such as oil smoke from the exhaust, oil leaks around the engine and transmission, and coolant leaks.The engines have cam timing chains, so there's no requirement for servicing them.Being a conventional automatic transmission, there are none of the issues that have plagued new-tech transmissions like dual-clutch and CVT gearboxes. But it's important as the kilometres climb to check the auto is working smoothly and engaging gears without flaring or hesitation.Nissan covered the N16 Pulsar with a three-year/100,000km warranty when new, and recommended it be serviced every 10,000km or six months.The recommended oil is 5W-30.Capped-price servicing was yet to be introduced, but there's nothing in the N16 Pulsar to make the service costs expensive.The N16 Pulsar is affected by the Takata airbag inflator recall, so check with the seller to see if their car has been recalled. If it hasn't, check with the dealer to see when it will be.If anything crops up, you'll probably find it on our Nissan Pulsar problems page.Belinda Rogers: "I've had my 2004 Pulsar for 14 years and it's still going strong. It's been a real little beauty, and has never let me down."Allan Savage: "We bought our Ti used in 2010. It's now done 420,000 km and has not caused us a moment's trouble."Ellen Chadwick: "I've had my ST for three years now and have found it very practical. There's plenty of room in the back, the doors open wide enough to make it easy for older people to get in and out, and it's cheap to run."Jack Billings: "I've had my ST for two years, and in that time it's cost me nothing apart from regular running expenses. It's a great car for someone wanting cheap transport."Marion Baldwin: "I love my ST, which I bought used in 2013. It's roomy, economical, and is nice to drive."Toyota CorollaSound and reliable, if in tip-top shape.3 starsMazda3A class act and drives nicely, but it can be thirsty.3 stars.Ford FocusA great handler let down by bland interior and lacklustre engine.2.5 stars.Reliable small car, a sensible cheap used buy.Rating: 3.5 stars.

So highly rated was the N14 Nissan Pulsar that one leading Australian motoring magazine gave it equal car-of-the-year status with the high performance Honda NSX sports car.

It should have been plain sailing for Ford with the European designed Focus, but it wasn't to be. The introduction of a dual-clutch automatic transmission saw the Focus badge develop a reputation for appalling reliability. Dual-clutch automatics were hailed as a revolution in transmission technology, promising the

So focused was Ford on selling the Falcon that it lost sight of the Focus after its initial launch in 2002. With minimal marketing the LR Focus failed to excite the market, so there was plenty riding on the new LS model that arrived in 2005.The lack of backing for the LR was a sign Ford was throwing everything at the locally produced Falcon at the expense of all else at a time the market was beginning to tune in to smaller cars.Those who failed to see the first Focus missed out on a good car, one that deserved more attention than it got.The new LS Focus delivered European driving dynamics in a sophisticated, but still value-for-money package.The LS Focus was a more rounded car than the LR that preceded it.While the LR was lauded for its sportiness, the LS won more plaudits for its sophisticated feel, roominess and improved interior.There were two body styles, a five-door hatch and a four-door sedan, with two levels of trim, the CL and LX, available in each.In addition there was a sporty Zetec hatch and a luxury Ghia sedan.The LS was wider than the LR, its wheelbase was longer, and it was a little stiffer.Ford's designers moved away from the soft, rounded forms that were a feature of the LR and gave the LS a sharper, more chiseled look.The CL opened the door to the LS range. It was available as a sedan or hatch, it came with a 2.0-litre engine and there was the choice of a five-speed manual gearbox or four-speed automatic transmission.It also boasted plenty of standard goodies to please the small car buyer.Standard features included air conditioning, remote central locking, front fog lights, power steering, power front windows, a radio/CD player with four speakers, a trip computer, rear spoiler (hatch only), and there was an option pack that included 15-inch alloy wheels, power mirrors, and cruise control.Safety features consisted of airbags for the driver and front passenger, and seat belt pretensioners.Like the CL, the LX was available as a sedan or hatch, it had a 2.0-litre engine, and