Buying a used car can be harrowing, whether privately or from a dealer. Here are some tips, as well as some things to watch out for.

Beware of low mileages, especially on smaller or cheaper cars. It is always possible that the odometer has been turned back. Some things to bear in mind are:- diesels are often bought because they the driver needs to undertake long trips without consuming vast amounts of fuel. This could be a sales rep, or someone travelling large distances to work, lots of lengthy trip for family holidays, etc. So, usually higher mileages than normal.

An expensive or luxury car may not see much time on the road, but very seldom a “workhorse”. This makes the executive cars likely to have a lot more life left than the overworked and abused hatchback. These also spend most of their life in a home garage or undercover parking lot at work.

Related: Someone paid more for a mint BMW 325iS Evo 2 than a used M4

A vehicle without any service history is a serious disadvantage. Even a partial history will help a lot. One diesel minibus I looked at did have a service history booklet. The problem was the very first service, an oil change at 7 500 km had been skipped, the owner rather waiting for the full service at 15 000 km. Other interim oil changes were also skipped. I walked away to the discontent of the salesman.

If the clutch pedal rubber is worn, this indicates lots of use and usually a high mileage. One of many tips is to inspect it. A worn one on a low-mileage car seems highly suspicious.

If the mileage travelled works out to less than 10 000 km per year, look closely at the tyres and ask the owner/seller if and when they were replaced. Tyres usually should last between 40 000 and 80 000 km. Front-wheel drive cars will see the fronts wearing at about twice the rate of the rears. The spare is often used to save money and the last remaining original tyre will be relegated to the spare wheel to save some cash.

When you have made your purchase, ensure that you get off to a good start by inspecting the condition of the oil as well as the air filter. If in doubt as to when last the car was serviced, change at least the oil, oil filter and air filter.

Most people neglect to change the gearbox oil, as gearboxes are generally reliable. A build-up of iron particles will occur with time and this will accelerate wear if the oil is not changed periodically. Check the service guide for recommendations.

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Volvo V50 

Image: CARMag Gallery

0 to 100 km/h: 9,78 seconds

Top speed: 215 km/h

Power: 125 kW

Torque: 230 N.m

Fuel consumption: 9,99 L/100 km

Volvo dispenses with the need to decide on titles like a station wagon or estate. In typical Scandinavian simplicity, the S of sedan is replaced by V for wagon. Those who enjoyed watching the British Touring car races in 1994 will remember the 850 Estates (before the V was introduced) of Rickard Rydell and Jan Lammers. This ended the staid and boring image of the Volvo station wagons. The T5 had 162 kW from a slightly larger capacity, but the most popular was the 2,4i with a fully sufficient 125 kW. We pitted the V50 against four others in our road test, and the Volvo came first.

In addition to the interior length, the front passenger seat folds flat to allow for longer items, and the roof rails are also available. Five-speed manual or five-speed auto gearboxes are fitted. The only caution for those who need the vehicle for loading or towing is the front-wheel drive which may struggle on gravel uphill.

BMW 320i/325i Touring

Image: CARMag Gallery

0 to 100 km/h: 8,63 seconds

Top speed: 243 km/h

Power: 160 kW

Torque: 250 N.m

Fuel consumption: 10,58 L/100 km

If you enjoy the dulcet tones of a straight-six, the 325i is the one for you. You will also receive one of the best engines in recent history. If not, or if the fuel consumption is a little too high, the 320i is a good choice as a reasonable compromise. The numbers can be perplexing because this is a 2,0-litre, four-cylinder engine, similar to the 318i, but with power increased from 105 kW to 110 kW.

Only the next step up to 325i unlocks the straight-six with 160 kW. Both manual and automatic transmissions with six speeds are available. Petrol engines require less maintenance than diesel engines, though diesel engines have improved significantly over the years. Pricing is comparable to the Volvo V50, with expectedly more to choose from than its Scandanavian counterpart. Maintenance should not be excessive, and allowing for some spending should ensure many years of luxury travel on a limited budget.

SUVs replaced Estates after the turn of the millennium, and there are very few on the market when compared to BMW sedans and SUVs. This could aid in price negotiations. The all-important utility space beats most competitors, but surprisingly, the Astra (listed below) wins the space race among these four.

