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The Mondeo’s arrival was heralded as a sign of things to come as Ford signed up for the company’s world-wide car program but like many models the company’s local arm has introduced here in recent times it fizzled rather than flew.
It wasn’t a bad car, it was highly regarded in its European home territory, and was warmly praised by local road testers, but the Mondeo just didn’t get off the ground. Ford’s plan for the Mondeo, a replacement for the popular Telstar, was to tackle the mid-sized heavyweights, the four-cylinder Magna and Camry, but it was a new nameplate to a market comfortable with the rival badges and not willing to switch brands without good reason.
Ford unveiled a range of four models and three body styles when it lifted the wraps on the car it dubbed “the affordable European”. Ford hoped the Mondeo’s European chassis dynamics would prove to be the thing that swayed mid-sized car buyers to switch from the Japanese cars they were buying.
It was a delight to drive on a winding road where the chassis balance and response could be fully appreciated. Four-wheel disc brakes provided powerful stopping performance, and there was the option of ABS if you wanted added stopping safety.
The LX sedan and wagon opened the bidding with wheel trims, colour-coded bumpers, velour trim, central locking, power steering, power mirrors, adjustable steering column, and a driver’s airbag.
Add to that air-conditioning, upgraded trim, power windows and intermittent wipers, and you had a GLX sedan or hatch.
A restyled model brought a bright new look in 1996 along with an array of new standard features. Air-conditioning became standard across the range, while the GLX got standard cruise control, power driver’s seat, and remote locking.
Ford also retuned the 2.0-litre engine to extract more form the mid-range to make it more drivable for the average motorist who wasn’t interested in revving it into the next world to realise its performance.
Another minor upgrade followed in 1999, before the final fling in 2000 that brought a new look, new model line-up, and a hot new sports sedan. Gone were the LX and GLX badges, in their place came the new Verona and Ghia nameplates respectively. The ST24 came with sports suspension, a 125 kW 2.5-litre V6, five-speed manual gearbox and an aggressive body kit.
The HE Verona sedan is priced at $14,500, the Ghia hatch at $16,500, and the hot ST24 at $18,000.
With odos averaging close to 100,000 km the Mondeo motor is due for a cam belt change so carefully check for a service record to see that it has been changed when due.
You can also expect to replace disc brake rotors at around the same distance if they haven’t already been replaced. Some owners are reporting problems with the auto trans at 100,000-plus km, which can mean a $2500 rebuild. Look for minor bumps and scrapes, particularly poorly repaired and painted bumpers, which are prone the damage.
A nicely balanced chassis with four wheel disc brakes means good crash avoidance, and a driver’s airbag is standard if you can’t avoid the impact. Ken Dickson is the happy owner of a 1995 LX auto that has been trouble free over 82,000 km. Forgettable styling means Mondeo has been forgotten, but with good chassis, brakes and steering, it’s worth a look. The Ford Focus has been a top seller in Ireland for more than ten years now and with good reason.
This second-generation Focus followed on from the hugely popular first-generation model, which itself had replaced the iconic, but ultimately poor Ford Escort.
By and large the Focus is a pretty well built car, with few major issues in terms of engines, electrics or components.
The overwhelming majority of early models of this generation of Focus in Ireland had a 1.4-litre petrol engine.
Early models will now start off at around €5,000 from a main dealer with a full service history and you will tend to have to spend about 15-25 per cent more to get a diesel version in most instances. The Fairlane is no longer at the top of the luxury car pile, but the nameplate that once defined local prestige motoring is still a revered one with many local prestige buyers. In the years that have passed the Fairlane has lost much of its lustre, having been swamped by imported models seen to offer more prestige than the Falcon-bred Ford, but it still has a special place in the local market.
The Fairlane concept as we know it today was introduced in 1967 with the launch of the first locally designed model. It was simple in that it was spun off the Falcon making use of the same mechanical package and much of the front-end sheet metal, but with the wheelbase and boot lengthened to create a larger sedan with heaps of rear legroom and a cavernous boot. The brilliance was that for such a small change Ford could offer a desirable model for those who wanted to step up from the Falcon.
If the AU was canned for its perceived ugliness, the Fairlane was a much better looking car. If the front was little changed the rear of the Fairlane was completely changed from its smaller sibling, and much the better for it.
Inside there was the usual rear legroom associated with the Fairlane, the boot was enormous, and it boasted every feature Ford offered on its option list. Underneath the extended skin the Fairlane had independent suspension both front and rear, the double wishbone rear set-up a marked improvement over the compromise set-up under Holden’s Statesman.