was available with a five-speed manual gearbox or a four-speed automatic transmission.Standard features included air conditioning, 16-inch alloy wheels, cruise control, remote central locking,  front fog lights, power steering, power mirrors and windows, a radio/CD player with four speakers, an immobiliser, and a trip computer.Safety features consisted of airbags for the driver and front passenger, side front airbags, ABS anti-lock braking, and electronic brakeforce distribution.Ford of Europe has long been renowned for building cars that steer and handle brilliantly and the Focus was no exception.The Ghia was only available as a sedan with a 2.0-litre engine and four-speed automatic transmission.Befitting its position as the leader of the pack the Ghia had a host of standard features, including climate control air conditioning, 16-inch alloy wheels, cruise control, radio/CD player with four speakers and a six-disc stacker, remote central locking, front fog lights, power steering, power windows and mirrors, power drivers seat, and a trip computer.Safety features consisted of airbags for the driver and front passenger, side front airbags, seat belt pretensioners, ABS braking and electronic brakeforce distribution.For those looking for a sportier ride Ford offered them the Zetec hatch with the 2.0-litre engine and the choice of five-speed manual gearbox or four-speed automatic transmission.Standard features of the Zetec were climate control air conditioning, cruise control, remote central locking, fog lamps, immobilizer, power windows and mirrors, power steering, leather trim, power drivers seat, and a trip computer.Giving it a sporty flavor were 17-inch alloy wheels, a body kit, a rear spoiler, and sports suspension.Safety features consisted of airbags for the driver and front passenger, side front airbags, seat belt pretensioners, ABS anti-lock braking, and electronic brakeforce distribution.New to the range was the XR5 Turbo hot hatch with a turbocharged Volvo-sourced 2.5-litre five-cylinder engine and a six-speed manual gearbox.It had a full complement of standard features, including air conditioning, radio/CD player with eight speakers and a six-stacker, remote central locking, front fog lights, leather steering wheel, power windows and mirrors, power driver's seat, and a trip computer.Sporty features were 18-inch alloy wheels, sports-tuned suspension, rear spoiler, and sports seats.Safety features included airbags for the driver and front passenger, head airbags, side front airbags, ABS braking, emergency brake assist, electronic brakeforce distribution, electronic stability control, and traction control.The big news in 2007, when Ford updated the Focus, was the introduction of a 2.0-litre turbo-diesel engine option.Sadly, the TDCi was only available with a six-speed manual gearbox until a subsequent update in 2009 when it also became available with a six-speed dual-clutch automatic transmission.By then the Ghia was gone, but the range of sports models was expanded and now included the Zetec, the XR5 and the RS.The 2009 update also brought Bluetooth and the capability of connecting an iPhone or Android device, although it wasn't available in the base model CL.While Bluetooth technology was available there was no touchscreen, parking sensors, reversing camera, or a park assist system. Also absent were sat nav and a sunroof.The spare tyre was a temporary use space-saver.Fresh air fiends were covered with a coupe-cabriolet released in 2007.With a folding hardtop the CC offered the best of both worlds, open air with the roof folded and the security of a fixed-roof coupe with the roof up.The downside was the limited boot space with the roof folded.The Focus cabin had five seats in a conventional layout, with the hatch rear seat a split-fold deal to expand the capacity to carry luggage.Everyone had good head and legroom, and travelled in relative comfort.Some were critical of the comfort of the seats, which were typically firm in the European style.There were plenty of storage options spread around the cabin, and those in the front seats had the use of cupholders.Lap-sash seat belts facilitated the fitment of a baby car seat, but ISOFIX mounting points weren't fitted.The main engine was a 2.0-litre four-cylinder twin-cam petrol unit that produced 107kW (143 horsepower) and 185Nm when working at its respective power and torque peaks.It was available with a choice of a five-speed manual gearbox or a conventional four-speed automatic transmission.The performance choice was the 2.5-litre turbocharged