Volvo S60, S60, 2021

The Ford Taurus is living proof that the road to hell is paved with good intentions. Although the Taurus was credited with saving Pord USA, its weird styling and shocking unreliability have added it to the long list of Ford lemons. As if that weren't enough, there are few new or secondhand parts around for these, and fewer buyers. We strongly advise you to avoid these vehicles.

an update of the Ford Cortina this car is very nearly as basic as the original. Owners report lots of problems, some minor, many not (see below). Mant wacons were used as commercial vehicles and have very high mileages. Some owners swear by them; many owners swear at them. This car was withdrawn from the market in 1992 due to incompatibility problems with the local fuel. Beware of any example with over 120,000km on the speedo, and buy any of these with caution. AVOID AUTOMATIC VERSIONS LIKE THE PLAGUE.

Althouph it shares much of its DNA with the Mazda 6, snccessful Volkswagen Passat. It certainly has a more the new Mondeo appears to be cloned off the highly upmarket feel to it than the previous Mondeo, with only the excessive engine noise spoiling what is other- wise a pleasurable driving experience. The handling is thoroughly European - you can swoop in and out of bends with ease, and both engines give impressive per- formance. Fuel economy 1s not that great unless you spend your whole day cruising cautiously on the open road and never sitting in traffic jams, The Durashift automatıc transmıssıon (optional) is fun to drive but, by some daft decision-making on Ford's part, the gearstick works in the opposite direction to just about everyone else's. In other words, when you're sitting parked berween two cars, if you push the lever forward to go forward, as you would with most cars, you actu- ally go backwards, probably into the car parked behind you. To go backwards, you push the lever forwards It probably seemed like a good idea at the time. This stupid feature spoils an otherwise excellent transmis- sion and is sure to cause some owners grief therefore we recommend you avoid it. Despite the overall strong impression this vehicle makes, good ole Ford cost-cutting is evident everywhere. Appearance-wise the Mondeo looks a bit crass, and the interior has a decidedly Daewoo feel about it, Strangely, the absence of the new model. The seats in the early versions had a of front space for things like cellphones is still a feature distinctly Daewoo fel about them too, They are much improved with more recent models. Overall, a good vehicle that doesn't quite make it into the same league as the Volkswagen

This car looks like it should hop along instead of cruising. Cute body aside, it's an English Mazda 121 underneath. which should mean rock-solid reliability. although English versions have been only passable. Interior space is limited, but the Ka is fun to drive, despite its archaic engine (first released in 1962) and a generally ageing design. Devaluation has been absolutely shocking on these vehicles, especially in Australia.

Focus is an impressive car. Tt has won over 50 awards Tn Ford internationalle and since the vear 2000 has sold more annually than any other mocel units worldwide United Kingdom in 1998, the Focus Launched in the was the 1 999 European Car of the Year. and the North American Car of the Year in 2000 It is the only car to have won both of these awards, Awards generally make us yawn, but there are a number of reasons why the Focus deserved some of its accolades. The first is its appearance, a bit more bright and distinctive in a world populated by efficient-but-bland Asian models, The second is the performance. Most modern driving is done in cities and most trips are short trips to places like shopping centres, where space is short. Modern motoring requrres a vehicle that Can accelerate quickly to take advantage of breaks in the traffic, be casily parked, give frugal fuel economy, and be able to corner with ease So that the driver enjoys the trip and the kids don't lose their lunch. The Focus does all "hese things with distinction. Further, thanks to clever desien, the Focus is both ergonomically brilliant and makes clever use of interior space, so you can squeeze in small car parks and still not feel cramped inside the vehicle, In short, the Focus answers all the needs of the modern middle-class city-dweller superbly. Except two: however brilliant the Focus may be in other ways, some owners have found that their shiny new car simply couldn't cut it reliability-wise with its Jap rivals. The other problem 1S road noise: the Focus transmits a steady dull roar through the cab if the road surface is anything other than dead smooth. The new Ford Focus features a number of enhancements and retine: ments over the original launch model and we hope this means that they keep going long enough to make the purchase worth it..

Give the Europeans credit where credit is due these understand how to make a good-looking car and they know the need to make small cars that are both fun and practical. Thus it is with the Fiesta - you can speed up and slow down quickly, you can take advan- tage of small gaps in the traffic in a way that a larger vehicle can't. You can fit into small parking spaces with ease. What is a little less acceptable is how badly the car drives: when you first sit it in you're eagerly awaiting the smooth, powerful engine and the serene, surefooted handling, but the reality is quite different. The Fiesta's shrill motor buzzes through the car body as you accelerate and the road noise is simply appall- ing. It does get round corners well, but in all other ways except styling the Fiesta feels like a ten-year- old budget Daewoo model, not a stylish European alternative to Asian cars. The interior is poorly built and prone to rattles and vibrations. Plus, the indicator stalk is on the wrong side of the steering wheel, which means that every time you go to indicate, you turn the wipers on.

Ies safe to say that when a history of motoring in Australia is written 100 years from now the Falcon AU will not get much paragraph space. Dated even from new, compromised in design and handling, the AU represented the last gasp of mid-twentieth century car technology. The suspension design in particular has been widely condemned as inadequate and outdated (only the Fairmont Ghia came out with the independent rear suspension that should have been fitted to all AU models from scratch). "The AUII & AUIII were basically tartups of the previous model which was a tartup of the previous model, which was a tartup of the previous model, which was a tartup of the previous model - many of the design concepts on the AU can be directlv traced back forty or so years, to when a Yankee Falcon was first shipped over and of- fered as Australia's own car. Being rear-wheel drive, the Falcon is a good towing car, but in every other way, in a straight contest with the Toyota Avalon, or even a Commodore, the Falcon comes across as something of an old joke. Shame on you, Ford.

Steven Moore was working as a Ford mechanic in Auckland from 1992 to 1997. During this time he spent much of his working day repairing late mode Falcons under guarantee. "They were diabolical. We were taking brand new engines out ot cars and fixing everything from oil leaks to blown head gaskets. A Ford official told me that the EA model was rushed pnto the market to counter the threat from the rew Holden Commodore Rather than setting a proper resr programme for the vehicle they simply put them h jst about sent Ford broke. I'm told." Steven has ver and let the public find out all the faules for rhem jw kina words "Basically to say about how Ford dealerships mesr their staf. we were treated like dirt expected to shut up and work like robots. Ive heard They weren't interested in our opinions, we were just this from Ford mechanics in other dealerships. too, bmow hat me franchises often mistreat staff, but ir seemed to large tat Ford had made almost a poticw of making sure that their best staff left in disgust. I'm a mechanic and I try and take pride in my work. ỊI work for a smaller garage now where I'm treated like a human being, and my work is valued. I hear that the new Falcons are so much better now, but anyone who doubts what thev read in The Dog Lemon Guide can take it from me that it's telling the exact truth as I wit- nessed on a daily basis." These cars started out poorl and got progressively better as time went on. Early models were plagued by design and assembly faults, indluding windscreen leaks, overheating, cracked heads and oil leakage, to name but a few. The then-new four sped automatic transmission was a dog when first introduced in 1991, The later models are a better buy provided there are not too many miles on the clock but don't say we didn't warn you,

These cars came in an era when Ford Australia simply did not have its act together. A few owners have had a good run out of one of these cars. However, the maior- ity have been plagued by expensive problems which were largely the result of poor design by Ford. As a result. We don't t recommend these cars, even if cheap. Actuallv, we don't recommend these cars ESPECIALLY if cheap. Whatever you pay now is just the downpay- ment, we promise, See also our general comments for Ford at the top of this

Re ssellers in Europe since new, these cars have been icued in a bewildering variety of styles and shapes. Comparatively rare here, early versions handled like pigs and dropped like flies. Later versions were much better, but reliability issues were never really solved. Sorry, but there are far better Jap cars which wil nandle better and keep going for years and years. In particular, Escort diesels are absolute dogs. Not recommended.

In its rush to modernisation. Fiat rushed these products onto the market with little thought for its long-term image as a supplier of quality motor vehicles. We know a lady that had a gearbox failure at 35,000km and we have heard similar stories from other owners. They're basic & nippy, but the reality, particularly for high-mileage models, is that you could easily end up spending more keeping one of these on the road than you paid for it. Not recommended

Ir scemed like a good idca at the time, no doubt- produce one car and sell it, with variations, as a number of different makes and models. On paper the idea Was brilliant (although the British pioneered the concept in the Jate 1950s). Thus the basic vehicle (the Tipo) was also produced as the Tempra (the Tipo saloon), the late 1990s Fiat Coupé, the Alfa Romeo 155 and the Lancia Dedra. Alas, this fine idea ran aground because virtu- ally all the versions suffered from excessive cost-cutting and poor assembly. Thus, history has left the Tipo in the dusty corner of automotive-nice-ideas-that-failed. in-practice, and if you're wise, you'll leave it there too. This vehicle was replaced by the equally flawed Braval Bravo siblings in 1995.

The successor to the Uno, the Punto is stylish, modern
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that is definitely at its best when new. Puntos have no more personality than a Jap car, but are a satisfying drive, casy manocuvrability. offering reasonable acceleration and However, they are a good design that has been plagued from new by serious quality and reliability issues. Here is one British owner's direct experi- went after 5000 miles, one tyre wore out prematurely, ence, quoted in BBC's Top Gear magazine: ""The clutch and the gearbox leaked oil. And now the brakes are squeaking and the car's only done 15,000 miles..I will never buy a Fiat again." Facelifted in 1999 (but not on sale till 2000 in some countries), the newer Punto solved many old problems and created a few new ones. Nothing would give us more pleasure than to promote the Punto as a stylish, reliable European alternative to the faceless mass of Asian cars, but we'd be lying to you. In reality: the Punto is a plasticky European cheapie with a poor track record from a company teetering on the edge of collapse. About the kindest thing we can say is that the Punto is a nice drive while it's still going. Please note that on pre-'99 models BLOWN HEAD GASKETS ARE AN EVERYDAY OCCURRENCE ON THESE VEHICLES AND MAY BE COSTLY TO FIX Sometimes the whole cylinder head has to be replaced and even then, there's no guarantee that the problem won't return a bit later. Do yourself a favour and avoid these cars. Please be especially aware that turbo versions are noted for giving troubles when both new and old. If we haven't put you off yet, at least make sure that the factory red (master) key is supplied with any pre-99 car. If it's not there you should be suspicious (any legitimate owner should have one), and remember that replacing this master key may cOst thousands. You have been warned...

Someone once said that the Panda looks like the box it came in. On the positive side they have an astonishing amount of room for a car this size, and on the negative they are rather tinny. In short: the Panda is a zippy,frel-economic tin-box. Despite the simplicity, the are not especially reliable and pre-90s models are very prone to rust. Buy low-mileage examples only and remember the safety risk.