Inside the Ghia had standard leather trim, six-way power driver’s seat, air-conditioning, dual front airbags and a premium sound system with CD player. Ford released the AUII upgrade in 2000 with a laminated firewall and hydraulic engine mounts for a quieter ride and improved brakes.
Although Ford sold the Fairlane with a choice of six cylinder and V8 motors it is the V8 that is most prized by those who aspire to own the big Ford. A 1999-2000 six-cylinder AU can be bought for $15,000 to $18,000, a 2000-2002 AUII update can be had for an additional $5000. The more desirable V8 AU can be bought for $16,000 to $19,000, add $5000 to step up to the AUII update.
Continuous development over many years has seen the Falcon and Fairlane evolve into sturdy cars that generally don’t have a lot of faults, at least major ones. Mechanics report few problems with the AU, there doesn’t appear to be the same issue with cylinder head gasket failure as there was in earlier models. Brake wear is a problem with the Falcon and Fairlane, look for regular pad changes and disc machining.
Build quality has been a lingering problem with the Falcon and Fairlane over the years, and Ford made a serious attempt to put those problems behind it with the BA.
With today’s fuel price concerns it should be remembered that the Fairlane is a large lump of a car, weighing almost 1700 kg so it will consume fuel at a high rate.
Competent suspension design along with four-wheel discs, standard ABS and traction control give the AU Fairlane the dynamics to avoid a collision in the first place, but should the situation get to the point a crash is not avoidable the Fairlane’s strong body and dual front airbags come into play. If you value cars on a metal for money basis there’s lots of value in the Fairlane, but expect to pay for it at the pump. The EL was the last in the line of aerodynamic Falcons that began with the EA in 1988, and arguably the best.
Ford spent $40 million on what was a comprehensive facelift designed to fix the problems that had plagued the all models of the Falcon since the EA, including the EF that immediately preceded the EL. Compared to the EF there was a number of relatively minor cosmetic changes, including new grilles, headlamps, bumpers, tail lights and wheel trims. Thicker, tinted glass and added dash insulation reduced noise inside the Falcon, while new seats increased headroom, which made it more comfortable for taller drivers.
While the external changes were welcome the big improvements on the EL were underneath where changes to the suspension and steering dramatically improved the handling. The EF had been criticised for a handling imbalance that made it seem as though the front and rear were having a domestic dispute and weren’t talking to each other. The problem was that the rear suspension roll rate was markedly different to the front roll rate which manifested itself in the feeling that the car was lurching into oversteer when changing direction. Ford responded by lowering the rear roll centre and altering the geometry of the front suspension to improve the steering response. It was possible to link the six to a five-speed manual gearbox, but most buyers opted for the four-speed auto. On the road the Falcon six delivered heaps of torque, which made it easy to drive and great for towing, while delivering reasonable fuel consumption for the time.
The Falcon model range kicked off with the GLi sedan and wagon, which came with a decent array of standard equipment for the time, including power mirrors, cloth trim, lumbar adjustment in the front seats and remote central locking with an engine immobiliser. Then there was the prestige Fairmont, which came with alloy wheels, auto air, trip computer, six-speaker sound, and power windows front and rear. Next came the Fairmont Ghia that had a more powerful, 162 kW engine, nine-speaker sound system, six-stack CD player, LSD, leather trim and lashings of chrome. Check everything on the car to make sure they work, from lights to wipers, radio, heater, and air-conditioning. Falcons of the era are renowned for problems with the air-conditioning controls and they’re expensive to replace so make sure all is well there. The six-cylinder engine is prone to head gasket leaks, even with as few as 50,000 km on the odometer.
Primary safety was upgraded in the EL with the adoption of the then latest generation of Bosch ABS anti-skid brakes, which were standard on all models except the GLi where they were optional. An important safety consideration now is that the EL Falcon was the only Australian-built car at the time to feature a driver’s airbag standard on all models, with a passenger’s side airbag available as an option. Ageing big car with sturdy fundamentals that make them hard to kill, but they’re let down by small irritating things. Larger, more stylish, and more refined, the MA Mondeo was a much more appealing car than its predecessor. The first Mondeo was well regarded in Europe, but failed miserably here when it got lost in the turmoil that was Ford Australia in the wake of the tumultuous AU launch. But being larger, more stylish, and more refined, the MA Mondeo was quite a different and much more appealing car than its dismal predecessor. While the previous model was highly regarded for its on-road dynamics its looks were bland, but the new model corrected that deficiency with striking new styling to go with the rewarding drive.