VW Golf Estate 1,6i

Image: CARMag Gallery

0 to 100 km/h: 9,78 seconds

Top speed: 215 km/h

Power: 125 kW

Torque: 230 N.m

Fuel consumption: 9,99 L/100 km

VW, like many others, has a long history with station wagons. Back in the air-cooled days, the preferred name was Variant, but the Estate name has since replaced this. In 2001, our road test title was “Hole-in-one,” which summed it up nicely. It looks the part, drives like a Golf, and has plenty of space. With 448 litres of luggage space under the retractable shelf to 1 088 litres with the rears folded, comfort and family-friendly features are prioritised.

Cupholders, tie-down hooks, rubber strips to prevent goods from sliding, a 12V socket at the back, reading lamps, and a full-sized spare wheel all impress. The driver has a number of controls, including the ability to adjust the headlamps’ angle for heavy loads.

VW’s acid-blue backlighting adds a touch of class to the instrumentation. The 74 kW engine is a VW family favourite, with simple maintenance that should be affordable. The renowned Bosch Motronic management is excellent, as are ABS, a pair of airbags, and decent wagon styling. In conclusion, this is a popular choice if you need packing space on a budget due to its high quality, ample space, and simple mechanicals.

Opel Astra Caravan

Image: CARMag Gallery

0 to 100 km/h: 10,82 seconds

Top speed: 215 km/h

Power: 92 kW

Torque: 170 N.m

Fuel consumption: 10,3 L/100 km

Opel changed the name of its wagons from Estate to Caravan. While this may appear strange because it has nothing to do with a caravan, it originates in the 1960s when Kadettes and Rekords were known as Car-a-van. So, where Volkswagen rejected its Variant roots, Opel returned to its own. Another telling sign of the times was converting the VW’s radio cassette audio system (2001) to a radio/CD system. This became the norm over the next 15 years or so.

Check out our cheap cars for sale.

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PACKAGING
We all know South Africans love their bakkies, most coming into their own for farm and commercial use but also for general family use. Naturally, for an elderly workhorse, the interior is spartan. It is also rather cramped but easy to clean. Rectangular headlamps and taillamps were standard issue at the time.

POWERTRAIN
The 2Y was the 1,8-litre; the 3Y, a 2,0-litre; and 4Y a 2,2-litre. Power outputs were 59, 64 and 70 kW respectively while the 2,4 had 55 kW. Interestingly, the diesel has 154 N.m of torque at 2 200 r/min but the petrol engine delivers 181 N.m at 3 000 r/min. This shows the design of the petrol engine is specifically developed to provide a high torque output at fairly low revs to suit the off-road and load-carrying work expected of bakkies. The petrol has an OHV head and the diesel an SOHC. Both versions use a five-speed gearbox and rear- or four-wheel drive with a transfer box.

SUSPENSION AND STEERING
Naturally, leaf springs at the back but in front, double wishbones and torsion bars were used. Steering used the vague but rugged recirculating ball without power assistance. Braking was a disc/drum setup with a load compensating valve for the back.

WHICH ONE TO GET
Any presentable one will do. The diesel will be a lot more economical. At a steady
100 km/h, our road tests show 8,52 L/100 km for the diesel and 11,27 for the petrol. Remember the diesels have glow plugs that need a good few seconds to warm up before starting. Sales were around 3 000 per year for the petrol but between 5 000-8 000 per year for the diesel.

AVAILABILITY AND PRICES
There will always be Hilux bakkies around for sale. Most have lived hard lives but they are unbreakable as can be seen by watching BBC’s Top Gear episode where they tried everything they could to destroy a Hilux but it still kept running. Prices are not cheap, purely because everyone knows how tough and useful they are. Our two examples prove this, as you might expect to get old model bakkies for under R20 000. Although many would have been driven into the ground, the sheer numbers sold means you should be able to find examples that will not require complete overhaul or restoration.

INTERESTING FACTS
Often classified ads do not give the mileage covered. This could be because of an overhauled engine, a particularly high mileage that may put potential buyers off or a speedometer that has been replaced. When it comes to Toyota bakkies and some cars, it seems mileage covered is not an issue; one of the ads we spotted revealed an example with well over one million kilometres under the belt.

