The Porsche Boxster is a mightily impressive sports car. Marketing staff at Porsche GB have even been heard to mutter that it’s too good, poaching more profitable sales from the legendary 911 range. After the demise of the 968 series of ‘entry-level’ Porsches, keen drivers cried out for a model that gave them classic Porsche design, technology and ability at relatively affordable prices. The Boxster provided that in spades.

Whilst the initial model was no ball of fire, progressive incarnations have just got faster and faster. Whatever model chosen, the Boxster makes a great used buy. Due to its sound build quality and reliability, the baby Porsche is a largely trouble-free used proposition. Just don’t expect those qualities and a Porsche badge to come cheap.

HISTORY

The Porsche Boxster arrived a year after its predecessor, the 968 series of cars, was axed. During this lean time, Porsche had to rely solely on the 911 and needed something special to reignite sales interest. The Boxster hit that particular bullseye. Developed from a show car which wowed the crowds at the 1993 Detroit Motor Show, the Boxster initially disappointed due to the watering down of many of the bold ideas displayed in the show car. Its on-paper performance figures didn’t appear promising either, being significantly slower than the previous 968. It did have a classic Porsche flat-six engine, even if it was water-cooled and located in the middle of the car instead of slung out past the rear axle, and those who drove the Boxster were instantly converted.

The most significant change to the Boxster range came in October 1999, when the base model’s engine capacity was raised from 2.5-litres to 2.7-litres and a new S model was launched. This had a 3.2-litre engine right behind the driver and developed an impressive 252bhp. Any gripes about the Boxster’s straight-line speed were banished for good. Tiptronic transmission, basically a manually controlled automatic gearbox with steering-wheel mounted shift buttons, was available on all models. A replacement Boxster was unveiled in the Autumn of 2004.

WHAT YOU GET

The Boxster is an astonishingly capable car. Traditional Porsche design cues are everywhere, belying the car’s position in the range. There’s the slab-like dashboard, the breathy wheeze of the flat-six engine behind you and Porsche’s Weissach Crest staring at you from the centre of the steering wheel. The detailing on all models is good, but interior fit and finish was much improved when the 2.7-litre and S models were launched. The plastics quality on the 2.5-litre cars is notably inferior.

Having said that, whichever Boxster model you choose, it’s a car that makes you feel a million dollars, especially with the hood down and the engine at full chat. The hood mechanism is almost worth the price of admission by itself. Pressing a single button will electrically raise the rear deck, and unfold the hood until it tautens and can then be latched onto the windscreen header rail. In all it takes just 12 seconds and although rivals such as the Mercedes SLK have taken this trick and refined it still further, the Boxster’s hood still draws admiring glances. And this, for many, is what the Porsche is all about. It’s a car to be seen in, to parade about town whilst flaunting effortless good taste.

For this set, the Porsche is surprisingly practical. The front and rear boots can actually swallow a surprising amount of Prada and Hermes bags, and the Tiptronic cars make town driving painless. This sort of car, having lived its life gently perambulating suburban high streets makes the best used buy. Often, however, they get treated far harder.

WHAT YOU PAY

A car this good, with the image, the electric soft top, and that Porsche crest on the bonnet isn’t going to be a cheap used buy. Boxsters hold onto their residual value with some tenacity and even now, 1996 cars are still worth around £15,000, or just over 50% of their new value. If you’re looking for a trade secret or performance bargain, look elsewhere. Tiptronic models are worth around £1,500 extra, although the manual car is by far the more enjoyable of the two. A more typical price for a 2.5-litre Boxster is £17,050 for a 1998 R-registered example. To land a 1999 T-plated car will require at least £18,525.

Prices for the 2.7-litre Boxster start at £19,175 for a 1999 V-registered car, and you’ll have to stump up at least £19,575 for a similar vintage S model. Not cheap, but when you consider that for a year after its launch, the Boxster was worth more used than new it gives you some idea as to the regard these cars are held in. Insurance ratings for the Boxster are 18 for all models bar the S which is rated at Group 19.

WHAT TO LOOK FOR

The Boxster’s engine is a reliable and charismatic unit which has yet to show up any significant problems. Check the tyres for wear and also have the rear axle and suspension inspected as heavy acceleration from a standstill on a dry surface leads not to wheelspin, but to quite severe ‘axle-tramp.’ This is a condition where the rear of the car judders under the torque of the drive going to the grippy rear tyres and is a potentially damaging and uncomfortable sensation. A whining axle or drive shaft will bear testament to this.

Check the condition of the alloy wheels for kerbing damage. Also make sure the electric motors that power the hood haven’t been damaged by ignorant occupants attempting to raise or lower the roof manually.  Check the bodywork, especially the bonnet and bootlids, as these can easily be damaged by owners slamming them onto protruding items from the front and rear boots. Boxsters are quite colour sensitive, and dark blue and green cars are harder to shift than ever-popular silver and red. Otherwise insist on a proper Porsche main dealer service history and buy with confidence.

REPLACEMENT PARTS

(Estimated prices, based on a 2.7 Boxster) Boxster spares are predictably quite pricey, although they never cross the border into exorbitant. A clutch kit is £175, while front brake pads are around £60 with rears weighing in at about £75. The Boxster is equipped with two radiators, one on the right and one on the left, and these cost around £110 each. A new alternator is around £350, while a new headlamp is in the region of £160. A new exhaust muffler and oxygen sensor will cost around £360. Not bad at all, really.

ON THE ROAD

Despite the Boxster’s impressive showing in terms of market performance, practicality and reliability, it is on the road that the Porsche aces the opposition. Featherweight specials aside, no roadster in its class matches it for driving appeal. All of the controls are beautifully designed and weighted, the brakes are superb, the engines sounds fantastic and the handling is unimpeachable. The depth of engineering is instantly apparent and enormously confidence-inspiring. The Boxster just feels as if it was built by people who knew what they were doing.

The 2.5-litre car isn’t enormously quick, but is nevertheless great fun. The 2.7-litre model is just about perfect, with the best engine note of the entire range. Performance figures are impressive, with 0-60 in 6.6 seconds and a top speed of 155mph making it quick enough for most. The Tiptronic shift system is easy to master but the gearbox blunts the performance figures. The 3.2-litre S model is bordering on supercar fast and makes it effortlessly easy to stray into speeds which would merit a custodial sentence. It’s not too difficult to reach 60mph in less than six seconds. Beware.

The overriding impression after a drive in a Boxster is of its unshakeable composure. For an open topped car there’s no shake or shimmy in the chassis, and even in the S model, the sort of lurid tail slides that would be top of the TVR menu are utterly absent. Porsche Stability Management is available on the later cars, an electronic stability control system that ensures that the probability of a hedge/Boxster/ditch moment is minimised.

OVERALL

The Porsche Boxster is the best roadster around. As a used buy it’s still a good bet, but you’ll need deep pockets to be able to afford the initial purchase price. After that, the Boxster, like most Porsches, is surprisingly cheap to run. A good resale value, admirable reliability record and reasonable fuel economy see to that. Recommended.

Peugeot’s 206 had a tough act to follow. It’s predecessor, the 205, had dominated European supermini sales in the Eighties and proved difficult to replace. The British-built 206 quickly found favour however, with striking looks and careful packaging. Used buyers seem to find it equally appealing.

HISTORY

At UK launch in November 1998, it was initially hard to see where the 206 was going to fit in. The supermini sector had for so long in Peugeot’s case been filled either by the smaller 106 or three door versions of the 306 family hatchback that it seemed the French maker had forgotten the need for a supermini to directly take on the class-leading Fiesta.

Initial choice was of three petrol engines – a 1.1, a 1.4 and a 1.6 – plus a 1.9-litre diesel. Trim choices were L (only for the diesel and 1.1-litre models), LX and GLX, plus a sporty 3-door XS designation for the 1.6. In April 1999 the luxurious, glass roof and leather-trimmed Roland Garros appeared with the 1.4-litre engine and a choice of manual or automatic transmission.

In June 1999, a 2.0-litre GTi model was added to the range and, by the end of that year, the manual Roland Garros had gained a 1.6-litre engine. There was also a new 2.0-litre turbo diesel HDi unit, offered in LX and GLX forms, plus sporty D Turbo guise. The year 2000 saw a GT flagship limited edition sporting model at the top of the range, a spin-off from the ongoing rally programme. For model year 2001, the stunning 206 Coupe Cabrio was unveiled, with folding hard top roof. The 1.6-litre petrol engine was replaced by a 110bhp 1.6 16v unit which also powered the warm hatch XSi version (replacing the XS). The 2.0 HDi engine was now available to entry-level Style customers, the car carrying an ‘Eco’ badge.

