Used Car Reviews

By the time Skoda inveigled its Superb here the carmaker was working hard to build up its position in the market. The VW offshoot had a toehold in our highly competitive market, but it had become in effect a one-car company with the Octavia the only model doing any business to speak of and was going nowhere fast.NEWThe Superb was the first of a range of new and updated models aimed at getting some movement at its dealerships. It was based on a stretched Octavia/Passat platform, but being no wider than the smaller models it looked a little like a stretched limo, too long for its width. At launch there was just the one body style available, a wagon was added to the range later.That first body style was unusual in that it could be described as a sedan or a hatch. The trick was its "TwinDoor" boot lid cum tailgate, which could be either at the flick of a switch. It could be a normal boot, but at the flick of a switch it could be a full tailgate like that you get with a hatch. Under the hatch was a large boot that could be expanded by folding the rear seats.There was also heaps of room up front with comfortable accommodation for five adults in a quiet, refined cabin. Three engines were offered. A 1.8-litre four opened the bidding with 118 kW and 250 Nm; that was followed by a 2.0-litre turbo-diesel that offered 125 kW and 350 Nm of frugal motoring, with the range topped by a 191 kW/250 Nm V6, which was only available in the Elegance.The diesel engine and the V6 were hooked up to a 6-speed DSG gearbox, while the 1.8-litre petrol got a 7-speed DSG unit. Final drive was through the front wheels with the four-cylinder and turbo-diesel engines, but the V6 had all-wheel drive. All models were well equipped, particularly the Elegance, which had the lot.NOWDSG: three letters that should spell caution when looking at a Superb. Road testers raved about the innovative new gearbox when VW rolled it out across its range, but they only had to live with it for a few days, a week at most. They didn't have to live with it for years as an owner has had to. We've been inundated with reports from angry owners about the DSG gearbox in their cars.Not from Skoda owners, from VW owners, and the gearboxes are the same. There's no question that the gearbox is a great thing when it's working as it should, but too often that doesn't happen, and when it plays up it becomes a nightmare. Erratic shifting, choosing the wrong gear, finding neutral at the most inappropriate moments are a couple of the issues that have been reported to us here at Carsguide.If the transmission does give trouble it can be an expensive unit to repair, and dealers usually opt for replacing the transmission instead of repairing it, and that's an even more expensive outcome.So, the bottom line for anyone contemplating buying a Skoda Superb is to thoroughly test drive it in all types of driving conditions and put the gearbox through its paces, observing for any hard changes, and shuddering on take-off of gear shifting, any reluctance to change gears, indication it has selected the wrong gear, and certainly any time it selects neutral.If you have any doubts about checking it, have it checking by an independent mechanic experienced in picking problems with autos. Another innovation was a so-called rain braking system that dried the brake rotors by bringing the pads into contact with the rotors every three kays for three seconds. A recipe for brake wear if ever there was one, so be prepared for more frequent brake replacements.As always check your potential purchase for regular servicing, go over the body checking for dodgy panel gaps, poor paint finish etc that might be a giveaway to a crash. The Superb is packed with electrics and electronics, other areas that often give trouble in today's cars, so check all systems and make sure everything is working as it should.SMITHY SAYSGenerally a sound choice, but be wary of DSG gearbox, which is a known problem area on VW products.Skoda Superb - 2009-2010Price new: $42,990 to $56,990Engine: 1.8-litre 4-cylinder petrol, 118 kW/ 250 Nm; 2.0-litre 4-  cylinder turbo-diesel, 125 kW/350 Nm; 3.6-litre V6 petrol, 191 kW/250 Nm.Transmission: 6-speed DSG, 7-speed DSG, FWD (1.8, TD), AWD (V6)Economy: 8.4 L/100 km (1.8), 6.9 L/100 km (TD), 10.2 L/100 km (V6)Body: 4-door sedanVariants: Ambition, EleganceSafety: 5-star ANCAPCOMING UPDo you own a Ford Fiesta? If so tell us what you think of it by sending your comments to Graham Smith at grah.smith@bigpond.com or Carsguide, PO Box 4245, Sydney, NSW, 2010.

