Used Car Reviews

Toyota's LandCruiser is a genuine 4WD, not just a people mover dressed up to look tough, but which is nothing more than a car underneath that supposedly rugged body. Highly capable off-road, the big LandCruiser is a longtime favourite with those on the land, in the mines or wanting a hard working tow vehicle.Cruiser has seating for up to eight people, though it is best if the occupants of the rearmost, fold-down seats aren't over large. With all passenger seats in place luggage room becomes relatively restricted. Toyota LandCruiser is unashamedly a large vehicle and can be a real handful at times in tight suburban running, particularly in undercover carparks. It’s not only the size of the LandCruiser, but also its large turning circle, that can cause hassles. It has been improved over the years.But try one for yourself if you've never experienced the potential parking hassles. Despite this, quite a few are used as family wagons, thanks to the spacious cabin and big luggage area. The LandCruiser has been around for years, but really took off in the sales race with the introduction of the 80-Series in 1990. It was replaced in March 1998 by the 100-Series then the 200-Series arrived in November 2007.LandCruiser 200 is a major evolution of the 100 Series rather than a completely new model. Its styling is slightly softer than that of the 100, but its genuine 4WD capability remains under that smoother skin.The LandCruiser 70-Series workhorse and LandCruiser Prado share little in common with the 80, 100 and 200, so will be the subject of separate articles. The added refinement and comfort of the 80-Series compared with its truck-like ancestors made it easier to live with, but even the 80 is getting on in years now so be sure of its condition before handing over the folding stuff. The LandCruiser is relatively simple for the inexperienced owner to take into the bush. Naturally with all the usual provisos of preparation and driver knowledge that apply to all who drive in off-road conditions. Interestingly, the LandCruiser 100-Series reverted to part-time 4WD in its more basic models. Most engines on used LandCruisers are straight sixes, though V8s became more common in later years. The petrol unit was originally a somewhat ancient 4.0-litre six-cylinder unit that was thirsty and not particularly quick.A 4.5-litre, twin-cam, multi valve engine was installed in the topline models late in 1992 and subsequently spread to the rest of the petrol range. It’s a modern unit with tremendous torque and impressive smoothness. A petrol V8 of 4.7-litre capacity, as used in the Lexus LX470, was offered as an option in the LandCruiser 100-Series from 1998 until 2000. It's quite thirsty, but beautifully smooth and torquey.Later developments of that 4.7-litre V8 engine were used in the LandCruiser 200, with the latest being a 4.6-litre unit introduced early in 2012. A petrol V8 with 5.7 litres is also on offer in the LC200. Diesel sixes are relatively common on older 80-Series and came with displacements of 4.0 and 4.2 litres. From 1990 the 4.2 litre diesel used a single overhead camshaft and two valves per cylinder. In 1995 it received a four-valve cylinder head, though it still had a single camshaft. Much better is the 4.5-litre V8 turbo-diesel used in the LC200 – it's reasonably economical, smooth and provides plenty of grunt. The turbo-diesel V8s are big grunt powerplants, making them particularly suited to heavy-duty towing.Five-speed manual gearboxes are offered in some LandCruisers, but most later models use automatic transmissions, with four speeds in the 80 series. There are five forward speeds in the 100 series, and either five or six ratios in the LC200 depending on the model. The LandCruiser has plenty of underbonnet and under-vehicle space so the knowledgeable home mechanic can do a lot of their own repairs. There are Toyota dealers in all areas of Australia, thanks to the company arguably having the most widespread of all networks.Servicing and spare parts are generally reasonably priced, though some parts cost a lot more than they should. Remember that these are heavy-duty, commercially-oriented vehicles so even things like tyres can cost considerably more than they do for a passenger car. Insurance is unlikely to cause real hassles as the working nature of the vehicle means most companies have favourable experiences with the vehicle, letting them keep prices relatively low.WHAT TO LOOK FORLandCruisers that have had severe off-road use – and plenty have – will probably have underbody, door-sill and bumper corner damage. Even