The base four-cylinder engine delivered respectable performance, but perhaps more importantly it boasted respectable fuel economy.
The cabin was cavernous and the interior layout both practical and stylish; the switches and gauges were well placed and user-friendly, and the seats were comfortable and supportive.


There is nothing to suggest the Mondeo is afflicted with any serious issues, the reports from the trade say it is a reliable and generally robust car. With seven airbags and electronic stability control in addition to the now expected ABS brakes and brake assist the Mondeo was well equipped to handle a crash.
The minimum fuel requirement for the base four-cylinder engine is 91-  octane, but the hot five-cylinder turbo requires at least 95-octane. Honda Accord 07-09: One of the class benchmarks, the smart looking Accord is a rewarding drive with heaps of features, punchy engine, precise handling and supple ride. Toyota Camry 07-09: Not very exciting, but the ever-reliable Camry is roomy, comfortable with good boot space and respectable fuel economy. Aussies tend to keep their cars longer than those in other countries so they’re less influenced by automotive fashion and go for cars that will remain good looking over the long run. Ford hoped the Ka would win the hearts of the young and young at heart with its cute styling and European cache, but the small hatch market is the most price sensitive and competitive market segment of all and no amount of cute styling was ever going to win over buyers whose budgets stretched to $13,990 drive away and no further. Every carmaker has struggled when trying to convince hatch buyers to spend more to get a car that is better engineered, styled, built or whatever message their marketing whiz kids are pushing at the time.
Added to the Ka’s problem was that it came after the successful Korean-built Festiva and was perceived by many as a Festiva replacement. Those dilemmas aside the Ka is an interesting little and is worth a look if you like the styling and are impressed by its European heritage.
The Ka was launched in the middle of Ford’s plunge into edge styling, designs with clearly defined lines and shapes that gave their cars a clear character. The problem with such out-there styling is that it usually polarises opinion, and that can affect sales. Compared to the Festiva it followed, and others like the Toyota Starlet, Nissan Micra, Hyundai Excel and the like the Ka was radical and Ford boasted as much at its launch.
Where the Mini was simple, clean and non-threatening, the sort of car you wanted to cuddle like a cute little puppy, the Ka was aloof, haughty, and challenging. Still, for those who appreciated its slick styling and wanted the perceived quality that comes with a European build plate in a market segment dominated by Asian brands the Ka held the potential to set them apart. It was also well equipped compared to most of its rivals, but its higher price put price conscious buyers off. There was only one body style, a three-door hatch, one engine, one trans, it had air-con, sunroof and a CD player so there wasn’t much decision making involved in the Ka buying process.
While the styling stood out there was nothing outstanding about the Ka’s mechanical package, which consisted of a fairly mundane overhead valve four-cylinder engine, a five-speed manual gearbox and front-wheel drive. The fuel-injected 1.3-litre four-banger pumped out 43 kW at 5000 revs and 100 Nm at 2500 revs running on regular unleaded fuel.
The five-speed gearshift was rubbery, a little imprecise as a result, but typical of bread and butter European front-wheel drive fare. The suspension was a combination of MacPherson Strut at the front and torsion beam at the rear, and the steering was power assisted, which resulted in agile and responsive handling.
Brakes were disc front and drum rear, again fairly ho hum in technology terms, but they were well up to the task of stopping the 955 kg Ka. Outside Ford flagged its range of funky colours with funky names, like Karyptonite, Kaligula, Kalypso, Kayak and Kakadu, but all of them were dark and very drab if they weren’t kept clean.
There were other colours, like Kandy, Karome, Karisma, and Karbon, again with funky names, but they too were uninspiring.
Driver and front passenger air bags were standard, while security was provided with an engine immobiliser. It’s possible to swing into Ka style for $11,000, which would see you driving away in a ’99 Ka, which will have around 17,000 km showing on the odometer. Check engine vitals to make sure they’re kept up to the mark; negligent owners rarely do the basic checks. Many buyers of cheap and cheerful chariots rarely give up a night on the town to pay for a service so carefully check the service record and walk away if there’s a hint of neglect. Mechanically there isn’t much to go wrong with the Ka; its mechanicals are relatively simple and well proven.
For better resale value in the future buy a Ka with the body coloured bumpers, they look better now and will look better to the next owner when you want sell. It’s hard to imagine a car that has made a more spectacular debut than the Mustang did in April 1964. Demand was such that sales outstripped production by 6000 vehicles by the end of the first day of sales.
