Used car reviews and values,vehicle specs by vin number ford sync,where is the vin number on a car motor - For Begninners

The SSS badge is a proud one that dates back to the 1960s when Datsun, as it was then known, applied it to its sporty sedans. Cars like the Bluebird SSS were standout tearaways back then, and the most recent SSS, the N15 Pulsar, was a similar standout in its time.
The N14 model that preceded the 1995 N15 was popular with young buyers who wanted the day-to-day practicality of a hatch without giving away anything in the way of performance and handling.
Bigger, and better, the Pulsar was yet another Japanese car that could best be described as bland when it came to its looks. Round, and a little dumpy, the N15 sedan was pleasant if not overly attractive, but the SSS wagon-styled five-door hatch took some time to get used to. It was hard to know whether it should be called a hatch or a wagon, because it more closely resembled a wagon than anything else. Power came from Nissan’s SR20DE 2.0-litre double overhead camshaft four-cylinder engine that boasted four valves per cylinder and fuel injection. All of that power was transmitted to the front wheels through a slick shifting five-speed manual gearbox.
The Pulsar’s suspension was a mix of MacPherson Strut at the front and a multilink beam at the back. The steering was rack and pinion with power assistance, and the brakes were discs all round with ABS standard. The sporty picture was finished off with attractive alloy wheels, which came standard with the SSS. Inside there were vibrant new colours for the cloth trim, along with a raft of neat standard features, including a premium four-speaker sound system with CD player, air-conditioning, sports seats, and power windows.
A minor Series II update freshened it in 1998 and that can be identified by a revised mesh grille with the Nissan badge fitted to a centre vertical bar.
The SSS is a popular car with younger enthusiasts who appreciate its blend of performance and economy, and that appeal keeps values on the up.
Expect to pay between $10,000 and $15,500 for the earlier models, add $500 for the later Series II. The drivelines are generally trouble free, but be sure to check the CV joint boots that can crack and split. Glen (surname withheld) owns a 1999 SSS manual 2.0-litre Pulsar hatch, which he says has been totally reliable. Volvo won a reputation for safe and reliable transport with models like the very popular 240, but with the 700 series the Swedes added luxury to its portfolio. The 700 brought sharp new aerodynamic styling to the Volvo brand, a huge change for eyes accustomed to the boxier 240 series the company had been producing for almost 10 years before the 700 series made its first appearance overseas in 1982. The 700 series arrived here in 1985, and true to its luxury claims was well equipped with plenty of comfort and convenience features.
The entry level GL had cloth trim, manual window winders and mirror adjustment, but the GLE was the one with the lot, leather trim, power windows, power mirrors, power steering, air-conditioning, ABS and alloy wheels. Power came from a 2.3-litre single overhead camshaft four cylinder engine that had won a loyal following in the 240. Output of the SOHC four was 96 kW, but from 1986 there was also a turbocharged version of the engine, which pumped power up to 119 kW for more punch. A DOHC, 16-valve engine was offered in the GLE from 1989, these cars identified by rear ‘16 Valve’ badging. Early cars had a choice of four-speed overdrive manual gearbox or four-speed auto, but from 1988 the choice was between a five-speed manual and four-speed electronic auto.