those which have only had gentle use away from sealed roads are likely to have scratches in the paint on the doors.Look for dust in the cabin and boot. This may be caused by windows-down driving, but could also mean leaks around the door seals. Maybe even a twisted chassis due to off-road damage and/or a crash.Be wary of the engine’s condition if it has done harsh off-road driving and/or heavy-duty towing. Engines are generally long lasting but watch for a smoking exhaust when the engine is under load that may indicate it is near the end of its life. An oil light that’s slow to go out when the engine is started is another indication of engine wear. Manual gearboxes on older models are relatively heavy, even when new. The 100 Series and 200 Series are better than the older units. Crunching during downchanges to second and first gears is usually the first sign of problems. Transfer boxes are often stiff in operation even when they are working correctly. Be wary of one that’s too tight as they can be expensive to repair.Check for signs of salty sand as it can cause real rust troubles. Look for rust in the floor, especially if the Cruiser has had a lot of beach use. Have a professional inspector follow up your initial examination as a hard used example could cost big bucks to be put back together again.CAR BUYING TIPWhile we usually think of off-road use being tough on 4WDs, life in the suburbs with a mob of rough kids beating up the back area isn’t all that easy either. 

It's widely acknowledged that the Australian car market is one of the toughest in the world, with more makes and models than you'll find almost anywhere else.The mid-sized segment is one of the most competitive within the market, and it was into that motoring maelstrom that Chrysler plunged in 2007 when it launched its mid-sized Dodge Avenger sedan.The Avenger was a mid-sized five-passenger sedan with muscular looks that set it apart from the crowd. Its chiselled lines, bluff panels and in-your-face grille were different to anything else in the market at the time, and for many took some getting used to.The edgy styling was carried on inside where the cabi n was a sea of hard plastics that wasn't really very welcoming. At launch Chrysler offered a 2.4-litre four-cylinder engine that really struggled. It was smooth enough, but it failed to come to the party when asked to perform.A 2.0-litre four-cylinder engine and a V6 were added to the range a few months later. The V6 gave the Avenger some much needed punch. In 2009 a 2.0-litre turbo-diesel was added to the range to give the Avenger a fuel-miser option. If the 2.4-litre engine struggled the four-speed auto that was tacked on the back of it didn't help.It really needed another gear to help stir the four-banger along at anything like a decent clip. A five-speed manual was linked to the 2.0-litre engine when that was launched. When the V6 arrived on the scene in 2008 it had a six-speed auto, as did the turbo-diesel when it was launched a few months later. There was plenty of appeal when it came to the features list.The base model SX came standard with climate-controlled air, cruise control, power windows and mirrors, remote central locking and four-  speaker sound. Move up to the SXT and you got fog lamps, two extra speakers, leather trim, powered driver's seat, heated front seats, and larger alloy wheels.Little is really known about the Avenger in service. We hear little here at Carsguide, so we have to believe owners are happy with the purchases. Another slant on the lack of feedback from readers is that few Avengers found their way into the market, which is what is suspected. Although the Dodge brand is an old and certainly once respected one, it hasn't been here for many years and hasn't managed to get any real traction since its return.There is no reason to think there is anything fundamentally wrong with the Avenger, but buying outside the top group of brands always needs careful consideration. Check any cars being considered for purchase to make sure they have been regularly serviced.With front, side and head airbags, ABS brakes, electronic stability control, and traction control the Avenger had a comprehensive array of safety gear should it become necessary. UNDER THE PUMP Dodge claimed the 2.4-litre four-cylinder would do 8.8 L/100 km; the V6 would return 9.9 L/100 km and the turbo-diesel 6.7 L/100 km.Well equipped, economical mid-sized family car, but lacks sizzle on the road. Better stick with the known brands. 

Graham Smith reviews the 2005, 2006, 2007, 2008, 2009 and 2010 Nissan Navara as a used buy.