The small-medium Mercedes-Benz C-Class, while costing significantly more than many cars in its class, is becoming increasingly affordable by the standards of the prestige car market.Though it has been built down to a price when compared with upper crust Mercedes models, the price trimming has been done intelligently and you still get a car that’s well built and uses good quality materials.The C-Class is sold as a three-door coupe, a four-door sedan and five-door station wagon body. Coupes from 2008 to 2011 were called the CLC-Class in an attempt to give them a sportier image. That didn’t seem to work and with the new model of 2011 the C-Class coupe name was revised.This is a rear-wheel-drive car so those travelling in the back seats of sedans and wagons will find themselves a little squeezed unless the front seats are moved forward a notch or two. This situation has improved over the years as the C-Class cars have become slightly larger, but it’s still smart to take the family along during your pre-purchase road test to make sure it suits them.Boot space is good and the big bootlid in the sedans makes it easy to load. The wagon is of the stylish school, with a sloping tailgate that robs the load area of some cubic capacity.Naturally the back seats and boots of the coupes are on the cramped side, but that’s par for the course.Few cars come with such a staggering range of engines as the Mercedes C-Class. Four, six and eight-cylinder engines are offered. The latest petrol engines have direct petrol injection and are significantly better than the older units in terms of performance consumption and emissions. Look for the letters CGI in the car’s title, indicting the new-generation engines. The name Kompressor in the car’s title means it has a supercharged engine to provide extra torque. Later units use a turbocharger rather than a supercharger.The hot AMG models use the V8s and have tremendous performance, but this comes at a cost in high fuel consumption.Mercedes-Benz C-Class with turbo-diesel engines have been sold for many years, long before they became common in other European marques. They have either four or six cylinders. The newer diesels (look for CDI on the badge) are a big advance on the older diesel in smoothness and refinement and once the car is cruising at a steady speed we defy you to pick them from petrol powerplants.The great majority of C-Class Mercedes-Benzes will have an automatic transmission, though you will find some four-cylinders cars have a five-speed manual gearbox, they may cause real hassles at resale time.Luxury levels are Classic, Elegance, Avantgarde and Sport. The latter has firmer suspension for better road feel and will make a nice car for the enthusiastic driver.Spare parts, servicing and repairs are all expensive for a car of this size, but certainly not for a machine with the high prestige rating the Benz affords you. Insurance costs are generally reasonable for a car in this class.It pays to buy a used Mercedes-Benz which has been serviced throughout its life by an authorised dealer. Their mechanics are not only trained to high standards, but are in constant touch with the factory. A car with a full service history will almost invariably command a higher price but be sure the service books are genuine.Mercedes-Benz Australia offers a good used-car scheme on cars up to five years of age. The length of the warranty varies according to the workshop’s assessment of the car.WHAT TO LOOK FORBe sure the steering is positive with no unnecessary free play in the straight-ahead position. There were some problems with the early version of the Brake Assist System (BAS). These should have been rectified by a dealer after a recall. Contact the dealer or Mercedes’ head office to see if this work has been done.Do a visual check of the car inside and out for signs of damage or worse-than-average wear. Pay particular attention to the bumper-bar corners for signs of paint scrapes. Also have a good look at the condition of the seats.Always call an expert for the final say no matter how good the Mercedes appears to be after your own inspection. Either use a mechanic formally trained on Mercedes or a senior inspector from your motoring association. Noisy engines, or units that are slow to start may be about to rack up an expensive repair.CAR BUYING TIPIf you’re considering getting an old prestige car rather than a new, but somewhat mundane, car make sure your budget is up to the task of supporting the higher running costs of the upmarket machine. 

NEWThe Mercedes-Benz E-Class one of the business world's favourite cars, it's solid, roomy and the three-pointed star on the bonnet sends the right sort of messages to the rest of the community.Enter the E280 Sports Edition that was designed to add some sporty spice to the luxury express. Basically, 'Benz bundled up a number of its most popular options into a pack and flogged it off at a bargain basement price. The company reckoned you could save $11,000 over the same car with equipped withthe options bought individually.The E280 Sports Edition was offered in sedan and wagon variants, with the choice of petrol and turbo-diesel engines. If you ticked the petrol box you got a 3.0-litre V6 that boasted 170 kW and 300 Nm, had you gone for the diesel you would have got a 3.0- litre V6 turbo-diesel that peaked at 140 kW and 440 Nm.Whichever engine you chose you got a seven-speed automatic transmission with paddle shifting. The Sports Edition also brought lowered sports suspension, perforated front discs and 18-inch alloy wheels. There were some other sporty enhancements, more for looks than function, things like a rear lip spoiler, a sporty gearshift lever, alloy pedals, and chrome exhaust tips.Inside, it had sports seats with power adjustment with memory settings, and they were trimmed in sporty black leather with contrasting stitching. There was plenty of other gear as well, like the multi-function steering wheel with controls for just about everything, as well as Sat-nav, DVD player, and great sound system, and parking assist so you don't bump into anything else.That was on top of cruise control, auto sensing wipers, auto headlights, and a glass sunroof. It was also packed with safety gear, such as ABS, ASR skid control, BAS emergency braking, ESP stability control, and a host of airbags. In short it had the lot.NOWIt was hard to believe that the silver E280 Sports Edition sedan Mercedes diverted from its Approved Pre-Owned program to give us the chance to appraise it was four years old and had done a tick under 40,000 km. It looked, felt and smelled factory fresh. The silver paint was unblemished, the interior pristine, the only thing we could find that hinted at its used past was a few very minor scuffmarks on its 18-inch alloy