Ugly little brute, ain't it? However, the looks aren't entirely a matter of bad taste: the Multipla (where do they get these names?) is a masterpiece of sensible de- sign which gives maximum space in a minimum size- Two rows of seats give genuine six-seating capacity and decent boot space. The cabin feels surprisingly open and comfortable, making it an ideal family vehicle. The bad bits: the 1.6 petrol motor struggles with a full load; surprisingly, the diesel is a better bet. Further, the diesel has a splash undertray that is not there on the petrol version; under very wet road conditions it's possible for the petrol engine to suck in water and wreck itself instantly. However, the diesel is more awk- ward on tight bends. The Multipla is also quite high off the ground, which makes it an unsuitable vehicle for carrying old people frequently. The interior is typi- cally Fiat: superficially appealing, but cheap and nast) when you get up close. There are a few nasty surprises waiting for owners; for example, the Multipla is one of the few vehicles in the world where vou have to buy the entire exhaust system as one piece; it doesn't matter that the problem may be only at one end - you have to replace the whole system, and it ain't cheap. It is our tiresome duty to report that many examples of this vehicle have alreadv suffered from the usual Fiat problems of niggly faults and unreliability. Take a look at What goes wrong` and make your own mind up. This vehicle did not do particularly well in crashtests.

One of the reasons General Motors is in dire trouble at present is that it blew several billion dollars on a failed partnership with Fiat. The Grande Punto is one of the fruits of this partnership; produced in cooperation with GM, the Grande (pronounced granday) Punto shares most of its vital organs with the new small GM car, the Opel Corsa. You can't argue that the Italians know how to make a car look pretty. Put the Grande Punto next to a Toyota Yaris and the Yaris looks like the dumpy kid who never had friends at school By comparison, the Cramde friends with. And it's safe; the Grande Punto achieved a what you call it, seems more Fiat than General Morors five-star crashtest rating. This new car, regardless of Owning a Fiat is often a love/hate relationship.

Built as part of the Euro-4 programme, which saw the Fiat-owned Lancia company join forces with Saab to build two cars that used the same basic compo- nents, the idea being to save money on development costs. Lancia was later joined by Fiat and Alfa Romeo. and the resulting vehicle was sold as the Lancia Thema, SAAB 9000-Series, the Fiat Chroma & the Alfa Romeo 164. Of the four vehicles, only the Saab 9000 is significantly different from the others

Based on the Aloorpan (that's basically everything below the doors) of the Fiat Tipo, the Coupé offers brilliant speed and good handling. You can even al- most fit people in the back seat. Handling is excellent, although if you push it too hard, when it lets go, it lets go quickly. The Coupé came out with three different engines. The first two were conventional engines which cost conventional prices to service, the third the post-1998 2 litre, requires total engine removal to replace the timing belts, a task which needs to be done regularly. This makes ownership of a late model Coupé a potentially extremely expensive exercise. Further. many versions of the Coupé have proved themselves to be as unreliable as a salesman's promise and as costly as a champagne fountain. If we haven't put you off yet. at least make sure that the factory red (master) key is supplied with the car. If it's not there you should be suspicious, and remember that replacing this master key may cost thousands. You have been warned...

Stylish, satisfying and very reliable - the Honda Civic, we mean. The Brava and Bravo, on the other hand, are sometimes fun to drive, but they simply can't hack it with the Japs, sorr..Some owners doubtless have a great time with these cars, but for many owners, life with a Brava or Bravo consists of a series of trips back to the dealer to fix the engine, gearbox, heater electrical faults, duff sound systems, together with a mass of squeaks & rattles that no owner of a recent model should have to deal with. These vehicles are mass-produced garbage from a company that appar- ently cares far more for styling than for long term customer satisfaction. Appearance and handling aside, you'd be better off with a Lada. If we haven't put you off yet, at least make sure that the factory red (master) key is supplied with the car. If it's not there you should be suspicious, and remember that replacing this master key may cost thousands. You have been warned..

Testarossa simply means 'red head'; thata the rocker covers on the engine, Perhaps this car should be renamed "Testosterone? for the English-speaking market, offering a good clue as to its likely appeal. This particular shape, even in its more subdued modern form says Ferrari' in capita letters. However, these cars, fast though they may be, are unstable at high speeds and, in their early versions, rather cheaply made. They look good, though.

every red-blooded Italian male has the right to speed through crowded streets at many times the legal limit while his car of smog. However, the rest of the world is policed guzzles irreplaceable fossil fuels and belches out clouds by mean-spirited bureaucrats who seek to ruin such innocent pleasures by passing restrictive safety and anti-pollution laws. Mondial means 'world, and this national regulations on motor vehicles. Based around car was produced to meet the increasingly tight inter- the slightly-stretched floorpan of the 1970s 308GT 4. these little babies can seat four and propel them at death-defying speeds. While the various versions may superficially look the same, there is a world (no pun intended) of difference between the '8, Cabriolet & "t versions of this car, The '8 is the most practical but least appealing of the three cars. The Cabriolet (1984-94) looks clean and sharp. more like a BMW or Saab than a Ferrari. The *t has a completely different motor and gearbox, along with electronically controlled suspension which means it handles even better than the Cabriolet. Interior design and room is also better. The trouble is, it looks dated and conventional. If we had to chose between them, we'd say go for the Cabriolet. No one buys a Ferrari for its practicality, so you may as well go for style.

Enzo Ferrari's last car design, the F40 personified everything that was Ferrari - loud, masculine, sexy & very fast, In fact the whole point of the F40 was to give Enzo Ferrari one more opportunity to strut his stuff for the motoring world. Styled by Pininfarina's Leonardo Fioravanti, the F40 perfectly personifies late-1980s in-your-face supercar design. Underneath, however, the F40 is derived from the 1984 GTO. The bodv is carbon fibre and Kevlar, with a Kevlar-rein- forced steel chassis that gives it an exceptional body rigidity. Despite the apparent complexity of the design, the F40 is rather basic compared to most modern supercars. There's no ABS, no computers controlling wheelspin at the back wheels. Surprisingly for an Ital- ian supercar, the driving position is quite conventional and is all the more functional for this. Getting in is something of an ordeal; the door is small, the sill higk and the interior cramped, requiring the driver to the wiggle his or her way into the seat. Once in place most drivers find the seats comfortable enough, which is lucky because most F40s have changed hands a few times and each driver's seat was originally tailored for the first owner, To say that the interior is Spartan is an understatement, There's no air conditioning, carpets or CD player and the overall impression is one of great plainness. The switches, pinched from the Fiat parts bin, give the car a cheap feel. Rear visibility is appalling and cabin ventilation is nearly as bad The novs silkv smooth by comparison. Around town, the FA when driving makes your mum's old Vi Beerle seer the accelerator that the fun begins. The acceleraion' is surprisingly easy to drive. but it's not until you fees breathtaking: the F40 came standard with 478BHP w.ith another 200BHP for those willing to part with a few more million lire. Until the arrival of the Jaquar X]220 and the Lamborghini Diablo, this was the world's fastest production car Handling is reasonabl sure-footed and the non-ABS brakes pull the vehicke up fast with a minimum of skidding. Best you dort prang one of these, as the parts prices will exceed your worst nightmares. How about $60,000 for a rear bumper and $3500 for a taillight?

There is such a thing as love at first sight: you walk into a party and a beautiful woman turns her head and smiles: vour heart is taken. Lots of times. however. vou grow to love someone whom you didn't find all that attractive at first glance. And thus it is with the 612, or Scaglietti Coupé 2-door if you want the full title. Named after an old mate of Ferrari's. the 612 Scaglietti is pretty, although there are prettier, but it may not melt your heart at first. But the path of true love rarely runs smooth. Compared to its sibling - the 599 - the 612's standard interior seems fussv and overdone, especially the upholstery, although, of course, for a few thousand more (actually, quite a few thousand more) you can order up any type of interior you want. No amount of money, however, is going to make the 612 live up to its claim of being a genuine four seater, unless your two rear passengers are well under six foot tall. Why the designers bothered trying this pointless feat of fitting in a couple of extra bods is one of life's great mysteries, especially as it robs the boot of most of its space for such luxuries as suitcases for the weekend away. Despite their garish appearance the seats work well, very well, and you instantly feel at home.

There was a a knuckle experience. Those gorgeous Italian bodies may have looked sensuous and aristocratic. but Ferraris of old were noisy, uncomfortable, hot, and above all, scary to drive. However much grip that racing suspension and wide tyres gave you, there was a point at which it all let go, often with disastrous consequences. Now the rechnology has caught up with the dream. The new 599 is as civilised to drive as it is fast and good looking. Not that's it's lost its ability to make vour knuckles turn white; the V12 is eye-searingly fast. It's just that the 599's power is delivered with the grace and contro of a diving jet fighter, rather than merely exploding the car forward like a cannonball. The engine is taken, more or less unchanged, from the Enzo, and it's mounted back from the front with the gearbox behind to keep the weight as close as possible to the centre for ideal handling. Works pretty well, too. And the 599 is comfortable and quiet, with all the usua modern refinements like iPod connection and voice recognition software to theoretically respond to your every command Everything seems to work. Around town the 599 suffers from the lack of external space and a flappy pedal gearbox

his is the latest version of the car that started as the seriously flawed but spunky Testarossa. Most of these problems appear to have been solved with this model, The racing car-style paddle gearshift on the 575 is the last word in quick changes on the racetrack and open road, but it's hopelessly impractical around the city, you will discover if you try and park one. • Note: as carly models of the 575M were heavily criticised for their steering and gearchange, which are now widely acknowledged to be inferior to the 550's. Ferrari responded by fitting an upgrade kit on newer models. If the example you are looking at is an early model, better make sure it's had the upgrade kit fitted.

The days when Ferraris were basic and noisy are long gone. For the price of a luxury house (depending on the exchange rate) you can get one of the most desir- able cars of its type in the world. Fast and sure-footed the 456 combines exhilaration with style.

If ever a car summed up an era, it was this one. Built between an Aston Martin Lagonda and an early-'80s Tovota Corolla. These cars annoyed the purists from the word go because they were offered with the option of a three-speed General Motors automatic Manua or automatic, the 400 will seat four in comfort five or six at a pinch, and terrify them all at speeds of up to 158mph. You can scream around town and the kids can give other motorists the fingers at traffic lights. But seriously, folks, despite its obvious advantages in dragging off lesser cars. this Ferrari will not pull the babes like the more classic 308 or Testarossa models, and it will probably bankrupt you keeping it on the road: to whit: these cars make a Lada look reliable by comparıson, and they'll cost you the price of a new Lada every time you get one fixed.

