Used Car Reviews

The Honda Integra had the same soft image as most other Japanese sports coupes until the sleek model that came out in 1993 turned it into a credible power player.  The transformation had a far-reaching effect on the industry and resulted in several competent coupes from other car companies.  The transformation came mostly in the form of Honda's clever VTEC powerplant.An all-purpose engine, it overcame the limitations of its low capacity with an innovative system that varied valve timing and intake tract length.  The result was bags of torque at low speeds for smooth drivability, miserly fuel consumption, and a powerful punch for plenty of get-up-and-go at higher speeds.The new coupe was a stylish, front-wheel-drive, three-door hatch.  It had a new body that was much stiffer than its predecessor, providing a stable foundation for the sort of sharp responsive handling the Integra would become renowned for.There were two models:The GSi was a combination of sporty styling and a flexible 1.8-litre four-cylinder engine, with the choice of a five-speed manual gearbox or four-speed auto transmission.  It had multi-point electronic fuel injection and put out a respectable 107kW.The hot VTi-R's VTEC motor was a revelation. The 1.8-litre engine had twin camshafts with four valves per cylinder and electronic multipoint fuel-injection. It cleverly varied the valve timing and intake manifold length for optimum performance right through the rev range.The result was a peak power of 125kW at a heady 7300 revs and a top torque of 173Nm at 6200 revs. In practice, this meant low-end punch for smooth drivability and efficient running that was not compromised in the pursuit of top-end power.The VTi-R was remarkably smooth and tractable around town, where it would roll along smoothly and unfussed, but when you opened the throttle and asked for it to perform it would, and how!Before the Subaru WRX there wasn't much better than the Integra VTi-R on our roads.  There was no doubt Honda intended the Integra, in its VTi-R guise at least, to be a full-on performance car.The spirited engine was enough to convey that message to anyone who cared to use their right foot.  It was complemented by sharp and responsive handling courtesy of the VTi-R's sports suspension, but it also came with a hard ride that made it difficult to live with day in day out.Inside, the Integra was a little cramped, and its dark trim colours made it a little gloomy.  But it was well equipped. The GSi featured an adjustable steering column, central locking, power windows and mirrors, power steering, a radio cassette sound system with four speakers, and a sunroof.A driver's airbag was added in 1994 and ABS became standard in 1998. Extras included airconditioning, a CD player and a rear spoiler.  In addition to the GSi features, the VTi-R had standard ABS brakes, a driver's airbag, alloy wheels and sports suspension.Hondas generally enjoy respect from mechanics who universally praise their quality and reliability, and the Integra is no exception.  Before the arrival of the prestige Japanese brands such as Lexus, Honda was regarded as the best Japanese carmaker, and mechanics are happy to report they remain solid and reliable even with high mileage.One mechanic even went so far as to say 300,000km was well within their reach without any real loss of integrity.  But Honda has some of the most expensive spares in the business, so you need to be prepared for a big spend if something does go amiss.  It is also worth asking for a service record.Honda engines are not free-spinning and a cam timing belt failure, breakage or jumping can lead to expensive engine damage. Check that the belt has been changed at the recommended intervals.Metallic paint can be difficult to match so look for mismatches that might indicate crash damage. Check plastic bumpers for chips and scratches that are expensive to fix.  Inside, expect to find heavy wear on the side bolsters of the sports seats and wear on the carpet.Otherwise the interior stands up well with quality plastic parts that do not distort.  Belt up: Check for a verifiable service record that shows regular cam belt changes.Metal guru: Metallic paint can be difficult to match so look for mismatches.Chip packet: Check plastic bumpers for chips and scratches that can be expensive to fix.High miler: The chassis holds up well even after a lot of kilometres.Wear with all: Expect to find heavy wear on the side bolsters of the sports seats, and wear on the carpet underfoot.

For what's classified as a small car the Holden Cruze is quite large and has good leg and shoulder room for four adults.

Subaru BRZ is a small rear-drive Japanese sports coupe selling for a pretty reasonable price, particularly when compared with the cost of the typical European equivalents.