‘Multiplex’ wiring technology was adopted in late 2001 to provide many of the big car features that would keep the 206 ahead of the chasing pack. ‘Self-thinking’ SMART airbags that respond to the force of an impact were now standard, as was a passenger airbag deactivation warning, doors which automatically unlock in an accident, a door ajar warning light, a plip key car location device and a separate digital display for the stereo, thus rendering it less thief-friendly. Early 2002 saw the introduction of a new alternative for diesel customers, the 1.4-litre HDi powerplant. This lightweight engine redressed many of the reservations some buyers had about diesels in small cars. Summer 2002 saw the introduction of the 206 SW, a compact estate version of the ever popular hatch and in Spring 2003 a ripsnorting 180bhp version of the 206GTi was unveiled. Shortly thereafter, the 206 was subtly facelifted to the tune of a honeycomb grille, the obligatory clear headlight lenses and a bigger chromed Peugeot lion badge on the back. Uniform coloured rear light lenses were also introduced and sportier models got body coloured side rubbing strips and bumper inserts.

Then more changes for the 2004 model year. Trim levels were split into Classic and Sports Ranges. Classic was comprised of Style, S and SE while Sports included Quicksilver, XSi, XSi HDi and GTi. A 16-valve version of the 1.4-litre petrol engine was added as was the Tiptronic gearbox. Later that year, Peugeot launched the GTi HDi – a diesel hot hatch powered by a 1.6-litre HDi engine with 110bhp. The run out models introduced to clear the way for the launch of the 207 were badged Urban, Verve, Sport and GTi. The range was later slimed down again with only the Look trim level being offered.

Murat Gunak and his design team aimed to create a combination of VW build quality, Ford handling and Vauxhall value in the 206. Though not recording a perfect score in any of these areas, the little Peugeot performs well enough to score highly as a strong supermini all-rounder.

Step inside and it’s just like every other Peugeot you’ve ever sat in. Though the dark plastics used are rather sombre, the materials chosen are light and attractive. You wouldn’t mistake this for an up-market saloon but it’s an environment you’d be quite happy with, even on a long journey. Rear seat accommodation isn’t one of the 206’s strongpoints – but then you could say the same about most of the other cars in this sector. At least the boot is a reasonable size, thanks to compact rear suspension.

As for the styling, well, make up your own mind: most think that that nose looks just great bearing down on you from behind. Our only comments are practical ones; the rear doors could be larger and the top of the tailgate is so low that it slightly cuts into the interior mirror’s field of view.

The earliest S-registered 1.1-litre L 3-door 206s start from around £1,200 if you can find one. You’ll more likely come across later T and V-registered models at around £1,250-£1,500. Expect to pay a £300 premium for five-door equivalent models and a £400 premium for plusher LXs. The 1.4 litre cars start in LX form on 98S-plates for under £1,245 (later 99T and 99V-platers at £1,300-£1,400) with a £300 premium for 5-doors and a £600 premium for plusher GLX trim.

The 1.6-litre models start from under £1,800 in 3-door-only XS trim (£1,700-£1,775 for later T and V-platers): pay a premium of £100 for the 5-door-only GLX. The normally aspirated 1.9-litre diesel starts in 3-door-only LD form from around £1,575 on an S-plate (later T and V-platers at around £1,700). Pay a £1,000 premium for plusher LX models, a trim level that also offers the option of 5-doors (£1,300 premium). 1.4HDI diesels start at £2,775 for a Style on 51 plates.

If you need a heftier 2-litre engine capacity there are two choices: The 206 GTi with petrol power (from under £2,075 on a T-plate to over £3,125 on a Y-plate) or the 2.0-litre HDi diesel that arrived on a 2000 V-plate (starting at £2,125).

WHAT TO LOOK FOR

Not much goes wrong, though the Blaupunkt stereo system fitted in early GLX, GTi and Roland Garros models can be troublesome and some of the plastic fittings can prove a bit flimsy. Watch out for thrashed GTi models.

REPLACEMENT PARTS

(based on a 206 1.4 with air con & power steering ex Vat) A clutch assembly is around £100. Front brakepads are around £35, rear brake shoes around £37, a full exhaust about £265, a starter motor about £100 and an alternator around £145. A replacement headlamp is about £60.

ON THE ROAD

On the road, it’s much as you might expect, given the impressive abilities of other cars from the company’s stable. Class-leading attributes include the slick gearchange and the absorbent suspension. And handling? Well, unlike its 205 predecessor, the 206 advances the science no further in this respect – the class standard is these days too good for that. Nor, unlike the 205, is it the kind of car that enthusiasts will find excuses to drive (except in GTi form). The power steering is a little light and the body roll a little too pronounced.

Having said that, traction is excellent and it’s possible to get into a fast, fluid driving rhythm that few other cars could sustain. None of the eight valve engines are particularly fast or refined (rest to 60 takes 13.2s in the 1.4 on the way to 106mph) but they are class-leading frugal (expect to average around 43mpg in this model).

OVERALL

Though not the overall class-leader that the 205 was, the 206 is a strong contender in the crowded supermini sector. The British build quality is strong, it’s good to drive and inexpensive to own, especially in diesel form.

This is one of the best little shopping cars on the market and the good news is that it’s now one of the best value used cars you can buy. Seen by some as the 1990s version of the Mini, the second generation Micra has achieved a great deal in its young life.

True, the first generation model (which lasted for 10 years) was unexciting and appealed mainly to driving schools and elderly lady drivers. It was however, reliable and well built. Those comments apply also to the second generation post-1993 ‘Noddy Car’ model, voted Car of the Year in 1993 and built not in the land of peach blossom but in Geordieland at Nissan’s Washington plant in Tyne & Wear.

The first generation three-door Micra hatch arrived in 1983 – Nissan’s first modern era supermini. Early cars offered one-litre power with base, L, Colette and SGL trim levels. Pre-`86 Micras had 6,000 mile service intervals which were then stretched to 9,000.

Five-doors arrived in 1987 and 1.2-litre engines in 1989 when there was a minor facelift that improved the looks (the black grille was replaced by a body-coloured one). In 1992 the range was again freshened up with revised equipment.

The all-new British-built Micra arrived in 1993 – a real shock with its Toytown looks. It immediately won praise from the pundits. The 16-valve 1.0 and 1.3-litre engines were all-new and nice to use; as was the clever CVT automatic which arrived a little later.

The range was freshened up in 1996 with a minor makeover and some new model designations. A driver’s airbag became standard on most versions and there were endless special editions but these are worth little more than the entry-level cars upon which they are usually based.

The second generation was given a facelift in April 1998. The line-up now ranged from Equation to GX and Si; engines remained much as before with minor revisions. Outside, it was the same story with new headlamps and taillights and subtle bodywork tweaks. Inside, there was a new dashboard and trim plus better seats. Handling and ride were much improved. The line-up was slightly revised in May 1999, when the Equation was re-named the Profile. August 1999 brought a top-spec SE version with anti-lock brakes, passenger airbag and CD player amongst its extras.

In August 2000, the range had further minor revisions, both inside and out, but the real new was the replacement of the 1.3-litre engine by a slightly pokier 1.4-litre unit. This was fitted to both S and SE three and five-door models as well as a new Sport+ derivative. In 2003 the Micra was replaced by an all new third generation model.

WHAT YOU GET

Reliability personified. In fact, it’s a problem in some cases. Micras are so reliable that indifferent owners reckon it’s hardly worth bothering with servicing. But, if you want a cheap small car to nip around in, start with the baby Nissans.

WHAT YOU PAY

Mid-1980s Micras are ridiculously cheap – available in a private sale for as little as £200 in some cases; for a starter runabout, you couldn’t do better. More realistically, a 90G or 91H-plated 1.0 LS would set you back about £300 or less. Add about £50 for plusher GS trim, up to £100 for 1.2-litre power and an extra £50 if you want five doors.

Best, however, to save up for a second generation car. These are much more affordable now at prices starting from about £800 for the 1993 K-plated 1.0 L. A more typical 1996 N-plater would cost around £1,000. Allow premiums of £100 for five-doors and £200 for plusher LX trim.

The 1.3-litre 93K cars start from under £1,000 with LX trim, with a more typical 1995 M-plater at about £1,500. The slightly revised 1996 cars start at about £1,650 for the GX.

The 1998 facelift cars are around in bulk now so look at plenty to secure a Micra just right for you. Prices start around £1,875 for a three-door 98R 1.0 Equation (from £150 extra for five doors; £450 more for GX trim). A 1.3-litre Equation three-door should be yours for less than £1,725 or, if you want a bit of spec, look at GX five-doors from under £1,500.

Special editions galore are about but don’t pay extra for a car unless the extra equipment adds air conditioning (on models including the Ally and Inspiration) or, on base models, power steering; either is worth £100-200 more at most. In fact, the trade values some Micra ‘specials’ lower than the regular versions they’re based on.