wheels.Handing over the keys to the car Mercedes-Benz media man David McCarthy told us the car had been subjected to the company's extensive 116-point exterior, interior and mechanical check and would normally have gone straight onto a dealer's lot as an Approved Pre- Owned car with a price tag of $55,000. Instead it was given to us for an extended test drive.The Approved Pre-Owned program is an affordable way to buy into the prestigious brand if, for whatever reason, a new car is out of reach. It allows buyers to confidently purchase used cars with knownhistories, most serviced from new by Mercedes-Benz dealers, with a two-year unlimited kilometre warranty and full roadside assistance, for the price of a new Holden Calais.The E-class is a substantial car, reserved, but elegantly styled and packed with presence. It's also suitably reserved inside with understated black tones and a splash of dark woodgrain to provide an appropriate highlight. The seats, powered at the front, are trimmed in perforated black leather. They've comfortable and supportive, with heaps of adjustment in every direction to find the optimum position for every body, and once found they can be etched in the electronic memory.There was no wear to be seen anywhere, there were no scuffmarks, nothing had worked loose, and there were no rattles or squeaks to be heard anywhere. Our car had the 3.0-litre V6 petrol powerplant. Like the rest of the car it was understated, smooth and quiet. There was a slight lag in response when you hit the go pedal, which meant you needed to anticipate your moves in traffic so you didn't miss the gap, but otherwise it performed well.Once woken up it goes hard. Watching the fuel consumption read-out in the dash hinted at the might of the E-Class, varying as it did from around 9.0 L/100 km on the open highway to as much as 14.5 L/100 km in congested city going. That compares to the company's official claim of 9.7 L/100 km on average.The average over the time we had the car was 11.0 L/100 km. The 7-speeder was also smooth and unfussed, the shifts subtle when left to do it for you. There was also the option of shifting manually, by either using the lever or the paddles behind the steering wheel. A momentary shudder when engaging Drive from Reverse was the only blemish we observed.On the road our E-Class felt solid and substantial, the steering was comfortably weighted with a nice reassuring feel of contact with the road. As part of the Sports pack the E-Class rides on 18-inch wheels, which are wrapped in low-profile run-flat tyres, usually a sure fire recipe for a hard and uncomfortable ride, but in this case the ride is surprisingly comfortable and road irregularities are absorbed without fuss.By the time we handed it back, we'd done a touch more than 2000 km in all sorts of conditions and it was hard not to be impressed with the E-Class. It was as tight as a drum, there were no rattles or squeaks, and the car drove impeccably.SMITHY SAYSIf you want real prestige at an affordable price a 'Benz approved E280 Sports Edition could be the answer.2008 Mercedes-Benz E280 Sports EditionPrice new: $98,000 to $106,000Engine: 3.0-litre V6 petrol, 170 kW/300 Nm; 3.0-litre V6 turbo-  diesel, 140 kW/440 Nm.Economy: 9.7 L/100 km (V6 petrol), 7.5 L/100 km (V6 TD)Transmission: 7-speed automatic, RWD Body; 4-door sedan, 4-door wagonVariants: Sports Edition Safety; 5-star ANCAP

In the 20 years since its introduction the Falcon XR6 has become the quintessential Australian performance car, blending the robust and reliable Falcon driveline with the refinement and sophistication once only available in an imported European GT. There were plenty of doubters when it was originally launched, lots didn't believe a six-cylinder car could win over a market that worshipped at the altar of the V8.But it has and the XR6 and its sizzling sibling, the XR6T, have become firm favourites with Australian buyers. As the latest in the line, the FG is perhaps the best of the bunch. Based on the FG Falcon released in 2008 the FG XR6 and XR6T use the basic Falcon four-door architecture, but build on it with a range of mechanical and cosmetic upgrades that transform the family Falcon into an impressive driver's carThey can be identified externally by specific grilles, bumpers, fog lamps and alloy wheels, while inside they feature sports seats, instruments, alloy pedal covers and gear shifter on manual models. At the XR6's heart is the Falcon six-cylinder engine that puts out 195 kW and 391 Nm, which is linked to a five-speed auto, six-speed auto or six-speed manual.Underneath the suspension was retuned for a more taut, sportier drive. The XR6T, with a whopping 270 kW and 533 Nm on tap from its turbocharged version of the 4.0-litre six-cylinder engine, was a blistering drive.It was much more overt in its intent than was the mo re reserved XR6. In addition to the turbocharged engine the XR6T also had a limited- slip differential, upgraded brakes, larger alloy wheels, and the option of a ZF 6-speed auto to handle the engine's output. On the road both models were sure-footed and smooth, with a comfortable ride.Build quality has long been an issue with the Falcon, but the FG seems to be better than most of its predecessors and doesn't appear to attract the same level of owner complaint. Still, it's worth doing a thorough inspection all over the car looking for signs of possible build quality issues, and have them fixed before you take delivery.Mechanically the XR6, with its fundamentally stock drivetrain is sound and little goes wrong with it on a regular basis. The issues that affected earlier models have mostly been resolved and don't appear to affect the FG. Thoroughly test the auto transmission when on a test run and make sure it shifts smoothly, without reluctance and that there's no thumping of shuddering through the driveline. Repairing the 6-speed auto is a very expensive business, something to be avoided. Consider having the auto transmission serviced on cars with high mileage.Also take note of any brake shuddering, which could indicate new pads and rotors are needed. Rotor and pad replacement are a fact of life with the Falcon, and should be factored into the running costs. Checking the XR6T needs an even more thorough inspection, as enthusiast owners would have driven them hard.Listen for knocks and clunks in the suspension, check the clutch for signs of wear, like a low take-up, slipping, shuddering etc. Like the XR6 thoroughly test the automatic transmission, which is likely to have come under extreme pressure from enthusiast drivers. Anyone looking to buy a potential classic should consider an XR6T.Safe, sound sports sedan with all the performance you could want, and more in the turbo model, which is a potential future classic in waiting.