Although based on the previous F355 model, the 360 is 227mm longer. The wheelbase has grown 150mm to a large 2600mm. After years of complaints by tal drivers, the height has been increased by 44mm. The result is a much improved interior, with space even for your golf clubs on the rear seat. Ferrari's car names often seem to have been thought up more or less at random. In the case of the 360 Modena the name is a combination of the engine capacity Ferran made famous. Styled by the the Italian city that Pininfarina after 5400 hours in a noted crafismen at such as: underneath the carbon fibre undertray is a wind tunnel, the 360 has a number of tasty features, tunnel that carries air to the diffuser on the tail. This has an even greater eftfect than the spoiler on previous models, pushing the vehicle down at speed. The the rear arches. On the road both versions of this engine breathes through the massive air scoops over car are in a class of their own. Acceleration is as impressive as you would expect, while handling at all speeds is faultless. The gearshift has a comfortable mechanical feel, with the option of an F1-style paddle-operated clutchless transmission. If you are planning to use this vehicle round town, we suggest that you stick with a clutch, because while the paddle is a perfect choice for driving country roads, it's the pits around town. Try doing a three-point turn in a small street and you']| discover why we make this recommendation. Despite our overall good impression of this vehicle, many new owners have found that the good 'ole Italian assembly is still a long way from perfect. Owners of early ver- sions complain of annoying problems like the sunroof failing to close and failing to seal properly together with annoying interior electrical problems such as interior light constantly failing, But don't let these little foibles put you off. If you wanted reliability you'd have bought a Honda.

Ferraris are meant to be a combination of three things: looks, power and handling. This car has all three. Highly recommended but please be aware of what you`re buying: horrific expense, ongoing trouble with other motorists and the law and a car in which you could easily kill yourself. The Italians have a saying: take what you want, and pay the price.

The update to the 308 series, these models arrived at 2 time when Ferrari was on its slippery slope down- wards. Build quality varies markedly, and in Ferrari's efforts to cut costs, things like dashboard switches were simply pinched from budget Fiat models (both makes are owned by Fiat). Build quality & reliability were suspect on some examples. The 348 is some- times dangerously difficult to control at speed. It's also bloody uncomfortable on long trips, especially if youre tall. Horribly impractical except as a high speed status symbol, it will appeal to rich men who want to impress ladies and colleagues.

The basic shell for this car is identical to the Toyota Yaris. Daihatsu got first crack at selling a version of this car, but Daihatsu's owner - Toyota - is obviously keen to stop Daihatsu customers robbing sales from the Yaris. Thus, the Sirion seems to have been made deliberately basic by comparison with its sibling.

Determined to lose its image as a purveyor of cheap tin-boxes for old ladies, Daihatsu brings you: the Sirion, which is an upmarket replacement for the Charade. It's no Alfa Romeo, but the Sirion is at least heading in the right direction. It handles, well, better than most Daihatsus, and its motor can at least comfortably keep up with the rest of the motorway traffic.

model in a series blessed by economy and reliability and cursed, in the past, by contributing more than its fair share to the road toll.The European model did badly in German TUVIAuto Bild front offset crashtests. This is a pity, because we have nothing but praise for the rest of the vehicle.

The latest model in a series blessed by economy and reliability and cursed, in the past, by contributing more than its fair share to the road toll.The European model did badly in German TUVIAuto Bild front offset crashtests. This is a pity, because we have nothing but praise for the rest of the vehicle. See our general comments on small cars in the Safety' section on Daihatsu at the top of this section.

When the Japanese produce a car like this they do it well. Built to satisfy Japanese "Kei class regulations, it is designed for the sidestreets of Tokyo. It's a great car for Western traffic jams, too, provided you can ignore all the ferral four-wheel drives breathing down your neck. It's not until you see the Copen in the flesh that you realise just how tiny it is. With the roof in place it's impossible for an average-sized person to get in and out with much dignity. Once inside you're struck once more by how small the space is. The roof flips neatly backwards at the touch of a switch and your suddenly back in the open air. The positive side of the small size and low height is that you are incredibly aware of how close the road is and open road speeds seem incredibly daring, It shudders a bit round corners but handles okay in a stiff sort of way. However, you can never quite get over the feeling that a truck is going to come around the next bend and decapitate you. The Copen has ABS and twin airbags, but in a serious accident they'd be about at much use as twin lifejackets on the Titanic. A fun car, but you're taking your life in your hands.

This is a Daihatsu Charade with a larger motor its a van like body designed to hold passengers. Although high enough to be surprisingly spacious inside, it's still only the same width as the Charade, so two adults and two children is about it. With a couple of people on board you can zip around town no problem, but put four or five people inside and the motor will be huffing and puffing at motorway speed. One good feature on such a budget car - in the event of an accident (presuming you survive) the computer disables the central locking system, unlocks the doors and switches on the hazard Alashers and internal lights. We advise against driving one of these on rough roads Otherwise, these cars are an amazing piece of technolagy. We just wish they were a bit bigger and more solid,

Except for the severity of its rust problems, this mode suffers all the major problems of its predecessor.

Remember when someone once told you that Jap cars were small, tinny death traps that rusted out and disintegrated if vou hit anything? They were probably thinking of this car, The Charade is legendary for both its nippy, economical performance and its ability to kill occupants. Further, although these are generally reliable, when they do go wrong it tends to be dispro- portionately expensive. There are 'granny versions of these cars that have been driven carefully to mileages like 300,000kms, but both clutches and cylinder heads are weak and they will not stand either abuse or lack of theres little bodyweight to hold you back, but like all maintenance, Turbo versions are super-quick because these vehicles they will disintegrate on impact, so be warned. Best avoided at all costs, okay?

Despite being based on the Charade, the Applause uns one of Daihatsu's larger models, aimed directly at the small family/business car market and was quite possibly the most anonymous vehicle ever produced. In later years this anonymity came to the attention of Daihatsu's management, who ordered a garish upgrade with plasticky chrome. This made a mediocre car into ajoke car and failed to address the real issues such as the woeful handling and poor ride quality. Thus the Applause died a natural death, not with a bang but a whimper. The Applause does have its good points; it may look like a sedan, but the whole back lifts up like a hatchback to give good access to the rear. However, youd better make sure that the struts that hold up the hatch are working properly, because the hatch is not as light as it looks, These are a disposable car - they will give fauldess motoring for 150,000kms or (sometimes) far longer, and then you're meant to trade it in on something new.

The Lacetti is simply an updated 5-door hatchback version of the Nubria with a fancy Italian-designed bods, The Lacetti was not a success and was later re- released as a Holden Viva.

After Daewoo went bankrupt and its founder shot through, the Daewoo name took a bit of a hammering internationally. General Motors picked over the carcass and ended up with a lot of desperately needed smaller models to protect it from the effects of higher oil prices. After it was realised that no one would buy these mediocre cars under the name Daewoo, the brand was shelved and most models rebadged as either Chevrolets or Holdens. However, a rose by any other name would smell as sweet and a Daewoo by any other name is still a plasticky, tinny box using technology from the last century. Doubtless the Holden name wil improve things somewhat, as will the assurance that these cars will be fixed when they break down. They're cheap, but they`re not good value for money.

Asnart of a plan for World Motoring Domination. naewoo bought the rights to build a 1980s Holden Oncl Astra, then renamed it the Daewoo Cielo. At the wme of release they were among the best value cars on the market. However, ride and handling on one of these is more mid-'80s than mid-'90s, and this car is a death trap according to crash scientists. Specifically, YOU ARE ThREE TiMES AS LIKELY TO diE IN ONE OF THESE AS IN A VOLVO 700/900 Why the hell would you drive one of these cars when there are so many better vehicles for the same price or less? Oh, and they're not very reliable, either.

The quintessential 1980s yuppiemobile. Basically an update from the earlier 3-Series, main changes were in engines and rear suspension, which cured earlier han- dling problems. These were a hugely successful vehicle in their day; in many ways the last German car that was clearly ahead of its competition from Japan. The body shape is simple and understated, the drive is firm and satisfying; the interior is simple and functional in a way that makes many current BMWs seem messy and cluttered. However, nothing lasts forever and even though the technology in these cars is simple com- pared to current models, it is still ghastly to fix when it does go bang. The models to really avoid are the high-mileage cheap' versions without a service history; you can expect to develop an ongoing relationship with your local BMW agent, and he is the one who will benefit most. If you don't like the prices at the BMW agent and take it to your local mechanic, he will probably not be an expert on these vehicles, unless he's German, so you will essentially be paying him to learn on the job. These cars are not particularly safe. Most 3-Series cars of this era are rapidly approaching the point where they are beyond economic repair, so if you're looking for cheap luxury, look elsewhere, Be aware also that there are many 'clocked' versions out there that have mysteriously lost several hundred thou- sand kilometres off their odometers, so don't believe the stated mileage unless your local BMW agent is prepared to confirm it, Don't say we didn't warn you.

The quintessentia yuppiemobile updated These cars like the humans who built them, have distinctly good and bad points: the good points are to drive and perform very well considering the tiny that they handle superbly, are comfortable and stylish motors inside some of the bonnets. The bad points are that these cars plummet in value, will cost a fortune to service and at higher mileages often become both un- reliable and horrifically expensive to fix. It seems that there's a perennial market of suckers who buy these vehicles when they are mostly worn out, thinking that chey are buying into cheap luxury. Instead they are of ten buying into expensive poverty. In reality, these cars were never as reliable as their Japanese counterparts even when new, and they haven't been new for quite a while. They're also not very safe.

Basicallv, BMW took the previous 3-Series and fixed most of the things that were wrong. And, being Ger- mans, they just had to add a few more complicating features that do little for the ownership experience and cost lots when they go bung the 3-Series has no spare tyre. The run-flat tyres can still be used when punc- tured, but only for a short distance, and replacement tyres are ruinously expensive, if -you can get them. What's wrong with conventional spare tyres? When the 3-Series is actually moving, it's an incredibly satisfying drive, both in town and on the open road. Although the 3-Series' comfort zone consists of well-maintained European roads, it soaks up bumps and maintains its composure even on secondary roads. Inside the theme is modernist plastic; very nicely done, but rather lifeless. The controls are relatively straightforward except on cars fitted with the optional sat-nav system; on these vehicles you get the dreaded BMW iDrive system, which has been known to reduce grown men to tears. That aside, we can answer your unspoken question: will I be satisfied with a 3-Series? It depends what voure after. The 3-Series is expensive, it won't last as long as a Lexus, but it's still one of the best cars of its type in the world,

This car was one of the great symbols of the egocentric stockmarket boom that ended abruptly in the late '80s. Verv much a luxury car in its day, the 5-Series offered exceptional handling and performance com- pared to most popular cars of the era. Rear leg room is pretty tight. All these vehicles are now getting just old enough to need some serious repairs, at potentially bankrupting costs.

Aimed squarely at the Jaguar & Mercedes markets these luxury cars are big comfortable and handle well However, they never quite toppled their rivals in terms of either market share or status, and are now too old to have either much class or reliability,.