WHAT TO LOOK FOR

Power steering is worth having but was optional on most one-litre and base models. Check carefully the list of previous owners on the V5 form and perhaps get in touch; mid-wives, clergymen and pensioners signify a good bet – driving schools a bad one (the gearbox and other mechanical bits may be tired).

Make sure the car you like has been serviced properly with proof to hand (ignore the usual excuses; there are thousands more to choose from if history is suspect). Check around the tailgate and doors for any signs of rust.

Being all-alloy, the engines need to have had regular anti-freeze changes, otherwise they sludge up and blow head gaskets. Test drive for signs of overheating and take off the oil filler cap to see if lubricant and water have mixed to produce a creamy sludge. If so, walk away. Also listen for signs of a noisy camshaft as the timing chain (not a snap-prone belt) needs regular tensioner checks.

Low-mileage cars often get barely two years from exhaust systems. Also look for slipping clutches (a clue to elderly or driving school ownership) and seized brake callipers. Check for dodgy steering (noises on full lock indicate worn constant velocity joints.

REPLACEMENT PARTS

(Approx. for a second generation 1993 1.3)  A clutch assembly will be around £105 and front brake pads are around £35; it’s £35 for the rear set. An alternator should be close to £200 and a radiator around £110.

A replacement headlamp is close to £90, a full exhaust system excluding the catalyst will be around £200 and a starter motor can be up to £200.

ON THE ROAD

Don’t bother buying a Nissan Micra if you do more than a little motorway work (though the new-shape 1.3s aren’t too bad at speed). The second generation car, needless to say, drives hugely better than its predecessor Si –- and won’t indicate your premature retirement to the neighbours.

The nippy 16-valve one-litre engine used in the second generation car is particularly impressive, performing more perkily than paper performance figures of 0-60mph in 15.2s on the way to a maximum of 89mph would suggest.

In reality, the pulling power through the gears is enough to dispatch driving school dawdlers and the whole business is accomplished with a zest that will impress Fiesta or Metro drivers. The handling on the other hand will suit shoppers rather than sporting drivers.

You’re unlikely to want to drive it with such aplomb of course, which will be just as well if you’re to approach the 48mpg that Nissan claims is possible on the urban cycle. Were you to crawl up the M1 at a steady 56mph, that figure would rise to nearly 60mpg at the expense of your being a pain in the neck to other road users. If you don’t mind sacrificing a few mpg in the quest for more performance, the 1.3-litre models may well suit.

Though in new-shape form, the little Nissan looks smaller than, say, a Fiesta, it’s actually just as spacious inside with better headroom thanks to that high-sided styling. The compact dimensions and light steering (get one with power assistance if you can) also make it quite a bit more manoeuvrable while the multi-link suspension makes light work of high street bumps.

OVERALL

Go for a clean-looking Micra with a full service history from a reputable source and you shouldn’t go wrong. It’s the perfect no-hassle starter car and runabout.

Sales of pickups in general have been buoyant in recent years, largely due to the fact that instead of incurring benefit-in-kind taxation based on their CO2 emissions they instead are taxed as commercial vehicles at a far more preferential rate. What’s more, vehicles like the Mitsubishi L200 have become increasing sophisticated with features such as air conditioning, electric windows and CD players. Indeed, many canny company buyers quickly twigged that a well-specified double – or crew – cab could effectively replace a company car, have all the creature comforts and yet still incur minimal tax. The Chancellor is keen to close this loophole that may see a big surge in used stock on the market, so keep your ears open for the latest legislation. In the meantime, here’s some background on Mitsubishi’s market leader.

The L200 product line has been around for many years, but in order to keep the complexity at a manageable level this test concentrates on the models produced post December 1996. It was at this stage that the ‘new’ L200 was introduced offering a more modern, rounded look and plusher interiors. Two engines were offered, both based on a 2.5-litre diesel block. The naturally aspirated engine made 74bhp while the turbocharged and intercooled version was good for 98bhp. Both engines were available in either rear-wheel drive versions or the more aggressive four-wheel drive guise, identifiable by its bonnet mounted air scoop.

It wasn’t until June 1998 that Mitsubishi introduced the L200 GL 4×4 double cab, a well-equipped version that offered space for four and a payload just the right side of the all-important metric tonne. The 98bhp 2.5-litre engine and a thirsty 178bhp 3.0-litre V6 petrol engine represented the available powerplants.  A 4-Life GLS version was also offered which appealed to private buyers looking for a capable crossover vehicle, campaigning solely with the 98bhp diesel unit. A range of trim upgrades were introduced in August 1999, the GL getting central locking, an electronic immobiliser, new seats and tinted glass amongst other things while the 4-Life GLS was fitted with a passenger airbag, revised trim and upholstery, a rear seat armrest and a passenger seat undertray storage system.

In January 2000 the Animal special edition of the 4-Life double cab was announced with big alloy wheels, stainless steel decals and Animal branded decals. A number of Trojan and Triton Special Editions of the L200 GL double cab were rolled out, the Triton featuring the 3.0-litre V6 engine with an automatic option available.

October 2001 saw a significant change to the L200 line up, with the adoption of more environmentally friendly ‘Euro3’ compliant engines. The L200 single cab offered an 88bhp turbo diesel and a 113bhp unit, both based on the old 2.5-litre block but with cleverer emissions controls. The double cab versions campaigned with the more powerful engine. Across the range there were a number of trim upgrades with a new front bumper, a deeper front grille and darker seat trim introduced. The 4Life double cabs got revised 16-inch alloy wheels, a charcoal grey centre panel and chrome door handles. A Warrior special edition model was introduced in 2002. With the 113bhp diesel, 4×4 running gear and a double cab body style it proved popular. In response to increasingly powerful rival offerings, Mitsubishi introduced a Power Upgrade Pack in summer 2003 that took power up to 138bhp but which preserved the existing warranty arrangements. In early 2004 a Club Cab model was introduced to fit into the range between the single and double cab models. An all new curvier L200 arrived to replace this model early in 2006.

Both the rear wheel drive and 4×4 variants feature a similar 2,245mm load bed length but the all-wheel drive double cabs are restricted to 1,500mm due to their additional passenger space. Although the single cab vehicles make great workhorses, the impressive year on year sales performance of the L200 has been generated largely by the double cab variants.

In 1999 sales of the L200 in the UK stood at 1,818 units per annum. In rose gently in 2000 to 1,930 vehicles, but by the end of 2001 sales had more than doubled with 4,076 being registered. A virtual doubling of sales happened in 2002 with 8,141 finding homes and 2003 looks like setting new records again. The reasons behind the L200 double cab’s success are easy to grasp. Aside from the taxation benefits, it looks sleek and stylish yet rugged and imposing as a good offroader should be. Next, it will seat four in comfort, five if you don’t mind getting friendly in the back, and finally, you’ve got that external load area for bags, bikes, building materials or anything else you happen to chuck in there. It’s the pick-up’s looks, image and versatility that make people want them and Mitsubishi’s L200 has got the lot. The vehicle that was once used by cowboy builders in Australian soap operas is now an essential lifestyle accessory for young trendies with people and bulky items to move around.

Open the door, climb aboard and you’ll be surprised at the driving position. Comfortably firm, supportive seats sit low to the floor, so you feel like you’re piloting a sports coupe on stilts rather than a truck. Naturally, the impression fades when you get under way but a growing number of British buyers have realised that here is a viable alternative to a similarly priced family hatch.

With so many L200 pickup variants available it’s of questionable benefit to quote pricing. Expect to pay from £1,600 for the first of the 1996 single cab two-wheel drive models with £4,000 a fair price for a 2001 X-plated L200 Animal 2.5TDi double cab.

There are a number of things to check over with any pickup and the L200 is no exception. Check that overloading hasn’t damaged the suspension. Despite the one-tonne payload many buyers who visit garden centres at the weekend don’t realise quite how quickly a few bags of pea gravel or scoops of topsoil for the back garden can exceed a tonne in weight. Also make sure that the load bay hasn’t been damaged by objects sliding round and denting the bodywork skin. The engines are rugged, and Mitsubishi’s 3-year/100,000 mile warranty arrangement should ensure that most vehicles got off to a relatively protected life. The later specification Euro3 diesels are noticeably quieter than the rather agricultural early units. The interiors are hardwearing and shouldn’t show too much damage but watch out for amateurish drilling of the fascia by people looking for somewhere to mount their mobile. Storage space for odds and ends in the cabin isn’t an L200 strong point.

(approx based on a 2000 L200 2.5TDi Double Cab – ex Vat) Expect to pay around £230 for a clutch assembly and £300 for an exhaust system. Spark plugs will work out at £12 each, while a cam belt retails at around £70. Allow £12 for an oil filter. A catalyst will retail at around £400, whilst a starter motor is £130. Front brake pads start at around £40 with rears weighing in at £65.

