Toyota Problems

The recall involves cars built between June 2005 and April 2007 and is part of a world-wide recall of 1.3 million cars.The carmaker says in severe front-end collisions, the seat belt is at risk of causing a foam pad in the car to ignite.Toyota Australia spokesman, Glenn Campbell, said three cars globally, including one in Australia, had experienced the problem.“There is a possibility that a noise-absorbent insulation could heat up when the seatbelt-tensioner is activated in a crash,” he said.“In extreme cases, this could lead to a post-crash fire.”Campbell said Toyota was contacting customers by mail to have their cars checked and have the faulty insulation removed.“The repair takes less than an hour and will be done at no cost to customers,” he said.The insulation was originally designed to reduce noise but subsequent testing by Toyota has found it does not increase noise levels when removed. 

If you’re a car buyer who lets their emotions run rampant it’s unlikely Toyota figures prominently on your shopping list, but if you’re type to shackle your emotions and rely on logic the Toyota will be at the top of the list.Toyota is often accused of building boring cars, but anyone who cares to delve beneath the bland skin of most Toyotas will find well engineered, well built, reliable cars that keep on going long after the emotional appeal of others has died.The Cressida is just such a car, with bland styling concealing a mechanical masterpiece.MODEL WATCHThe last Cressida was sold here between 1988 and 1993. If you closed your eyes for a moment and listened while someone read you the Cressida’s specs you could be forgiven you were hearing the specs of a traditional Australian big car.A large family car with roomy accommodation for five adults, power from a straight six-cylinder engine, and driving through the rear wheels. It could have been a Commodore or a Falcon, but open your eyes and you immediately knew it wasn’t from Holden or Ford.The bland styling was the give away. It was a basic three-box design, with straight lines, softened only slightly by smoothed edges.It was beneath the skin that the Cressida shone. With a fuel-injected twin cam 3.0-litre straight six belting out 142 kW at 5600 revs, along with 254 Nm at 4400 revs, the big Toyota had plenty of get up and go.When needed it would race to 100 km/h in a little over 10 seconds, and cover the standing 400-metre sprint in about 17.5 seconds.It was quick, but there was much more to the Cressida than speed across the ground. The engine never felt fussed at any time, it was superbly smooth, and returned quite good fuel consumption. Tests at the time had it returning around 10.5 L/100 km on the highway and some two litres more when driven around town.The four-speed electronic auto transmission was an important part of the equation. A torque control compensator cut torque while shifting, making shifts silky smooth, and a lockup converter aided the quest for fuel efficiency.Improved body stiffness delivered a more stable platform on which Toyota’s chassis engineers could build a decent handling package. Revisions to the front suspension, and the introduction of a new double wishbone independent rear suspension improved the Cressida’s chassis dynamics, without compromising the big Toyota’s smooth ride.Larger front discs, bigger pads and a revised pedal ratio boosted the Cressida’s braking performance.Inside there was comfortable, supportive seating for five with plenty of room front and rear for adults. Out back there was a good-sized boot.Standard equipment in the GL included power windows, central locking, power steering, and a decent sound system. Air-con was an option.Add to that alloy wheels, colour coded bumpers and cruise, and you had a GLX, while the Grande boasted ABS, limited-slip diff, leather trim, CD player, and climate control air-con.ON THE LOTThe Cressida is now reaching the end of its useable life on the road, the youngest now more than 10 years old. Dealers rarely handle the Cressida, so the best place to look is the newspaper classifieds or the net.For the GL, sold from 1988 to 1990, pay no more than $7500. Pay up to $11,000 for the GLX, which sold up to 1993, and $12,500 for the Grande, which sold from 1990 to 1993.IN THE SHOPShop carefully when buying a Cressida, but if you do take care you can find a good car that will continue to provide good service for many years yet, even if it’s already showing high mileage.Check for a service record. It’s important with a car of this age to find out how often it has been serviced, and the date and mileage of its last service. Cars are often neglected when they reach the Cressida’s age and it’s important to know this before handing over your cash.Regular oil changes reduce the accumulation of sludge in the engine, which can ultimately strangle an engine to death.The Cressida’s cam timing belt needs changing regularly. Toyota recommends replacing it every 90,000 km, so it’s important to know when it was last changed.Cylinder head gaskets can be a problem once the mileage climbs about 100,000 km. Check service records for confirmation that the coolant has been changed according to Toyota’s recommendation, and the Toyota recommended coolant has been used, although this doesn’t guarantee there won’t be a problem.Oxygen sensors are also a problem, and expensive to replace.The auto transmission can be a problem as the mileage climbs into the mid-100,000 kay region. Cost to rebuild is around $2000.Generally the body and paint stand up well, although it’s worth looking closely for rust around the rear body pillars.Finally, parts for the Cressida are generally expensive.OWNERS’ VIEWSPeter Hague switched from an elderly Commodore to his 1989 GLX a year ago. It has now done nearly 260,000 km and he says it’s terrific. In the time he’s owned it he’s replaced a starter motor, the bonnet struts need regassing, and the driver’s power window no longer works.Geoff King has owned several Cressidas over the years, and currently drives a 1990 model, and rates them all good, well-built cars. He says the engine has a propensity for doing head gaskets at about 100,000 km.Ben Jensen’s first car was a 1991 Grande, which he says is fantastic on fuel and brilliant to drive. The only problems he’s had have been a slight gearbox leak, and a slight differential noise between 90-95 km/h.Steve Williams’ 1991 Cressida has covered only 80,000 km. He says it’s a pleasure to drive, the body is strong, the 3.0-litre engine and auto transmission provides plenty of smooth power, and the suspension and brakes are excellent. He’s had to replace a head gasket.Steve Kioumis has owned two Cressidas and has replaced the head gasket, and has had to rebuild the transmission at 125,000 km. Despite the setbacks he says he appreciated the Cressida’s comfort and performance.Harold Seifman is an NRMA technical consultant who owns a 1993 Grande. It has travelled 117,000 km, and has been regularly serviced, with the oil and filter changed every 5000 km. The problems he has encountered have been a cylinder head gasket failure at 66,000 km, and a leaking rear heater hose leaking at 105,000 km. Apart from those problems it has been super reliable, is smooth, comfortable, quiet, and a pleasure to drive, returning about 10 L/100 km on the open road, and 15-17 around town. Oil consumption is about two litres in 5000 km.Jenny Halloran bought her Grande new in 1992. It now has 217,000 km on the clock, and apart from some minor oil leaks and some work on the air con, she says it has been very reliable, although now starting to use oil.LOOK FOR• solid build quality means few body problems• twin cam six prone to blown head gaskets• superbly smooth ride• brisk performance• check service recordRIVALSVN/VP Commodore – 1988-1993 – up to $8000Nissan Skyline – 1986-1990 – up to $5000EA/EB Falcon – 1988-1992 – up to $6000THE BOTTOM LINEGreat car in its time despite bland styling, but age now means it’s getting hard to find a good one.RATING50/100