Switching to the diesel versions mentioned above, the engine size went to 2,8-litre and finally 3,0-litre from 1998. This engine had a respectable (for a non-turbo) 67 kW.

By chance, I have just returned from a long trip in a Toyota Condor 3000D. This is a 2000 model with 350 000 km on the odo and we had five people plus a fully laden Venter in tow. It was a very capable vehicle with enough power to cruise sedately at 100 km/h before the engine gets too noisy. You get the impression it will run forever.

Model: Toyota Hilux 2200 4×4 0 to 100 km/h: 17,53 seconds Top speed: 143 km/h Fuel cons: 11,27 L/100 km
(at 100 km/h) Price: R25 140 CAR test: May 1987 (and four others)

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Toyota Avanza

Space: 7 seats, 128-430/1 424 L
Safety: 2 airbags, ABS
Cost of four tyres: R 4 736
Road test issue: May 2012 (1,5 TX)

0-100 km/h: 12,30 seconds Top speed: 164 km/h Power: 76 kW
Torque: 136 N.m C02: 168 g/km Fuel consumption: 8,64 L/100 km

The Avanza became a top seller almost immediately, mainly because it was a tough and reliable Toyota. Well, a Daihatsu actually, but then they are the same parent company. As a compact seven-seater, the Avanza soon found service as a people-mover for those who needed more than a hatchback but didn’t need a full-size Quantum. More suited for shorter distances and speeds of around 100 km/h owing to the lowish power and gearing that required over 4 000 r/min to do a true 120 km/h on the open road.

The styling has been tweaked over the years with curves and angles that give the impression of sportiness, which was not warranted. On purchase, look carefully at mileage, service history, signs of accident damage and interior wear as many have been extensively used and may be ripe for maintenance that will add significantly to the budget. One we spotted had close to 600 000 km on the clock. Fortunately, there are enough available to ensure a solid purchase.

While there are two engines on offer – a 1,3 and 1,5-litre – we would look for the more powerful versions for family use especially if being used for long holiday road trips. The fuel consumption of earlier models was listed as higher than later ones but expect around 8,00 L/100 km in the real world.

Suzuki Ertiga

Suzuki 1 With great space utilisation and a small but perky powerplant, transporting people is a cinch in the Ertiga

Space: 7 seats, 80-400/1 496 L
Safety: 2 airbags, ABS, EBD
Cost of four tyres: R 5 644
Road test issue: November 2014 (1,4 GLX MT)

0-100 km/h: 12,08 seconds Top speed: 170 km/h Power: 70 kW
Torque: 130 N.m C02: 156 g/km Fuel consumption: 7,92 L/100 km

The Ertiga arrived in 2014 to join this growing market for compact people movers and quickly became another of Suzuki’s sales successes. Although the facelifted version was released in 2019, the original has less fussy styling and most agree it is quite attractive for this type of vehicle. The 1,4-litre engine is strong enough and offers good low- to mid-range torque with a quick gearshift (only five forward ratios) to allow for an enjoyable driving experience. Cloth seating is comfy, the second row is adjustable and there is good space in the last row. With all seats occupied, don’t expect much room for luggage though. The base GA model has no electric windows or audio system versus the higher-specced GL and GLX, but all have dual airbags and ABS. The GLX has alloy wheels and steering wheel controls included as standard.

A four-year service plan helps but you may have run out of services if the mileage is over 60 000 km. If you can find a GLX model, you will enjoy the added convenience features. There are only a few on offer within our budget so you may have to look at financing options to cover the gap. Mileages already covered tend to be lower than is the case with the Toyota Avanza and Honda BR-V and this only adds to the desirability.