SUVs like the Toyota Kluger have replaced the station wagon as the   favourite transport for many families. Their appeal lies in their flexibility, size and perceived safety. Toyota has been one of the innovators in the SUV market with a number of models to suit all sizes and budgets.The Kluger is the mid-sized model aimed fairly and squarely as the average family. The Kluger was a close relative of the Camry and that's a pretty good way to look at it. Like the Camry it was conservatively styled, but does everything pretty well without being too outstanding in anything.Typically Toyota really. It carried up to seven and still had a bit of space for those things families seem to need to take with them when they hit the road. It had a capable all-wheel drive system, which was able to cope with most rough roads the average family adventurer would encounter. On the upper models there was an array of electronic helpers to keep you out of trouble in the rough stuff. Power came from a smooth 3.3-litre double overhead camshaft V6 with plenty of punch, and all models had a five-speed automatic transmission and all-wheel drive.While it felt safe and sound it was a little vague on the road and felt disconnected from the driver. Off road the suspension soaked up the bumps with ease, and it was capable on bush tracks that upset other similar cars.Three models made up the Kluger range. The base CV had cloth trim and carpets, the CVX had leather, a sports steering wheel, powered driver's seat, and alloy wheels, while the Grande also had wood grain highlights.IN THE SHOPThere are no serious flaws in the Kluger; any problem will be unique to the individual car. It's important to check for signs of offroad use. Few will have been taken down anything more challenging than a gravel road, but it's best to be safe and check underneath.Look for sand blasting of the underbody, bent or dented brackets and fittings, and torn rubber boots and seals. Check for a service record to confirm the oil and filter have been changed regularly. The Kluger engine has a cam-timing belt that needs changing at around 150,000 km.IN A CRASHThe CV has dual front airbags, but the CVX and Grande had an array of   front and side airbags, plus traction control and stability control. It was enough to win a 4-star stamp from ANCAP. AT THE PUMP Toyota claimed the Kluger would average 12.3 L/100 km. The   recommended fuel was 91-octane regular unleaded, and E10 blend was approved.Toyota Kluger - 2003-2007Price new: $43,990 to $58,990Engine: 3.3-litre V6; 172 kW/328 NmTransmission: 5-speed auto, AWDEconomy: 12.3 L/100 kmBody: 5-door wagonVariants: CV, CVX, GrandeSafety: 4-star ANCAPVERDICTTypically bland Toyota looks hide competent, well-built family wagon.

Honda execs implored Australians to look past the badge when shopping for a prestige car, and add the new Legend to their shopping list alongside the prestige heavyweights from Europe.The new all-wheel drive Legend had the engineering to compete they cried, it also had all the bells and whistles, but at the end of the day it didn't have the badge some buyers valued above all else.As a result the big Honda was relegated to older folks, ones who wanted a softer, more relaxed ride, those who preferred a zippier drive mostly went the Euro route. There's no doubt that the Legend was a sound choice, it offered good value for the prestige dollar, was safe and refined. It accommodated five in comfort, with three in the back seat, and had a large boot.Anyone who cared to dig deeper would find it also had decent performance courtesy of its high-tech 3.5-litre V6, which put out 217 kW and 351 Nm, and its five-speed auto with sequential sports shifting.The Legend was quite a sizable car and relatively heavy, all of which hindered its performance somewhat, and any idea that it could be considered a sports car.In normal situations it drove as a front-wheel drive car, but its smart all-wheel drive system could detect when a wheel was slipping  and redirect drive to the other wheels as needed to maintain progress.If you signed up for a Legend you drove away in a car with heaps of features. On top of all the things regarded as normal in a car today, you also got leather seats, a sunroof, electric seats, power adjustment of the steering column and a rear view camera.On the road the Legend was comfortable, refined and relaxed. It did everything well. If it lacked anything it was that it wasn't a very thrilling drive, but if that didn't matter to you it delivered everything you could wish for.IN THE SHOP On average the Legend would have done between 50,000 and 75,000 km, a good time to buy used when they're still in their prime. With such relatively low kilometres on them you wouldn't expect any nightmare stories and there hasn't been any to date.Given