When introduced to Australia in 1983, the Mitsubishi Pajero was arguably the first affordable 4WD that was a family wagon rather than a truck-based 4WD.However, this is a genuine SUV, not a passenger car with a tough looking body, Pajero is competent off-road, being able to handle most situations likely to be encountered by an adventurous family in the great Aussie countryside or on beaches.Though it began its life in downunder as a body-on-chassis 4WD, it became a monocoque for improved ride and comfort in 2000. Good engineering meant the post-2000 models retained similar strength to the chassis models. All have a low-range case for tough, slow conditions.While we are considering the monocoque models from the year 2000 in this feature you should be aware the older ones may be past their use-by date. Unless you can do a fair bit of your own mechanical work you're probably better off considering models from the new generation in December 2006.Mitsubishi’s sophisticated Super Select drivetrain permits the use of all-wheel-drive under any circumstance. For example, safe traction on wet sealed roads if you opt for AWD, or lower fuel consumption on dry dirt roads if you go for 2WD. AWD can be engaged or disengaged on the fly at any speed up to 100 km/h.Midway through 2013 Pajero was brought right up to date in its infotainment and safety equipment. These models are popular with buyers who can't come up with the dollars to buy a brand new one.Mitsubishi Pajero comes as a station wagon with either two or four passenger doors. The two-door was never particularly popular and imports stopped with the all-new model of 2000. They reappeared with the when the new model was launched at the start of end of 2006, then disappeared due to lack of buyer interest in 2010.All short-wheelbase Pajeros have five seats, the long-wheelbase models have either five or seven. The rearmost two seats in the seven-seat models are better suited to kids than adults but with a bit of squeezing up the Pajero can handle seven grown-ups.Though the first Pajeros had a petrol four-cylinder engine, all petrols under review here are V6s. This was a 3.5 twin-cam unit until September 2003 when it was uprated to a 3.8-litre.Diesel power is preferred by most buyers, the large four-cylinder units, 2.8 then 3.2 litres, have good torque and seem to enjoy hard work.Pajero is offered in manual and automatic transmissions, with the latter being almost universal in later years.The Australian Mitsubishi dealer network is long established and well-organised. Spare parts are generally available for all but the oldest models. Prices can be relatively high as 4WD bits are more rugged and can come as a surprise if you've only owned sedans in the past.Insurance premiums are about average for this class and there doesn’t seem to be much difference of opinion on the insurance risk amongst the major insurance companies.Note that the Pajero Sport launched at the end of 2015 is actually a replacement for the outgoing Challenger, not an additional version of the standard Pajero range.If you suspect a Pajero has been used off-road look for damage to door sills, door surfaces and bumper corners. Be very wary if the protection plates have been pushed up onto the mechanical items move them.Check out the interior carefully because carting bored kids about can be tough on any vehicle. Damage to the cargo area is another sign of hard use.Poor engine maintenance is hard on turbos and can lead to complete failure if the oil hasn't been changed on time. Check the service book.Be sure all gears in a manual box engage easily and that the clutch is light and quiet in its action.Automatic transmissions should go into Drive and Reverse promptly and easily.Listen for, and feel for, noises and roughness in the complete driveline.Make sure the brakes pull the Pajero up evenly, even on dirt.

You would go a long way to find a more versatile passenger vehicle than the Toyota Avensis, a seven-seat people-mover that drives more like a car than a van or SUV.