The mere mention of the name Corolla conjures up an image of a well-built, reliable and accomplished small car. There is no better example of what the Corolla is about than the AE92 model Toyota unveiled in 1991.The Corolla first arrived here in the late 1960s when small cars wore badges like Morris, Austin and Vauxhall, but while others have long disappeared from local showrooms, the baby Toyota has become the small car benchmark.The sixth generation AE92 Corolla was just such a car, well engineered, well built, and well equipped, and while it’s now nearing the end of its useful life those attributes still make it a good choice for anyone with a limited budget, like those hitting the road for the first time.In the course of the last 40 years the Corolla has grown in size and has moved up a rung in the marketplace. Where it was an entry-level car at launch it has been replaced in that role by the cheap and cheerful Korean cars that have taken over the Corolla’s role in recent years.The Corolla is now a family car for young couples new to the nesting game, it’s also in demand for those at the other end of life who’ve bade farewell to their offspring and want to downsize.When the new Corolla was unveiled in 1991 the Korean tidal wave was yet to land on our shores in the way it would just a few years later, so the small Toyota was still one of the rulers in the small segment.MODEL WATCHAnyone who cared to count would find a staggering 21 models in the Corolla in 1991. Toyota clearly wanted to have a model for everyone, from the budget conscious buyer who was happy to have basic transport to those who wanted a little more comfort in their ride, and on to those wanting a thrill-a-minute from their motoring.With four bodies to choose from, sedan, hatch, liftback and wagon, plus three levels of equipment, SE, CS and CS-X, four engines and three transmissions there was a car for everyone.At first glance there seems little difference between the AE92 and its predecessor, but a closer look would reveal the Toyota corporate logo on the grille in place of the Toyota name, and the edges were smoothed and rounded making for a softer shape overall.The four-door sedan was a pleasant looking car if rather conservative, and aimed squarely at families and older folk. The five-door hatch was smarter with plenty of appeal for younger drivers with its cute lines and rounded tail, while the five-door liftback was the most attractive with its longer, smoother tail. There was also a wagon for the most space.The sedan was available in SE, CS and CS-X levels, likewise the hatch, which also boasted a sporty SX, while the Seca liftback was offered in CS, CS-X and SX variants.All of the engines featured twin overhead camshafts with four valves per cylinder, but not all were fuel-injected at the time of launch.The entry engine was the 60 kW 1.4-litre narrow twin cam, which was fitted with a carburettor and was unique to the Australian market. It was available in the SE sedan and SE and CS hatch, and only with a five-speed manual transmission. Despite its small size it was quite lively, but it was also had a flexible nature which made for smooth unfussed motoring.Toyota also offered a 67 kW 1.6-litre version of the engine, again with a carburettor, which was standard on all CS and CS-X models, and the SE hatch. The five-speed manual was the standard gearbox, but there was a three-speed auto offered as an option on all CS models, and the SE hatch. There was also a four-speed auto, but that was only available at the CS-X level.The wagons had an imported 1.6-litre narrow twin cam engine, which was fuel-injected and delivered 76 kW, but it was the sporty wide twin cam 1.6-litre that got everyone’s attention.That was the 4A-GE engine that boasted fuel-injection along with a sporty cylinder head among a raft of upgrades that combined to produce a powerful peak of 100 kW. In its day it was one of the world’s top performing naturally aspirated engines, no wonder many specialist sports car makers around the world adopted it.Companies like Elfin, Caterham, Westfield and many others who appreciated its performance and packaging have used it. Even today the 4E-GE engine is talked about in reverent tones.Suspension was a combination of MacPherson Strut front and strut rear, same as the previous model, but there was a long list of detail changes that improved the steering feel and handling.Brakes were disc front and drum rear on the base models, but higher models also got disc rears.Steering was rack and pinion without power assistance, but power steering was available as an option.Inside the new Corolla had revised seats offering greater comfort, and a new instrument panel and fascia. All but the base model had a split/fold rear seat, and the upper models also had a fold-up rear seat cushion.At the time of the Corollas release Toyota was involved in the ultimately unsuccessful partnership with Holden that saw Holden release a rebadged Corolla called the Nova.IN THE SHOPThere’s no doubting the Corolla’s build quality, it was of a level that others could only aspire to. The reality, though, is that it now has up to 12 years under the tyres and that means there’ll be plenty of kays showing on its odometer, and no car can escape the ravages of time and kays completely.It’s important to check any Corolla thoroughly before handing over any money. Take your time when looking for a car and seek advice from an expert in the field for added comfort.Although cars as old as the Corolla is now rarely have complete service records, it’s worth asking the vendor for one to get an idea of how the car has been treated.When inspecting the car look for signs of home maintenance as many of these older Corollas are now at the time of their lives where they are being neglected by owners who can’t afford to service them or don’t care.If looked after the Corolla will provide reliable service for some years to come. The engines are reliable if looked after, but will have done the sort of mileage that will require a second cam belt change.Gearboxes are generally troublefree, but the five-speed gearbox is prone to breaking fifth gear. If it jumps out of fifth gear on a road test then walk away.Drivelines tend to stand up well, but look carefully