Until the introduction of the cute little Volkswagen up! the Polo was the smallest Volkswagen sold in Australia. As is often the way the Polo grew in size over the years and later models are similar in size to older VW Golfs. This means that a late model Polo can be used as a family car if the kids are in their pre-teen years.The Volkswagen Polo has a solid feel that’s not the norm in Asian competitors of this size. Owners love them and say they feel safe and secure within them.Sales of the Polo were slow in its earlier days in Australia, but picked up after significant price cuts. Better styling helped as well, the new model introduced in July 2002 was more stylish than some of the somewhat bland earlier versions. The 2010 model further improved the looks and Polo is starting to become a serious contender in the small car market in Australia.Most Polos sold in Australia are hatchbacks, with either two or four passenger doors, but a four-door sedan, tagged as the Polo Classic, was imported from China during 2004 and 2005. The latter wasn’t a success due to dubious quality control.Another interesting model is the Polo Open Air of 1998 to 2000. Though a five-door hatchback it had a huge sunroof that could let in plenty of fresh air when fully open. It wasn’t a success either, so is comparatively rare on the used-car front.Handling was nothing special in the earlier days, with too much understeer. It can show up in anything more than moderate cornering and is presumably in there to maximise safety in the hands of clumsy drivers. This was improved in Polos from 2002 onwards.Most Polos in Australia have petrol engines, however turbo-diesels have really started to sell in good numbers in recent years. Petrol engine capacities in the standard models are 1.4 and 1.6 litres. Performance from the smaller engine is better than you might expect due to the little VW's relatively light weight. The 1.4 engine from the year 2000 was a more modern unit than the one it superseded and has a good combination of economy and performance.Interestingly, the petrol 1.6-litre engine used in the Polo Classic has a twin-cam setup, whereas the others have a single-cam head. In both cases there are four valves per cylinder.Transmission options are five-speed manual and four-speed auto until the new model of 2008. The Polo Classic sedan, pre-2010 GTI, and TDI diesel are only sold with the manual. From 2008 a six-speed automatic was installed, this expanded to seven speeds in 2010. Manuals remained at five-speed units.Polo GTI in its early versions wasn’t the pocket rocket its name might suggest, chiefly because the turbocharged 1.8-litre engine is running only modest boost. However, it works very nicely in mid-range torque. The real strength of the Polo GTI is its nimble handling. Firmer suspension and added precision through the steering means it gives you a lot of driving fun at a pretty modest price.Engine power in the latest Polo GTI, launched in November 2010, was increased from 110 kilowatts to 132 kW thanks to a new TwinCharger (supercharged and turbocharged) engine. Finally the Polo GTI had the grunt to back up its name.Volkswagen has undergone a revolution in Australia in recent years thanks to a smart new management team. This has led not only to better sales results, but also an increased number of dealerships, many with impressive high-tech facilities.Service and repairs are moderate in price, though they can be higher than for equivalent sized Asian cars. We have heard of no real complaints about the cost or availability of spare parts.A good amateur mechanic should be able to do a fair bit of their own work as the Polo has a simple mechanical layout and the underbonnet area isn’t too crowded. Have a repair manual at your side, and keep well clear of repairs that could affect the car’s safety.Insurance costs are about average for a car in this European class although you are likely to be charged extra, possibly substantially extra, to cover the Polo GTI because of its turbocharged engine.WHAT TO LOOK FORThe VW Polo is generally well built, however the quality of assembly on the Polo Classic sedan left something to be desired. Check the interior as it can be on the rough and ready side. Ensure the engine starts quickly and idles reasonably smoothly immediately it fires up.Older VW Polo engines aren't the most refined of units, but if one seems too bad it may be due for major repairs. Gearchanges should be light and easy, with no crunching when you shift down quickly. The clutch should be smooth and predictable in its operation. Look inside the boot for signs of harsh treatment as cars in this class sometimes get treated as small trucks by inner-city residents carting things around.Interior trim that has been continuously scorched by the Aussie sun through lack of undercover parking may fade. The dash top and luggage cover will be the first to suffer, look and feel for cracks, as well as for a dry feel in the plastics.CAR BUYING TIPTry to do any test drive with the car in stone-cold condition, after an overnight stop is ideal. Mechanical problems are often aggravated by cold weather.