five-cylinder engine Ford sourced from its (then) Volvo arm.It required the use of 95-octane premium unleaded to achieve its ultimate performance, which saw it put out 166kW (222 horsepower) and 320Nm.When at its best it was capable of completing the 0-100 km/h sprint in 6.8sec.Ford met the demand for a diesel engine in 2007 with the launch of the TDCi, which was powered by a 2.0-litre four-cylinder common-rail turbo-diesel that boasted 100kW of maximum power and 320Nm of peak torque.Initially it was only available with a six-speed manual gearbox, but the option of a six-speed dual-clutch automatic transmission was added in 2009.The appeal of the Focus was its driving dynamics. Ford of Europe has long been renowned for building cars that steer and handle brilliantly and the Focus was no exception.Aside from the trouble with the dual-clutch transmission in the TDCi the reliability of the Focus is generally good.A combination of MacPherson Strut independent front suspension and 'Control Blade' independent rear suspension finely tuned by Ford's suspension experts meant anyone looking for a rewarding driving experience could do no worse than settle into a Focus.It might have been a conventional front-wheel drive, but it was a delight to drive.The agile and responsive handling didn't come at the cost of ride comfort; the ride was smooth and supple.Road noise was an issue, particularly in hatches.The Focus was well equipped with safety features for the time.All models in the range had airbags for the driver and front passenger, and side front airbags became standard in 2008.ABS braking was standard on the Ghia from 2005, and across the range from 2007.ANCAP rated the Focus four stars out of five.In recent years the Focus badge has become tainted by the problems that beset the 'Powershift' dual-clutch automatic transmission.The only model fitted with the dual-clutch auto in this generation of the Focus was the TDCi when the Powershift auto was released on the diesel engine in 2009.Anyone considering an automatic TDCi should think long and hard before buying one. History now tells us that the dual-clutch is trouble, and should be avoided.But the automatic transmission used across the rest of the range was a conventional automatic and that is trouble free.Aside from the trouble with the dual-clutch transmission in the TDCi the reliability of the Focus is generally good, but of course buying a used car demands careful inspection.The best buy is always the one with the fewest kilometres with a known history of ownership and service. Tick those boxes and you won't go far wrong with the Focus.Build quality was a concern with the Focus; it wasn't as good as those cars coming from Asia.With that in mind check all electrics in the car to make sure everything is working.Brakes tend to wear out quicker than some cars; it's a factor of the 'driving' nature of the car.A cam timing chain eliminated the need and extra cost of replacing a belt.Capped price servicing didn't apply to the Focus, but there's nothing that should make it an expensive car to maintain, and using an independent mechanic can contain service costs.Ford recommended servicing the Focus every 12 months or 15,000 km, whichever came first.The warranty was for three-years/100,000 km, but that has long since expired.There was a recall for a batch of turbo-diesels built between 2007 and 2009 without an exhaust system heat shield.Another one was for some cars built between 2008 and 2009 with a potentially faulty brake booster.MORE: If anything crops up, you'll probably find it on our Ford Focus problems.Kim Odgers: I bought my CL hatch new in 2007 when it caught my eye at the dealer. All these years later I still have it and love it. I love driving it, and it has been very reliable.Kerry Hampton: We've had our CL for years and have had not trouble to speak of. It's good to drive, and easy to manoeuvre and park.Billy Ahrens: I've had my 2007 Zetec hatch for three years. It's a lovely car, easy to drive, parking is a breeze, it's comfortable, but the road noise is awful.Michael Firth: I owned a 2006 LX for two years, but sold it because the seats were uncomfortable, the road noise was high, and the build quality was awful.Toyota CorollaDurable and reliable as they come and holds its value well.3.5 stars.VW GolfA car you want to love, but more likely will loathe because of the troubles with the DSG gearbox.3 stars.Mazda3A favourite small car that ticks all the boxes.3.5 stars.A car you can enjoy driving, if you avoid the Powershift transmission.