Honda's track record on engineering you would expect that to continue, given proper and regular servicing. Check the service record of any car under consideration.IN A CRASH You can't do any better than five stars on the ANCAP scale and that's what the crash body gave the big Honda. That's no surprise as the Legend had it all, front, head and side airbags, ABS braking with all the associated trimmings of Emergency   Brake Assist, traction and stability control.UNDER THE PUMP Honda's claim for the Legend was a rather poor 11.8 L/10 0 km, while the Carsguide road tester returned a rather more optimistic 9.7 L/100 km in real life driving. Prospective buyers should be aware that the Legend requires premium unleaded.AT A GLANCEPrice as new: $74,500Engine: 3.5-litre V6 petrol, 217 kW/351 NmTransmission: 5-speed auto, sequential shift, AWDEconomy: 11.8 L/100 kmBody: 4-door sedan Variants: Legend sedanSafety: 5-star ANCAPVERDICTRelaxed, refined ride packed with features, all it misses is the badge.COMING UP Do you own a Toyota LandCruiser 200 Series?  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.

Ford Focus finally reached Australia in September 2002, several years after its European launch. The local importer blamed the delay on the huge success of Focus overseas, but the slow start meant Australian buyers were slow to focus on Focus, so sales have never reached the very high levels they deserve. The Focus is truly European in the way it rides and handles and keen drivers forced into a family car due to circumstances just love them. Many buyers considering downsizing from a Ford Falcon have chosen Focus ahead of an Asian car for this very reason.Ride comfort is pretty good for a small-medium car with sporting handling. Focus can be a little harsh on really rough roads but is generally very good on motorways and fine around town.As a price trimming method less sound deadening is fitted to the lower cost models and these versions can suffer from a fair bit of tyre/road noise on Australian coarse-chip roads.Ford Focus is sold with three or five-door hatchback bodies and as a four-door sedan. From September 2007 until mid 2010 the Focus also arrived in a sporting coupe-cabriolet two-door body with a folding hardtop.It comes in several luxury levels: Focus CL, LX and Ghia – later renamed Focus Ambiente, Trend and Titanium, so there's plenty to chose from. On the sporty front there’s the Focus Zetec, SR, Sport and ST170.Note we used the term ‘sporty’ rather than ‘sports’ in describing the previous models, because there’s couple of other models that genuinely deserve the ‘sports’. They are the Focus 166 kW XR5, sold from 2006 till 2011 – and the full-house Focus RS imported from 2010.The Focus RS is powered by a turbocharged Duratec RS 2.5-litre five-cylinder engine putting out 300 horsepower (224kW), and torque of 440Nm starting at only 2300rpm and providing a huge amount of grunt to make keen drivers smile every time they get a chance to open the throttles to the max.Engines in the standard Focus range are petrol or, from July 2007, turbo-diesel. Petrol units until the all-new Focus of 2011 come with capacities of 1.8 or 2.0 litres. The smaller unit is aimed at the fuel economy end of the scale and some may find it on the gutless side. If considering this powerplant may we suggest loading it with a few passengers and trying it on hilly roads. Some drivers will be satisfied, others may prefer to find a few dollars more and go for the larger engine.Turbo-diesel engines have 2.0-litre capacity and like all of their type come with plenty of grunt and low fuel use. They have  proven reasonably popular, but not to the extent of the diesels offered by many other Euro marques.Most Focus models prior to 2011 come with a five-speed manual gearbox. Some find the five-speed’s gearchange is slightly soft, others don’t mind it. Six-speed manual gearboxes are fitted to the Focus ST 170, the RS and diesel engines. From November 2011 the new Focus received a six-speed manual.Automatic transmissions have four forward ratios and aren’t offered in all models. This situation may seem strange to Australian drivers, but in Europe many prefer to drive manuals. The new model from May 2005 had manual overrides on the automatic, and in any case the auto seems to mate better with the engine from this time onwards.Ford has been building cars in Australia since 1925, so has built up a huge network of dealers. The company is represented strongly in country areas. Dealers in remoter areas may not have spare parts for the smaller models, such as the Focus, in stock, but can generally get them in within a couple of working days.With the exception of the red-hot Ford Focus RS insurance charges are usually moderate. While premiums aren’t to the low level of the locally built