Ford's Falcon is a rugged family car that copes well with rough and ready Australian bush roads so are very popular out there. They can be on the large side for close city work but have good outward visibility and a reasonably tight turning circle so aren’t too hard to drive in confined spaces.The radical styling of the AU was years ahead of its time when it was introduced in September 1998 and many conservative buyers didn’t like it. Facelifts to create the AU Falcon Series II in April 2000 and to the AU III in November 2001 helped a bit. However, it wasn’t until September 2002 that a major facelift to produce the BA Falcon started to put the Falcon back into buyers’ minds again.The BA Falcon was further upgraded to the BF Falcon in October 2005. Visual differences are minor, but there were significant changes to the transmissions at this time – more about them later. The introduction of the new FG series Falcon in May 2008 lifted awareness, but its shape was on the conservative side (it’s hard to please people…) and sales didn’t return to the record levels Falcon had enjoyed in the past.Falcons have seating for five adults, though four makes more sense because the use of rear-wheel drive means the transmission tunnel takes up a lot of foot room in the centre-rear position. Legroom and headroom are ample for all but the largest adults.Some find the relatively steep slope of the roof in the AU to BF series makes it awkward to get into the car. This applies to both front and back seats in sedans, naturally the back seat of the wagon doesn’t have this hassle. Comfort is very good and passengers can step out of a Falcon after a trip of hundreds of kilometres still feeling fresh and relaxed.The boot in the sedan is rather shallow in the older models and the slope of the bootlid on the AU reduces its practicality. It’s easy to load thanks to a good-sized opening. The BA is noticeably better, though still on the shallow side. Falcon station wagons are great load carriers as they are built on a longer wheelbase than the sedan so they have a long, wide, practical cargo area.The rear end of the BA is virtually identical to that of the older AU. Ford chose not to do an FG variant of the wagon. Instead, it created a Series III BF model to sell alongside the FG sedans. It wasn’t a success and was discontinued in 2010. Handling is surprisingly good for a car of this size and mass. You wouldn’t call it agile, but Falcons hold on when cornering at speeds far above those likely to be attempted by most drivers.Ford's six-cylinder engines all have a capacity of 4.0 litres but come in several formats, including one with a turbocharger. An interesting variant on the six-cylinder is a dedicated LPG engine. These are very common in taxis, but less so in private cars, with the exception of Victoria, and the engine is all but indistinguishable from a petrol unit to drive. It’s quite a bit thirstier than the petrol, so fuel range suffers.The standard AU six-cylinder unit is good enough, but the BA’s six-cylinder is noticeably smoother and offers even better performance. Ford fitted a 5.0-litre V8 to the AU, but it didn’t have a lot more performance than the six-cylinder units and was on the thirsty side. Much better were the BA bent eights: there was a choice of two, each with a capacity of 5.4 litres, one with a single-cam cylinder head, the other with a twin-cam setup.An impressive four-cylinder turbocharged engine was introduced midway through 2012. It has plenty of power and torque and lower fuel consumption than the big engines. The four’s lighter weight gives the big car a nicely nimble feel during cornering. Automatics were all four-speed units until the launch of the BF, when a sophisticated six-speed ZF unit was installedlpgThe ZF was originally only fitted in the topline variants, with the rest of the range using the four-speed. With the introduction of the FG Falcon in May 2008 all received the six-speed auto, with the exception of the LPG power models, which stuck with the old four-speed unit. A six-speed auto was finally installed behind the new design of LPG engine in July 2011.Manual gearboxes are rare and probably best avoided in all but the sporting XR6 and XR8 as they can affect resale value. The manual was a five-speed until the October 2005 BF series, when a six-speed was installed. Prices for spare parts, servicing and repairs are very reasonable and there are Ford dealers just about everywhere in Australia.Most spare parts for the Falcons covered here are readily available, although a few bits on some older cars may have to come from a wrecker. These are very simple cars to work on, with plenty of underbonnet and undercar space. We recommend having a workshop manual at your elbow before starting the work.Insurance prices are generally very reasonable and premiums for the everyday models are invariably at the lower end of the scale. It will generally cost more to cover a V8 Falcon than a straight-six, and be dearer again for a turbo six.WHAT TO LOOK FORRust is far less of a problem in these newer Falcons than old ones. To be on the safe side, check the door lower corners, door sill panels, mudguards and bootlid. If you do find serious rust the car may have been badly repaired after a crash.Many thousands of used Falcons will have been taxis at some time in their life. Be wary of one running on dedicated LPG, while these are quite common in Victoria, they are rare anywhere else in Australia. Signs of an ex-taxi are vinyl, rather than cloth, upholstery, severe wear both inside and out, holes where signs and a taximeter have been removed, and possibly a paint respray.Engine wear is indicated by a reluctance to start and by smoke from the exhaust and/or oil filler cap when the engine is revved. Four-speed automatics can cause problems on hard driven cars, especially the older models. Check they change gears cleanly and don't hunt up and down through the ratios. Be suspicious of any automatic that’s slow at going into gear from Neutral or Park.Listen for a whining differential when driving at around 60 to 90km/h. Check the cabin for damage caused by wild kids. In station wagons have a good look at the load area for signs of commercial use.CAR BUYING TIPNo matter how good a car looks on the surface it may have problems under the skin, never buy without a full inspection. 