at the rubber boots protecting the drive shaft joints, looking particularly for splits, which might expose the joint to dirt and grime from the road and hasten their demise.Body work stands up well, but local paint can be a problem with metallic colours fading. Interior trim holds up well, but look for heavy wear on the seats.OWNER’S VIEWJustin Cook bought his 1.4-litre Holden Nova new in March '91, and has since covered 285,000 mostly trouble free kilometres. He has had to replace a water pump at 60,000 km, and the alternator bushes, but apart from that he says it has not missed a beat. He expects to replace the original radiator and exhaust soon, but expects to get many more years out of the Nova before it dies. In summary he says he cannot imagine any other car giving such economical motoring, in terms of initial purchase, fuel and maintenance costs.LOOK FOR• high mileage means greater chance of problems so be careful when choosing a car• robust engines generally reliable, but look for signs of neglect• solid body structure holds up well• great handling from responsive chassis• pound for pound performer without peer• Jumping out of fifth gear indicates gearbox woes

At first it was hoped that Toyota was going to have a real crack at the big Aussie car market when it dropped the Avalon into its showrooms in 2000, but it’s now hard to believe that the company was serious about taking on the big two at their own game.That’s not to say there’s much wrong with the Avalon, but there’s not a lot that would convince a traditional Falcon or Commodore buyer to switch brands. You’d have to think the Avalon was really aimed at the committed Toyota buyer who valued the build quality and reliability that are the hallmarks of the Toyota brand, but wanted a bigger car than the Camry.It should have been obvious from the start when it was realised that the Avalon was already an outdated model from the US, was front-wheel drive in a rear-wheel drive market, had a 3.0-litre V6 motor when the market leaders had V6 motors a litre larger, there wasn’t a V8 option, and there wasn’t a wagon. On top of that Toyota said it hoped to sell around 25,000 Avalons a year when Holden and Ford were selling three times that many.All of that aside there were plenty of people who appreciated the Camry with its reliable mechanical package, refined road manners and clearly superior build quality. They are the things that mark Toyotas out, so when the company offered a full sized family four-door there was a ready made market among those Camry buyers who wanted a bigger car, even though that market might have been relatively small. The Avalon was, at the very least, able to keep those owners driving the Toyota brand.The Avalon was notable for being the first real challenger to Ford and Holden since the ill-fated Leyland P76 back in the 1970s. Thankfully that’s about the only thing the Avalon had in common with the P76, which was a brave but flawed attempt to break the stranglehold of the big two car makers on the big six-cylinder market back in the 1970s.If there was something familiar about the Avalon it was probably that it was essentially the same car that Toyota had built and sold in the US from the mid-1990s. That model had already been replaced in the US when it was picked up by Toyota for local production here.It wasn’t a straight transplant of the US model, however, as Toyota’s local engineers made lots of changes that made it more suitable to the local conditions than the US model would have been.The Avalon was to be the Camry’s big brother, built alongside the Camry at Toyota’s Altona plant in Melbourne, and there were lots of detail changes made to make use of parts that were readily available from the Camry.Apart from a new grille the styling remained pretty much the same as the US model, and being five years or so old when it was launched it was very dated. Add to that Toyota’s penchant for bland designs, at least on its mainstream family cars, and you have the recipe for a car that blends beautifully into the background. Stand-out styling was definitely something the Avalon didn’t have in common with the P76.Sizewise the Avalon was wider and longer than the Camry, and had considerably more leg room front and rear, as well as a generous boot. Lined up alongside the Commodore of the time it was only a few millimetres shorter than the Holden. From a size perspective there was no doubt that the Avalon fell into the big six class.There was just one engine made available, but that was the refined 3.0-litre overhead cam fuel-injected V6 that also powered the Camry. Peak power was 145 kW at 5200 rpm and 284 Nm at 4400 rpm.The only trans of choice was a four-speed auto; Toyota couldn’t see any justification in making a manual available when the vast majority of cars in the class were autos anyway.When asked for an effort the Avalon would accelerate to 100 km/h in 8.9 seconds and cover the standing 400 metre sprint in 16.5 seconds, both times comparable to those posted by the Commodore and Falcon.One huge difference between the Avalon and the big two was in the drive, the Avalon driving through the front wheels instead of the rear as local tradition dictates. Still that shouldn’t really be a major handicap as we’ve had front-wheel drive cars for long enough now to know that the disadvantages of driving the front wheels are minimal for most people.On the road the Avalon was smooth and refined with little wind or road noise to disturb the inner peace.The interior was well laid-out and functional if not terribly attractive, dominated as it was by typically bland Toyota plastics and trim.Entry model was the Conquest, which had an adjustable column, dual front airbags, trip computer, super sound system, and central locking. Air-conditioning was an option. Moving up the food chain there was the CSX, which had side airbags in the front, air-con, ABS, cruise and CD sound. The VXi boasted even more, and the Grande had the lot.With early Avalons getting up to the mileage when they need a major service it’s important to check the service record. If it’s showing around 100,000 km make sure the major service has been done, or you can perhaps negotiate that into the price.Generally the Avalon performs the way most Toyotas do, very reliably. Front tyre wear can be a problem so look carefully at the tyres, and that means front and rear because heavily worn front tyres may have been switched to the rear.Brake wear seems reasonable, but be prepared to replace pads, and maybe machine the discs at 50-70,000 km.Other than those relatively minor issues the Avalon is a rugged and reliable car that remains tight over the years and develops few squeaks or rattles.David Courtney drives an Avalon as a company car. He likes the interior and boot space, comfort, the performance and fuel economy, and its impeccable reliability. His only criticism is its blandness.Darren McMurray shares Courtney’s views, but has overcome his reservations about the styling with “a good set of alloy wheels, a rear spoiler and the optional mesh grill, all of which were Toyota options”, which have given the car true