The 2.5-litre turbocharged and intercooled diesel engine that most customers will choose is a surprisingly civilised engine. It’s got 113bhp on tap, which isn’t a huge amount for a big vehicle, but with max torque of 240Nm produced at a lowly 2,000rpm, the power is available where you need it most. Fitted to a double cab L200 this results in a punchy spring off the line and there’s plenty of useful grunt for towing/hauling weighty loads. Top speed is a surprisingly rapid 94mph.

The Warrior double cab that we ran as a long-term vehicle resulted in one of the more popular sets of keys amongst the office’s ‘weekend warriors’. It looks more of a glossy urban thoroughbred than an offroad workhorse but don’t be fooled. As with all 4×4 L200s, it’s still a genuine offroad tool. Mitsubishi’s Easy Select 2WD/4WD system provides the transmission, allowing the driver to direct power towards half or all of the vehicle’s wheel quota. As well as standard four and two-wheel-drive modes, there’s a low-range 4×4 setting for tackling particularly tricky obstacles. Easy Select works at speeds of up to 62mph, although, as any experienced (and sane) offroad driver will tell you, safe offroading should take place at considerably lower velocities. The downside to the L200’s undisputed offroad pedigree is a slightly bouncy ride on the tarmac. It is, however, top of its class for ride and handling, just don’t expect the same comfort and feel from a pick-up that you’d get from less capable 4×4s designed predominantly for on-road use.

The Mitsubishi L200’s success may have caught the Chancellor on the back foot, but it’s easy to see why an increasing number of buyers have opted to take the plunge. With a bargain price and a rugged appeal that escapes the usual ‘Barbie Truck’ compact 4×4 a Mitsubishi L200 is a brawny alternative and one which makes a surprising amount of sense. One of the more sophisticated double cab editions is probably the most tempting and represents a lot of fun for your money.

Few cars in recent times have provoked such a frenzied buying rush as the MINI Cooper. First unveiled in 2001, the car’s waiting lists grew ridiculously long and models were changing hands at a premium well above the retail price. As production was ramped up to cope the waiting times fell and the Cooper and Cooper S variants remained hot tickets. Used buyers can now get hold of a Cooper model at sensible prices but how well does it stack up second time round?

Launched in April 2001, the MINI Cooper dumbfounded all the sceptics. Most fully expected that BMW’s pastiche of a British classic would fall flat on its face but nothing could have been further from the truth. Although the Cooper package wasn’t that far removed from the markedly cheaper MINI One, it was still the car to have for summer 2001 and even now it still cuts a dash.

In October 2001 a four speed CVT gearbox option was introduced but this blunted the Cooper’s rather modest performance still further and should best be avoided unless you use your Coop for a lot of city schlepping. The answer to the Cooper’s relative lack of straight line poke came in 2002 with the introduction of the 170bhp Cooper S, a supercharged model with mouth and trousers. Shortly afterwards, the 200bhp John Cooper Works models were offered as an aftermarket conversion. March 2004 saw the unveiling of Convertible derivatives of both the Cooper and Cooper S while a rocketship ‘factory’ 210bhp Cooper S Works model arrived in November 2004. A Steptronic gearbox was released for the Cooper S models at the start of 2005. Special edition Cooper Park Lane and Cooper S Checkmate cars were also available in 2005/2006.

The all new MINI was unveiled late in 2006 to replace this model, but it looked almost identical so dismay amongst the car’s enthusiast following was kept to a minimum.

Despite its unashamedly retro appeal, the MINI has some reassuringly modern foundations. Clamber underneath and you’ll spot BMW’s Z-axle multi-link rear suspension. There’s a wrap-around glasshouse with glazed-in side pillars featuring fully flush panes. This creates a ‘floating-roof’ effect which is emphasised by the Cooper’s options of having the roof painted in black or white. There’s a lot of chrome around the front end, but if you want a more subtle effect, it’s possible to have the MINI de-chromed, swapping the brightwork around the grille and headlamps for sporty black trim. There’s even the option of having bonnet stripes painted on! The Steptronic CVT gearbox, as seen on the MG TF, is now available with steering wheel mounted paddles. The Park Lane special edition came in one colour – Royal Grey metallic. Along with this came Park Lane leather and interior trim as well as Park Lane decals, a silver roof, two-tone sports leather steering wheel, 16-inch Bridge spoke alloy wheels and silver bonnet stripes. In addition, this special edition also featured as standard the Automatic Stability Control and Traction system, a rear spoiler, a ‘chrome line’-trimmed interior and exterior, floor mats, passenger seat height adjustment, a storage compartment pack, front fog lights, automatic air-conditioning, an on-board computer, an interior lights pack, chrome mirror caps, front sports seats and white indicator lights.

The Cooper S gets a rear roof-mounted spoiler, plus body-coloured re-modelled front and rear ‘sport’ bumpers, styled to contribute both to engine cooling and air flow. More air is channelled under the bonnet through an integrated black honeycomb grille in the bumper and there’s a similar grille at the rear with two chrome-plated tailpipes sitting in the middle of it. Final touches include a couple of chrome-plated side grilles incorporating white indicator lenses and stamped with the Cooper ‘S’ and a chrome-plated fuel filler cap. The Cooper S Checkmate edition featured exclusive Space Blue metallic paint with Checkmate chequered decals on each wing just behind the front wheelarches. 17″ Flame alloy wheels also served to spice-up the exterior and there were silver mirror caps that tied in nicely with a roof which was decked out in the same colour. The Checkmate also did away with the MINI Cooper’s traditional bonnet stripes in favour of a giant ‘U’-shaped decal which highlighted the Cooper S trademark letterbox bonnet scoop. Lighting was well catered for with xenon headlamps and a set of fog lights at the front.

Inside, there were further additions to the standard trim. The Checkmate benefited from special ‘Checkmate’ cloth and leather interior trim, a three-spoke sports leather steering wheel, floor mats, passenger seat height adjustment, the storage compartment pack, manual air-conditioning, an on-board computer and the interior lights pack. The Checkmate package was largely cosmetic but one feature that will appeal to people also interested in the car’s performance was the limited slip differential.

How long is a piece of string? This could get complicated. Beside all the different Cooper models there are separate prices for the Pepper and Chilli option packs, so pricing a Mini Cooper variant is often anything but straightforward. Let’s start with the standard Cooper hatch with a manual gearbox. These open at £7,400 on an 01 Y plate. A 51-plated version with Pepper pack costs from £8,100 with a similar vintage Chilli model going for around £8,800.CVT gearboxes add around £450 to these numbers. A basic Cooper Convertible kicks off at £13,200 on a 2004 04 plate.

Move up to a car with a supercharger and you’re looking at a few more pounds. Intro level for a Cooper S hatch with the manual box is £10,200 on a 2002 02 plate with the Chilli Pack adding another £600. The Convertible Cooper S starts at £14,800, again on the 2004 04 plate, with the Steptronic model starting at £17,000 for a 2005 54 plate. The Cooper S Works conversion can be found from £12,750 on a 2002 52 plate.

Practically all MINI owners paid the extra £100 for the five-year ‘TLC’ servicing option, and as such your prospective purchase will probably have had some main dealer attention. The unfortunate fact that is beginning to emerge is that it may well have needed it. Apart from a recall to modify some car’s fuel filler necks, many owners have seen somewhat more of their local BMW service bay than they would have expected.

Many owners reported that the ball races at the top pivot points of their front suspension struts were lacking caps and exposed to the elements. This seemed to be the cause of left hand pull on some models, rectified by fitting new struts. Rattling dashboards and badly fitting roof guttering were also repetitive complaints amongst owners. Likewise a faulty sensor in the tailgate latch often flashes a warning to the driver that the hatch is open, requiring a few slams to disengage it. Check for tyre wear and accident damage and ensure that the hood mechanism functions properly on the Convertible models.

The MG ZR is a car that should never have worked quite as well as it has. Logic would dictate that a sporty car based on the Rover 25 would be off to a tough start in life, but MG’s engineers excelled themselves. In turning the modest 25 into the hooligan ZR and pricing it at a level that was accessible to many, the ZR has done good business for the revitalised MG Rover. With a huge range of models and used examples now beginning to filter onto the used market, the ZR is well worth further investigation.

The MG ZR is a vehicle very much created from the wreckage that was BMW’s stewardship of Rover. With such a difficult parentage, it would perhaps have been understandable if the ZR proved a duffer. It’s no secret that the development budget for the car was almost non-existent, the Phoenix Consortium, as MG Rover’s rescuers were then dubbed, having to get the maximum bang for their buck.

They did a good job. The range consists of three and five door versions of the 101bhp ZR105, the 115bhp 1.8-litre ZR120, the 158bhp ZR160 and the 99bhp ZR2.0TD turbo diesel. A Stepspeed push-button CVT transmission was latterly made available on the ZR120. Trim levels comprised a choice of standard or ‘+’ specification and a range of lurid paint schemes were instantly popular. A signal coloured ‘up yours’ to BMW was one interpretation of the in-your-face ZR.