Honda BR-V

Space: 7 seats, 192-440/1 344 L
Safety: 2 airbags, ABS, EBD
Cost of four tyres: R 4 050
Road test: August 2016

0-100 km/h: 10,92 seconds Top speed: 155 km/h Power: 88 kW
Torque: 145 N.m C02: 151 g/km Fuel consumption: 7,60 L/100 km

The BR-V took over from the Mobilio in late 2016 as Honda’s compact seven-seater conveyance. Three spec levels were introduced – Trend, Comfort and Elegance – with additions of alloy wheels and leather seating, neither of which detract from a solid overall package. Decent ground clearance and the added practicality of roof rails add to the appeal. Access to the third row is easy and the middle row is adjustable as with the Suzuki. The engine is familiar to Honda fans in its 1,5-litre form delivering 88 kW and 145 N.m of torque. A new six-speed gearbox was introduced and would be our choice above the CVT alternatives. The engine can be a bit buzzy at freeway speeds but fares better than the Avanza with its higher power and lower revs.

Suspension offers a good compromise for passenger comfort and a useful luggage capacity of 192 litres even with all seats in use. Pricing tends to be above our upper budget limit so a careful search may be necessary and the mileage already covered could be above 150 000 km … not ideal for a four-year-old car. A two-year/
30 000 km service plan was offered on only the higher specced models; it is critical you inspect the service book for
adequate maintenance history.

Nissan NV200

Space: 7 seats, 360-736/1 792 L
Safety: 4 airbags, ABS, EBD
Cost of four tyres: R 4 304
Road test: January 2014 (1,6 Combi Visia)

0-100 km/h: 12,54 seconds Top speed: n/a Power: 81 kW
Torque: 153 N.m C02: 169 g/km Fuel consumption: 8,76 L/100 km

From every single angle, it does look like the van from which it is built, but don’t be put off by the slabby styling and tinny quality.
This NV200 has the sprightly 1,6-litre Nissan engine and a quick-shifting five-speed gearbox. At 81 kW, it makes it one of the most powerful among this quartet but being larger, it also weighs more than the others. As with the Avanza, and with only five forward gears, the engine revs are high at 4 000 r/min at 120 km/h so a sixth ratio would have helped. A 66 kW diesel version is available for the hypermilers out there. A great help for loading goods, the sill height is a low 513 mm. Further aiding loading ability, the third seat row can be removed entirely by undoing just four bolts. The height provides lots of headroom that doubles as space for large goods when the rear is not being used for passengers.

With the large body, the 14-inch wheels do look a bit too small. The spare is fitted under-body and the windows are fixed apart for those up front. Comfort is tops and there is even additional packing space under the seats. No service plan was included when new, unfortunately. If it’s maximum space and decent drivability you are looking for, at a reasonable price, do include this NV200 in your search.

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Volkswagen Jetta 1,6

Space: 5 seats, 448/1 160L
Safety: 6 airbags, ABS
Cost of four tyres: R5 210
Road test: April 2014 (2,0 TDI)

0-100 km/h: 10,90 seconds Top speed: 164 km/h Power: 77 kW
Torque: 153 N.m C02: 162 g/km Fuel consumption: 8,20 L/100 km

If you are not too concerned about power or the ultimate in fuel economy, you have a good spread of options with this sedan. The safest bet will be a straightforward 1,6-litre, four-cylinder with 77 kW.

Then there is a more modern engine in the shape of a 1,2-litre turbo. This will have slightly better fuel consumption if you drive carefully but does add a lot of complexity to the mechanicals. The same goes for the 1,4-litre turbo that raises the power to 92 kW and offers more torque at low revs. This may be the one to choose if you live at higher altitudes. If it’s maximum fuel saving you’re after, opt for a 1,6 TDI that gives you under 6,00 L/100 km. Prices between the models on offer are evenly spread.

Boot size has been a strong feature of the Jetta since the first model in 1982. Having owned one of these cars that later became the Fox, I think I overloaded that boot too often because I had to replace the rear wheel bearings. This one has even more luggage space, a full 448 L. Unlike the first generation, this can be expanded considerably with a handy foldable rear seat.