The Holden Barina is a small car that's generally tough in its build and put together to a good standard. It has a good reputation for being simple to drive and park and long lasting if driven and serviced correctly.It was the smallest car sold in Australia by Holden for many years, an even smaller model, called Barina Spark and later just plain Spark was sold from 2010, but isn't the model being surveyed here.The first Barinas were made by Japanese Suzuki and introduced here in 1989, then from 1994 they came from German car maker Opel. These are at or past their use-by date so won't be covered here.From December 2005, Barinas have been produced by the South Korean company Daewoo, now called GM-Korea, it has quite a few Australian engineers and designers on site so there's Aussie tuning in them. The car used some of the underpinnings developed by Opel and was very much a global machine.A virtually all-new model, tagged the TK series Barina was introduced in October 2011. Considerably more sophisticated than its predecessors it had electronically stability program, as well as infotainment technology that included GM’s MyLink system.Holden Barina is sold as a three-door or five-door hatch, or a four-door sedan, the latter not offered at all times.Occupant space in the front seats is fine for a car of its size. Rear seat legroom is restricted unless those in the front are prepared to give up some of their space. Most Aussie Barinas are used by single or couples, but we have seen some working as small family cars.Boot space is marginal, but the rear-seat backrests can be folded down to increase luggage room when required.All Barinas have four-cylinder engines. Though the engine is small, performance is reasonably good because of the light weight of the car. Try for yourself if you are likely to be carrying largish loads or driving in hilly conditions.Five-speed manual gearboxes are probably the best bet unless you are going to be doing a lot of heavy-duty commuting. Automatic transmissions are not too bad, particularly in six-speed format installed in the TK series. Again, test drive it yourself.Spare parts prices are generally favourable and there are Holden dealers in virtually all areas of Australia. Those in remote country areas are unlikely to stock every Barina part, so you may have to wait for parts to be shipped from a major city.Barinas are reasonably easy for the amateur mechanic to service and repair, though the underbonnet area is on the crowded side and work can be frustrating at times. Having a workshop manual on hand before you lift the bonnet makes a lot of sense.Insurance charges are generally reasonable and there doesn't seem to be a major difference in prices from company to company. As always, it's smart to shop around, making sure you're comparing apples with apples.The engine should start reasonably quickly and idle without too much movement.After the engine has been idling for a minute or so, hit the accelerator pedal and look for a puff of smoke from the exhaust. This could indicate serious engine wear.Make some fast gearchanges and listen and feel for a manual gearbox that baulks or crashes. The problem usually shows up in the critical third-to-second downchange before any others.Automatics that are rough in their changes or which change too frequently, may be due for an overhaul.Look for front tyres that are worn unevenly. This could be caused by something as simple as poor wheel alignment, but it could also mean the body has been twisted in a prang.Expect to spend from $1000 to $2500 for a 2005 Holden Barina; $2000 to $4000 for a 2005 SRi; $3000 to $6000 for a 2009 Barina; $5500 to $9000 for a 2012 Classic; $7000 to $11,000 for  a 2013 CDX; $8500 to $13,000 for a 2014 CDX; $10,000 to $15,000 for a 2014 RS or a 2016 CDX; and $12,500 to $19,000 for a 2016 RS.Look first at that left front wheel for signs of damage, it's generally the one to suffer if a driver stuffs up while parking.

The first Camry to be sold here was a family-sized hatch that pointed to the future of the Japanese brand in Australia.