In the summer of 2004, a heavily facelifted model was launched. There were minor tweaks to suspension and brakes but the alterations were mainly cosmetic. The headlamps changed to sculpted BMW-style clear-lensed units covering twin lamps rather than the separate pods the original ZR sported. The rear end was made more distinctive with the number plate position moved downwards to allow for a bootlid with a bold MG badge on the centre line. Inside, a series of improvements were made including four Audi TT style round vents on the dash.

At the start of 2005, MG Rover introduced the Trophy and Trophy SE models which ran concurrently with the existing range but rendered those models virtually redundant. The Trophy derivatives offered more equipment for less money and even borrowed some of the sporty styling accessories that had been reserved for the ZR 160 model. Production ended with the demise of MG Rover in 2005.

WHAT YOU GET

The engineers at MG Rover have worked their magic under the skins of the cars to devastating effect. Aside from the aggressive spoilers and big alloys, most of the changes that truly transformed the ZR were made to the parts that most buyers would need a hydraulic ramp to see. The car was lowered by 20mm and fitted with stiffer springs and meatier dampers. Suspension bushes are made of rigid polyurethane instead of rubber to give more road feel and sharper reaction to the driver, who can now react to said changes more effectively thanks to a quicker and more accurate steering system. Bigger brakes mean that you can now scrub off that excess speed in less time – the mark of a serious sporting model.

There’s only so far that the development budget would go, however, and it seems that the piggy bank was getting somewhat empty when it came to the ZR’s interior. You’ll notice a revised instrument panel with white dials and some added brightwork on the fascia, but compared to something like a Seat Ibiza Cupra, it all looks a bit 1992. The pedals and gear stick feel beautiful, the gearchange action having been reworked for a more positive feel, but something feels wrong with the driving position. Instead of hunkering down into the car, you feel as if you are perched aloft, with the base of that steering wheel brushing your thighs. Adjusting the seat and the wheel has little effect, and the culprit is a structural cross member located under the seat. You’ll get used to it, but it’s not ideal.

Of all the MG models, the ZR seems to wield its spoilers, bibs and skirts with most aggression. The Rover 25GTi was always a quietly handsome piece of work, and the ZR takes this understated elegance and transforms it into LOOK AT ME exuberance, especially if you opt for a yellow one. Opt for the range-topping ZR 160 model and the seventeen-inch wheels fill the arches superbly, tiny foglights peer out like bullet holes, and the roof spoiler juts back in a Gaussian arc. Some may find it slightly OTT, but this is a GTi from the old school, a no-flannel fun car that puts a smile on your face every time you wriggle beneath the wheel.

At this juncture, we should explain the ZR range fully, as it’s rather complicated. All models are available in three-door form, and for a premium, five-door guise is also available. There are four engine choices, a 102bhp 1.4-litre (ZR105), a 115bhp 1.8-litre (ZR120), a 100bhp 2.0-litre turbo diesel (ZR Turbo Diesel) and that 158bhp 1.8-litre ZR160. The ZR120 is available with MG Rover’s Stepspeed CVT gearbox, and all models bar the ZR160 are also available in ‘+’ guise which adds remote central locking, electric front windows, sunroof and mirrors, a seat height adjuster, leather steering wheel and alloy gearknob plus those mean front fog lights.

WHAT YOU PAY

Used ZR models are starting to appear in meaningful numbers, the range-topping ZR160 being the most popular variant. This is perhaps due to the aggressive pricing, making a new ZR160 a good deal cheaper than a Renaultsport Clio or a Honda Civic Type-R. Expect to pay around £5,000 for a well looked after 2001 Y plated ZR160 with around 37,000 miles on the clock. ZR105 models start at around £4,200 whilst ZR120s open at £4,600, again on the 2001 Y plate. Insurance valuations for the MG ZR range between Group 8 for the ZR TD and ZR 105 to Group 16 for the aggressive ZR160.

The MG ZR, being largely based on proven Rover 25 mechanicals has yet to show any significant failings. Unlike the 25, the ownership profile of the ZR is a little younger and you should check that the car hasn’t been leathered to within an inch of its life around a racetrack. That’s not to say the ZR can’t handle the occasional track day, but make sure the brakes, tyres, and suspension have all got plenty of ‘oomph’. Check that the servicing work has been done, that there’s no accident damage and you should be able to land a decent car.

REPLACEMENT PARTS

(approx. based on ZR105) For most parts the prices are quite reasonable and worth the money.  Expect to pay around £95 for a full clutch assembly, £485 for a full exhaust system (including the catalyst), around £80 for a headlamp and up to £115 for a radiator. Brake pads should cost about £55 for the front and £50 for the rear, an alternator is around £175 and a starter motor around £140.

ON THE ROAD

The MG ZR range serves up surprises aplenty. Take the ZR TD as an example. Although it may seem odd to have an MG diesel model, the two-litre turbo diesel is a hoot to drive, the torque bringing a whole new dimension to cars of this size. You’ll feel the added weight of the engine when cornering hard, but it’s undoubtedly a novel experience. It’s capable of hitting 60mph in 9.7 seconds whilst averaging 54mpg, making the ZR Turbo Diesel a quirky but affordable addition to the range. The star turn is, predictably, the ZR160, which offers a hefty wallop from just £14,560 for the three-door. This is the model that most drivers will opt for, the three-door shell looking agreeably more sporty than the five-door, and the ZR160’s sprint to 60mph of just 7.4 seconds is even quicker than an Audi A3 1.8 T Sport. The chief rivals for this model are the more expensive Renault Cliosport 172 and the banzai Honda Civic Type-R, both of which offer more power but at a significant price premium.

As befits its old school appeal, the ZR160 feels something of a hooligan to drive, forever wheedling and pleading with the driver to fling it into a corner with reckless abandon. You’ll hear some bump and thump coming back from the road and the steering wheel with buck and jitter in your hands when you corner enthusiastically, but it all feels alive and full of the most infectious joie de vivre. In an age where cars become ever fatter, more remote and more anaesthetised, the ZR is a throwback, something that will reward the keen driver whilst keeping them on their toes. Really push the limit and the car will complain with some understeer, but it’s nothing that can’t be remedied with a quick lift of the throttle.

OVERALL

The MG ZR is a fun new buy and an even better used proposition. It’s a great time to buy when the car’s overcome its initial slug of depreciation and landing a bargain ZR is going to put a huge smile on your face. It’s nowhere near the cutting edge of compact hot hatches but when something is this much fun, who cares? Most advertising catchlines don’t approach the truth. MG’s ‘Outrageous Fun For All’ just about encapsulated the appeal of the ZR range.

There’s an established pecking order in the executive car arena that Mercedes did a great deal to disrupt when they launched the C-class in September 2000. Up until this point, you bought a BMW 3 Series if you wanted any entertainment behind the wheel, whilst the C-class had traditionally performed a more staid supporting role, wooing the customer who preferred the low-key image.

With its sleek styling and sparkling chassis the second-generation C-class upset that particular apfel-kart with some verve. As well as a fundamental change in approach, a new approach to interior styling was ushered in, the conservative blandness of the old car replaced by some adventurous design touches. One thing didn’t change. As a used prospect, the C-class is still an almost unimpeachable investment. Here’s what to look for.

It’s hard to believe the previous generation C-class had been around since 1993, itself replacing the fondly remembered 190 series. In truth, the first generation C-class models never really captured the public’s imagination the way the 190 did, and this was something Mercedes were keen to rectify when they designed the second-generation range. To whit the anonymous evolutionary styling of the C-class was replaced by lines which resembled a scaled down S-class – itself a car that masks its bulk superbly. The BMW 3 Series instantly looked rather staid.

Sticking the corporate neck out has paid dividends for Mercedes. Although the C-class still couldn’t approach the sales figures of the 3 Series, it nevertheless opened a younger market sector up for the Stuttgart company and paved the way for the introduction of the Sport Coupe models which again knocked the three-door versions of BMW’s Compact into a cocked hat in terms of styling.

The range kicked off with the C180, a 129bhp four-cylinder saloon and was joined by C220, C220CDi, C240 and C320 models. Estate versions followed in 2001 with the 354bhp C32 AMG supersaloon also swelling the ranks. Summer 2001 also saw the Sport Coupes going on sale and the C270CDI saloon and estate models added to the line up. In Autumn 2002, all four cylinder engines were replaced with greener, more frugal ‘Twinpulse’ units and a Classic SE specification was added. A facelifted model then arrived in 2004 with clear lens headlamps and a restyled grille. The C240 model was replaced by a 192bhp C230K.