In the early 1960s Ford needed a sporty car to combat new models from rival carmakers, and the quickest way to do it they decided was to tweak the Falcon underbody a little, throw in some Fairlane engines and transmissions, and top it off with a sexy new two-plus-two body. Production started in March 1964, the launch was at the New York World’s Fair in April; the rest is history.
The first Mustangs are referred to as ’64 ? models because they were introduced in April 1964, halfway through the 1964 model year. American model years traditionally begin in the August of the preceding year, so the 1964 model year began in August 1963. Initially engine choices were a 170 cubic inch six-cylinder engine, an ‘economy’ 260 cubic inch Windsor V8 which came with a two-barrel carburettor, and two 289 cubic inch Windsor V8s, a low compression with four barrel carburettor and hydraulic valve lifters, and a high compression ‘ho-po’ with four barrel carburettor and mechanical lifters. In 1965 the six was enlarged to 200 cubic inches, and the 260 cubic inch V8 was replaced by a two-barrel 289. Transmission choices for the six consisted of three-speed and four-speed manuals, there was a three-speed manual for the 260 cu. The suspension was basic, consisting of upper and lower control arms, coils and an anti-roll bar at the front, and semi-elliptic leaf springs at the rear. Brakes were drums all round, but power assistance and front discs were available as options.
Like all American cars of the time there was a long list of options available – trim, wheels, tyres, brakes, power steering to name just a few – and it needs careful study to fully understand.
It’s important to understand them, and check them, because they effectively determine a car’s value. The classic car market operates independently of the regular car market so don’t look to the trade for reliable pricing information on the Mustang.
Not only do club members have an intimate knowledge of the best cars, they also know about the not-so-good ones and the reasons they’re not up to scratch. Cars that get by-passed by club members are usually either overpriced by owners speculating on getting a better than market price, or have a problem that could affect its value. Problems can range from a bad right-hand drive conversion to a wrong engine, incorrect colour or trim, dodgy body repairs, to a six cylinder car that’s been rebuilt with a V8 and being passed off as original.
Values of Mustangs vary enormously because their condition varies from rusty relic to concours winner.
Left-hand drive coupes needing a full resto can be bought for $10,000-$12,000, fastbacks $12,000 to $15,000 and convertibles from $15,000 to $18,000. Good driving coupes can be bought for $23,000 to $25,000, fastbacks for $25,000 to $28,000, convertibles for $30,000 to $35,000.
Top coupes – restored or pristine original – can be bought for $25,000 to $28,000, fastbacks for $30,000 to $38,000, convertibles from $38,000 to $45,000. The first thing to understand about the Mustang is that it’s a 40-year-old car and like all old cars it will probably have plenty of problems.
We all like to dream of finding a pristine one owner low mileage car, but the reality is that most of them have been driven into the ground by owners who never thought of them as classics. The early Mustang entered the classic car world quite a long time ago, so most of the good cars have been snapped up. Most of the cars that are left are the ones that have had a hard life, possibly a crash or two, been fixed by back yard mechanics, and have generally been neglected. The good news is that parts are readily available at quite reasonable prices, so anything and everything can be fixed. When checking for rust lift the carpets and check the floors, there’s every chance the floors will be rusted through.
Check the boot floor as these rust as well, and check the usual locations in the bottoms of the doors, bottoms of the front guards, and the rear quarters. Rust, even extensive rust, doesn’t mean the car can’t be repaired, but the more rust the greater the cost of the repairs. Mechanically the Mustang is pretty robust, the problem is simply one of age and miles done. If you do rebuild the engine do all in your power to keep the original engine and resist the easy way out of replacing it. Inside, expect the trim to be split and torn, the plastics broken or missing, but the good news is that they’re all readily available from suppliers here or in the US. Conversion techniques have improved out of sight over the past 20 years or so, and there are lots of dodgy older conversions out there that don’t steer or stop the way they should. Cars that were converted back in the 1970s and ’80s should be taken to an expert for a thorough check of the conversion to make sure they’re safe. Even when its masters finally put it down it was still relatively unknown by the car buying public at large. With 97 kW at 6000 revs and 175 Nm at 4500 revs, the fuel injected Zetec four was relatively smooth and quiet, and a willing revver if you were prepared to bury the right foot in the cut-pile. While the manual ’box was well geared the shift was stiff and awkward, but improved when the shift was changed to a cable type in 1996. It wasn’t enough, but it has to be said that the Mondeo rode, steered, braked and handled well. The Ghia had alloys, plush velour trim, woodgrain, trip computer, traction control, dual front and side airbags. It had 120,000 km on the clock, had been serviced regularly and the cam timing belt had been changed at 100,000 as per service book. He rates the road holding terrific, the brakes great, the auto smooth and quiet, and the air-con perfect. It is generally regarded as the ‘driver’s car’ out of this bunch, as it is considered to have the best chassis in its class by most experts.