street-cred.Graham Palm is another satisfied Avalon owner, praising its comfort and roominess, as well as its willing engine and low fuel consumption. His only complaint is its turning circle, which makes it awkward to manoeuvre.Mark Pendlebury flirted with a Commodore before getting into an Avalon and nothing would convince him to go back. His needs were good power and economy, space for his growing children, ability to tow, a sorted suspension, and sound engineering, and he found that and more in the Avalon. That said he would like more mid-range performance from the engine, and more support in the seats.Jenny and Bill Heggie expressed concerns over the way the front tyres scrub out on their Avalon requiring regular wheel alignments, but are still more than happy.Unlike other owners Jim Thomson reports less than satisfactory fuel consumption – about 15 plus around town and 10 plus on the open road – and dealers have told him nothing can be done about it. Others report 10 round town and nine on a trip, which suggests Jim’s needs some attention.Trevor Fry reckons the V6 is extremely smooth and powerful enough. Interior space is extremely generous and back seat passengers always remark on the huge rear seat area. He has no problems towing or launching his five-metre tinnie. While he’s aware it is not the greatest looking car, it is just perfect for him.• Toyota build quality means tight bodies and even panel gaps with few squeaks and rattles showing up as miles build.• 3.0-litre V6 is smaller than others in the big six class but it makes up for smaller size with silky smoothness and good fuel consumption without losing much in performance.• Lots of interior space from front and rear passengers and big boot capable of carrying lots of luggage.• Handles and tows well despite being front-wheel drive in a rear-wheel drive market.• Typically bland Toyota styling is a turn-off for some, but look beyond the blandness and find a thoroughly competent car.• Don’t bother looking for a manual trans or wagon, as Toyota didn’t offer either. There is plenty of choice with the sedan line-up and all are well equipped.

It has always been held that racing improves the breed and there was a time when it clearly did, but it’s harder to make that connection today. Trying to make a connection between the current marketing driven Supercar V8 racing and today’s Commodore or Falcon is difficult if not impossible.It isn’t as hard to connect our daily drivers to the rally cars that compete in the bush and have led to some awesome road cars such as the Subaru WRX.Before REX the benefits of rallying could easily be seen in cars like the four-wheel drive Toyota Celica GT-Four Group A Rallye, an in-your-face rally-bred road rocket Toyota built for the World Rally Championship.Five thousand GT-4 Group A Rallye Celicas were made and 150 found their way to Australia late in 1991.MODEL WATCHThe Celica was generally regarded as a “hairdressers” sports car, one that had more show than go, but the GT-Four Group A Rallye couldn’t be described thus. It was an extrovert that gave out all of the visual signs that said it was a car not to be messed with.The guards were pumped out and contained some pretty heavy-duty rubber, there was a new nose with larger openings to aid airflow through the radiator and intercooler, and a new bonnet with the vents letting the air from the intercooler exit uninterrupted. A rear wing mounted on the rear hatch spelt performance-plus to those gasping for air in its wake.At the heart of the GT-Four Group A was a 2.0-litre twin cam four-cylinder engine with four valves per cylinder and fed by a turbocharger breathing through a liquid-air intercooler.Engine cooling played a major part in Toyota’s thinking when it came to the GT-4 Group A. The air intakes in the bumper were large, much larger than the stock GT-4, as were the air outlets in the bonnet.Another measure taken to ensure the engine stayed out of the red zone was the auto switch off feature on the air-conditioning system when engine cooling became the priority.The need for speed meant the GT-4 Group A was only available with a five-speed manual gearbox, there was no auto option.The gearshift lever had a reduced throw and the ’box was beefed up with stronger synchromesh rings.Included in the drive train was a viscous coupling for a centre diff and a worm-geared Torsen diff for the rear final drive.With 153 kW on tap at 6000 revs, and 275 Nm at 3200 revs, the GT-4 Group A Rallye had plenty of punch although its high level of traction made it testing to get off the line with any urgency.As a result it took some time to get going, requiring almost nine seconds to reach 100 km/h, and taking 16 seconds to account for the standing 400-metre sprint.Underneath the Celica GT-4 Group A Rallye employed struts, coil springs and anti-roll bars at both ends. With nicely weighted power-assisted rack and pinion steering giving good road feel the sporty Celica had good overall handling whether the road was a series of twists and turns or flowed.Brakes were discs all round with the added safety of ABS anti-skid electronics.Inside the three-door hatch there was seating for two adults up front, and only occasional seating in the rear. Those consigned to the rear were in for a cramped ride indeed.Not surprisingly for a car which sat atop the model range the Celica GT-4 Group A Rallye came with a long list of features, which included air-conditioning, power windows and mirrors, central locking, four-speaker sound, CD player, and alloy wheels.IN THE SHOPYou need to be very careful about condition, remember these cars were bred for rallying and some will have found their way off the blacktop and into the forest. If you suspect a car has been used in competition walk away.Look for scrapes and scuffs on the bodywork, chipped and faded paint, and gravel rash. They’re all signs of rally use.Also check for any modifications made by previous owners in pursuit of more performance. They could include engine modifications or suspension upgrades, but all should be checked out for the quality of workmanship when fitted.Even if a car hasn’t been used in competition there is every likelihood that it has been driven enthusiastically so check for a service record to ensure the oil has been regularly changed and it’s had new filters as recommended.Remove the oil dipstick and inspect the oil, which shouldn’t be cloudy or dark, and lift the oil filler looking for sludge inside the engine.When driving make sure the gears engage smoothly and without any reluctance going up or down the ’box. Listen also for drive line clunking or whining.Toyota interior trim stands up quite well so there shouldn’t be any damaged interior trim fittings or seats.A car that has been in daily use will have racked up in excess of 200,000 km, but many will have been pampered and driven mostly for pleasure on weekends. Look for one of those.IN A CRASHThere were no airbags offered in the GT-4 Group A Rallye Celica, it was all about primary safety with permanent all-wheel drive, an agile and responsive chassis, four-wheel disc brakes and ABS to avoid a crash.OWNERS SAYFormer Rally driver Roger Moll was fortunate to find a mint condition 1991 Celica GT-Four Group A that had done just 70,000 km and spent much of its early life locked away in a shed. It’s standard apart from a boost controller, but still has the factory set fuel-cut. Moll says it’s no Subaru WRX, but it goes quite well. It has good midrange power, but is sluggish off the line. He says it understeers and needs an active centre diff to improve it.LOOK FOR• Tough sporty styling• great handling on and off road• Good overall performance• good resale as a collector car• reliable engine and gearbox• safety of all-wheel driveTHE BOTTOM LINEGreat dynamics and remarkable drivability made for a rewarding driving experience.RATING70/100