The famed American car cynic Phil Edmonston said of BMI. "these cars come with a reputation that far exceeds what they actually deliver," Take the 7-series for example, Here's the story of one American owner:

"I am a fourth generation BMW owner. This car was purchased as a replacement to my 1989 BMW 750il After over 30 visits to the service centre in a little over 3 years I decided that it would be much more cost-effective to lease a new BMW. This way I would have a new reliable automobile with all service included. It started on my drive home from Athens to Louisville, Kentucky. My windshield wipers would come on intermittently for no reason. Since I have had three other BMWs, I was fully aware of the controls. However, this BMW was controlling itself. I figured that I would have it looked at when I got home. The thing I noticed was a squeaking and chirping next noise coming from the dash. It sounded as though a mouse was lost in the heating system and could not find its way out. It seemed just content to squeak and scratch for an eternity. Then, when changing drivers, I attempted to readjust the driver's side seat settings. The button fell off in my hand. This was appearing to be a good indication that the car that I had just pur- chased was haunted. Other things that were noticed were that the dash information panel would light up and have no information in it, the radio display with the channel indicators would only half light up. The premium sound system' that I purchased with the C car would turn itself on and off whenever it felt like it. It took me about a month to get the car into service because of the Christmas Holidays. As I was pulling into the dealership the car died. I was called and told that my car was "ready" and I was to pick it up. When I got in my car I immediately noticed that the button was still off the seat, I also noticed that the sound system was still not repaired. I went back into the dealership and asked why these things were not fixed The service manager, Kenny, called the mechanic and the mechanic explained that the parts had to be ordered

The saddest thing about the new 7-Series is its com- Puter system. Reputedly seventy times more powerful than the average PC, the computer controls just about everything. There are two problems: one is the computer system itself, which has not proved totally reliable - a serious issue on a car so dependent on its control - and the other is the way that it interacts with the driver. The computer's iDrive system is meant to make it easy and simple for the driver to control every aspect of the vehicle; in practice it is often considerably more difficult to use than conventional ways of con- trolling cars and offers few, if any, advantages to the driver. There are eight main functions: Communica- tions, Navigation, Entertainment, Climate, Onboard data (your trip computer etc), Help, Configurations (car functions and basic settings) and finally BMW Assist which carries servicing info together with internet access & Yellow Pages, etc. Each of these main functions has about six sub-functions, all of which can either be operated by a big silver knob in the centre console called a controller, which works the same way as a computer mouse, or you can use one of 270 voice- activated commands. In practice it's every bit as te- dious and complex as it sounds. You twiddle the knob at your left while looking at a screen in front of you. It's difficult to escape the conclusion that the engineers at BMW produced this ghastly system simply because they wanted to produce the cleverest car on the planet. What those engineers meant by clever, of course, was complicated - any first year engineering student can design a car with a few computerised functions, but it takes a master race of engineers to take every aspect of a car's operations and link them together under a single #ber computer system. T he system might have worked better if the designers had used a more natural system such as a touch-screen or even buttons around the screen, but no. And because so many functions are controlled centrally, few controls are where you might naturally expect them to be. There's no ignition key, despite the fact that ignition keys are simple, function- al technology that has worked well for half a century.
Any second hand example without a co sive and ongoing service history should be like the plague! Don't just accept a wad o - they should start when the vehicle is new tinue right through to the present
XWhat
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Mostly too early to say, but: Engine problems
• The fuel pump may not work fast enougt level in the tank is below 30 litres. This proble by a software error.
Instead of a key, the 7-Series uses a plastic card. You insert it in the ignition port, then press a button to start the car. On a conventional car, using the ignition key is a smooth, functional operation that is essentially one step flowing smoothly into the next - insert and turn. On the BM W it's two clumsy, separate steps The gearstick, well there isn't one - there's a paddle on the steering column and four buttons -two on each

It's not surprising that BMW tried to cash in on the legendary success of the original Mini. The surprise is that they caught so much of the excitement and fun of the original. Retro is currently cool, but putting a cool-looking body onto a thoroughly modern car tends to end up with a vehicle that looks good but has all the personality of a CD player. However, the new Mini follows the original one wheel on each corner concept closely and the result is quite impressive,with good performance and tight roadholding, and an overall feeling of uniqueness that is sorely lacking UInlike the vehicle it copied, the new Mini is also quite safe. Regrettably, though, the in most modern cars. patchy reliability, which is unacceptable on a vehicle new Mini has also inherited some of its predecessor's that costs this much. Doubtless many owners will for- give this vehicle's foibles, but in the long term BMW has to demonstrate that fun and reliability can go hand in hand, Early versions are quite simply shocking and a few owners have had entire vehicles replaced at no charge, which speaks for itself. While it's true that later models have less problems than earlier versions, they are a long way from trouble-free. Internal rattles. along with premature clutch and transmission failure are depressingly common. The Mini has undergone a series of minor modifications since its release including engines with more power and an enjoyable six-speed automatic transmission. Should you buy one of these? Depends. If reliability and practicality are issues, probably not. If fun is your sole criterion, you've come to the right place. Mini owners are fanatical about their cars, even if they've nothing but trouble witk them, which also speaks for itself, doesn't it?

Developed to counter the sudden popularity of the Mazda MX5, the Z3, M Coupé and M Roadster are
basically the same, and are made in Spartenburg, USA. They use a shortened version of the previous 3-Series chassis. Solidly built, they are carrying a bit much weight; the Z3 is around 150kgs heavier than the MX5, which means that the 2 litre motor works too hard for comfort. The 2.8 trots along rather nicely. They must be some of the most beautiful-looking cars of their type in the world, and yet some owners have not enjoyed the experience as much as they anticipated. All the hype around the Z3 (there were huge waiting lists) suggested that it would be a pocket rocket, but to be frank, the handling is simply not good enough for a vehicle of this price - a Mazda MX5 would leave it for dead on a winding road. Even on roads that most people would regard as smooth the Z3 heaves and pitches, and because you are sitting squarely over the rear axle, you feel every pebble you' re driving over. As if that were not bad enough, the whole body flexes under heavy cornering and even the rear view mirror vibrates as you drive along. The softtop roof on the Z3 sometimes leaks; it's also not automatic and it's fiddly to put on. Fortunately, the Z3 still looks good with the softtop in place, something you can never assume with a convertible. The hard top versions have a stiffer body and therefore better handling, but push any of these vehicles hard and the rear end starts heading for the side of the road with little warning. The standard stability control helps, but the handling is still neither as good nor as much fun as the current 3 Series, The interior is tiny, which will be an issue if you're a fatcat. and the dashboard ergonomics give the impression of having been conceived by Bill Gates. The build quality is in line with modern German standards, meaning that owners report a series of annoying little problems, most of which would probably have been eliminated long before a similar car was released from Japan. The bottom line is this: the reason that owners pay this sort of dough is to get a car that outclasses and outperforms the Jap equivalent. For many owners, these cars succeed only in looking classy. Oh, and the M Coupe's cabin gets very hot due to heat coming up through the floor,

There are three things that matter in a supercar: looks, power and handling. The DB9 has all three. Adequate with the manual gearbox and great with the auto, the DB9 loves the open road and copes with cities. Ac- celeration is breathtaking and handling great, but you can never forget that you are driving a very heavy car. On tight mountain roads a Porsche would leave it for dead, but on reasonable open roads it's great fun. The DB9's suspension is set quite hard and on secondary roads it can get quite unpleasant. There's an annoying scuttle shake - a iuddering in the front end - on tight corners in the convertible version. Despite the fact that Aston Martin is owned by Ford, the DB9 manages to feel both luxurious and British. The interior is under- rated and feels reasonably luxurious, but it's not always particularly functional, with its hard-to-read gauges, too-high front seat, pointlessly small rear seat and a boot that is mainly symbolic. Still, all this is secondary to the DB9's main function, which is to give its owner status and an immense amount of fun before the boys in blue take his licence.

If you were born between 1900 and 1940, then for most of vour life vou would have known nothing but economic insecurity, international social unrest and the shadow of war. After World War II, however, the postwar prosperity brought new opportunities for families, and it also brought new opportunities for the modernists -the loosely connected group that wanted to build a brave new world based on science. They were very global in their thinking: after the defeat of the Nazis in World War II. the western modernists borrowed pre-Nazi architecture and American roads: concrete tower block buildings and the modern mo- torway were just two of the results. As this movement slowly gained momentum, tradition was increasingly portrayed as outmoded anti-science, and straight lines slowly crept into everything from architecture to car design, Fireplaces were blocked up and replaced with electric heaters, Plastic was the miracle new material that was going to move mankind into the space age and thus the era could rightly be called the age of plastic'. The people who grew up before the war were in awe of the modernist world. In place of poverty was prosperity, in place of illness was modern medical science, In place of slums there were modern concrete tower blocks with electric lifts, It was like a dream come true. Some of their children, however, saw things a little differently. No American teenager who grew up in the early 1960s could forget that America and Russia had recently come to the brink of full-scale nuclear war. Every young male knew of someone whe had died in Vietnam and that it was probably only a matter a time before his own name turned up on an army draft card. Teenagers watched the war in horror on tv and began to question why America was at war in the first place. A whole generation began to see the army as nothing more than an extension of their own tyrannical parents, who pushed and bullied their children towards a succes: that had produced incred ible prosperity but had yet to produce much of the promised happiness. The bright, psychedelic colours of the hippies and their deliberately scruffy looks were a reaction to being raised by a generation of fathers who were frequently little Hitlers and who lived in neat, tight and colourless worlds. Thus began the great generation war of the 1960s. On one side were the schools, parents, military and police. On the other anti-war students, the hippies- who wanted were the an alternative world to the one they grew up in - and a large group of mildly rebellious young people who simply wanted a few good parties before they repeated the mistakes of their parents. In theory the young people won in the early 1970s and the hippie look became the dominant fashion of the age. However, the underlying reasons behind the hippie look were quickly forgotten as hippie fashion spread into the mainstream. People saw only the bright colours and the long hair of the hippies and either deliberately or blindly missed the rest. Worse, mainstream society contrived to combine this hippie look with modern- ism. Thus there was a second mad rush to 'modernise everything, usually in the most garish colours and thoughtlessly shallow taste. Ironically, most of the worst excesses were blamed on the hippies but were actually committed by people who essentially hated them: used car salesmen grew long hair and sideburns and sported gold medallions, architects wore bell bot- toms and built trendy' apartments out of squares and triangles, shop assistants' lunch rooms had fluorescent posters of pop stars, and car companies fell over each other to produce 'trendy modern cars in chocolate browns and fluorescent oranges. The Aston Martin Lagonda was one of the results. What else would explain a vehicle that looks like it drove straight off the set of Tunderbirds? What else could explain how the same man behind the timelessly elegant Aston Martin DBS could produce such as laughable travesty of car design? What else could explain how wealthy people, especially oil-rich Arabs, actually paid good money for the hideous things? Time has a habit of showing the truth, and by the beginning of the twenty-first century Lagondas were among the least desirable of all the Aston Martins. So they should be, too. Almost all old Aston Martins are tragically expensive and unreli- able, but most of them are also timeless classics. The Lagonda is a museum piece from the age that good taste forgot, Actually, these were the second generation modern Lagondas, the first, of which exactly seven were made, were basically a stretched DBS. Just thought you'd like to know, Well, before you actually get the Lagonda onto the road, you have to deal with the interior of the car, and it's not merely the bad taste that puts you off: The seats are like something out of and despite the size of the vehicle there isn't all that an acroplane cockpit- they Iean backwards alarmingly much headroom. The dashboard on the early models carly loks like something from Thunderbirds or an attached James Bond movie. The tiny steering wheel is looks like it to a strange slab-like angle bracket and dashboard, as came off a primitive video game. The famously unreliable as it is ugly, sits in front of the driver like a dead ty, and lights up like a spacecraft when you turn the key, Printed onto the plastic shelf that are actually touch-controls for things like the in front of the driver are funny, stove-like red circles The dashboard alloy knobs look like they came off headlights. They should keep you amused for hours. the a "70s woodgrain stereo, and if everything on time, its dashboard all functions properly at the same redesigned usually just coincidence (the dashboard was finally discontinued. The twice before the vehicle was redesigned dashboards were slightly more practical, but nearly as hideous). On the road, however, the Lag- onda is a different story. Despite weighing around two corners like it's on rails. tonnes, it's smooth, fast, and You might even forget the rest of the car's problems for a few moments. However, ownership of an Aston Martin has always been a combination of factors that include good taste and desirability. From its looks inward, the Lagonda is more of a monument to bad person would choose taste than a car that any sane to own. For nutters and enthusiasts only.