Falcon, they are often cheaper than other imported European cars in the same class.WHAT TO LOOK FORBuild quality of the Ford Focus is generally good (most older models come from Europe, from 2005 the majority were built in South Africa), though not up to Japanese quality standards. It’s wise to have a full professional inspection before agreeing to buy the car.Make sure the electrical systems are okay by turning everything off and on. Having the owner’s manual on hand is useful for this. Shuddering under braking could signal that new brake discs are required.The Focus ST170 and XR5 are often bought by the boy racers, then lowered and modified in many areas. A stock standard version is best. Check the alloy wheels on both models for signs of kerb damage.Look over the luggage area for signs of wear and tear. Scratches on the rear bumper will often indicate that lazy owners used the bumper as support when loading and unloading.A safety recall of pre 2010 turbo-diesel cars was instigated to check the fitment of the exhaust heat shield. Check with a Ford dealer or contact Ford Australia on 1800 503 672.CAR BUYING TIPTaking along a couple of other people to look at used cars can result in gleaning a lot more information in a short time about the cars’ condition.

It's a testament to the ability of the new Mini's designers that its freshness hasn't diminished once the initial excitement of its launch faded. Doing a retro model is perhaps the most difficult of things to pull off, but the Mini men appear to have done it.The initial 2002 model paid proper homage to the much-loved original classic. The first new-age model was a fun-filled little car that revived memories of the original for anyone who was old enough to remember, but it also packed its own appeal for a younger generation.It was that generation that would determine the on-going popularity of the Mini, so keeping it fresh was critical if the Mini was to be  around for the long term. The R56 refreshed the Mini with a raft of changes from a new body to a turbocharged engine in the Cooper S, but importantly it remained true to the Mini model.While it remained true to form it didn't compromise on the things required of a car in today's demanding world. As a result the R56 had more power and economy, as well as increased space, comfort and refinement.The cabin of the new model was roomier, the view from inside was brilliantly clear and unobstructed, although there was some criticism of the huge, centrally mounted speedo. The base engine was a 1.6-litre BMW-developed four that had to be stirred along to get the most out of, but the pick of the engines was clearly the new turbocharged version in the Cooper S that adds extra grunt to increase the thrill of the drive.New six-speed gearboxes, manual and auto, also add to the fun. Central to the Mini theme is its chassis with the wheels placed at the corners to give as big a footprint as is possible with a smallish car. The footprint coupled with the tautness of the chassis makes the Mini agile and responsive - just plain fun to drive on a twisty road. The Cooper starts the range, then there's the turbocharged Cooper S, and on top of that each has an optional Chilli pack that boasts bigger alloy wheels, leather and cloth trimmed sports seats and 10 speaker sound.IN THE SHOPThere is nothing to suggest the Mini has any serious issues that should stop you buying one. It's generally well built and quite reliable.The issues that tend to be reported are more one-offs than widespread, and mostly relate to build quality issues. Relatively minor things like remote door locks, window winders etc. are the components most reported. Check for a service record before buying, and have a Mini specialist mechanic check it over.IN A CRASHSix airbags, together with stability control and cornering braking control as well as ABS braking and its associated systems give the Mini an impressive safety arsenal, enough to win five stars from ANCAP.AT THE PUMPMini's makers claimed the Cooper would average 5.8L/100km, the turbocharged Cooper S 6.9L/100km, but on test the Cooper averaged a real-life 8.4L/100km.AT A GLANCEPrice new: $31,100 to $43,500Engine: 1.6-litre 4-cylinder; 88 kW/160 Nm 1.6-litre 4-cylinder turbo; 128 kW/240 NmTransmission: 6-speed manual, 6-speed autoEconomy: 5.8 L/100 km (1.6), 6.9 L/100 km (1.6T) Body: 2-door hatch, 3-door wagon Variants: Cooper, Cooper Chilli, Cooper SSafety: 5-star ANCAP Green: 4-star (Cooper), 3.5-star (Cooper S)VERDICTGreat driving, great looking, fun-filled little car perfect for those who enjoy the drive.COMING UP Do you own or have you owned a Toyota Prado? Share your experience with other Carsguide readers by sending your comments via e-mail to grah.smith@bigpond.com or write to Carsguide, PO Box 4245, Sydney, NSW, 2010.