It’s always been hard to pigeonhole Toyota’s Celica. Is it a sports car? Is it a stylish cruiser? What has made it hard is that Toyota doesn’t seem sure either, and keeps changing it to suit the moment.Take the all-new fifth generation Celica SX Toyota released in 1989. The previous model had quite a hard edge that appealed to sports car enthusiasts, but the new model was soft and slinky, presumably aimed at a trendier buyer.Gone was the sharp twin cam sports engine that got everyone excited, replaced with a softer unit lifted from the Camry. Nice and reliable, but none too sporty.Toyota execs argued long and loud that the softer Celica was what its customers wanted. It would be a roaring success, they said at the time, and they were right.There were more buyers for a smooth coupe that looked good cruising the fashionable streets round town than there were for a rip-roaring sports coupe that could eat up a lonely country road.MODEL WATCHToyota’s marketing director at the time of the launch, Bob Miller, said the new Celica represented the start of a new era for the company, one in which the company would produce cars that were “good value for money”.The 1990s would be a decade of “cost-effective” motoring, Miller said. Helps explain the bland Camrys, Avalons, and other models Toyota has produced over the last 10 years or so.The new Celica was conceived as a car with broad appeal. It was unashamedly aimed at women in the 25-39 age range.At the time the Celica’s styling was regarded as leading edge, stretching the boundaries of acceptability. It was reckoned to be ugly from some angles, awkward from others, one that you would either love or hate. Looking back, given what’s happened in styling in the 15 years since it was launched, it’s hard to understand the criticism.Perhaps it was that the styling was a little to advanced for tastes of the time, because it’s smooth rounded shape stands up quite well even today. A clean well kept Celica still looks sharp rolling down the road now.Toyota offered two body styles, a Coupe and a Liftback. The Liftback was longer, higher, but narrower than its predecessor, the Coupe was even longer again. It was also significantly stiffer.The engine was a major talking point at the time of the launch. Instead of the lively GE twin cam engine, which used a belt to drive the second camshaft, the new 2.2-litre FE engine employed a system of scissor gears to operate the second cam and was rather lethargic by comparison.While the old GE engine was missed, the new one did put out more power and torque than the old 2.0-litre FE engine it was effectively replacing. When compared to the old FE unit power was up 12.5 per cent to 97 kW at 5400 revs, and torque jumped by 13.5 per cent to 194 Nm at 4400 revs.There was a choice of five-speed manual and a new four-speed auto. The manual boasted a heavier clutch, while the auto had shorter ratios and a more efficient torque converter.Underneath the swoopy skin lay revised springs, shock absorbers, and geometry. Brakes were discs all round, with larger diameter discs and 22 per cent more pad area for better braking effectiveness.Alloy wheels were standard, and fitted with 185/65R x 14 85H tyres.The Celica’s interior was more ergonomically laid out, with many of the major controls moved to within easier reach of the driver. There were also a host of standard features, including a tilt steering wheel, power windows and mirrors, central locking, tinted windows, remote boot and fuel filler release, seat height adjustment, full instrumentation, and four speaker sound.There was a minor facelift in 1991, which brought more aggressive front styling, three kilowatts more power, new alloy wheels, and a CD player.IN THE SHOPWith the Celica SX now moving into the last stages of its useful life it pays to shop around in search of a car in good condition that has been well maintained.A well maintained Celica, even with 200,000 km under its tyres, will have plenty of life left in it. Toyota engineering and build quality mean the Celica will stand the test of time and distance so don’t be afraid of high mileage when you see it.Check for a service record that can be verified, and make sure the cam belt has been serviced according to Toyota’s schedule. Cars at the higher end of the mileage scale will be coming up for a second belt change so be prepared for the expenditure that goes along with that.Engines are generally robust, but dip the oil, look for oil leaks, and remove the oil filler cap and peer inside for any sludge that might be there.The gearboxes generally give little trouble. The manual can have problems with fifth gear, so listen for gear noise while test driving, and the autos can have rear bearing problems at high mileage. Be prepared to service the auto once the odometer ticks over the 200,000 km mark.Toyota body and trim last quite well in Australian conditions, although you can expect to find some paint fade if it hasn’t been regularly waxed and polished, and some fading of the exterior plastic parts.LOOK FOR• reliable mechanical package even with high mileage• soggy performance from softer twin cam engine• smart stylish Coupe that has held its looks• convenience of Liftback• well equipped with plenty of standard featuresTHE BOTTOM LINERenowned Toyota reliability in a stylish Coupe, or Liftback, that still looks good today. Soggy performance was a disappointment and meant it was labelled a ‘hairdresser’s’ car.RATING70/100