This was once one of the most stylish, sought-after and priced at around the same level as a Ferrari sports cars in the world Designed by William Towns, the Aston Martin Vg was much more British, more discrect, in many ways more exclusive. Despite the far earlier DB6 powertrain and floorpan. Rather more new appearance, the new models recycled much of the American-styled than its predecessors, it looked like a subdued muscle car but it had the sort of handling that few muscle cars of the day could even dream of. It's a big car, make no mistake about it, but once voure moving it doesn't fee that big. The power steer- ing helps, but it doesn't make the vehicle insensitive. For a car of its age, it still sets standards for effortlessly propelling you along with much pleasure and great ease, Inside, the interior is as functionally luxurious as a Rolls-Royce, and the leather-clad seats support you grandly. These are an enthusiast's car. They are expen- sive to buy, thirsty, and bloody expensive to fix. They are also one of the few really great British sports cars. See

iust as well the V8 Vantage is fun to drive away from the cit¥, because other than that it's a crap Car that is both wildly overpriced and wildly impractica for evervday use. For an Aston Martin. this vehicle is chean but by any reasonable standards it's appalling value for monev. The interior has lots in common with various cheap Ford models (same company, same plas- ticky switchgear) but the Vantage arrives with stuff fike satellite navagation missing. And when you pay Aston's extortionate price for satnav, your mates will quickly remind vou that it comes straight out of another Ford Motor Company brand - Volvo. Satnav, however, is just one of a long list of optional extras, most of which would be standard on any other luxury car. The cost- cutting doesn't stop there, either: side curtain airbags which now come standard on many cheap cars, are missing on the Vantage, along with a spare tyre of any kind. What were they thinking? The engine is a recy ced unit, too, a reworked version of the same V8 that sibling company Jaguar has been using for vears, but mounted in the middle for optimum handling Like the DB9 the Vantage uses Ford's VH Platform, which basically allows the building of lots of different spors cars-off one basic shell.his car seems to have gone into making it handle on the open road This it does exceptionally well, The Vs in great performer once it gets moving and is mated te a six-specc manua gearbox that is ideally suited to the great outdoors, A Sunday afternoon in one of these wi have you grinning ear to ear - until you ioin the long queues of other motorists coming back into the city and discover that not much development money went into making the Vantage a practical proposition zrouna rown: the brake and clutch pedals feel like thev're out of a 1940s freight truck and the gearshift neds frequent intimidation. The Vantage does not like speed bumps. Because you sit way down inside the cabin. the side and rear views are frighteningly poor, making lane changes something of a lottery. At least the designers were sensible enough to abandon those mainly-symbolic rear seats that rob space and never get used: the Vantage actually has enough space in the rear for a couple of suitcases. Overall, however, the Vantage appears to be poorly designed and cheaply built. It does one thing well- open road joyriding - which is just as well, because there's very little else to recom- mend it.

After Audi and Volkswagen became the same brightsparks at the top came up with the idea of producing one car and selling in it wasn't long before the slightly diferent forms under both brands. The result of this brainwave was a basic vehicle, known as the B2 (type-81) platform. One half of the company sold these cars as Volkswagens, the other as Audis. The B2's sharpened looks came by courtesy of Giorgetto Giugiaro and ushered in an era of cars that looked to have been styled with folded paper. Although the Audi 80 was essentially the same as the Volkswagen Passat, the rear suspension was different, along with the styl- ing and names: for reasons known only to Audi, the Audi 80 was sold under different names on different continents. In Europe the 80 was the basic car while the 90 was the same car with more luxurious trım- mings. In America the Audi 80 was sold as both the Audi Fox and the Audi 4000. In Australia it was the Audi Fox, while a short trip across the Tasman Sea in New Zealand, it was the Audi 80/90 again. Compared to the dreary outpourings from the English and Asian motor industries at the time this vehicle seemed both stylish and mildly upmarket. The handling, for a car of the age, was excellent and interior had a simply functionality that many modern cars should copy. A moderate success at the time, these cars did not age well, and nor were they expected to: by the t1me the 80/90 came along the Germans were designing all cars to have a ten year life. That ten years was over long ago, so if you are enamoured with one of these, buy a low-mileage example only, if at all, and expect heavy repair and maintenance costs. You have been warned

A beautiful car if vou've got the dough, not just to buy it, but to fix it, too. These were pretty stylish cars when new. Even now they drive beautifully, handle well and are likely to be passably safe in a prang. The Audi Cabriolet is an Audi 80 with the top chopped off. It handles passably well but suffers from steering wobble when cornering at speed. The rear is cramped and claustrophobic with the softtop in place and the rear plastic window goes opaque with age, making wet weather lane changes something of a lottery. The interior of all versions is unpretentious, functiona and pleasing but the rear seat is too narrow for three adults. The overall feel is one of subdued, if slightly flawed, quality. Best bought low-mileage if at all; be prepared for horrific maintenance and repair charges as it ages.

Ouite bold & new designs in their day, these cars of fered unprecedented refinement and luxury for double to triple the cost of a Ford Falcon. These vehicles have a poor reputation for reliability, and you'll suffer deeply when it comes to fixup time. Expect annoying and ongoing electrical problems, problems with automatic transmissions, steering racks, turbocharg- ers, cooling system, hot starting problems, premature brake and exhaust system wear, to name but a few. The usual reason these cars are for sale is that progressive owners have gasped at the maintenance charges and repair bills and have decided to pass their problems on to someone else (e.g., you). To put it simply: by now most of these cars are simply not a practical proposi- tion for the average motorist.

Aging German heavyweight that was distinguished enough in its day but is now headed for retirement The 100 and the S4 are essentially the same car, one a little more luxurious than the other. Thevre well built and quietly luxurious, but old and tired enough to need serious work. Servicing costs will bring tears to vour eves. If voure not rich enough to buy a new Audi then you're not rich enough to buy an old one, sorry. For most owners these will be guaranteed grief, with just enough pleasant motoring in between visits to the garage to lull you into a false sense of security,. Best avoided, sorry.

The A3 is certainly an impressive package. All the things you've longed for are here: nice looks, comfort, style, performance and safety. Even the fuel ecomony isn't bad. Trouble is, these cars appear to have been rushed onto the market and we are getting frequent re- ports of dodgy reliability, which is a pity really, because we liked this car in every other way.

The A4 is an aging survivor in a tough class Viewed agarnst newer models such as the BMW 3 Series or the A4 is far too dated to be worth the sort of Lexus. being asked. Further, although owning an A4i money afien a satisfying experience, the A4 was disappoint- ing in crashtests, falling behind the Ford Mondeo and Nissan Primera with a mere 212 out of a possible four stars. Again, for the money you deserve much better. The steering and brakes are not as sensitive as the Beamer, and the interior is more efficient than pleas- ant. German executives must have skinny children, because space in the back is rather limited. Like other modemn German cars.

Called the B7 by its manufacturer, this is an upgraded version of the previous model. The $4 is a higher performance version and the RS4 is the highest. Looks, handling and engines on all versions have been tweaked and the overall effect is impressive. It's expen- sive and whether or not it's good value for money wil probably depend on how long you keep it and how lucky you are. When everything is working as God intended you'|l find driving this car a very satisfying experience. There are, however, a few design muckups: there's a 'comfort locking feature that automatically locks the doors once a passenger has gotten out. The trouble is. it will lock the driver out as well if he/she gets out while the engine is running.

When it comes to the executive car turers tend to aim for the moon. That's a great idea provided they don't miss. The A6 almost works as a ve- hicle and what it does well, it does very well, although it's actually a four-seater with space for one more in the centre reat. Five large adults would probably not enjoy a comfortable long journey. Diesel versions offer similar levels of performance to petrol but the price you pay is in the area of fuel economy; whereas conventional diesels offer something like twice the fue economy of petrol engines, the 3 litre diesel struggles to stay ahead of its petrol-powered siblings. The down- sides are in the all-important areas of functionality and handling: the steering is a bit lifeless, and the versions without Quattro are dodgy on slippery surfaces. On versions without air suspension the ride is hard yet feels unstable. The interior suffers from too much unnecessary high tech: you can't just push a button on the glovebox and open it: you have to push a switch on the dashboard, which might or might not work de- pending on its mood that day. Ditto the boot release, which in theory operates off the key fob. Many drivers have found in practice that the boot release only works when the moon is in Gemini and the Thames river is at full tide. You shouldn't have to put up with this shit on a car of this price and you shouldn't have to pay extra for a suspension system that works. None of this fills us with confidence for this car's future and we can only sympathise with second and third owners...