The transformation of the Corolla introduced in 2007 reflected the changes taking place in the market at the time when small cars were in demand like never before.People were, and still are, downsizing to more efficient cars while still demanding they satisfy their every motoring need. It's a long time since small cars could simply rely on being cheap and cheerful with good fuel economy and be excused for lacking in features or refinement.These days they have to deliver on all fronts and the new Corolla was positioned to do just that. There were two body styles offered, a five-four hatch and a four-door sedan, with a choice of models ranging from the Ascent to the Ultima.When compared to the old model the new one was substantially longer and wider, as well as being a smidgeon higher. It was bigger all round. The mechanical package was what you would expect of the class, from the thoroughly decent 1.8-litre four-cylinder engine to the competent front-wheel drive chassis with independent suspension.If it lagged behind in any area it was probably the transmissions, for while there was a new six-speed manual, the auto option was a dated four-speed unit that was a gear short of what we needed to extract the best from the engine. If the new Toyota followed a fairly traditional, conservative path the new Corolla sported a new look that was hailed at the time.As much as it was welcomed it was still a conservative looking car, with a wide appeal across the ages, from young to old. That has always been the Corolla's strength and it remains so.It's an important factor when it comes to selling the Corolla, with such broad appeal the range of potential buyers is similarly wide.On the road the Corolla performed well, its tight chassis holding the road nicely for a secure and reassuring drive.IN THE SHOPToyota has a deserved reputation for the quality of its build, and its reliability once in service, and that is reflected in the overall level of satisfaction of its owners and the resale they achieve.That doesn't mean they don't break down or have frustrating problems, but any problems the Corolla does have tend to be specific and not endemic. Like all cars maintenance is key to a long and trouble-free run, so always check for a service record confirming that all services have been done as specified.Brake wear and tyre wear, problems with some makes, isn't a problem with the Corolla, both brakes and tyres last as one would expect.IN A CRASHSafety has traditionally been a concern for small car buyers, but the Corolla scrubs up pretty well on that front. With front, side and head airbags it is well equipped for the crunch when it comes. To get the benefit of electronic stability control you have to look for the 2009 and later models.UNDER THE PUMPToyota claimed 7.3L/100km for the manual models, and 7.7L/100km for those equipped with the auto, average numbers for the class. CarsGuide road testers reported 9.1L/100km when evaluated in 2007.AT A GLANCEPrice new: $20,990 to $30,990 Engine: 1.8-litre 4-cylinder, 100 kw/175 NmTransmission: 4-speed auto, 6-speed manual, FWDEconomy: 7.2 L/100 kmBody: 5-door hatchback, 4-door sedanVariants: Ascent, Conquest, Levin SX, Levin ZR, UltimaSafety: Ascent hatch 4-star ANCAP, all other models 5 stars.VERDICTDoes everything pretty well, build quality is good, reliability admirable. Sensible choice.