The Holden Cruze from 2002 until 2006 shouldn't be confused with the Cruze introduced in 2009. The two are such completely different vehicles that it’s hard to imagine why Holden should have reused the same name for the current model as the older one.The Holden Cruze being examined in this week’s Used Car Checkout was built by Suzuki in Japan. However a great deal of the design was Australian. Even more fascinatingly much of the body shape was penned by the same team that designed the third generation Monaro.Cruze began its life as a chunky little concept SUV based on the Suzuki Ignis. The interior styling of the Cruze is as adventurous and appealing as the exterior, with Tonka Toy style controls highlighted by bright alloy-style inserts. Under the skin is virtually all Suzuki, though the final suspension turning and component selection also involved some Australian input.The latter resulted in greater ground clearance and a wider track to suit it to Australian conditions, both on road and off. Handling is surprisingly good for an SUV of this type and the Cruze can hold on pretty well, both on sealed and unsealed roads.But always keep in mind that it’s a 4WD not a car. It has a higher centre of gravity and so there is a greater likelihood of it rolling over in extreme conditions, than do hatchbacks in similar price groups. Seating in the Holden Cruze is fine for four adults. Three children can be carried in the back seat if the one in the centre is on the smallish side. Having said that, most owners regard the Cruze as a two-seater. Boot space is compromised to make room for passengers. One big suitcase just about fills it so you will soon get used to folding down the 50/50 backrest if you have a lot to carry. This little Holden fun car is powered by a 1.5-litre engine. There's not a huge amount of torque and the grunt is developed higher in the rev range than is ideal for a 4WD.So the Cruze will struggle at times in harsh climbs. In fact, even hill climbing on sealed roads with a load on board may tax it at times. The five-speed manual is better than the four-speed automatic, though the latter isn't as bad as you might expect given that Cruze doesn’t have a lot of weight to haul. On the beach the lightweight Holden Cruze is in its element, skimming over sand that the big 4WDs sink into.Cruze isn't too bad in the bush, or even on rock shelves. Good clearance angles front and rear and a compact body can take you a long way in rough off-road conditions. But don’t drive it too hard as the relatively light construction means it can be broken more readily than purpose-built 4WD vehicles. There's good under bonnet and under car space so a good amateur mechanic can do a lot of their own routine servicing. Safety related items should be left to the professionals and we highly recommend you have a repair manual at your elbow before lifting those spanners for the first time. It almost goes without saying that there are Holden dealers all over Australia. However, not all carry spare parts for the Cruze, that’s because 4WDs aren't as common in the bush as in the suburbs (silly, isn’t it!).Holden operates an efficient parts delivery network and you’re not likely to be waiting for more than a couple of working days before parts arrive at your dealer in the remote outback. Parts prices and servicing costs are reasonable, though not always as low as for locally-made Holdens. Insurance generally sits towards the bottom end of the scale, though, for some reason, there's a fair bit of difference at times between one company and another. So shop around rather than opting for the first insurer suggested by the sales person. Just make sure you are comparing like with like before coming up with your decision. Holden Cruze didn’t enjoy the success anticipated for it, partly because most buyers in the 4WD class were looking for medium to large vehicles during that period. The final shipment arrived here in June 2006, but some may not have been sold new for several months afterwards. Be wary of any advertised as 2007 models – it's the build-plate date that counts, not the year of first registration.Salt water can cause serious rust, rust that can cause the body to be written off in a short time if repairs aren't carried out promptly. If you suspect a Holden Cruze has been beach cruising check for signs of white salt, underneath as well as on the visible parts of the body. Lift the floor mats and have a good look at the floor for signs of dampness and/or rust. Check over the complete body inside and out as well as underneath and be suspicious of any damage caused by off-road use. In particular look for dents at the lower corners of the bumper, in the door sills and underneath the engine and transmission. Make sure that the engine starts easily, runs relatively smoothly, and that the transmission works quietly and shifts gears with no fuss. Tyres with severe wear, particularly if that wear is uneven, can also indicate a harsh off-road driving. If a Holden Cruze pulls to one side or locks one of the wheels under heavy braking, it could mean expensive problems in the braking system. Go for a professional inspection if there’s the slightest doubt about the condition because repairs to small off-roaders can cost more than those for hatches in the same price bracket.Small off-road vehicles are sometimes treated as toys by kids who haven’t yet learned the lessons of mechanical sympathy... 