We have noticed that some early models can have problems with flaking paint and you also need to make sure that the Irish roads haven’t taken their toll on the suspension – look out for knocking noises and have someone check the shocks. Make sure on diesel models to check the quality of the diesel particulate filter, as this is an expensive fix (circa €950) to put right.


This unit wasn’t very potent but it was ‘adequate’ in terms of acceleration and wasn’t too heavy on fuel. They will probably show up as more expensive than petrol versions, which are starting to become unloved and unwanted, but they will put up with higher mileage – although they need servicing intervals to be adhered to strictly.
When Ford first introduced the Fairlane back in 1959 it stood out like a shining beacon of luxury in a market starved of prestige models. The down in the mouth front of the Falcon was much the same in the Fairlane, but with a neat styling makeover it took on a classier look. In standard form it was rated to tow 1600 kg, but could be fitted with a towing pack that pushed that up to 2300 kg.
A design revision on AU has cleaned up the problem pretty well, although further improvements to the head gasket in the BA would tend to suggest that Ford didn’t think the problems were completely solved in AU.
That doesn’t matter to anyone with an earlier AU and the problems that seem to pop up with the AU are more than likely due to production problems than basic design flaws.
Apart from a leaking power steering high pressure line and pump he says it has been good reliable transport. The company had assumed the top sales spot in the early 1980s and cruised into the 1990s still comfortably ahead of archrival Holden, which was recovering from its financial meltdown in the mid-1980s.
It was also the last model before the ill-fated AU, which sent Ford into a financial tailspin that rivalled Holden’s of a decade earlier. The perception was worse than the reality, but it was enough for many customers to feel uncomfortable and the complaints rolled in.
Other changes to the front suspension bushes, shock absorbers, and steering made the handling more linear. There was the 4.0-litre single overhead camshaft six-cylinder engine that had an alloy cylinder head and fuel injection and produced 157 kW at 4900 revs and 357 Nm at 3000 revs. Without abusing them it’s really hard to kill them off, but irritating little things that stemmed from questionable build quality and development shortcomings also plagues them. It was more of a problem on earlier models, but reports still come in about the EL, which suggests it too had problems. Water pumps can also be a problem so check to make sure there are no signs of coolant in the oil and the temperature gauge is sitting where it should. The transmission carries barely enough oil for the job and it’s not uncommon to see them being rebuilt after 140,000-150,000 km. To achieve short stopping distances, most manufacturers, Ford included, fit the cars with hard brake pads and soft disc rotors.
It faded from the market as fast as it appeared, and it wasn't missed, so with that humbling background the new Mondeo arrived without too much expectation of doing anything special.
It offered sedan and hatch body styles, a wide choice of models, and a range of engines including a decent diesel and a hot turbocharged five. It was a front-driver, but plenty of work had gone into making it sharp and responsive and the result was excellent ride and well-balanced and nimble handling.
For even more economy there was the option of a turbo diesel engine that had heaps of torque for a more flexible driving experience, while the five-cylinder turbo provided all the punch sporty types needed for a thrilling ride. The base LX boasted air, power front windows and mirrors, and CD sound; the Zetec had alloy wheels, parking radar, cruise, dual-zone air, six-stack CD sound, auto wipers and power driver's seat. Although Ford had high hopes the Ka would be a winner when they launched the stylish little hatch here in 1999, it was always going to struggle to attract buyers when Ford priced it out of the main event.
It wasn’t, the Festiva was typical of the hatches that occupy the bottom end of the market, and the Ka was anything but. It was the same era that produced the ill-fated oval-shaped Taurus, and the equally ill-fated AU Falcon. Unfortunately the Ka won’t go down in the history books as a classic, it’s no modern day Mini. These latter colours came with charcoal bumpers, which made them look even more depressing, especially once the car had been on the road for a while and the bumpers began to fade. The front bucket seats were comfortable, and the rear seat back could be folded to increase the luggage capacity. For a later Ka, you should expect to pay around $15,000 for a 2002 model, and some $500 more for the Collection model which with its standard alloy wheels. Many were bought by non -caring owners who left them out in the street at night, under trees during the day, and regularly bumped into things on the run. The alternative charcoal bumpers make it look down in the mouth, and look even worse when the inevitably fade. They bought it as a round town car, but have also driven it extensively on long journeys, and thoroughly enjoy it.