In the mid-1990s Toyota was doing its utmost to compete with Holden and Ford with a new wide-bodied mix of four-cylinder Camrys and V6 Vientas.With Australians still head-over-heels in love with the Commodore and Falcon, the Camry and Vienta found it hard going, despite their build quality, economy, and reliability.Today, however, those same attributes are helping to underpin the popularity of the Camry and Vienta with used cars buyers.Launched in 1993, the (V10) Camry and Vienta were the first of the so-called ‘wide body' models; they were larger, wider, stronger, safer, roomier, more refined, and more comfortable.The Camry and Vienta were closely related family-sized front-wheel drive sedans and wagons, but at the same time were distinctly different. While they shared the same bodies the Camry offered the fuel economy of a four-cylinder engine, while the Vienta promised the smooth performance of a V6. Four models made up the Camry range, beginning with the bare bones Executive, above that were the CSi, CS-X and the Ultima. There were few perks for the Executive driver; the entry model was very bare indeed. This was the model aimed mostly at the fleet buyer. All it had was an AM/FM radio with a cassette player and two speakers; the steering column could be adjusted for tilt and reach, there was central locking, power mirrors, and a remote release for the boot. If you hoped to add some extra features you would have been disappointed to discover the options list was nonexistent.The only extra features you got for the extra money you paid were a couple of extra speakers, a tacho and intermittent wipers.The good news if you bought the CSi instead was that you could have air conditioning, if you were prepared to pay extra for it.That's where the good news ended, however, as the CSi was also quite sparsely equipped. The only extra features you got for the extra money you paid were a couple of extra speakers, a tacho and intermittent wipers.In contrast, the Ultima boasted a relatively long list of standard features, including climate control air conditioning, cruise control, power windows, remote keyless central locking, variable intermittent wipers, sports seats, leather steering wheel, alloy wheels, a rear spoiler, and sports suspension. The CS-X was added to the range in 1994, and came with the option of a driver's airbag and ABS braking. The Executive was dropped and the CSi became the entry model. The Camry Vienta range had a similar line-up of models, starting with the Executive, then moving up through the CSi, CS-X, the Touring with its sports suspension, Ultima and Grande. Each was similarly equipped to the equivalent model on the four-cylinder side of the family. Like the Camry, the Executive had the bare basics, but it did have the option of ABS braking and air conditioning.An update in 1995 brought a minor cosmetic makeover.Same with the CSi, it was better equipped than the Executive, and ABS and air conditioning were available on the option list.The Ultima, like its four-cylinder cousin, had a reasonable list of standard features, including climate control air conditioning, cruise control, and alloy wheels. An update in 1995 brought a minor cosmetic makeover, new trim, an immobiliser, and front cupholders to the Camry range. In the same year Toyota dropped the Camry tag from the V6 models as they ramped up their attack on the local six-cylinder cars. The Vienta then went it alone, while the Camry continued on as a four-cylinder only model. The 'Getaway' and 'Intrigue' were value-added special edition Camrys released as the V10 model came to the end of its run; features included air conditioning and a CD player. Missing from the V10 were features such as a sunroof, sat nav, parking sensors, there was no reversing camera, or park assist. It didn't have a touch screen, or Bluetooth, so you couldn't sync your iPhone or Android device.The V10 was labelled the ‘wide body' Camry for a reason, it was bigger inside and out. Toyota was competing for the family dollar and had to produce a car that would accommodate an average family. As a result, the V10 was roomy inside for front and rear seat passengers. Whether in the front or rear you were accommodated in comfort with good head and legroom. Although it had five seats, it really suited a family of five with two adults in the front and three kids in the rear. With three adults in the rear it was a squeeze, particularly for the one in the middle. Along with the roomy cabin there was a generous boot; the sedan's measured 518 litres, the wagon's 690 litres.There were two engines in the V10 range, the 2.2-litre four-cylinder engine that powered the Camry and the 3.0-litre V6 that gave the Camry Vienta its zip.The 2.2-litre four was a fuel-injected twin-cam alloy unit that put out 93kW – 125 horsepower – at its power peak, and 185Nm of peak torque. With the bulk of the V10 Camry the performance with the four-cylinder engine wasn't startling, but it was more than adequate in most circumstances.The gearbox choices were a