The all-new VE Commodore was heralded as the car that would keep Holden ahead of the pack when it was released in 2006.Holden invested more than it had ever done before in developing the VE and was looking to the new car to maintain its premier position in the market. Sadly for Holden, and Ford, the market has undergone a seismic shift in the last year or so and big cars, like the Commodore and the Falcon, are now on the brink of extinction.While that might be the modern reality cars like the VE Commodore can still represent good value for money if you prize might and power. The attractive sedan and wagon are roomy, comfortable, refined and well equipped, with lots of space to carry the family and the gear a family takes when they hit the road.Holden offered a choice of V6s, there were two versions offering different output, a big beefy V8, and an option of a dual-fuel V6 to save a few bucks at the servo. With 180 kW and 330 Nm the base V6 was plenty powerful enough for anyone, but for those who felt they needed more there was the 195 kW version available in the sporty SV6. For even more the option of a V8 was there in the SS.Transmission options varied between models, starting with a four- speed auto and ending with a six-speed self-shifter. There was also a manual gearbox although that wasn't a big seller, at least in the cooking models. On the road, the VE handled well, the ride was well controlled and comfortable, and performance was brisk no matter the engine. Fuel consumption was a concern, however, and an average ranging between 10 and 14 L/100 km was disappointing.While the VE was generally well built and solid there are issues that affect it and these make it a questionable used car purchase. It's been well documented that the previous 5.7-litre V8 was troublesome, it rattled on start-up and used oil at an alarming rate; the troubles haven't gone away with the introduction of the new 6.0-litre engine.Owners still report rattling noises and there are also reports of high oil consumption. Unfortunately it seems the 3.6-litre V6 also has some issues. One member of the trade recently contacted us to tell us about his experience with the engine, which he says can become clogged with sludge between the 15,000 km service intervals with the result that it can be severely damaged to the point of needing to be rebuilt.All carmakers have been stretching service intervals with the object of saving the owner a few bucks on servicing costs, but in this case it would appear that the interval is too extreme and anyone with a Commodore V6 should consider having their cars serviced at 10,000 km intervals. The V6 also consumes oil and there appears to be no fix from Holden, and listen for timing chain rattle, as they wear and become noisy.We have heard of timing chains breaking. Anyone thinking of buying a VE V6 would be well advised to have a trusted mechanic give it the once over. Other areas of concern are worn suspension bushes, listen for clunking and banging from the suspension, and electrical gremlins, check that all systems are working.Appealing on the surface, but can be troublesome and should be approached with caution. 

The small-medium Peugeot 206 was a great car in its day and appealed to those looking for something out of the ordinary. Many were sold to Australians who enjoy driving, not to mention those who love all things French. It rode and handled like a quality car and its dynamics were well ahead of those of the typical Asian cars of the time.Despite the excellent handling, ride comfort remained good, even on rough Australian roads. Though it’s mainly aimed at suburban running, Peugeot 206 can easily be used as a long distance cruiser thanks to its compliant suspension and the usual concentration on relaxing travel by French suspension engineers.The styling of the baby Peugeot broke new ground, with big bold curves and sweeping angles. In particular look at the asymmetrical shape of the body and at the bold lines of the C-pillars. So successful was the shape of the little car that the designers eventually carried the styling theme to the rest of the Peugeot range.In its home country the Peugeot 206 is used by many as a family car so has excellent space efficiency. There's reasonable accommodation for four people and a fair amount of luggage. The 206's interior has been designed to provide a variety of passenger/luggage combinations by folding different seats as required.Most 206s are sold as hatchbacks with either three or five doors, but there's a fascinating open-top model that’s gained a lot of admirers in Australia. Tagged the Peugeot 206CC, with the CC standing for Convertible-Coupe, it has a solid metal roof that can turn it into a convertible at the push of a button. This car was in the vanguard of what has become a popular type in Australia and still draws attention today.There's also a full on sports model in the 206 GTi and its even stronger brother the GTi180. These not only have plenty of engine grunt, but also sports seats, 15-inch alloy wheels, sports suspension and ABS brakes. The GTi variants cost a fair bit more than the standard models but offer decent value for money for the driving enthusiast.Engines in the Peugeot 206 begin with a 1.4-litre unit, only sold from March 2002 and used in the lower cost variants. The 1.4 has better performance than you might expect in a car of this size, but try it for yourself, preferably with a reasonable number of people on board before settling for its lower price. Far more common is a 1.6-litre engine installed in cars from the original 1999 imports onwards.A 2.0-litre unit, which is a very large powerplant for a car of this size and light weight, is sold in the sports GTi. That model comes in several formats; most have 100kW or 102kW power outputs but the GTi180 punches out a very healthy 134kW, or 180 horsepower hence the car’s title.Though the engine capacity in the 180 horsepower unit remains at the same 2.0 litres as on the standard 206 GTi, the 180 has variable valve timing, a twin exhaust system and quite a few detailed changes to increase efficiency. The result is a zero to 100 km/h time of a pretty respectable seven seconds.The 2.0-litre engine is also offered in some versions of the 206CC convertible, but only in its lower-powered format. The added weight of the adaptable roof also takes the edge of the car’s performance. But, hey look at that lovely open air feeling, isn’t that more important?Most models in the Peugeot 206 range have a five-speed manual transmission as standard, with an optional four-speed automatic for those who drive in traffic a lot. From the March 2004 model update the automatic came with tiptronic-type manual overrides. Peugeot 206 GTi comes only with the manual gearbox.After a long and successful run in Australia, the 206 was replaced by the Peugeot 207 in a gradual changeover that began early in 2007 and continued model for model for most of the year. In turn, the Peugeot 208 arrived in Australia in mid 2012.Peugeot is long established in Australia, so there's a strong dealer network. The company is represented in some country areas, not just in the major metropolitan zones. Servicing costs and spare parts prices are generally reasonable and we seldom hear of any real problems with parts availability.Insurance costs tend to sit midway up the charts of most companies. The hot 206 GTi models attract higher premiums than the standard ones, but generally not to an outrageous extent.Make sure to arrange a full inspection of any French car you’re considering as, sadly, they don’t have the build quality of Japanese machines.Check that the roof mechanism on a 206CC works smoothly and that there are no unexpected noises during its operation. During the test drive be sure there are no wind noises from the roof when it’s closed.Look for severe tyre wear on a GTi and also for a lot of dust buildup on the wheels. Check for the dust behind the wheels as a smart seller will have cleaned the obviously visible areas at the front.Engines are generally smooth so be suspicious of one that’s on the rocky side, particularly when first started from cold.Check the complete interior, paying special attention to the condition of the seats as they don’t always stand up to the rigours of harsh treatment by Aussie kids.No matter how sure you are of your ability at checking cars it still makes a mountain of sense to call in a professional for the final examination. 