Stories abound of Americans queuing at dealerships just to get a look at the snappy new car; there’s even a story of a truck driver driving through a showroom window so distracted was he by the ’stang.
I can’t, but I can tell you that 40 years on the Mustang turns heads today just as much as it did back in 1964. It’s also one of the most practical classics, comfortable and reliable with a simple mechanical package and a ready supply of parts. It’s a letter, the fifth digit of the car’s VIN (Vehicle Identification Number) that is stamped on the inner guard on the left side of the engine bay, and on the warranty plate, which is on the rear face of the left hand door. There you will meet people with the sort of expert knowledge you need to help you through what is potentially a minefield for the inexperienced of uninformed. The best cars are normally snapped up before they hit the wider market, so it’s a good idea to tap into the club network. The real differences result from the body styles – convertibles are generally more highly prized than fastbacks, which in turn are more highly prized than coupes – and the codes. That way you won’t be disappointed with what you find, and you might even be delighted when you don’t find as many problems as you expected. There are some good, low mileage cars left in the US, but they’re now bringing top dollar as owners come to realise their worth. The rear floors are particularly prone to rusting, so check there, and check the right front floor, under the heater on a LHD car, as most heaters leak and rust eventually sets in. It’s a relatively simple fix on coupes and fastbacks, but it’s not so easily repaired on convertibles because the sills provide much more of the body structure on a soft top than they do on the hard tops. The Windsor V8 is a sweet little engine and is pretty tough, but expect it to have worn bores, rings, and bearings. All do the job quite well, but will almost certainly need to be rebuilt if they haven’t already been done. Trim kits are available in original materials, patterns and colours to recover seats, all interior hardware can be sourced, right down to the smallest part. They’re not as unreliable as the infamous Lucas electrics, but don’t expect instruments and other electrical equipment to work properly. Carefully check the conversion, look for poor welding, cut and welded steering arms, large turning circles that indicate potential problems. He says the engine is responsive, it handles like a dream, is economical, and there is no visible rust. It is still taut in the suspension and steering and has only required minimal repairs, including brake pads and tyres at 50,000 km. Interior quality can be a little brittle in places too, so make sure that everything is intact and working properly. There was a 1.6-litre petrol engine available on earlier models too, which provided a little bit more pep and it is a better engine to go for in an early second-generation Focus. In terms of trim levels the entry level was the LX, which was available as a special edition ‘Steel’ specification, but there were Zetec and Ghia grades available too.
In terms of fuel economy, the diesels are king, but check your mileage, because you might not earn back the extra money that you will almost certainly pay for a diesel model if you are a low mileage driver. He adds that the Fairlane may not be as refined as the Statesman equivalent, but it makes up for it with better on road dynamics largely due to its more sophisticated and robust suspension componentry. Water pumps can give trouble, and oil leaks are common from the rear main bearing seal and the timing cover seal.
This means it’s usually necessary to replace the disc rotors at the same time the pads are replaced, which occurs at intervals of 50,000-60,000 km. The XR5 got larger alloy wheels, a sporty body kit, heated front seats, keyless entry, and push-button start.
As with all European cars expect a relatively high rate of wear on brakes, both pads and rotors, and tyres compared to cars coming from Asia.
On top of that the Australian buyer is one of the most conservative in the world and often shuns cars that make them stand out. Another goes that one buyer slept overnight in his car, right there in the showroom, while his bank cleared his cheque.
Think long and hard before buying a six cylinder Mustang, they’re an orphan now and always will be when enthusiasts only value V8s.
It handles well, the performance is adequate, the engine is noisy, but the auto gearbox is clunky and thumps into gear. In six-cylinder guise he says it out-points both V6 engine options in the Statesman offering greater refinement and just as much power as the supercharged unit. Most mechanics replace the factory-fitted pads with softer equivalents, which extends the disc life and makes ongoing maintenance less expensive. Most of those have petrol aspirated engines (35,656 petrol vs 16,650 diesel) with a smallish number sporting flexible fuel capabilities (516). The Fairlane, especially the AU II models with better brakes, is underrated which makes it excellent value. The looks may not appeal to everyone, but he reckons they look great lowered with a nice set of mags off an XR6, XR8 or T series car. He chose this model because on paper the driveline and suspension set-up is superior to that of the Holden equivalents.



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22.02.2015 admin



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