The C-class engine range was given a thorough overhaul in the summer of 2005. The C230K was replaced by a C230 with a V6 204bhp powerplant instead of the supercharged 1.8. Above that, a 231bhp C280 was introduced and the range-topping C320 became a C350 with 272bhp. On the diesel front, the 224bhp C320CDI came in at the expense of the C270CDI. An all new C-Class arrived in summer 2007.

At first glance, it’s hard to decide exactly what size this car is, so cleverly packaged are the lines clearly derived from the larger S-class. You discover pretty quickly mind you, after taking a seat in the back of the saloons and estates. There’s supposed to be more space but it doesn’t feel like it. For rear seat passengers, any Mondeo, Vectra or Peugeot 406 would be preferable. Judged by any other criteria however, the Mercedes wins hands down.

All the saloon variants are imported, not from Germany, but from South Africa (so forget getting a cheap parallel import from the small ads). Mercedes promise perfect build quality from this new plant – but then they promised that when the first M-class models trickled over from Alabama. Early impressions look good, however. A third of all buyers tend to choose the estate version, which offers a useful, if hardly cavernous, capacity of 470 litres (with the seats up) or 1,384 litres (with them folded own).

Look beyond the sleek lines and the first thing you need to know is that this is the safest car in its class. That simple fact has far-reaching effects, particularly when it comes to weight. With a body that’s 26% stiffer, the C-class weighs over 100kgs more than its predecessor. Which has made it all the more important – in what is now being billed as ‘a driver’s car’ – to develop a brand new range of engines with performance figures capable of meeting ever-increasing class expectations. Hence the deletion of two of the old petrol engines – the previous entry-level 1.8 (which couldn’t cope with the new weight) and the 2.8-litre ’six’ in the C280 that was the previous range’s mainstream flagship. Instead, the base C180 now has a 129bhp 2.0-litre engine, while flagship status now lies with the 218bhp V6 C320. In between lie arguably the two most desirable petrol models, the 163bhp supercharged C200 Kompressor and the 170bhp C240 V6 (which is actually a 2.6) – most people’s pick of the range. Performance enthusiasts will get their kicks from the 349bhp C32 AMG. As you’d expect, there’s also a couple of diesels – the 143bhp C220 CDI and the 170bhp five-cylinder C270 CDI.

Thanks to their greater output and the class-leading slippery shape (of 0.26cd), these models certainly fulfil their practical objectives. As for performance, even the C180 makes sixty in 11.0s on the way to 130mph. But if the C-class is really to be ‘The Ultimate Driving Machine’, there has to be more to it than that.

A car of this kind – especially one that rides and grips as well as this Mercedes -should have a slick manual gearbox: hence the development of a 6-speed transmission, standard on all models bar the auto-only C320 and AMG versions. Unfortunately, it’s not much better than the clonky old unit – and is just as difficult to use smoothly in up-hill getaways, thanks to the awkward floor-mounted footbrake. In almost any other car, that – and the rather lifeless steering – would be a major problem. The vast majority of C-class buyers however, will opt for a five-speed automatic that is predictably excellent – though the ‘Tiptronic’-style manual shift mechanism can be a little abrupt. If you really want a manual, then it’s better to go for the more affordable option of Sequentronic, which keeps the manual ‘box but does without the clutch.

Sophisticated electronics of this kind are everywhere around this car, even if you opt for the base Classic trim level rather than plush Elegance or sporty Avantgarde. ABS, Brake Assist, traction control and ESP dynamic driving control (to help you out if you enter a corner too fast) are all standard. So are no fewer than six front airbags (windowbags along with those at the side and the front).

Inside, the interior is more self consciously designed than most Mercedes models, although plastics quality still lags a little way behind Audi and BMW. The little touches please: like the way the indicators need only a flick to function. And the sunglasses case built into the glovebox. This was the first car in its class to offer the option of voice-activated phone and stereo system too. You can even have a TV.

WHAT YOU PAY

Opening value for the first 2000 X-plate C180 Classic models with the manual gearbox is around £4,600 with the late C200 Kompressor still hovering around the £5,425 mark such is demand. The 2.6-litre C240 Classic starts at £5,100 and the C320 Elegance will cost around £5,650. Diesels arrived on 2000 X-plates and range from £5,725 for a C220 CDI Classic to £7,225 for a C270 CDI estate with the auto box in ultra-plush Avantgarde SE trim.

The C-Class Sports Coupes showed up on 2001 Y plates and prices today range from £5,825 for the C180 up to £8,125 for the C230 Kompressor auto on a 52-plate.

Don’t worry if your C200 Kompressor engine sounds a little rough – they all sound that way. You should be concerned if the interior of your C-class is less than pristine as some of the plastic mouldings don’t really come up to scratch. Many of the interiors were also finished in very pale greys and mushroom colours and will therefore get grimy in short order. There should be no major mechanical defects, but check alloy wheels for signs of kerbing and make sure the ABS and traction control systems work effectively as the electronics have been known to fail.

Trade experts reckon these cars are most desirable when specified in an attractive metallic colour with automatic transmission, air conditioning and leather upholstery. You might bear that in mind when choosing a car as the right specification will make selling on easier.

REPLACEMENT PARTS

(approx. Based on C220 diesel estate model) Allow around £50 for front brake pads and £25 for the rear, and about £370 for a full Mercedes exhaust system. A full clutch system would cost around £220, a radiator is about £140 whilst a starter motor can be up to £470. An alternator should be in the region of £415 (exchange).

The first thing to say is that it’s a huge improvement on anything we’ve previously seen from Stuttgart. No rival rides better, but then that was something you could say of the old C-class. This one, however, is much more successful in providing insulation without isolation. It’s arguably the most agile Mercedes model you can now buy, with crisp, sharp steering, very little bodyroll and an overall standard of composure that no car in its class can match.

Whether these are the crucial ingredients for a sports saloon is of course another question. Manual models don’t help the cause with a rather rubbery gearchange action not conducive to spirited driving. Still, since most Mercedes buyers will opt for the excellent 5-speed automatic that probably won’t be much of an issue. This transmission has a manual mode, allowing you to flip up and down the gearbox yourself, but this auto responds so rapidly, you rarely find yourself needing to bother. Opting for the auto also means you don’t need three feet to use the awkward foot-operated handbrake when accelerating from rest on an upward slope.

Sophisticated electronics of this kind are everywhere around this car: ABS, Brake Assist, traction control and ESP dynamic driving control (to help you out if you enter a corner too fast) are all standard. So are no fewer than six front airbags (windowbags along with those at the side and the front). Plus all the usual executive basics and a vast options list that may bump the asking price of used examples into the ionosphere.

OVERALL

Opt for a used second generation Mercedes C-class and aside from the initial whack in the wallet, you really can’t lose. They are reliable, fun to drive, relatively spacious and are undoubtedly the classiest option in the junior executive market sector.

Used Car Model Guide - Mazda5 (2005 – 2010)

There are tangible rewards out there for the used car buyer willing to approach things from an alternative angle. Following the herd provides the safety of numbers and should ensure that the most precipitous pitfalls are avoided but with just a little independent thinking, you could tap in to one of the bargains that the mainstream market routinely flows past. All of which brings us to the Mazda5. With a whole gaggle of higher profile rivals competing for sales in the compact MPV sector, Mazda’s offering was regularly overlooked by new car buyers and comparative rarity as well as this lowly profile has meant that it’s been largely the same story in the used arena. Don’t let that put you off: the 5 has plenty to recommend it.

The explosion in the compact MPV sector around the turn of the century saw what was previously a modest niche in the market become a full-blown money-spinning sector in which no mainstream manufacturer could afford to be without representation. The Citroen Xsara Picasso, Renault Scenic and Vauxhall Zafira combined with the Ford C-MAX to form a mainstream into which most buyers were drawn. That left Volkswagen’s Touran, Toyota’s Corrolla Verso, Honda’s FR-V, Fiat’s Multipla and Mazda’s 5 competing for the scraps from the top table with an underclass of tightly-priced offerings from the budget marques.

The origins of the Mazda5’s design can be traced through the Premacy via the MX-Flexa design study, shown at the 2004 Geneva Motor Show. Originally built to demonstrate one possible direction for future Mazda MPV vehicles, the MX-Flexa received such a warm reception that many of its design principles were incorporated virtually unchanged into the Mazda5 production car.

The Mazda5 hit the streets comparatively late in the day, long after the compact MPV concept had blossomed and borne fruit. This tardy arrival came at a stage when the choicest chunks of the market had already been divvied up amongst the big boys, partly explaining the 5’s failure to make a more significant impact. The range was fashioned around four engine options, two petrols and two diesels, with the diesels arriving a little later. Trim levels ran from TS through TS2 to the visually-enhanced Sport and the Sport Nav which tacks on a satellite navigation system with a 7″ pop-up screen.

The ‘5’ was facelifted late in 2007 with a revised nose bringing a sportier look and improvements to economy and CO2 emissions. Electric operation for the sliding side doors became available as an option.