These big Mitsubishi family cars have a well-deserved reputation for being smooth and refined and in its early days the Magna made Holden’s Commodore and Ford’s Falcon rather ordinary in the noise, vibration and harshness (NVH) stakes.Mitsubishi Verada was the name given to upmarket versions of the Magna and is sometimes regarded as a different model, though in reality, it’s just a Magna with plenty of extra kit stuffed inside.All were built in Adelaide. The first Magnas were very much Australian products, later they became more closely allied to Japanese Mitsubishi models. The Mitsubishi 380 was based on an American Mitsubishi model and was larger and plusher than the Magna.This once successful line of cars came to an abrupt end in April 2008 after slow sales of the 380 caused Mitsubishi to pull out of Australian manufacturing. In hindsight if the company had simply called the 380 the next generation Magna, the Adelaide factory might still be in operation today.Body types are four-door sedan and five-door station wagon in the Magna/Verada, but the 380 was only built as a sedan. Rear-seat width isn't quite as good as that in Commodore and Falcon, but the Mitsubishi’s seats can handle three adults in reasonable comfort.The big Mitsubishis have reasonably good handling for family cars, with the 380 feeling nice and sharp on the road. Engine performance from the old-style four-cylinder 2.6-litre engine is reasonable, but only just. The later four-cylinder models had a 2.4-litre unit with a much-improved design.Four-cylinder models slowly declined in popularity over the years and were finally removed from the Magna range in 1999. Those on the used-car market now are likely to be near the end of their lives, though it must be said they are tough old units. A 3.0-litre V6 engine was released in the Mitsubishi Verada in 1991 and the Magna in 1993.It was joined by a 3.5-litre V6 in some upmarket variants in October 1996. The bigger engine gradually spread to the rest of the range. In the later-model Magna Sports and VR-X, the 3.5 engine has additional power over the standard unit. The Mitsubishi 380’s 3.8-litre engine is a stretched version of the 3.5-litre unit.There is good torque throughout the normally used zone of the rev range and the 3.8 is very pleasant to sit behind. Magna is offered with a five-speed manual gearbox, but the great majority of the original cars came with a four-speed automatic. A sequential shifting was first fitted on four-speed Magna Sports models from September 1997.An advanced five-speed automatic transmission with a sequential shifter is fitted to the sporty variants sold from August 2000 and made its way to the other models over the next couple of years. Mitsubishi 380 came with a five-speed automatic transmission or a five-speed manual gearbox.The auto was by far the most popular and the manual could be a problem to resell in years to come as the number of drivers interested in doing their own gear changes continues to decline. Mitsubishi’s Magna offers the extra traction of all-wheel drive in some sports variants to give the car a real sporty feeling.These all-wheel drives are a real pleasure to punt hard and fast and keen drivers love their feel and grip. But they were never popular and could be hard to resell. These big Mitsubishis are spacious in their under bonnet area so servicing is relatively easy for amateur mechanics to carry out. Make sure to get a professional mechanic for safety-related work. Mitsubishi continues to operate strongly in Australia despite no longer being a local manufacturer. Spare parts for cars up to 10 years old are still carried by Mitsubishi dealers. Prices are generally reasonable and we seldom hear of any real availability problems. Insurance charges are usually moderate and most companies charge much the same for four and six-cylinder engines. There may be an increase in the premiums for the Sports model if the driver is young and/or inexperienced.WHAT TO LOOK FORRust is seldom a problem but in a few cars it gets into the bottom edges of the doors, boot lid and or tailgate, and the fuel filler flap. Look for signs of damage to seats, carpets and trim, including inside the boot. Examine the top of the dash panel and the rear parcel shelf for faded, or cracked, plastic caused by constant exposure to sunlight. Automatic transmission problems have dogged these Mitsubishis but troubles are less frequent in newer models than in older ones. Watch for an automatic that shifts gear when it doesn’t need to or suddenly shifts into neutral of its own accord. Look at and feel the front tyres for uneven wear, which can indicate front suspension problems. Check the paint and bumper bar around the exhaust tailpipe for an oily film, indicating engine problems. Make sure the brakes pull the car up in a straight line and that ABS, if fitted, sends a pulsing back through the pedal on hard application. Don’t forget to check your mirrors first!CAR BUYING TIPWhen checking out a car aimed at the family buyer make sure to spend plenty of time looking over the back seat and the luggage area.