Toyota Problems

In an effort to turn the tide against relative newcomers Hyundai, Daewoo and Kia, Toyota introduced the Starlet in 1996.Sales of mini cars were booming. Such was the sector's strength that Toyota felt compelled to be part of the action, partly in an effort to regain market leadership it had lost because of booming sales of cars such as the Hyundai Excel.The Koreans, particularly Hyundai, were dominating the segment with attractive driveaway pricing that many manufacturers, including Toyota, simply couldn't match.At the time Toyota didn't have a mini car on the local market. They relied on the strength of the Corolla in the small-car arena.  But the mini cars were smaller and cheaper than the Corolla. And, despite its popularity with Australians, it couldn't compete in the cut-throat mini market.The well-built Starlet was new to Australia, but had been a top-selling badge in Japan and New Zealand for many years. So while it was unknown here, it came with a good pedigree. Importantly for car buyers who didn't yet trust the Koreans, it had a Toyota badge.When the Starlet arrived in August 1996 the model had only just been released in its home market.  Its styling wasn't anything to write home about, being rather plain in the way of most Japanese cars at the time. It was inoffensive, even pleasant, in a market that can easily be spooked by anything even slightly radical.The real appeal of the Starlet was the assurance of quality and reliability that came with the Toyota badge.  In a market dominated by Korean cars that were yet to fully gain the confidence of the car-buying public, the Toyota promised quality, refinement and reliability, even if it wasn't quite as cheap as the price leaders from Seoul.Toyota offered two body styles, both hatches, with either three or five doors, and a choice of three models offering a range of standard equipment. All had a nippy 1.3-litre 16-valve four-cylinder engine that delivered good performance for the class.It pulled well, with plenty of punch for overtaking, and had good fuel consumption. There was a choice of a five-speed manual gearbox and an auto.  The auto was an extra cost option ($1500) and, disappointingly, was only a three-speed.The three-door Life was the price leader, and boasted standard features like a headlights-on reminder, intermittent wipers and a radio/cassette sound system with two speakers.  The Group X had, in addition, a rev counter, four speakers, rear headrests, driver's footrest, cup holder and body-coloured bumpers.At the top of the range was the five-door Style which, as well as the Group X features, had power steering with tilt adjustment for the steering column.  Options included airconditioning, dual airbags and ABS.A new model, Max Life, was introduced in 1998 with 13-inch alloy wheels, a CD player and a rear sun shield as standard equipment.  There were a few criticisms of the Starlet when it was launched.The rear seat room was thought to be insufficient, suitable for a couple of kids or smallish adults.  It would definitely be too tight for a couple of brawny wharfie types, but then it was unlikely you'd ever find a wharfie in the back seat of a car called a Starlet.There was also some criticism of the size of the boot, which was said to be too small, but apart from those complaints the Starlet was quite highly praised.  The renowned Toyota build quality shone through.Doors closed with a solid thunk, panel gaps were even, and the paint finish was deep and lustrous.  Inside the quality was equally obvious in the fit and finish of the plastic trim components.On the road the Starlet drove with the assurance of a much bigger car, with a comfortable ride and secure handling.  Performance was on a par, or better, than the competition in the class, with impressive lowdown grunt that made for zippy response in city traffic, and effortless cruising on the open road.Start with the usual suspects when looking at a Starlet.  Uneven body gaps, overspray and mismatching paint on adjoining panels are signs of body damage.  Look for signs of abuse or lack of attention. Being relatively new, there is little likelihood of major wear showing up on interior trim, but look anyway.Check the driver's seat (it will be worn more than the other seats) and the carpet under the driver's feet.  Check for a service record. As shown by the recent revelations about stolen cars being easily "rebirthed", a service record becomes even more important, particularly if you are buying from a private seller.A service record can give you a picture of the mileage accumulation of the car.  Mechanics record the mileage of the car when they service it so the record will show the pattern of mileage through the life of the car.It can be quite reassuring to see that the mileage has grown at a steady rate that would take it to that shown on the odometer at the time you inspect it.A service record also gives you some clues on who to talk to when you find out more about the life of the car on which you're about to spend your hard-earned cash.Mechanics have a high regard for the Starlet and report few faults with it. When it's serviced according to Toyota recommendations, mechanics say a Starlet will do 300,000km-plus without problem.An important service item is the cam timing belt, which should be changed every 100,000km.  Because the engine is a free-spinning design, no internal damage will occur if the belt breaks in service, but you will be left stranded on the side of the road if it does.

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 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.  The Avalon was, at the very least, able to appeal to Toyota Camry drivers seeking a bigger car and keep them driving Toyota.Toyota chose an outdated US model to be sold here as the Avalon and adapted it for local conditions.  The Avalon was to be the Camry's big brother, built alongside the Camry at Toyota's Melbourne plant. There were lots of detail changes to make use of parts readily available from the Camry.Apart from a new grille the styling remained pretty much the same as the US model and being roughly five years old at the launch 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.The Avalon was wider and longer than the Camry, with considerably more leg room front and rear, and only a few millimetres shorter than the Commodore.  There was just one engine available but that was the refined 3.0-litre overhead cam fuel-injected V6 which also powered the Camry.Peak power was 145kW at 5200rpm and 284Nm at 4400rpm. The only transmission was a four-speed auto.  The Avalon will accelerate to 100km/h in 8.9 seconds and cover the standing 400m 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.On the road the Avalon was smooth and refined with little wind or road noise. The interior was well laid-out and functional if not terribly attractive, dominated as it was by bland plastics and trim. Entry model was the Conquest, with an adjustable column, dual front airbags, trip computer, super sound system and central locking. Airconditioning was an option. The CSX added side airbags in the front, airconditioning, ABS, cruise and CD sound. The VXi boasted even more and the Grande had the lot.With early Avalons getting up to the mileage where they need a major service it's important to check the service record.  If it's showing about 100,000km 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 !50; 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 50,000 to 70,000km.  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, performance and fuel economy and its impeccable reliability. His only criticism is its blandness.Darren McMurray has overcome his reservations about the styling with a good set of alloy wheels, a rear spoiler and the optional mesh grille, all of which were Toyota options to give the car true street cred.