The new Mini, now owned by BMW, has been a huge success since its launch in Australia in March 2002.Partly because it’s a competent vehicle, but principally due to the fact that geniuses in the marketing have positioned it as a fashion item, not simply a car.As a result of Mini magazines, Facebook pages and numerous owners’ clubs, Minis have been customised in an extraordinary number of fascinating ways. Some of the prices paid are staggering, with the most expensive new Mini in Australia to date topping $100,000.Driving enjoyment is another factor in the car’s success. As a dynamic automotive for the keen driver the BMW Mini is close to perfect. The new Mini has steering that's almost kart-like in its response, in fact it’s almost too quick and first time drivers can get taken by surprise at times.The suspension assists the tyres to grip the road like grim death and the big disc brakes stop hard and straight.On the downside, the ride is fairly harsh and may prove too much for some occupants when it’s cruising on rough Aussie bush roads. The two top versions of the Mini are sold in Australia – the lower cost model, the Mini One, isn’t imported.The Cooper S is the hotshot, having its 1.6-litre engine supercharged prior to the introduction of the new model in March 2007, and turbocharged from then onwards.We really like the supercharged engine, because its torque comes in virtually instantly, whereas the turbo unit inevitably has a slight lag before delivering its all.The supercharged engine has a glorious shriek when you get stuck into it, a sound that’s loved by keen drivers with memories of supercharged racing cars. Externally, you can pick the Cooper S by the bonnet slot for the turbocharger’s intercooler, its chromed side grilles and fuel-filler cap, a small wing protruding from the rear of the roof, twin exhausts and larger (16-inch) alloy wheels.Sports seats have the option of full-leather or cloth/leather, the latter probably the better bet for hot Australian conditions. The steering wheel and gear lever knob are finished in leather and there are aluminium door sill plates carrying Mini Cooper S logos.A Mini cabriolet was launched late in 2004 and has an excellent opening roof system. Not only can it be used to make the Mini an open convertible, but also as a closed car with an open sunroof. The new cabriolet didn’t arrive in Australia until March 2009, two years after the launch of the Mark 2 coupe and it seems likely the two bodies will continue to be out of chronological order from now on.Topping out the Mini range is the Cooper S with the works – the John Cooper Works that is. The Cooper company specialises in improving Minis, both the original models and the new 21st century machines.Engine work on the new Mini is extensive and includes an Eaton supercharger in place of the Rootes unit fitted to the standard Mini Cooper S. Turbo engines in the later JCW’s rely on extra boost, with overboost on offer if you want to get really serious.Early in 2012 a coupe and roadster were added to the Mini range, it’s too early to comment on these as used cars. The new Mini network is well established in Australia. Almost all dealers are in suburban areas, which could lead to hassles if you’re unlucky enough to strike a problem in remote country.Being part of the BMW organisation gives the Mini major advantages in technical backup. Spare parts and servicing charges aren't unreasonable for a car in this class, meaning they are higher than for a typical small car. While it’s possible to do some of your own routine servicing, we suggest you stick with the professionals for all but the most minor tasks, and don’t even think of touching areas that can compromise safety.Most new Minis belong to doting owners and are serviced by the book. You will probably be happy to pay the extra asked for one of these pampered cars – it’s money well spent. Insurance costs are quite high, even more so for one of the ‘charged’ engines. Shop around for insurance, especially if you are young and/or inexperienced.But be sure to make direct comparisons between insurance companies and understand what you're getting – or not getting for your premium dollar.WHAT TO LOOK FORCheck for crash damage, or previous smash repairs. Mismatched paint colours from one panel to another are a good clue – do the inspection in strong light. Also look for ripples in the panels, most easily seen when viewed end on. Tiny drops of paint in unpainted areas like lights, windows and badges are another clue to a respray.Be very wary of a Mini that has been fanged during track days or at a drag strip. Look for a roll cage, lowered suspension and additional instruments. Keep in mind they may have been put back to standard before going on sale.Look over the interior for signs of damage or wear and tear. Don’t forget to check the boot.Check for signs of water stains in a cabriolet, ask to have the carpets removed to check the floor under them. Dry carpets may be new units, so don’t necessarily mean the car hasn't been caught in the rain...Make sure the engine starts easily and idles smoothly. Watch for a puff of smoke from the exhaust when it first kicks over and again when it’s accelerated hard during your road test. Make sure all gear changes are light, easy and quiet. The continuously variable transmission (CVT) fitted on early automatics has unusual sounds during its operation (engine sound, that is, the transmission should be quiet) if you haven’t driven one of these before it’s smart to call in an expert.CAR BUYING TIPWhen looking at any sporting car be sure to avoid one that’s been thrashed. A professional inspector is invaluable in providing advice.