Kia Cerato 1,6

Space: 5 seats, 376/1 016 L
Safety: 6 airbags, ABS, EBD
Cost of four tyres: R4 370
Road test: March 2014 (1,6 EX Sedan)

0-100 km/h: 10,60 seconds Top speed: 200 km/h Power: 95 kW
Torque: 157 N.m C02: 154 g/km Fuel consumption: 7,80 L/100 km

The Cerato has always been a polished alternative to its German and Japanese rivals. Engine options are the 1,6 or 2,0-litre with manual or automatic transmissions. Rear legroom is less than that of the Corolla. These are reliable, well-built vehicles that have proven their credentials from the first imports in the 1990s. Although earlier models had the option of a frugal 2,0 diesel, the last sales year was 2008. An impressive list of safety features and others such as cruise control was standard.
A full-size spare is provided under the boot that we measured at 376 L with a utility space of 1 016 L when the rear seats are folded forwards. A five-year/90 000 km service plan was standard but you would be fortunate to find one with lower mileage than this.

Make sure you are content with the steering feel as the electrical assistance is very artificial. The highish engine revs in top gear at 120 km/h can also cause some droning. Mileages of cars in our price range generally have around 150 000 km under their steel belts but there are some with under 100 000 km. Ceratos and Korean sister Hyundai Elantras are on par price-wise.

Toyota Corolla

Space: 5 seats, 416/1 344 L
Safety: 4 airbags, ABS, EBD
Cost of four tyres: R4 050
Road test: August 2016 (1,8 Prestige)

0-100 km/h: 10,20 seconds Top speed: 195 km/h Power: 103 kW
Torque: 173 N.m C02: 165 g/km Fuel consumption: 8,40 L/100 km

If you purchase a 2017 model Corolla, you are celebrating 50 years of this bestseller in our country. This is the 11th generation and a mild facelift to the grille, headlamps and taillamps was introduced in this year. The base model utilises a small 1,3-litre engine but with a respectable 77 kW. For higher altitudes, you may want to opt for the 90 kW 1,6 or the flagship 1,8-litre with 103 kW.

If you wish to save on the high fuel levies, there is a 1,4 D-4D that will reward you with around 5,00 L/100 km. A solid, if staid performer that offers an excellent ride quality. If you have to do long trips and high mileages, you won’t be disappointed. The service plan lasts for five years but the mileage limit of 90 000 km is likely to have been exceeded. All models come with four airbags except for the 1,8 Exclusive versions that have seven. It has the second largest boot capacity here plus the benefit of folding rear seats, a feature missing on the Corolla Quest of that era. This is an important point since the Quest is perhaps the best-value car in our market but some will require the extra versatility for that extra outlay.

Honda Ballade 1,5

Space: 5 seats, 400 L
Safety: 6 airbags, ABS, EBD, ESC
Cost of four tyres: R4 778
Road test: August 2014 (1,5 Elegance)

0-100 km/h: 12,54 seconds Top speed: n/a Power: 81 kW
Torque: 153 N.m C02: 169 g/km Fuel consumption: 8,76 L/100 km

The Ballade name has also been in South Africa since the 1980s and this model brings modern style and sophistication to the long-standing name. Subtle changes were introduced in 2017 including a revised grille, with LED daytime lighting, keyless entry with a start/stop button and leather upholstery on the flagship Executive model. Isofix tethers were added to all models and there are two USB ports. In the classifieds, we saw a wide variety of mileages covered including some surprisingly low ones that would make excellent buys considering one pays about half the price of a new car. Choice is easy as there is just one engine, a 1,5-litre with 88 kW. Transmission choices are five-speed manual or CVT.

Although the boot capacity is impressively large at 400 L, the rear seat does not fold down to store large items. On the other hand, this has an anti-theft benefit in that valuables can be locked safely in the boot. With fold-down seats, all a thief has to do is break a window for guaranteed access to the boot. The service plan lasted four years or 60 000 km and services are required at 15 000 km intervals.

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PACKAGING
Despite its diminutive frame, the Charade’s neat packaging gave it a spacious interior with seating for five adults. The boot accommodated 170 litres of packing space with folding rear seats freeing up 740 litres of utility space. Instrumentation is spartan; the Turbo substitutes a boost pressure gauge with a green light that merely tells you there is some boost occurring, which is wonderfully quaint.

If it’s an old-school turbopetrol with full-blown instrumentation that blows your hair back, rather look at the Uno Turbo.