Some cars. like the original Volkswagen Beetle, can be made up of an unpromising collection of parts, and vet somehow achieve greatness. Others, like the Aud: A8. can be a technological tour de force and yet still fa to set the heart pounding. It's hard to see exactly whar There's the shape, of course; all curves went wrong. and shiny paint, but it could just as easily be a Nissan Maxima. Then there were the problems with the early versions: first introduced in 1994, the A8 took a while to get its act together. Like the rest of the motoring press we were awed by the all-aluminium body and the list of high tech doodads, including standard quattro all-wheel drive system. However, on closer examination the car was heavy, a little cumbersome and a little unreliable; earlv versions wallowed like a ship at sea under heavy cornering, In 1999 the car was given many of the improvements it needed, and with the latest models the A8 appears to have come of age, yet as Gertrude Stein once said: "It has a certain syrup, but it doesn't pour', The slightly more exciting S8, for those who have been waiting to find out, is simply the sports version of the A8 range, and as such it's also the most expensive and most luxurious. Theengine, bigger h8 inch tyres and wheels, a lowered c8 has a more powerful 370 horsepower 4.2 litre Va and modified suspension, different interior trim, and an extra helping of high-tech doodads. All versions of the A8 range are discreetly elegant, resplendent with everything from the walnut dashboard to the leather seats which treat you like royalty. Sit yourself down and one of the onboard computers will remember your favourite seating position. Rear passengers have not been forgotten, with a reasonable amount of space in front and above and a host of useful gewgaws like two cupholders and a first-aid kit. Turn the key and the engine is so quiet and smooth you won't even be sure its actually running. Each passenger has his or her Own dlimate control, etc, etc, etc. If you view a car as being the sum of its technical features, the A8 is pretty impressive. The downside of owning one of these is that the all-aluminium body will cost a king's ransom to fix if you ever prang it (this will be reflected in vour insurance premiums, no doubt) and each vehicle will plummet in value from the day you drive it off the lot,. As far as Audi are concerned you drive the thing for ten sedate years and then return it to the factory for recycling. We are sorry to report that these vehicles. despite being beautifully constructed, have never achieved the level of reliability that you can take for granted in a Toyota Camry. Buy with caution.

There's not much money in building mass-market models these days. Globally, for every person who wants to buy a new car, there are two or three for sale. and it was this hard reality that sent Daewoo to the wall. If vou build cars in high wage countries like Germany, you don't have much choice but to head upmarket and try not .to 1 notice that Lexus is nibbling at vour heels. Hence the new A8 and its ill-fated sibling the VW Phaeton, which ended up being the bottom half of a Bentley GT. Despite the millions upon millions poured into product development, the old Audi A8 did not sell very well and it would seem that Audi/VW management are continuing the lineage both because it's not their own money that'sengine, bigger h8 inch tyres and wheels, a lowered c8 has a more powerful 370 horsepower 4.2 litre Va and modified suspension, different interior trim, and an extra helping of high-tech doodads. All versions of the A8 range are discreetly elegant, resplendent with everything from the walnut dashboard to the leather seats which treat you like royalty. Sit yourself down and one of the onboard computers will remember your favourite seating position. Rear passengers have not been forgotten, with a reasonable amount of space in front and above and a host of useful gewgaws like two cupholders and a first-aid kit. Turn the key and the engine is so quiet and smooth you won't even be sure its actually running. Each passenger has his or her Own dlimate control, etc, etc, etc. If you view a car as being the sum of its technical features, the A8 is pretty impressive. The downside of owning one of these is that the all-aluminium body will cost a king's ransom to fix if you ever prang it (this will be reflected in vour insurance premiums, no doubt) and each vehicle will plummet in value from the day you drive it off the lot,. As far as Audi are concerned you drive the thing for ten sedate years and then return it to the factory for recycling. We are sorry to report that these vehicles. despite being beautifully constructed, have never achieved the level of reliability that you can take for granted in a Toyota Camry. Buy with caution.

Based around the same vehicle that is sold as the Audi A3, the Audi TT, the new Volkswagen Beetle and the Volkswagen Golf, the Audi TT is the handiwork of American designer Freeman Thomas, who also worked on the VW new Beetle. Originally built as a concept car for the Detroit Motor Show of 1994. the vehicle was announced as an official Audi model at the IA A Frankfurt Motor show in 1995. The TT offered superb performance and handling in one compact package, It's now a bit dated but it still goes very fast. However, this performance has its price: several drivers were killed driving early models after they lost control of their vehicles at speeds.

When the original Audi TT came out it was in a league of its own. Now it's in a crowded market of mid-sized sports coupés with similarly impractical seating arrangements but cool looks. The new version. therefore, had a lot to live up to and Audi has moved heaven and earth to try and keep the TT up with the times without losing the best of the older design. Is the new version up to scratch? Actually, it's surprisingly good. It handles well in all weathers, it's quick, quiet and fun. The new TT is wider and better sorted thanit's predecessor. The magneticallv-damped suspension (optional on cheap models, standard on expensive is magical. There are other compromises, however The 2.0 engine is quick and lively, but without four- wheel drive the wet weather handling is a bit dodgy. Handling is vastly improved by the Quattro four-wheel drive system, but the Quattro system is not available with the 2.0 engine. With the 3.2 V6, however, the handling is improved, but the increase in weight caused by the larger engine and the Quattro system means that there's little improvement in performance overall. Not to mention the expense. The ride quality is excellent on all versions and the noise levels quite low, although the optional 19 inch tyres are a bit noisy at speed. However, you soon get used to the TT and you soon learn to trust it in all conditions. The TT is like a precision too. that acts on the whim of the driver, gliding gracefully through the tightest of corners. It's also a companion that turns any journey into an adventure.

The Alfa 33 was the replacement for the famously stylish, temperamental and rusty Alfasud. Built at the same factory in Pomigliano, the 33 has many of the same quirks - poor build quality, shoddy design and terrible reliability problems. The early 33s, however were not aimed at the sporting market; they were a complicated Italian attempt to produce a car that could compete with the likes of the Toyota Corolla. Thus, many of the features that people expected on an Alfa Romeo, such as rear disc brakes, were left off After it became clear that the 33 was never going to appeal to the average family, the Ti model was pro- duced in the mid-'80s, offering what Alfa thought was everyday transport with Italian flair. True, the Ti had a following, but it was never a practical car. First, it was unreliable as only Ladas and Alfas can be. Second, it chewed through gas like it was going out of style, and three, in this part of the world these cars cost much the same as an Audi, without any of the longevity or luxury of the Audi range. Almost all of the pre-90s 33s developed rust in the rear tailgates after a few years, although this rust did not spread to consume the rest of the vehicle, as it did with the Alfasud. In the end Alfa was forced to offer a six-year anti-cor- rosion warranty in order to reassure nervous yuppies that their investment would not disintegrate before their very eyes. However, nothing could hide the fact that the Italians used cheap plastics in the 33 - warped dashboards are the order of the day in most examples that ever sat in the sun. Compared to the average Jap car of the '80s the 33 had a certain flair and handled well. However, there were other problems which com- promisea driving pleasure. One major problem was the driver's foot space; the 33 was designed for left- hand drive and was never converted properly. It is all too easy to hit the accelerator instead of the brake, or vice-versa. The driving position is okay if you like driv- ing in crisis mode, but is hopeless for long distances. Then.come the general reliability problems. Clutches often need replacing at 60,000kms, the synchromesh starts getting crunchy at the same time and by the time 100,000 kms have been reached you can expect to have overhauled the gearbox, the clutch, the speedo,

Ouick Summary
A flawed Italian attempt at competing with Toyota. Thirsty & badly built, but fun when actually running.
How Reliable? Appalling.se 'what goes wrong below
How Safe?
Dodgy. See our article: 'Cars 1970-88' in the Safety section
F S se
AVOID like the PLAGUE!
SUB MODELS: Various, including 33GCL, Quattro 4WD, 33Ti, Boxer Super, 33 Ti, 33 1.7 I.E. (Ti), 33 QV 1.71.E. 16 Valve
the water pump, the shock absorbers and many other bits. That's in addition to welding up the stress cracks in the front suspension. The later models were more stylish and more reliable, but only by comparison with the earlier versions.

First launched in 1992 as the replacement model for the Alf, 75 model, the 155 is based on the floorpan (that's more or less evervthing below the doors) of the Fiat Tipo, with new engines and gearbox. Like most Alfas, the 155 performs and handles well. but other than having reasonable room in the back seat, there's no more good news. We can forgive Alfa that the 155's styling is borderline pre-internet, but the everyday problems are much less easv to overlook. Owners report the usual litany of engine problems, electrica problems and general unreliability that have given Alfas such a poor reputation internationally. If you have a penchant for something sporty and Italian, and the one you are looking at is cheap and low-mileage, it might be worth a punt as long as you're prepared to spend unnatural amounts of time walking to work. Just don't say we didn't warn you. For all other prospective buyers, we say stay away, unless your dad owns a garage.

In the 1980s Fiat, the owner of both Alfa Romeo and Lancia, got together with Swedish carmaker Saab. the idea being to pool resources and produce a common platform', that is, a basic car which could then be restyled by each of the manufacturers into their own models. The Alfa 164 was one of the results. The 164 shares the same floorpan (that's the whole bottom of the car up to the doors) with the Saab 9000, Fiat Chroma & Lancia Thema. Like most Alfas ownership is something of a lottery, with excellent handling and passable reliability if you're one of the lucky ones. Many people find the 164's driving position awkward and torque steer (that's when the wheel gets tugged sideways as you accelerate) is a problem on the VG versions. The manual gearbox lacks the ease of use you would expect on a vehicle of this price and has a poor record for reliability. General reliability is a little better than most other Alfas.

If looks were all it took, this car would be a winner. Based on a shortened 156/Tipo floorpan (that's aimed at cars like the 5-Series BMW and the Lexus G$300), the Alfa 166 gives the impression of having been taken from its mother too soon. But first, here's the good bits: The inside of the car is beautifully done; it's high tech executed with effortless Italian flair. Everything,
96, no additive.
urban averages: es/100km 7.4 km/litre 21mpg es/100km 5.7 km/litre 16 mpg
fety LTS: No BELTS: Not known 8S): Optional 91-on, standard
EVERYTHING is powered or computer controlled - the seats, the air conditioning, the cruise control. cd players, rain-sensing windscreen wipers, etc, etc, etc. The electrically-controlled leather seats are not just comfortable, they support you beautifully as you drive. The V6 engine is nice enough, but whereas the Lexus makes you feel like you're floating along on a rapidly-moving cloud, the 166 makes you feel like you're being pulled along by a well insulated motor, which is not quite the same thing. Part of the problem is the Sportronic transmission; despite having more programming than the space shuttle, the transmis- sion manages to get out of sync with the motor a fair percentage of the time. In normal mode, it often shifts up too early, meaning that the engine, which needs high revs to operate well, is now revving too low to perform optimally. In 'sports mode the transmis- sion simply hangs on without changing gear until the motor is screaming. This does not mean that the Alfa is not a fine drive, but compared to its rivals. it is out of its league. The 166's chassis is taken from the Lancia Kappa, and although it's fine on everyday driving, it is uncomfortable with rough roads and its handling over bumps can be quite unpredictable. The brakes work well, but they are spongy and do not feed back the information a serious driver seeks. The bottom line is, if we were forking over hard cash for a car in this price range, we'd go for the Lexus or the Beamer. It's not just that they're far more elegantly perfected than the Alfa, they will also hold their value better. Lastly, there's the great Alfa bugbear of reliability. This one may be different, but other Alfas have started to drop bits off at relatively low mileages. Assuming that the 166 behaves itself impeccably, anyone buying this car off you in a few years time is going to take a long, hard look at all those fancy Italian computer doodads and wonder how long they are all going to keep working.