five-speed manual and a conventional four-speed automatic transmission.For more performance, and refinement, there was the silky smooth 3.0-litre V6, which at its peaks put out 136kW – 182 horsepower – and 264Nm.sportBefore the introduction of the current fuel consumption testing, the four-cylinder consumption was claimed by Toyota to be 6.6L/100 km in town and 10.0L/100 km on the open road; it was claimed the V6 used only a little more at 7.6L/100 km in town and 11.5L/100 km on the open road. Both were recommended to run on 91-octane unleaded petrol, but they can also run on E10 ethanol blend fuel.The gearbox choices were a five-speed manual and a conventional four-speed automatic transmission.The V10 Camry and Vienta weren't tearaway performance cars, they were modest performers aimed at those whose priority was safe, comfortable and reliable family transport. They handled with assurance, went where they were pointed, the ride was supple, and the cabin was a refined and quiet place to be. There was little road noise, and wind noise was kept to a reasonable level.The list of safety features in the V10 Camry and Vienta was a short one.Built before the advent of most of the safety features regarded as common today, the Camry Executive, CSi, CS-X, and Ultima didn't have airbags of any sort as standard. It wasn't until 1994 that Toyota made a driver's airbag available as an option. It was a similar story with ABS braking, which while standard on the Ultima, wasn't standard on the rest of the Camry range, and could only be had as an option from 1994. There were no airbags available on the Vienta Executive, CSi, CS-X, Touring, or Ultima, even as an option. ABS was optional on the Executive, CSi, CS-X and Touring, but standard on Ultima. Lap sash seat belts were fitted to all five seats, which allowed for the fitment of a baby car seat, but being released before 2014 it was too early for ISOFIX child restraints. The V10 Camry and Vienta were also released before ANCAP began testing and rating cars, but suffice it to say they wouldn't receive a high rating if tested today. The Used Car Safety Ratings, published in 2008 by the Monash University Accident Research Centre found the V10 Camry provided an "average" level of occupant protection in a crash.Toyota built a fine reputation for build quality and reliability over many years and there are no better examples of the company's commitment to delivering on its promises than the V10 Camry and Camry Vienta. History says that little goes wrong with them, but with the average example having done 300,000km or more, issues caused by normal wear and tear become the things to look for. It doesn't matter how well they were screwed together at the factory, time and kilometres eventually take their toll on any car. That equally applies to the Camry and Vienta, despite their reputation for being bulletproof. Start by checking for a service record, a Camry or Vienta that has been regularly serviced all its life will give better reliability than a car that hasn't been well maintained.An automatic transmission should engage gears smoothly without hesitation.Look for oil leaks around the engine, they're quite common, and watch for smoke from the exhaust when driving the car.A tiny wisp of smoke isn't something to be worried about, but clouds of black smoke is a sure sign of a tired engine. The engine should also start without any delay, run smoothly and without stumbling or hesitating in any way. While driving, also note the operation of the automatic transmission or manual gearbox. You should be able to select gears without baulking in a manual gearbox, and there should be no noises in any gear when driving down the road. An automatic transmission should engage gears smoothly without hesitation. Check with the seller to establish if the automatic transmission has ever been serviced. Automatic transmissions of this time required servicing and regular oil changes to perform at their best. Old oil is a killer when it comes to auto transmissions. Production of the Camry and Vienta switched from Port Melbourne to the new Altona plant early in 1995, and with it came a new environmentally friendly water-based painting process.It's common now to find the clear coat peeling from the upper surfaces.When new the V10 carried a warranty of two-years/50,000 km, depending on which came first. It was released long before the introduction of capped price servicing, but service costs are reasonable and any competent mechanic can do it. Toyota recommended servicing the Camry every 10,000km/12 months, whichever came first. Both engines had timing belts and Toyota recommended replacing them every 150,000km. MORE: If anything crops up, you'll probably find it on our Toyota Camry problems pageTerry Edwards: I have a 1995 Vienta V6. It’s not cool, but it’s comfortable, has got lots of gear, the engine runs great and doesn’t burn oil. I expect it will keep on going for years to come. Ryan O’Flaherty: The 1996 Camry must be the most underrated car ever. Mine has done 220,000 