POWERTRAIN
The basic three-cylinder engine produced modest outputs of 36 kW and 71 N.m of torque and weighed just 92 kg but the turbo upped the wick on the inline-three to 68 kW and 105 N.m. The mass of the turbo-powered car was a mere 720 kg, giving it a competitive power-to-weight ratio.
With a strengthened cylinder head, turbocharger, stronger pistons, tougher crankshaft, oil cooler and a larger radiator, it was good for a zero to 100 km/h sprint time of 10,52 seconds. Gearing was shortened but the final drive lengthened to achieve its maximum speed of 159 km/h at 5 000 r/min in top gear. The compression ratio was dropped from 9,5 to 8,0 to 1. Unlike modern turbocharged powerplants, the Charade makes do with a twin-choke carburettor and contact breaker ignition. One benefit of the engine’s miniaturised packaging is that the lightweight IHI turbo has minimal lag. The conservative Japanese did not over-boost the engine though and maximum boost pressure was limited to less than half a bar. No doubt some robot racers would have increased this.

SUSPENSION AND STEERING
MacPherson struts upfront and a beam axle with coil springs and Panhard rod at the rear were fitted with anti-roll bars at both ends. Steering was rack and pinion without assistance, and the braking disc/drums.

WHICH ONE TO GET
The turbo will be the most fun by far, as long as the condition is acceptable. Proper maintenance would make for a rewarding classic, still able to turn some heads at shows and racetracks alike. Turbo overhaul has become less expensive with time but some parts will have to be imported. Standard models were CX and CXL with the latter adding metallic paint, alloy wheels and sports seats. Incidentally, for other turbos of the day, you should consider the Nissan Exa Turbo and the Mitsubishi Tredia Turbo.

AVAILABILITY AND PRICES
Very few have survived but, thanks to the lack of serious rust away from the coast, you may be able to locate one, given time. Prices will not be expensive as it’s a compact, niche product.

Model: Daihatsu Charade Turbo 0 to 100 km/h: 10,52 seconds Top speed: 159 km/h
Fuel index: 5,70 L/100 km (at 100 km/h) Price: R9 995 CAR test: January 1985 plus one other

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Currently selling for R1 100 000 is this 1986 Toyota Cressida GLE with 102 000 km on the clock. This particular unit is powered by Toyota’s 2,4-litre engine that transmits power to the rear wheels via an automatic transmission. The dealer notes that this is one of the most original examples in the country and probably even in the world. The model that sits on the floor sports the original radio as well as the floor mats and alloy wheels.

According to quotes sourced by Sunday Tribune, the dealer owner Waseem Fareed stated the following to assure suspecting buyers that the price is in fact justified.

“The day-one rubber mats were usually the first things that wear-out, the interior is original and makes the car look like it was delivered yesterday.”

“If you pop the hood, you will see the engine resembles the interior.

“It looks fresh from the factory. No repair work was done on this car.

“A slight twist of the key gets it started.

“The Cressida was not for a rushed sale but meant our museum. If there is a buyer who appreciates it enough and is prepared to pay the price then it would be sold.

“If not, we are happy to keep it in our museum. It is a car with great history and not something you can buy easily.”

“Any exclusive dealer who inspected the car would understand how we priced this car. Therefore, we paid the special price.

“In today’s economic climate it is not about the book value, but a case of willing buyer, willing seller.

It’s understood that Fareed has been in the car sales industry for nearly 20 years. This Cressida in particular reminded him of his younger days and brought back some special memories.

“Its smell, its feel reminds one of an uncle or elderly person owning such cars, fishing trips and visits to the park.”

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Founded in 1907 by Hatsudoki Seizo as an engine manufacturer, Daihatsu is Japan’s oldest motor company. Vehicle production began in 1960 in the Osaka region and the company specialised in diesel mini trucks before branching out to cars; the first, a 1,0-litre, four-cylinder sedan called the Compagno Berlina.

Early Charades even competed in the Monte Carlo Rally and East African Safari in 1981 and 1982, respectively. In 1983, the Alfa Romeo factory in Brits took on a project that introduced the Daihatsu name to the South African passenger car market.

PACKAGING

Despite its diminutive frame, the Charade’s neat packaging gave it a spacious interior with seating for five adults. The boot accommodated 170 litres of packing space with folding rear seats freeing up 740 litres of utility space. Instrumentation is spartan; the Turbo substitutes a boost pressure gauge with a green light that merely tells you there is some boost occurring, which is wonderfully quaint.