WHAT YOU GET

Running on the same underpinnings as the Ford Focus C-MAX – which, in turn, purloined its mechanicals from the acclaimed Focus family hatch – the Mazda5 has a strong pedigree. It’s sleeker styling, 6+1 seating layout and the inclusion of sliding side doors – a unique feature on a compact MPV at the time – makes the 5 a more attractive and practical proposition than the 5-seater Focus C-MAX. Predictably, it’s also more expensive.

The interior was designed according to Mazda’s “6+1″ concept which attempted to deliver comfortable seating for six occupants, plus an additional element of utility that stresses plenty of luggage space, walk through convenience and ample stowage space. The key theme is the open space created in the centre of the cabin that means that every occupant has ample shoulder space and assists interaction between passengers by ensuring there are always sightlines between one row of seats and another.

Although there’s ample room on the inside with three rows of two seats, the Mazda5 isn’t superstretch limo long. In fact, at 4,505mm in length it measures just 85mm longer than the Mazda3 family hatch, whilst the width is identical, so there shouldn’t be too many horrors when manoeuvring this wagon into a crowded multi-storey car park. Despite its wheel at each corner stance, the turning circle of just 530cm means that even if you do need to throw a shifty three-point turn, you won’t need acres of road to do so.

Mazda claimed a class first for the large sliding doors on both sides. Previously restricted to seriously-sized MPV vehicles, these make good sense because they don’t swing out in the manner of conventional side-hinged doors. How many times have you been forced to sheepishly apologise when the kids whack their doors into the flanks of a parked car in a supermarket car park? The Mazda5 solves that particular problem. These doors slide backward to create an opening of fully 700mm, an aperture that should be plenty wide enough for a parent carrying an infant. The plastic tailgate is another clever touch. Mazda discovered that the tailgate mechanisms of many MPVs and 4×4 vehicles were becoming so heavy and cumbersome that they were difficult for lighter weight operators to close. With a two-step mechanism built in, the tailgate of the Mazda5 is light and smooth in its action.

The second and third rows of seats can be arranged in a number of configurations. In addition to their sliding adjustment and reclining functions, the second row also features a double-fold mechanism. Folding down the second and third row seatbacks creates a virtually flat floor for the luggage compartment. Other rivals are a little slicker in this regard, but the Mazda5 scores in terms of ease of operation. The space between the second row of seats is given over to either a utility box or a ‘karakuri’ occasional seat that’s narrow and only really suitable for small children.

All models feature electric windows, manual air-conditioning, power steering, tilt and height adjustment of the steering wheel and a CD stereo.

WHAT YOU PAY

The less than spectacular sales figures achieved by the Mazda5 mean that used examples of it are less common than those of the omnipresent Picasso, Zafira and Scenic triumvirate. Buyers may have to settle for the engine/trim/colour combination that they can lay their hands on but at least they won’t have the same vehicle as every third parent parked at the school gates.

£10,800 should get you into an 05-plate 113bhp 1.8-litre TS model and the TS2 derivatives are around £500 more. The 143bhp 2.0-litre petrol engine kicks off in Sport trim and starts from £12,200 and you’ll need £750 more for the Sport Nav.

The diesels are undoubtedly the 5’s most desirable engines but Mazda muddied the waters somewhat by charging substantially more for these engines from new. Fortunately for used buyers, the market refused to bear these supersize premiums and you’ll now need £11,800 for a 108bhp 2.0TD Mazda5 in TS trim – that’s £1,000 on top of an equivalent 1.8 which would have been £1,600 more when new.

The range-topping 141bhp 2.0TD starts from £13,375 in Sport trim and you’ll pay £15,600 for an 06-plate Sport Nav model. Insurance ranges from group 6E to 8E so there’s nothing to be too concerned about there.

WHAT TO LOOK FOR

All of the engines are tough units and the diesels are especially good so no major mechanical issues there. The cabins are reasonably hardwearing too but look for damage in the rear caused by tots. The Mazda5 tends not to be driven quite as hard as more conventional models like the Mazda3 and Mazda6 but it’s still worth keeping an eye out for mega mileage company hacks. Worn carpets, shiny steering wheels and scuffed trim are the usual clues.

Check that all the electrical items work properly, ensure that the air conditioner delivers chilled air soon after the engine is started and remember that there’s no excuse for missed servicing with a car of this age.

REPLACEMENT PARTS

(approx based on a Mazda5 1.8) As you might expect, parts are plentiful and relatively inexpensive. A clutch assembly will be around £130 and an alternator should be close to £175.

Brake pads are around £40 a front set with rear shoes around £50 and a replacement headlamp is close to £140. A full exhaust is about £280 and a catalyst is about £280. Dampers are around £60 each and a radiator about £140.

ON THE ROAD

The Mazda5 is certainly one of the better handling compact MPVs out there with the super soft suspension and sloppy body control that afflicts some rivals refreshingly absent. Of course, rounding corners at speeds that would shame a hot hatchback isn’t on the agenda for most MPV buyers and the Mazda5 manages to raise a smile on the road without compromising too much on the important aspects of ride comfort and refinement.

There’s not a dullard amongst the engines, so don’t beat yourself up if junior’s insatiable appetite for cutting edge games consoles has swallowed the cash you were going to use to upgrade from the entry-level 1.8. You’ll be reaching for the gearstick more regularly with this unit installed but it’s lively enough, especially if your Mazda5 is likely to be living out its life scurrying between schools and supermarkets. It also returns a 36mpg combined economy figure.

The 2.0-litre petrol (34mpg) is quicker and more flexible for longer trips, while the torque of the diesels, which both average close to 45mpg on the combined cycle, make for a driving experience that’s more relaxed still – even if noise levels are less subdued. The range-topping diesel is a bit of an animal by compact MPV standards and would be a good choice for frustrated boy and girl racers forced out of their performance hatchbacks by an ever-expanding family.

Mazda haven’t skimped on safety systems either, developing a curtain airbag that covers all three rows of seats especially for the 5. Anti lock brakes with electronic brakeforce distribution are augmented by a manual brake assist booster. Dynamic Stability Control aims to keep things ship shape.

There will be many buyers out there seeking a pre-owned compact MPV of a certain age who haven’t had the Mazda5 appear on their radar. Why should they? The model’s low profile as a brand new offering has translated onto the used market and the job of choosing a compact MPV is difficult enough without expanding the hunt out of the mainstream to lesser known and harder to find alternatives. In this instance, however, a winding of your search could pay dividends. The Mazda5 is up with the best of its contemporaries thanks to six adult-sized berths plus room for a little ‘un, those sliding side doors and a polished driving experience. The ride may be too firm for some tastes and the interior is a little dull in places but there’s no doubt that this 5 is worthy of a high position on every buyer’s list.

Used Car Model Guide - Lexus RX400h (2005 – 2009)

The response of a petrol engine with the economy of a diesel? Sounds too good to be true but the Lexus RX400h offers just that. Used examples hold their value very well indicating that the Japanese company is onto a winner with this technology. A nearly new example looks a decent bet.

Ask most people to picture a hybrid car and they’ll draw a mental picture of a gently humming city car. Lexus has shown with the RX400h amongst others that hybrid technology needn’t be reserved for mere econoboxes. A petrol SUV with the fuel economy of a family hatch is a tempting proposition and the Lexus RX400h lives up to the hype. Used examples are beginning to appear but don’t expect to snap up any bargains.

Although the roots of the Lexus RX400h can be traced right back to the first Toyota Harrier of 1997, the 2003 introduction of the all-new Lexus RX range in the UK seems a salient point to begin with. With better safety features, more space and far sleeker styling, the 2003 RX, initially only offered in RX300 guise, looked interesting although sales were capped by the lack of a diesel version. What did arrive in the middle of 2005 was the RX400h, a petrol/electric hybrid version of the RX with a V6 engine and twin electric motors. Instantly popular, the RX400h acted as a technological showcase and although Lexus has never proclaimed hybrid technology to be an end in itself, as a real-world solution with very little impact on the end user, it worked a treat.

The styling is a good deal sportier than before, Lexus perhaps figuring that if customers weren’t overly concerned with off roading, then nor did they need the internal dimensions of a pantechnicon. That said, the shape cleverly disguises the fact that this model is bigger and roomier than most of its rivals. This RX is also a full 155mm longer than the MK1 version and 25mm wider with a 100mm stretch in the wheelbase for additional passenger room.

Ignore the hi-tech trickery under the skin and the RX400h shares all of the normal RX attributes. As well as the usual set of twin front and side airbags, it features curtain shield bags at the sides and knee airbags for the driver. These bags help to reduce injury caused by contact with the unyielding steering column, but tests have shown an additional benefit. Knee bags also reduce head and chest injuries. How? In a usual front end collision, the legs come into contact with the lower dashboard and steering column. Rarely contacting square on, this causes the pelvis to cant forward and begins a twist in the driver’s body that can prevent the airbag in the steering wheel doing its job to optimum effect. Knee bags nip this in the bud, making for a safer car.