Suspension was a combination of MacPherson Struts at the front and a live axle and leaf springs at the rear. Although the 740 was built before airbags were commonplace it boasts a high level of safety for the period. Early cars can be had in reasonable condition for less than $5000, later cars up to $10,000, with the well equipped GLE carrying the highest sticker.
Like all early Volvos the 740 will give many years of solid reliable service, particularly if they have been well maintained. The good news is that with alloy heads and hardened valve seat inserts they can be run on unleaded fuel, even pre-’86 cars, although their high compression means they will need PULP to avoid pinging.
Johnson recommends changing oil every 5000 km in cars used in city traffic, but that can be extended to 10,000 km if it’s on the highway. Changing the belts is more critical on the double overhead cam engines, which will suffer substantial internal damage in the event a belt breaks. With MacPherson Strut suspension at the front and coil springs on a solid axle at the rear the 740 suspension is simple and largely troublefree. Brake wear can be a problem with discs typically needing replacement at around 100,000 km, but aftermarket discs cut the cost.
Age is starting to have an affect on the 740’s wiring looms, particularly in the engine bay where they are subject to the extremes of heat and moisture, which can cause deterioration of the wiring and insulation. Later cars with electronic ignition and fuel-injection can suffer problems with the computer, but these can now be rebuilt relatively cheaply by service specialists to avoid any further trouble. Although the 740 was a solidly built car, and the body generally stands up well, it’s important to check for rust. Providing it’s in good condition, and has been well maintained, Johnson says there’s no reason why a Volvo 740 won’t continue to give reliable motoring to 400,000 km and beyond. It was longer and wider than its popular predecessor, with a longer wheelbase, which resulted in more leg and shoulder room from front and rear seat passengers. One of the more cynical motor noters of the time described it as a “transvestite bread van”. There was also the option of a four-speed auto, but quite why anyone would want one in a hot hatch like the SSS escapes me. The body remains tight with the result that there are few squeaks and rattles, the interior trim wears well, and the plastics are good quality that don’t fall apart. Jerry Newman of Nissan specialists, the Cheltenham Service Centre, says the cam timing chain can rattle if the car hasn’t been serviced regularly and according to Nissan’s recommendations. It’s comfortable for daily driving, has plenty of grunt and is just the right size to weave in between gaps in traffic. It is economical and has excellent performance around town and responds well to mild revving to give a nice ‘kick in the back’ for an engine of its size and age.
As president of the Nissan Datsun Sports Owners Club, Kay regularly competes in club events, and says her SSS has stood up well, it still has the original clutch, and there have been no engine problems to date. It was where the cost cutting measures started to show, with Nissan deleting things like fully adjustable seats, leather around the gear stick, and other small touches that made the previous Pulsar feel like a $30,000-plus car. It now has done 113,000 km and has been very reliable, although he was disappointed that the front discs needed replacing at 63,000 km. The six-cylinder 760 was the ultimate Volvo luxury model, but the 740 combined the new luxury with the best of the old Volvo virtue of four-cylinder reliability.
Initially it was only available as a sedan, but from 1988 Volvo added a wagon to the range, again with GL and GLE versions.


It had a cast-iron block, but an alloy head, and was fed initially by a mechanical fuel-injection system.
Compression ratio was lowered, the fuel-injection system and ignition became fully electronic.
Steering was power assisted and brakes were disc at each corner, with ABS standard on the GLE. Apart from the renowned body structure, which provides a high level of primary safety, later 740s also had seat belt pretensioners that reduced injury from the seat belts by tensioning the belt in the event of a crash. Some cars will be completely worn out, with rust and body damage that mean they are virtually worthless, but others will be pristine with reasonable mileage and they are the ones to seek out. Many will have high mileages showing on their odometer, so care is needed when inspecting prior to purchase. They are relatively tolerant to a lack of servicing, but it’s better to keep up the maintenance if you want a troublefree run. Regular oil changes are essential, and it’s important to drive them with some mechanical sympathy, following the recommended procedure when shutting down the engine. Cam belts should be changed at 60,000 km intervals, but breakage on the single overhead cam engines will only result in an inconvenient roadside wait for help rather than expensive internal damage. Early cars had a ZF four-speed, and spares for that are now hard to find, but most had the familiar Asian-Warner five-speed that is quite robust and will give 200,000 km without major trouble, particularly if serviced. Listen for any knocking from the front, which could signify the need to replace the caster bushes. Water leaks, mostly through the rear window or through openings in the dash panel where hoses or wiring looms pass through, can result in rust in the floors. While that was great the downside was that is was also heavier.Even though the cabin was roomier than the EZ's there still wasn't a lot of room for back seat passengers, and the boot was relatively small.
Timing chain rattle can also develop at high mileage, but the noise is more a nuisance than a sign of impending doom. He has had no problems with it, but says it can be thirsty if driven hard and it prefers premium unleaded.
If it doesn’t have one, or one that can be verified, take it to an recognised Volvo specialist, like John Johnson of Voldat, and have it checked out.
The transmission choices were a five-speed manual and the more popular four-speed automatic.On the road the Swift handled well and obediently followed directions from the driver. The EZ Swift established Suzuki as a brand to be more widely considered by buyers and the FZ continued that theme.Few owners complain about their Swifts, most are passionately in love with them and are happy to tell you so.
Even better they say it is economical.While there was some criticism at the launch of the rear seat roominess, which made sitting in the back seat a tight squeeze for adults, few owners actually complain about it. 4 stars. Ford Fiesta – 2011-2013 No standout, but looks good, is well built, has a flexible cabin layout, and is reliable. The Suzuki engines being finely engineered need regular oil and filter changes to stay healthy.




How to check vehicle codes
Online check in 540
Car reviews 2013 toyota avalon
Free car inspection in new jersey
29.05.2016 admin



Comments to «Used car reviews and values»

  1. Sensizim_Kadersiz writes:
    The Benz automotive to his line vehicle from a Safe and Sound dealership, they.
  2. PRESIDENT writes:
    Data that it has been independently checked other problems.
  3. PRINC writes:
    Consider asking the insurance coverage firms.
  4. manyak writes:
    And sellers buy an albatross simply.