km and still runs well. The 2.2-litre engine now uses a little oil, but it’s not excessive, it still performs strongly and is economical. The only problem for me is that it doesn’t have airbags, it doesn’t handle great, and rear seat passengers don’t have a lot of room. Jeff Wheatley: I have a 1995 Vienta V6. It’s reliable, comfortable, the boot is huge, it’s easy to drive, has plenty of performance and the economy is pretty good. The only thing I don’t like is the styling.Aging star still going strong as it approaches the end of the road.Built: AustraliaBody: 4-door sedan, 4-door wagonModels: CSi, CS-X, Executive, Ultima, Vienta CSi, Vienta CS-X, Vienta Executive, Vienta Grande, Vienta Touring, Vienta UltimaSeats: 5Engine: 2.2-litre 4-cyl, 93kW/ 185Nm; 3.0-litre V6, 136kW/264NmGearbox: 5-speed manual, 4-speed automaticDrive: front-wheel drive0-100 km/h: N/AFuel consumption: 6.6/10 L/100 km (4-cyl); 7.6/11.5 L/100 kmFuel: 91-octane unleaded petrolFuel tank capacity: 70 litresOil: 10W-40Front suspension: MacPherson strut independentRear suspension: MacPherson strut independentTurning circle: 11 metresSafety rating: N/ASpare: full sizedKerb weight: 1300-1540 kgTowing capacity: 1100 kg (trailer with brakes)Ground clearance: N/A

Back in 1987 when the locally assembled second generation Camry was launched the front-wheel drive mid-sized Toyota was still finding its feet in the local market.With its tried and true formula of good build quality, reliability, practicality and frugality, Toyota had high hopes the Camry would win over the hearts and minds of Australians, and while it proved a winning formula with families and older motorists it didn't cut the mustard with younger buyers who regarded it as bland and boring.Today, it's the renowned reliability that attracts those looking for cheap and cheerful motoring. The Camry first arrived here in 1983 as an import from Japan, but with the introduction of the second generation (SV20) model in 1987 Toyota began producing it at its plant in Port Melbourne. It was a neat, pleasant looking car, with smooth lines and classic proportions, and available as a four-door sedan or wagon with a range of models to suit most needs and wants. Mechanically, it was a conventional front-wheel drive mid-sized car with a choice of four and V6 engines driving through either a five-speed manual or four-speed automatic transmission. The range kicked off with the sparsely equipped SE, which was available as a sedan or wagon. It was only available with the 1.8-litre four-cylinder engine, but there was the option of a manual gearbox or automatic transmission.Topping the range was the Ultima, which was only available as a sedan.Its standard features included an AM/FM radio, a centre console with a storage compartment, remote fuel filler release, intermittent windscreen wipers, and a digital clock. The only option offered was power steering. Next was the CS, which like the SE was available as a sedan or wagon. Similarly it was only available with the 1.8-litre engine, but there was the choice of a manual gearbox or automatic transmission. Its standard features list was slightly longer than the SE's; it had a tilt-adjustable steering column and an AM/FM radio cassette player. The CS-X was also available as a sedan or wagon. It came standard with a 2.0-litre engine and the option of a manual gearbox or automatic transmission. Its list of standard features included four-speaker sound, a power antenna, variable intermittent windscreen wipers, and a centre armrest in the rear.A V6 model was also released in 1988 as Toyota sought a slice of the local six-cylinder market.Topping the range was the Ultima, which was only available as a sedan. It had a 2.0-litre engine and was only available with an automatic transmission. It had the added features of power windows, cruise control, velour trim and a graphic equaliser for the sound system. An Executive model was added to the range in 1988 to appeal to fleet buyers. It was based on the SE, but had automatic transmission, power steering and air conditioning, although the air was manual, not automatic climate control. A V6 model was also released in 1988 as Toyota sought a slice of the local six-cylinder market. It was an imported model and fully optioned. An update in 1989 saw the engine in the SE and CS upgraded to the 2.0-litre twin-cam carburettor engine. The same update also brought improved headlights, suspension and steering. A final makeover, this one in 1991, brought a 2.0-litre multi-point fuel-injected 2.0-litre twin-cam engine, power steering was made standard, and Toyota's corporate badge replaced the company’s name on the grille. Notably, the 1991 update saw the Ultima became the first Australia-built car to be fitted standard with a CD-player. Built long before the advent of most comfort and convenience features regarded as must-haves today, the SV20 Camry doesn’t boast things like Bluetooth, so iPhones and Android devices won't work; there was no sat nav or touch screen, no sunroof, it didn't have