A reflection on the success of the RX400h is the demand in used models. A 2005 05 plated SE model changes hands at £20,000. By contrast, a similar vintage Mercedes ML350, which was priced similarly from new is now worth £10,000. Insurance is Group 16 which isn’t too bad for a vehicle of this price with this level of performance. Couple that with the fact that the RX400h will spend a good deal of its time in the city, where scrapes are statistically more likely, and premiums are relatively modest.

Repeat after me: the Lexus RX400h is not an off-road vehicle. Subject one of these to anything more arduous than a gravel track and you will damage it. Owners have reported the four-wheel drive system to be quite smart on road but rather hopeless when asked to cope with mud or even snow. Check the underside of the vehicle for damage to the exhaust, suspension and front and rear valances. Otherwise there’s very little to look for. The hybrid unit should indicate that it’s generating charge under heavy braking and the petrol engine shouldn’t fire up every time you key the ignition with the air con switched off.

(Based on a 2005 RX400h) A new exhaust, excluding the catalytic converter will be just over £850. Brake pads are roughly £60 each and a headlamp is around £175.

The fuel economy and range of the RX400h means that it’ll average around 450 miles on a single fill up. On unfamiliar roads or in freezing weather, that sort of convenience is a real bonus. Lexus quote a combined fuel economy figure of 34.9mpg, by far the best of any petrol-powered luxury 4×4 and although most cars can’t get near their quoted combined consumption figures, I was able to get within 1mpg of that claim over mixed routes quite easily. The RX400h generates a healthy 272bhp which results in a top speed of 124mph and sprinting capability that can shame some hot hatches. In fact, this heavy 4×4 has jet heels, getting to 60mph in just 7.4 seconds. By contrast, a UK specification RX350 will stop the clock at 7.8 seconds, so you’re buying a quicker vehicle, but how does this hybrid technology work?

The 3.3-litre V6 petrol engine under the bonnet isn’t anything ground breaking, but Lexus has also engineered a pair of high-torque electric motors positioned front and rear that can either assist the petrol engine during acceleration or replace it altogether at start up or low to mid-range speeds. Moreover, during deceleration and under braking, the engine switches off and both the electric motors act as high-output generators, driven by all four wheels. This regenerative braking system optimises energy management by recovering kinetic energy that would normally be lost as heat as electrical energy for storage in the high performance battery. The battery power level is constantly maintained by the engine-driven generator, which means there is no need for the system to be recharged from an external power source.

The batteries themselves are zero maintenance items guaranteed for 100,000 miles and are a lot more compact than you’d imagine. This sort of drive system is similar to that pioneered in Toyota’s Prius but Lexus have finessed certain elements to suit the character of a luxury 4×4. Electrical power enhancements to the new Hybrid Synergy Drive include the use of a boost converter to increase generating capacity. A new, high speed front motor operates at twice the speed and delivers more than double the power of the one used in the Prius. The addition of a rear motor facilitates four-wheel drive and a new high power nickel-metal hydride battery is used. The rearmost motor can deliver a 68bhp boost to the rear wheels when you need maximum acceleration or when the computers detect front wheel slippage.

At all speeds, the Hybrid Synergy Drive system monitors itself for optimum performance and fuel efficiency with minimum emissions and adapts accordingly to run the electric motors in isolation, the engine in isolation, or a combination of both. The driver can see which power sources are being used by means of an instrument readout which replaces the usual rev counter. In versions with satellite navigation, power flow and battery status are shown on a seven-inch colour monitor.

If you’re going to buy a vehicle packed with complicated technology, you lessen your chances of failure quite significantly by ensuring there’s a Lexus badge on it. The RX400h is currently right in its golden period as a used car where buyers can make decent savings on new with a low mileage car but without coming across hordes of tired or abused examples. It remains to be seen how the RX400h will shape up ten years hence but right now it looks a very sharp used buy.

Used Car Model Guide - Land Rover Freelander (1997 – 2007)

With the Freelander, Land Rover has showed the opposition just how a compact 4×4 should really be designed and built. Whilst other manufacturers have produced cars that look tough but can’t really mix it off road, this British challenger is the real thing. BMW-influenced build quality means it’s a decent bet as a used buy too.

HISTORY

The Freelander Discovery was launched in October 1997 to universal press acclaim. The body choice included three or five-door bodyshells: those who went for the three-door had the option of either ‘Softback’ or ‘Hardback’ bodystyles. In Softback form, you could fold the roof back like a convertible, while the Hardback offered removable panels.

There was initially a choice of two engines; a 118bhp four-cylinder 1.8-litre 16v petrol unit (from the MGF) and a 96bhp 2.0-litre turbo diesel. A 2.5-litre V6 was developed for launch in September 2000. There were three trim levels on offer – standard, Xi and XE – and Land Rover also added a Commercial van version in 1999.

Basically, the Freelander was what the Discovery wasn’t; an all-new model. Instead of being put together with parts from the corporate sales bin (the Discovery for example, was originally based on the old-shape Range Rover), the Solihull-based design team had, in this instance, the cash to do things properly – some £450 million. And a new factory to build the car in. It made all the difference.

In autumn 2000, a revised range was launched, with an all-new Td4 diesel engine and a top-line V6. Minor interior and exterior improvements were included into a revised range structure of S, GS and ES.

In late 2003 the Freelander was comprehensively updated. There was a completely revised interior (by far the old car’s weakest link) and a major external restyle including a fresh face and tail. The range also benefited from the addition of the Freelander Sport version, a model which the Solihull company claimed was their sharpest handling and sportiest offering to date.

In early 2006, the range was slimmed down with the arrival of an all-new model looming. Only the Td4 diesel engine remained and it was offered with four generous specification levels called Adventurer, Freestyle, Sport and HSE.

WHAT YOU GET

Despite what Land Rover will tell you, the Freelander is no Mondeo. It does however, offer a much wider portfolio of virtues for the average family. No Mondeo could go the places this car will happily travel: potholed tracks, boggy fields, shallow rivers – all hold no fear for the Freelander family.

Perhaps more significantly, a Ford, a Nissan or a Vauxhall is what it is; a competent, sensible family car, identical to thousands of others. At the wheel of a Freelander, you feel a little set apart – and not only because of that high driving position.

The detail touches help. The way the window of the rear door drops down electronically at the touch of a button on the key fob so that you can load in your shopping without opening the back door. The clever elastic bars in the doors for holding drinks and bottles. You could go on.

WHAT YOU PAY

An early 1997 three-door softback (petrol or diesel) would be worth about £2,500 for example, as opposed to around £3,000 for a more typical S-plater. Add around £200 for the Hardback three-door bodystyle and around £300 for plusher XEi trim.

Five-door prices start at around £3,300 for petrol or diesel models running up to around £7,000 for well equipped 2003 V6 models. Diesels range from £3,300 for the first 2.0-litre di to £10,000 for a well-equipped TD4 on a 53 plate.

WHAT TO LOOK FOR

As with all Land Rovers, always insist on a full service history. Be careful too if the car you’re looking at has a towbar fitted, for this may mean that it has had a hard life dragging horse boxes out of muddy fields. The engines and the transmissions used are robust but quite expensive to repair if they do go wrong, so watch out for rattles and ensure that all the electrics work perfectly. The car is a favourite target for thieves, so a good alarm and preferably an immobiliser are a must.

REPLACEMENT PARTS

(Freelander 1998 1.8i manual with a/c – approx exc.VAT)  A clutch assembly will be around £170, a starter motor around £130 (exchange) and a radiator around £145, Brake pads (rear) £36 and front around £50. A replacement headlamp (offside) is close to £80 and an alternator should be close to £210.

ON THE ROAD

Or in this case off it. Here, the gadget Land Rover are keenest to talk about is their patented ‘Hill Descent Control’ system, developed to compensate for the fact that the Freelander lacks the kind of low ratio gearbox you’d find in a Discovery, a Defender or a Range Rover. On a sticky, steep descent, you engage HDC by clicking a Nintendo-style trigger on the gear lever. The system selects first gear and uses the anti-lock brakes to automatically maintain a descent speed of 5.6mph. Should the track get slippery or become more undulating, this will reduce to 4.4mph. HDC was optional on base models and standard on plusher ones: it’s worth seeking out if you’ve a choice of used options.

On tarmac, the Freelander won’t handle exactly like your average family hatch or estate – but it’s not far off. The ride in particular is really very good. The performance from the petrol and diesel engines isn’t very sprightly though.

OVERALL

A great used alternative to an ordinary family runabout that will become ever more attractive as prices fall. Excellent original build quality means that you can buy with real peace of mind.