These cars shamelessly trade on the reputation of two classic European sports cars. In their current incarna- tion the only essential difference between the GTV and Spider is that the Spider is a convertible and the GTV is a saloon, These are drivers' cars, especially the GTV with its Stiffer body. The performance is impressive, the handling good but not breathtaking Those are the good bits. Buying an Alfa is an affair of the heart, and passion often fails in the face of the practical. For a car that recails at this price, the GTV is surprisingly noisy inside, and the Spider suffers from marked steering shimmy at high speed. The interior, which at frst glance looks barely big enough for two people, is dominated by a large plastic dashboard which fails to live up to the promise of the beautifu body on the outside. There still seem to be a few of those famous Alfa quirks in these models - a woman we know kept getting trapped outside her brand new Spider by a grumpy alarm (which also controls the central locking). The car could still be opened with the key, bur there's something humiliating about fumbling with the door locks on a car with the alarm siren blaring and passers-by staring suspiciously. That lady's Spider now has a retrofitted Alpine alarm. Certainly if radical beauty meant success this one would be a winner. If practicality is an issue, any upmarket Honda would leave both cars for dead. However, if you can live with the high price, shocking devaluation and foibles, you may well find these cars a very satisfying experience. Just don't say we didn't warn you.

Body probler ◦ Bonnet lid stick Boot lid strut d
er & GTV 6-2005 ler after 2005 ee 159
Interior probl • Air conditioning • Interior trim is t • Rattles are comn • Hood mechanisr • Rips & tears in so when it's down . Speakers fall apar • Water leaks into • Windows are con • Wind noise is blo Electrical prob • Airbag light goes • Alarm/central loc • Broken electric aer • Electric door mirr • Fuses blow at rand • Headlights die at r • Rear fog lights not • Stereos die young • Wiper motors die RECALL External power mirror sv VIN numbers:
TV
ER

Summary:
Worth the range anxiety

Faults:
None.

General Comments:
The range is comfortable for a daily commute. Supercharging is beginning to have great coverage, and the battery life is still good.

Very comfortable and obviously quiet, performance you wouldn't expect from an EV, and great looks and gadgets.

Summary:
Great electric vehicle

Faults:
12V battery terminal got disconnected disabling the entire car.

General Comments:
I have always wanted a Model S, but price ($90,000+) new made it unattainable. I bought the Chevy Volt as a compromise and owned it four years (25,000 miles) while I kept watch on the prices of used Model S. When the price dropped into the mid $30,000 I went looking for one. I researched the overall reliability/performance history and decided it was time to buy. I was sure I wanted the large 85KwH battery vehicle with its idealized 265 mile range. The car I got was a one owner corporate vehicle and had high mileage (146K). The battery capacity has dropped from its original 85 KwH down to 81 KwH, a 4.7% reduction over 8.5 years & 148K miles.

The car is a rocket... One must drive an electric car to truly understand this comment. The regenerative braking is great, it basically reduces 90% of the wear on the disc brake system. At nearly 150K miles there is more than half of the original brakes pad material left.

I have to say the interior is quite 'spartan' and could be better fitted. The seats are on the firm side, and there is nothing in the back for passengers to place or store any drinks or stuff.

So far, the car has averaged 320 watts/mile at around a 96% efficiency. I had Tesla do a complete heath check on the car and the result was a clean bill of heath.

Summary:
Best car ever!!!

Faults:
Minor squeak on both falcon wing doors that were repaired in less than a day, but since I couldn't wait they gave me a model-S P85 so I took it home to enjoy and came back the next day to a beautifully detailed car with no noise at all!!! There is nothing else to maintain!

General Comments:
I have owned my 2017 Tesla model X 90D for 22 days. I have over 4000+ miles on it already and driven every terrain except for snow.

This vehicle continues to impress and outperforms all other competition (Including my neighbor's Lamborghini Gallardo!!!).

I have had zero problems locating superchargers along my route, which are totally free! I thought having this car in my apartment on the beach would be a problem, but it's totally not since I only have to charge it every other few days and charging is pretty quick.

I have autopilot version 8.1 installed and I can honestly say that autopilot is a serious step into the future. 90% of my long term driving now uses autopilot with me only fully driving in construction zones or bad roads or city driving. It's so amazing it probably saved my life! I dozed off one late night driving back from Washington DC to Miami. Autopilot sensed my hands weren't on the wheel and woke me up with a chime all while the car was safely maneuvering thru traffic! This is hands-down the best and safest vehicle that has ever been produced for the public! It compliments aerodynamics and ingenuity so well that the feeling can only be similar to the shock and awe of the Citroen DS of 1955 that paved the way for safer more efficient quality cars.

By the way, the Tesla has no engine, so say goodbye to gas and hello more trunk space!

Thanks for this very honest review. I'm saying this because I know there are many Tesla fans out there that may get irritated when someone talks about negatives about this car. Not saying it's a bad car, but like any car it has its downsides and minor inconveniences. A Tesla cannot be compared to - say - a Lexus or BMW in terms of build quality. This is a very new brand, built from scratch; time is needed to refine their cars. The trickiest part is that buyers spend a good amount of money anyway, and given the level of refinement offered by the gasoline driven competition, they feel entitled to get their money's value. But one still needs to realize that this is a very young brand that indeed needs time to mature - however this is a little difficult to accept in a consumer society.

Very good point about voice command in other languages.

The autopilot must be taken with a grain of salt. It is not perfect and does require constant attention from the owner: for example, it does not work in road construction areas because the autopilot is using street line markings for guidance, and in construction zones these lines often times are modified, less clear or worse covered with concrete separators. This caused some accidents (look up on Youtube). On the other side, the autopilot also saved several crashes from happening (search again on Youtube) so it's a good thing. It should be improved in the future.

I would also like to point about a rather common complaint when it comes to Tesla owners (not in your review, but on their forums). Several owners feel that for the money spent they don't get the same luxury as on equivalently priced gasoline cars. The fact is, the price of a Tesla is related to the battery, electric drive line and also company investment in infrastructure (manufacturing, robots, car design, etc). So despite being priced like a high end luxury car, the money doesn't go exactly into luxury equipment.

Any how, I hope more Tesla owners come and leave honest feedback; the Tesla section is lacking reviews on this site!

Summary:
Game changing, but immature

Faults:
• Gaskets beneath front doors are poorly glued and keep falling off.

• Triangular window on passenger door had a faulty seal and needed to be replaced.

• Door trim vibrated when cranking up the volume, fixed on warranty.

• Cruise control/autopilot is highly unreliable, automatically braking for shadows and non-shadows on the highway.

• Forward crash warning alerts go off on meeting traffic for no reason.

• Folding mirrors freeze in winter time.

• Defogging is mediocre and defaults to "recirculate" on medium power when fresh air and high power is the obvious solution.

• Window wipers and washer fluid jets (built into the blades) are borderline dangerous, failing to clean the window properly.

• Automatic wipers are in "beta" and requires a tropical storm to register rain on the windshield.

General Comments:
Electric propulsion is by far the future, but while excelling in electrification, Tesla fails on most other parts of car making. The Model X is spacious for passengers with comfortable seats, but a very noisy cabin and a large yet impractical boot are big drawbacks. Voice control is probably useful for English drivers, but any international buyers are left fiddling with a touch screen while driving. Build quality is generally OK, but certain design choices make the car fall short of European premium cars. Access to Spotify, podcasts and streaming radios are all great, but the lack of proper phone support (e.g. CarPlay or Android Auto) is preposterous. In short, it is difficult to say something about the car without adding a "but" towards the end of the sentence.

That said; power is incredible, the default sound system is above average, the Supercharger network is a lifesaver, the comfort level is very high and the car shows promise of what tomorrow's car will look like. Here's hoping tomorrow comes sooner rather than later.

Summary:
Good car, expensive initial cost, but savings the longer you own it

Faults:
Nothing went wrong with the car. Though didn't own it very long.

General Comments:
Ordered Model Y 3rd quarter '21, it arrived 1st quarter '22 for my wife. She absolutely loved the car. The initial sticker price of the car can be a bit much. However, after owning it, it's apparent how much money will be saved the longer you own the vehicle.

As far as charging is concerned, we opted for for a NEMA 14-50 charger at home. It regularly charged to what would be equivalent to roughly 32 miles per hour. So overnight or about 6 hour charge was all that was needed. Supercharging was and incredibly fast, about 20-30mins to full charge.

The only reason we no longer own this vehicle, would be that my wife was in an accident and the car was totaled. On the brighter side of things, the Tesla was really safe and kept my wife and children safe... So we ordered another. It'll arrive later this year.

Faults:
Motor mounts(upper and lower).

Fuel pump.

Bosch computer (used).

Air mass sensor (used).

Water pump.

"Will soon need": rebuilt turbo, clutch, timing chain.

General Comments:
One of the nicest cars I have ever owned/driven. Hasn't been as reliable as I'd like but with over 218k miles, I accept that.

Still original turbo and timing chain! Fast as H*ll in cooler weather but still averages 27mpg.

Get a black one and it's nearly invisible. Great fun to blow off kids in little Japanese cars with a big 4 door, "old people" sedan.

Love the hatchback & huge cargo area.

The closest SAAB garage is 16 miles away but they have "loaners" and use used parts when available.

Summary:
Next time I tool around with Saabs, I'll buy a 9000 Turbo with a manual transmission

Faults:
Auto transmission failed.

O2 sensor failed.

Starter motor failing.

Engine mounts soft.

Rear disc brake warped.

General Comments:
The good:

Very comfortable.

Styling oozes of class, and is a refreshing change from the cliched BMW or Mercedes look.

Has a major feeling of safety to it.

Will not rust (at least, not in Australia).

Excellent handling.

The engine itself is smooth and reliable.

The bad:

Drinks like an Engineering Student.

Irritating little things kept breaking on it (O2 sensor, starter motor etc).

Irritating big things kept on breaking on it (transmission etc).

Quite expensive to keep running.

Is quite a heavy car, and really needs a turbo to make it fun.

The ugly:

People have mistaken it for a Renault.

Saabs are very, very addictive.

Summary:
Perhaps the most versatile car ever?

Faults:
Not a lot for a 13 year old car doing 20K miles/year. I changed a faulty CV boot at 60,000. Changed brake caliper at 75,000. Front suspension spring snapped at 80,000.