If you’d nodded off in the late-1990s and snoozed through the next decade or so you’d be amazed at the change that had taken place on our roads while you were off in slumberland. Back in the late-1990s there would have been a lot of four-wheel drives on the road, sure, but nothing like as many as there are now.When you went to sleep a typical four-wheel drive was a huge monster that was built to conquer the toughest conditions it might encounter in the bush, but there’s been a revolution in the past decade or so and the majority of four-wheel drives are now much lighter wagons that are more likely to be seen on the school run or supermarket scramble than the outback.The vast majority of four-wheel drives now sold rarely leave the bitumen, and the result is a new generation of wagons with the high viewpoint of a four-wheel drive, but with more safety and better handling and comfort than the traditional off-roader. The trade-off is in their off-road capability, but if you don’t plan to go bush that’s immaterial.Toyota’s RAV4 was one of the first so-called soft-roaders to cash in on this trend. It was conceived as a funky little multipurpose wagon that looked good round town, and was still quite capable if its city slicker owner decided to go away for a weekend in the bush or to the beach.In subsequent years the RAV4 has grown into a vehicle that is more likely to transport the family as four-wheel drives have gained in popularity as alternatives to boring station wagons.MODEL WATCHThe RAV4 was shown to the world for the first time at the 1989 Tokyo Motor Show, but it didn’t become a production reality until early 1994, the year it arrived here.The first RAV4 was really aimed at the funky few, who wanted to look like they went bush or beach while they cruised around the trendy suburbs of our major cities.At first it was only available as a compact, a short wheelbase three-door hardtop, although it would also later become available as a long wheelbase wagon.It boasted the same monocoque construction we normally associate only with regular cars, and that gave it strength and rigidity. It also allowed designers to create front and rear crumple zones which gave it better crash protection than most regular four-wheel drives, and with side intrusion bars and optional airbags it was quite a revelation in off-roader safety.Monocoque construction was not only a boon for safety it also provided a stiff and stable platform on which quite reasonable handling could be built. Of course the high centre of gravity meant its handling could never be as sharp and precise as a normal family sedan or wagon, but it was clearly a step up for ponderous four-wheel drive wagons.Power came from a 2.0-litre double overhead camshaft fuel-injected four-cylinder engine that developed a healthy 96 kW at 5800 revs and 180 Nm at 4400 revs, which was enough to give the RAV4 punchy performance on or off the tarmac.There was a choice of five-speed manual or four-speed auto. The rear diff was a limited-slip unit, and drive was constant four-wheel drive, with a centre diff that could be locked when greater traction was needed in rough going.Under the curvaceous skin there was independent suspension that delivered a comfortable ride with quite reasonable handling, along with quite competent off-road capability.Brakes were a combination of disc front and drum rear, and ABS was available as an extra-cost option.Inside, the RAV4 was typically Toyota, neat with quality plastics and cloth-trimmed buckets for the front occupants and a flexible split-fold bench in the rear.Flexibility was a key to the RAV4’s interior. The rear bench seat could be split and folded to provide plenty of carrying capacity, and if needed all four seats could be laid flat for overnight accommodation.Mud flaps, body side protection mouldings, power steering, a radio/cassette sound system with four speakers, and tilt steering column came standard, while options included antilock brakes, air-conditioning, sunroof, driver’s airbag, a Cruiser dress-up pack, and a Safety Pack.RAV4 grew up in 1995 when Toyota added a long wheelbase five-door wagon to the range. It wasn’t then just a fashion statement; it had become a practical full-sized family wagon. Its appeal was widened even further in 1998 when a three-door soft-top was added to the range.IN THE SHOPMechanics report few problems with the RAV4. Older cars with higher mileage may show some minor oil leaks from the engine, but these are routine rather than cause for concern.The engine is basically the same as that in the Camry, which has shown itself to be quite trouble-free. Same goes for the drive line, although one mechanic reported two instances in which the manual five-speed was jumping out of fifth due to wear in the ‘box. Both instances were at quite high mileages.Interior trim stands up well to the ravages of the harsh local sun, so expect little deterioration inside.Likewise the exterior stands up quite well, but it’s worth checking the body and underbody thoroughly for obvious signs of bush bashing. On the outside look for scratches down the sides, heavy dust in door jams, hinges and other body equipment, while underneath look for bashed in bodywork, flattened exhausts and dings on suspension components. So few RAV4s have gone offroad in any serious manner that you’re unlikely to find much damage.The trade reports that the cost of body components is quite high, even with components like reflectors, tail light lenses, and bumpers etc., so it’s worth making sure none of these need replacing.As always look for a service record that shows consistent servicing that can be verified.LOOK FOR• good blend of on-road manners and off-road capability• good visibility from high driving position• strong and stiff construction• comfortable ride and acceptable handling• funky styling• good reliability

Toyotas have a reputation for being rugged, reliable and well built, but at the same time they’re regarded as bland and boring. The Camry is all of those. It always has been, but while it might not excite the senses it is justifiably popular with used car buyers who prefer reliable, economical motoring.Even Toyota execs admit the Camry isn’t terribly exciting. On the quiet they’ll tell you that its strongest following is among 50-somethings who rate reliability and low running costs above sexy styling and punchy performance.Toyota would love to increase Camry’s appeal to younger buyers, and the latest model boasts much more adventurous styling which should help their cause, but there were no such thoughts when the locally-assembled second generation Camry was launched in 1987.Toyota’s aim then was to win the hearts and minds of Australian families with its tried and true formula of good build quality, reliability, practicality and frugality.It proved to be a very successful formula, as evidenced by the thousands of Camrys that are still going strong today.MODEL WATCHThe Camry was first launched in 1983. It was one of the company’s first front-wheel drive cars, and was Toyota’s answer to the oil crises of the 1970s when there was a real threat to the supply of oil from the Middle East.Some car companies at the time downsized their models; others put them on a diet to make them more efficient. Toyota turned to front-wheel drive for the benefits of packaging front-wheel drive offered and produced the mid-sized family car they called Camry.The first imported Camry was a moderate success, building a loyal local following, but it was in May 1987 when Toyota switched its local production from the Corona to the all-new Camry that it really became popular.The pleasant new SV20/21 Camry was more appealing than its rather angular predecessor. It was available as a conventional three-box sedan or wagon, and had a softer, more rounded shape that was practical and provided good visibility all round which made it easy to drive and easy to park.It was heavier than most of its rivals, which made it a safer place to be in the event of a crash. The heavier construction also translated into longevity as it remained tight over time