The i30 was Hyundai's breakthrough model, the one that stamped the brand as having arrived as a serious carmaker. So good was it that it won Carsguide's Car of the Year award -- no mean feat given the opposition it faced.The i30 was launched as a five-door hatch with a choice of three models, the SX, SLX and SR, and a choice of petrol and diesel engines. With smart, modern lines the i30 was immediately accepted by the  Australian car-buying public who most appreciated its looks, but also its roomy cabin and decent boot.Hyundai also won warm applause for offering a diesel engine option to the 2.0-litre petrol engine that was the main engine offered. The petrol engine provided decent performance that was on a par with  others in the class, while the 1.6-litre turbo-diesel provided a fuel-efficient alternative. Both engines were available with a slick five-speed manual, but it  was the petrol engine that could be had with a four-speed auto until 2008 when it also became available with the diesel.All models were quite well equipped. All had air-conditioning, the base SX also had four-speaker sound and iPod connectivity, the SLX got cruise, leather-trimmed steering wheel and a couple of extra speakers for the sound system. The SR was a sportier model with a body kit, and larger alloy wheels. On the road the i30 was just as impressive, with a quiet, comfortable ride and decent handling. The petrol engine was adequate without being outstanding, but it was the diesel that stood out for its overall ease of driveability and its fuel economy.IN THE SHOPHyundai was once unloved by all but cash-strapped buyers. They marketed themselves as producers of cheap and cheerful cars, and the level of complaints seemed to confirm that claim. But, how things have changed. The Korean carmaker is now on the money for build quality and design integrity, and that's reflected in  the standing it now holds in the market. It's now pretty much on a par with the Japanese carmakers, long held as the benchmark for our market, and can be bought with confidence.The i30 doesn't have any issues of concern, but prospective owners should do their due diligence on previous history of cars under consideration. Service is always important; oil changes the key to a long and  healthy life on the road.IN A CRASHThe i30 SX base model with dual front airbags got four stars from ANCAP, a good result at the time for a small car. The higher-spec models with  head and side airbags got five stars. In addition to the airbags the i30 also had anti-skid brakes across all models, while the SLX and SR also had electronic stability control. In October 2009, the entire range received ESC and six airbags, which made for a five-star rating across all models.UNDER THE PUMPWith the prospect according to Hyundai of 4.7 L/100 km the turbo- diesel is the runaway winner of the pump race. The petrol engine, claimed by Hyundai to average 7.2 L/100 km is  acceptable. Owners surveyed by Carsguide reported 8-8.5 L/100 km on average  around town from the petrol auto, and around 6.0 L/100 km for the  diesel auto.AT A GLANCEPrice new: $20,990 to $28,490Engine: 2.0-litre 4-cylinder, 105 kW/186 Nm; 1.6-litre 4-cylinder turbo-diesel, 85 kW/255 NmTransmission: 5-speed manual, 4-speed autoEconomy: 7.2 L/100 km (2.0P); 4.7 L/100 km (1.6TD)Body: 5-door hatchbackVariants: SX, SLX, SRSafety: 4-star ANCAP.VERDICTLooks good, performs well, well built, good value for money.