parking sensors or a reversing camera and there was no park assist. Aimed as it was at families, the Camry offered decent accommodation for the average five-member tribe. Those in the front were treated to comfortable seating with reasonable head and legroom; the rear was more suited to kids than adults. There was a good-sized boot to carry most of the things families needed to transport. The trim was hard wearing and pleasant cloth, the dash was awash with plastics, but well laid-out and easy to use. At the launch the engine in the entry model SE and the CS was an imported 1.8-litre four-cylinder petrol unit with a single overhead camshaft and single point fuel injection. With 64kW (85 horsepower) of peak power and a maximum of 145Nm of torque performance was modest rather than racy. The engine in the CS-X and Ultima was a 2.0-litre twin-cam with a carburettor, which produced peak power of 82kW. The V6 was a silky smooth double-overhead camshaft 2.5-litre engine that boasted 117kW (157 horsepower) and 245Nm at its respective power and torque peaks.With unleaded petrol introduced in 1986 the SV20 Camry was the first model designed for the new fuel. Introduced in the 1991 update, the pick of the engines was the 2.0-litre twin-cam engine with multi-point fuel injection, which produced 88kW and 171Nm. With unleaded petrol introduced in 1986 the SV20 Camry was the first model designed for the new fuel. It's recommended that Camrys fitted with carburettors are not run on E10 ethanol blend fuel, but those with the fuel-injected engines can be run on the alternative fuel. The transmission choices were a five-speed manual gearbox or a four-speed automatic. The performance was steady rather than thrilling, but it was adequate for the day, whether driving around town where it had sufficient zip to hold its own in traffic, or out on the highway where it could cruise along at the speed limit and have a little left over to overtake. Handling was assured and balanced, without being sports car sharp, braking was solid, and the steering was light. Overall, it was easy to drive with good visibility all round. There was none of the safety features expected in a car today, those in the SV20 had to rely on basic safety features like the structural integrity of the body, the collapsible steering column, and the seat belts. There were no airbags, not even as options, and it didn’t have ABS braking, traction control, or ESP electronic stability control. Those in the front seats had lap/sash seat belts, so too did those in the rear outer seats, but the one condemned to sitting in the centre rear had to make do with a lap belt. Baby car seats could be used in the rear outer seats with the lap/sash belts, but there were no ISOFIX child seat restraints. The Used Car Safety Ratings, published in 2008 by the Monash University Accident Research, found that the SV20 Camry provided occupants with only an 'average' level of safety protection in the event of a crash. Parents often buy the SV20 Camry for their kids, about to hit the road for the first time, on the basis of its reliability and economy. Same with families looking for a cheap and cheerful second car for mom to drive. But it’s not a wise move given its lack of even the basic of today’s safety features. If history is a good guide, little goes wrong with the SV20 Camry, but it has now reached an age (and accumulated kilometres) that means problems should be expected to occur simply because of normal wear and tear. Buying any car of the age of the SV20 is asking for trouble unless you do your homework and shop around for the car in the best possible condition and with the lowest possible odometer reading. By doing that you can minimise the chances of getting stuck with an unreliable lemon. A service record showing regular maintenance is also important, old oil left unchanged will quickly develop sludge and ultimately kill the engine. Dip the oil to make sure it's clean and without sludge. When driving the car look for smoke from the tailpipe that could indicate a worn engine, listen for clunks and knocks from the suspension and steering that might suggest wear, and take note of the way the gearbox operates.Toyota recommended servicing the Camry every 10,000km/12 months.You should be able to select gears smoothly without any baulking in a manual gearbox, and the automatic should engage gears without any hesitation or slipping. Both four-cylinder engines and the V6 have cam timing belts, which should be changed at 150,000km intervals. The SV20 Camry carried a warranty of two years/50,000 km when new. It was released long before the introduction of capped price servicing, but service costs are reasonable and any competent mechanic can do it. Toyota recommended servicing the Camry every 10,000km/12 months, whichever came first. MORE: If anything crops up, you'll probably find it on our Toyota Camry problems page.

In an age when Holden and Ford dominated the market and big six-cylinder cars reigned supreme, Toyota found it hard to break through.