when its rivals became loose and full of creaks and groans as they aged.Inside there was plenty of room for the average Aussie family with enough features to ensure that it was comfortable. Air-conditioning was optional. Cloth trim was pleasant and hard wearing and has stood up to the ravages of time and temperature quite well.Power steering was also optional on early models, and the steering effort on those cars is a little high. Later cars came standard with power steering and are much more pleasant to drive.Initially the base model had a 1.8-litre single overhead camshaft four-cylinder engine and single-point fuel injection that was miserly if not overly powerful, which meant performance was modest rather than racy.Despite this it was reliable and cheap to run which made them particularly popular with families and older customers who appreciated its outstanding practicality and economy of operation.For those wanting more there was a 2.0-litre twin overhead camshaft engine with multi-point fuel-injection which was optional on the base model but standard on the upper levels and was the pick of the Camry engines.A 1989 update brought improved handling and a 2.0-litre carburettor engine in place of the 1.8-litre base engine of the earlier model.The last update of the second generation Camry was in 1991 when the 2.0-litre twin cam engine became standard on all models. Look for the extended front spoiler and the now familiar Toyota badge that replaced the Toyota name on the grille.The neat Camry gave way to the “Wide Body” model in 1993IN THE SHOPLittle goes wrong with the SV20/21 Camry as long as it is regularly serviced.Most are looking neat and tidy on the road despite entering the twilight of their motoring lives with odometer readings now reaching well into the 200,000 km region.The engines are generally robust, but the cam timing belt must be replaced at around 100,000 km intervals. Cam belt tensioners also need attention as they wear and the belt can easily jump a tooth or two and then you can be in deep trouble with the potential for extensive internal damage.The auto and manual gearboxes give little trouble, but noisy drive shafts are not uncommon.Overall oil leaks are not generally a problem, although it is not uncommon to find oil leaks from the power steering.LOOK FOR• Pleasant styling that has aged well• Peppy performance of 2.0-litre twin cam fuel-injected engine• Good build quality• Impressive reliability• Roomy accommodation for family• Ideal first car for young drivers starting out

The Paseo is one of those cars that get left behind whenever there’s a choice of cars to drive home, but it shouldn’t simply be dismissed as unworthy of a second look. Tucked away below the Celica in the Toyota model range it was easy to miss, or dismiss the Paseo. There wasn’t much wrong with it, it was a well engineered and built small coupe, but it simply lacked character.It first arrived here in 1991 as an affordable and stylish small coupe positioned below the Celica, but over time its price crept up until it became too expensive for what it was. By 1995, before Toyota unveiled the new model, its price was too close to that of its bigger brother for comfort and sales had slumped.The 1995 model was Toyota’s attempt to redress the situation. The model range was simplified and the price adjusted downwards to make it more desirable.At first sight the Toyota Paseo introduced late in 1995 seems like a mild makeover of the previous model, but it was much more than that. There was enough change to consider it a new model in its own right.Let’s be kind from the start, the Paseo might have looked like a sports car, but it didn’t possess enough of the key things that make a sports car stand out to consider it anything other than a stylish small coupe.There was just one specification available in the simplified model range Toyota released, and that generally fell midway between the base and upmarket versions of the previous model in terms of equipment.If you took a quick look you could be forgiven for thinking that Toyota had pulled a con with the new Paseo, it looked so much like its predecessor. A longer look would reveal a new car with an aggressive new profile and all-new sheet metal.There was now longer a grille, the front bumper was revised and incorporated the air intake, the roof line was sleeker forming more of a fastback than the previous model which had a more defined coupe roof line.Larger rear quarter windows made the interior much lighter, but unfortunately it couldn’t do much to increase the room inside the Paseo, which was cramped. Average sized adults found it very cramped in the rear, with limited legroom and minimal headroom making the experience uncomfortable at best.If rear seat roominess wasn’t a priority the rest of the Paseo’s interior was quite acceptable. The front seats were new and trimmed in a light grey material, which helped make the interior lighter.The list of standard features was quite long, with sports instruments, a four-speaker sound system, power mirrors and windows, central locking, cup holders and a tilt adjustable steering column.Outside it had body coloured bumpers, a neat rear spoiler, rear window wiper and full dress hub caps over steel wheels.Power was from a 1.5-litre double overhead camshaft fuel-injected four cylinder engine that put out 69 kW at 5400 revs and 136 Nm at 4400 revs. The numbers tell the story, the Paseo is no fireball.Power delivery was smooth and steady making the Paseo a nice driver rather than a zippy road rager.Transmission choices were a five-speed manual or a four-speed auto.On the road the Paseo was competent rather than breathtaking, its handling well balanced and ride comfortable.Brakes were a combination of disc at the front and drum at the rear, with ABS available as part of the optional Safety Pack which also included a driver’s airbag.The Paseo is generally a reliable little car and little goes wrong with it on a regular basis. Look for a well cared for car, with low mileage if possible, and definitely seek one with a service record.Check for crash repairs, dropped doors, varying panel gaps, and paint mismatches.A driver’s airbag was part of optional Safety Pack, which also included ABS brakes. A passenger’s airbag also became available as an option from 1996, and seat belt pretensioners were added as a standard feature from March 1998.Sybil Coppock’s short stature dictated her car be one that gave her confidence in all driving conditions, but most importantly good vision. After test driving several vehicles she settled on a new 1996 Paseo. It has now done 86,000 km and has met all her expectations for reliability, economy and performance. Her only complaint is the poor design of the boot lock emblem which swivels to allow the key to be inserted and has twice failed, and she says the lack of room in the rear seat would make it cramped for a person of average size.• Sleek fastback styling• cramped interior, particularly in the rear• renowned Toyota reliability and build quality• modest performance• safe handlingWell built attractive small coupe perfect for the beginner driver.