General Comments:
A great workhorse and comfortable tourer. You can get a double mattress in the boot (!) with the seats folded down. I have carried a desk in there without dismantling it. At the same time, I have used it for long distance journeys with 5 adults and luggage and arrived fresh and relaxed. Performance from non-turbo engine pretty good. Great cruiser. Handles very well in cornering for a large car. Very secure. Very solid. A truly reliable companion. Perhaps the most versatile car ever made, combining good performance and handling with fantastic load carrying ability - though perhaps the Turbo would go one better in performance. In this overall respect, the 9000 is a better car than its replacement, the 9-5.

Summary:
A great car

Faults:
Front wheel bearing.

Trip computer display (easy fix - replace light bulbs).

High beam switch (easy fix - remove and clean contacts).

Windscreen washer switch (easy fix - clean contacts).

Sun roof leaking (easy fix - blow out drain holes with air compressor).

Synchros on 2nd gear is very poor. Problem is on upshift. Will need to fix.

Air conditioning does not work. Unsure of fault.

Rear brakes rattle like maracas.

Hydraulic lifters are starting to make more noise than rear brakes!

General Comments:
Very nice car, always wanted to own one. Is it the largest luxury manual hatchback there is? At 227kph, it was apparently one of the fastest production cars in the world in 1986.

With hatchback and folding rear seat, it is very practical. And comfortable.

Smooth turbo power delivery, great for open road driving. Handles well on winding roads.

Lots of accelerative power yet can be very economical when driven easily.

Bloody awful turning circle.

Summary:
A fast highway armchair on wheels

Faults:
Auto Gearbox rebuilt twice (once at 120,000kms & 200,000 kms)

Fuel Pump (around 150,000km)

Air Mass Sensor (150,000kms)

Turbo & Head overhaul (around 180,000kms)

Steering Box (around 150,000kms)

High Beam Switch

Sun roof sticking

Leather on drivers seat worn

Creaking boot hatch

Worn door rubbers

Leaked power steering fluid reservoir (around 240,000kms)

General Comments:
A fair few (expensive) things have gone wrong with this car, however I love it dearly for the comfort, performance and sheer load carrying (especially with seats folded flat).

And to answer your questions, my service book has not missed a stamp.

Some reliability issues can be owed to driving style (had car since I was 18, upped the boost/re-chipped the computer and added a Remus cat-back exhaust, 2 inches lowered Ebach springs all round, 16 inch rims on Z-rated rubber, dark black window tint, gray duco/gray bumper model, looks awesome!).

The automatic gearboxes, fuel pumps and air mass sensors are notorious with these cars. If you are seriously considering buying an auto model, see if you can get under the car and open up the auto box - look for metal fragments in the oil. Also look for car which won't slip easily into 'D' from 'P' or kick down properly. Also stand behind the car when the car is being started to see if there is a telltale puff of black smoke (not fatal though).

OK, so that's the bad bits - good bits:

- Driven from Adelaide to Canberra (1,600kms each way) in one go with no problems. Done this many times and back with no troubles, passes massive trucks with ease, masses of mid-top range power (you really know it when it kicks down). I also owned a modified 1998 Subaru WRX, which eats the SAAB to 100km/hr, but over 100km/hr the SAAB reels the Subaru in and blows it away over 150km/hr.

- Has the best handling top end speed. Will easily sit on 180km/hr for hours and make you feel like your are doing 60km/hr. Top speed I have had this car is 225km/hr on a very straight patch of road (stupid I know). Sat there without a twitch! (remember - there are areas in Australia such as the Northern Territory which do not have a speed restriction - just need to look out for the kangaroos!)

- Handles corners great, especially with aftermarket springs (next best thing handling wise to my 4wd Subaru WRX)

- Seats are the most comfortable I have sat in - supportive, deep. More comfortable than my dad's C220 Merc.

- Basically a great car if you look after it.

Summary:
Modern manufactures are just starting to catch on

Faults:
Alternator failed shortly after purchase, replaced with a rebuilt unit from ebay for $20; only took 2 hours.

Brakes, replaced with Brembo rotors and new pads for $100, took 45 minutes.

New ACC belt--failed because of alternator.

Exhaust broke at resonator, more a result of a cheap aftermarket exhaust put on the car by PO.

General Comments:
What can I say, this is an old warrior that just keeps fighting. I've owned many cars despite my young age; three Saabs, two Porsches, and a Subaru. This is currently my winter car, the Porsche goes into storage. More reliable than my previous Saabs, but it was also better cared for.

The negative side of the car is that as it has aged the handling has softened--worn out shocks and such. What makes up for that is the blast of power from the turbo. I have already performed the APC modification for about 13 psi and the car is now as fast as my 944 Turbo. Absence of wheel hop is nice too. Somewhat notchy H-gate and a stiff clutch are normally expected only of a sports car.

Definitely a car for those who like something unique. Tons of space to carry things, and if some punk in a Honda pulls up to race...well, let's just say that 1/4 throttle takes care of most cars.

Oh, and one more thing- I bought a Subaru Loyale thinking it would be more economical and cheaper on parts. All that car did was be horribly slow, break often, and roll morbidly. The 4 wheel drive was the only reedeeming factor. This car is better in every aspect. I would venture to say this car is superior to the E30, if RWD handling isn't ones forte.

Summary:
Stylish, comfortable and roomy - but appalling reliability and build quality!

Faults:
A plethora of dashboard electrical problems.

Interior door trim fell into the road!

Various items of poorly-designed trim became loose of fell off altogether.

Cruise control failed on numerous occasions.

Heated seats failed on numerous occasions.

Alternator failed at 66,000 miles.

Sunroof had a tendency to jam.

Horn circuit failure at 80,000 miles.

Door locks extremely susceptible to freezing during cold weather.

General Comments:
Bought under Saab's "Approved Used" scheme with a full service history - carried out by the vending dealer - and a "114 point comprehensive check-up", the deal certainly promoted confidence!

The car was a roomy, comfortable, stylish luxo-barge... and a bit of a head-turner to boot! Admittedly performance from its 2-litre non-turbo heart was disappointing, but in compensation it constantly returned 33mpg.

However I wouldn't be overstating the case when I say that the 9000 was by far the most unreliable and poorly built motor I've ever owned (and that includes a Morris Marina!).

The dashboard resembled slot machine in that its multitude of warning lights continually flickered for no apparent reason - very distracting! (Looking back, it's a mystery to me why this didn't happen during my test drive.)

Unsurprisingly bulb failure in the dash was a constant problem and, not being covered by the warranty, was an expensive annoyance at fifty quid in labour each time!

Various items of trim were poorly designed and had a tendancy to come loose or part company with the car altogether. I'll never forget the time when the entire door panel fell into a puddle!...

Which reminds me that as the car had no roof gutters, alighting occupants would be treated to an impromptu hair-rinse during rainy days. The hatchback suffered the same problem and ultimately led to one of the rear loudspeakers shorting out.

Despite repeated attempts by the dealer to cure it, the cruise control system never worked for any longer than three weeks at a time. Similarly for the heated seats.

The electric sunroof developed a habit of jamming in the open position (though a repeated presses of the button would close it fully.) Again the dealer attempted several fixes without success.

After a month of ownership, the alternator packed up without warning. It took the dealer over a week to acquire and fit a replacement. (They loaned me a Lancia Y10 during the period... perhaps hoping I would think the Saab wasn't so bad after all!)

The dealer was always very polite and accommodating, but clearly did not possess the ability to resolve the car's numerous recurring faults. The only other Saab dealer in my area (over fifty miles away) wasn't much help, either.

Michael Fish only had to hint at the merest possibility of an incoming cold front and the door locks would obstinately freeze up - bizarre considering the car's Scandinavian birthplace!

After twelve months the bankruptcy-saving warranty had expired with the car retaining a sizable backlog of old and new problems. Two unsuccessful attempts by the dealer to trace a fault in the horn circuit cost me eighty quid. I decided it was time to cut my losses. Other than the alternator, all the faults I had experienced had been minor, but when I realised that the malfunctioning horn would lead to MOT failure, the car had to go. (The following week I traded it in for a good old Ford Sierra which, as ever, proved to be a paragon of reliability!)

In a year of ownership, the Saab had visited the dealer once per month in increasingly fruitless attempts to address its mounting faults.

It's tempting to suggest the car was simply style over substance. I have little doubt that Saab's collaboration with Fiat and Lancia (the 9000 was a "cousin" to the short-lived Croma and Thema) was partly to blame for the car's poor build and electrical qualities. Yet the other reviews here are far more positive, so it's difficult to say whether my car was a "Friday afternoon" job or the dealer was simply incompetent. (As it happened, they closed down shortly afterwards!)

I look back now with some amusement on my love/hate affair with that gorgeous Swedish temptress. She seduced this young, naive chap with her looks, style and pedigree. She cost me a fortune to keep and areas of her otherwise sublime body were nowhere near as perfect as she professed. I could have tolerated all of this were it not for the fact that she soon found another man she preferred the company of: my mechanic! He played while I paid. Such treachery could not be tolerated.

Well, yes the Saab Aero has complexities like all cars that have swung over to the computer, in the perhaps erroneous belief there are unassailable benefits in fuel injection, and at what massive service costs over a carburetted car would be utterly staggering. The Op-Amp has almost limitless possibilities, and can be applied through a computer for interaction among "sensored" components. The impossibility of exhaustively testing the systems is a curse, as the purchaser then becomes the ultimate test driver.

As for the air conditioning... a very wise move to bring a car quickly to your chosen temperature. If you don't want it, you reach out with the nearside arm and press the button labeled "OFF". Yes, the compressor uses fuel, but so does your completely unnecessary sonic boom sound system at ear shattering levels. So does adjusting the seat or using the headlights, or if you are truly emotionally self destructive, lighting a cigarette using the lighter. The compressor is not operating after the "OFF" button has been pressed.

The worst cars I found as a teenager in Sydney were beachside... eastern suburbs particularly, where expensive cars were bought on credit and left parked in streets, suffering sun and leaf damage, scratches, and often abandonment. Yes, the cars will rust, but I am at Arundel, where cars and anything rusts... but my Saab seems to have survived, and my Alfa 75TS about to go on sale... Japanese cars don't. Vans don't. The worst are cars repaired after major accidents, which were never returned to factory standards... excluding the old "been on the English roads" private imports, which are cancerous from salt.

Yes, the 9000 Aero transmission, though an improvement over the standard one in a few respects, does crack up... the 900 Aeros are the pits in my view. There is no excuse for SaaB producing lightweight gearboxes, and they knew the auto wouldn't cop it well, however this gets back to usage... screaming it through low gears, dropping clutches and so on does not meet the idea. One dropout once replied to me "cars are intended to be used".. yes, but by what and how?

If someone can help me track down some 9000 Aero rims, please call me on 0405 400 515.

Volvo S60

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