You have to hand it to Toyota, when it sets out to do something it usually does it well. In the case of the Echo, though, it’s probably a case of doing it too well. The Koreans changed the hatch market when they brought in the concept of the cheap and cheerful chariot with low driveaway pricing that made it tough for the big established carmakers to compete.Toyota, the car maker that has to be involved in every market segment going, had a crack with a couple of models, but barely landed a punch on the segment stars from Seoul. The problem was that the Toyotas were always priced at a premium, the company believing that discerning buyers would pay more for a well-engineered car that boasted an array of technology the Koreans couldn’t match.But the small hatch market wasn’t tuned to sophistication, buyers were happy with the Korean ‘drive away, no more to pay’ concept, which made it tough for Toyota. Price was the key ingredient to success and carmakers like Toyota had problems matching the Korean stickers.So it was with the Echo, a well engineered little hatch or sedan that delivered a level of technology, build quality and standard features that set it apart from the main players in the segment. Unfortunately it also came at a price that set it apart.MODEL WATCHThe Echo was a breath of fresh air after the stodgy Starlet, Toyota’s previous entry in the small hatch segment. Unlike its predecessor the Echo was smartly styled, undoubtedly aimed at the young and cool, who bypassed the Starlet in droves.It came as a three-door hatch in base form, but was also offered as a more practical five-door, and the oldies were looked after with a booted sedan. While the hatches, the three-door in particular were attractive, the booted sedan looked like a styling afterthought, it wasn’t in the least appealing with its boot looking like it had been stuck on at the last minute when it was too late to do anything better.The swoopy design of the exterior was carried through to the interior, which was well laid-out with a central dash pod and had plenty of useful storage bins and boxes for all of life’s daily necessities for the young on the run.For power the Echo hatches had a double overhead cam 16-valve 1.3-litre four which boasted Toyota’s VVTi variable valve timing system to ensure it had enough zip to keep it competitive. The fuel-injected powerplant had class leading power with peak power of 63 kW and top torque of 122 Nm.The sedan relied on a larger, more powerful motor. At 1.5 litres it also had double overhead camshafts, four valves per cylinder, variable valve timing and fuel-injection, which all went together to produce 80 kW and 142 Nm.Transmission choices were a five-speed manual, which had a nice shift in the usual Toyota manner or a four-speed auto.Steering was non-assisted rack and pinion on the hatches at the launch in 1999, but power steering became standard in 2002. It was standard from the outset on the sedan.Standard features on the three-door included a driver’s airbag, adjustable column, cloth trim, engine immobiliser, and radio cassette sound with a couple of speakers. Add to that a CD player and a couple more speakers and you have the standard features of the five-door.The sedan also boasted a remote control boot release, and a CD player from 2002 when it also got remote central locking.ON THE LOTThe trade has a nickname for the Echo, which for reasons of good taste won’t be repeated here, but suffice to say it isn’t kind. It is in fact a reflection that they are hard to sell on the used car market. Few wholesalers will handle them, and dealers aren’t keen to have them in their yards because they move so slowly. If you really want one, and why not, look for an independent dealer with one sitting in his yard, and haggle hard as you might just negotiate yourself a bargain.1999 Echoes will have around 50,000 km on the clock, and you’ll pay up to $13,000 for a three-door hatch, $1000 more for a five-door hatch, $1200 for a four-door sedan. Add a further $2500 for ’02 models.IN THE SHOPEchoes are still showing low mileage and won’t have reached the point they need a major service involving a belt change and the like, but it’s worth checking for a service record for peace of mind.Toyota engines are generally bulletproof as long as they are serviced so don’t expect any problems under the bonnet. Same goes for the transmissions and driveline.Likewise there doesn’t seem to be any major problems with the suspension, steering or brakes. Even after clocking up 75,000 km in short time our reader from the NSW south coast hasn’t had to replace brakes.Trim and body work stands up well in typical Toyota style so don’t expect bits and pieces to fail off, distort or break. Seating trim is generally hard wearing, will show signs of wear on sides of driver’s seat, but it’s nothing to be concerned about.Generally look for dings and dents along the body sides, and corners of the bumpers, which might indicate a careless or uncaring owner. Look of course for colour mismatches, distorted panel seams and poor fitting doors, bonnets and boots that might indicate crash repairs.OWNERS VIEWMichael Pitt’s wife thought the Echo looked “nice”, she also liked the colour, which he admits is no way to buy a car, but despite the unusual purchase process he says he’s happy with it. He says it’s comfortable and economical, he reports 5.7 L/100 km, but is critical of the road noise, its susceptibility to side winds and says its ventilation is poor.Casey Padey has racked up 75,000 km in just two years at the wheel of her Echo, mostly travelling to and from Sydney from her south coast NSW home of Mogo. She loves its looks, says it’s cute, and has had no problems with it.LOOK FOR• Cute styling makes it a stand out in the generally boring hatch market.• VVTi four-cylinder engine gives it the performance to match hatches with bigger engines• Renowned Toyota reliability means relatively trouble free run in the long term• Practical interior with comfortable seating and lots of useful storage• Little side protection against parking lot scrapes• Capable little hatch around town or on the open roadRIVALS• Daewoo Matiz – 1999-2002 – $8600-$11,100• Daihatsu Sirion – 1998-2002 – $9000-$15,500• Mitsubishi Mirage – 1996-2001 – $10,000-$13,800