If it’s an old-school turbopetrol with full-blown instrumentation that blows your hair back, rather look at the Uno Turbo.

POWERTRAIN

The basic three-cylinder engine produced modest outputs of 36 kW and 71 N.m of torque and weighed just 92 kg but the turbo upped the wick on the inline-three to 68 kW and Model: Daihatsu Charade Turbo 105 N.m. The mass of the turbo-powered car was a mere 720 kg, giving it a competitive power-to-weight ratio.

With a strengthened cylinder head, turbocharger, stronger pistons, tougher crankshaft, oil cooler and a larger radiator, it was good for a zero to 100 km/h sprint time of 10,52 seconds. Gearing was shortened but the final drive lengthened to achieve its maximum speed of 159 km/h at 5 000 r/min in top gear.

The compression ratio was dropped from 9,5 to 8,0 to 1. Unlike modern turbocharged powerplants, the Charade makes do with a twin-choke carburettor and contact breaker ignition. One benefit of the engine’s miniaturised packaging is that the lightweight IHI turbo has minimal lag. The conservative Japanese did not over-boost the engine though and maximum boost pressure was limited to less than half a bar. No doubt some robot racers would have increased this.

SUSPENSION AND STEERING

MacPherson struts upfront and a beam axle with coil springs and Panhard rod at the rear were fitted with anti-roll bars at both ends. Steering was rack and pinion without assistance, and the braking disc/drums.

WHICH ONE TO GET

The turbo will be the most fun by far, as long as the condition is acceptable. Proper maintenance would make for a rewarding classic, still able to turn some heads at shows and racetracks alike. Turbo overhaul has become less expensive with time but some parts will have to be imported. Standard models were CX and CXL with the latter adding metallic paint, alloy wheels and sports seats.

Incidentally, for other turbos of the day, you should consider the Nissan Exa Turbo and the Mitsubishi Tredia Turbo.

AVAILABILITY AND PRICES

Very few have survived but, thanks to the lack of serious rust away from the coast, you may be able to locate one, given time. Prices will not be expensive as it’s a compact, niche product.

INTERESTING FACTS

If we skim over the 1950s Fiat 500 with two cylinders and the DKW with its two-stroke three-cylinder engine, also the SAAB 93B, there were no other cars with fewer than four pistons. These days, with downsizing in the face of rising fuel prices, the triple has seen a resurgence in popularity. Fiat even heads back to its roots with a turbo-twin. As a result, the Daihatsu was something of a trailblazer in the 1980s and the Turbo was highly unusual for this era.

Apart from South Africa, manufacturing and assembly plants were set up in Zimbabwe and Kenya. To encourage more job opportunities, local contact was set at 66 %.

At the time of local testing of the first two prototypes – covering 95 000 km each – Roger McCleery was Alfa Romeo’s marketing manager.

0 to 100 km/h: 10,52 seconds
Top speed: 159 km/h
Fuel index: 5,70 L/100 km (at 100 km/h)
Price: R9 995
January 1985

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A good place to start is the service records – sure, a car might look great at surface value, but if a vehicle hasn’t been serviced as regularly as the manufacturer stipulates – at least annually or every 10 000 – 20 000 km – it’s a sign that the rest of the motor car may not have been as well looked after as a buyer might like. A full-franchise service history is often first prize in this situation, however if the vehicle is a little older, it’s also acceptable for the vehicle to have gone to a reputable, non-OEM workshop. If there are gaps in the service history, a buyer is well within their rights to ask questions as to why this is the case.

Are there any signs of the vehicle having been in an accident? Ask the seller if they know whether the car has been in an accident or not – this can go either way, but if it has and they admit it, that’s usually a good sign. If they say that it hasn’t but you can very clearly see that the car has hit a hard object or two, this is what one might call a red flag…

Accident damage can range from a skew bumper from a minor bumper bashing to the entire chassis being out of alignment and the car crabbing along as you drive. There’s a lot to consider here, so keep your wits about you and pay close attention to things like uneven treadwear on the tires, pulling to one direction when travelling in a straight line or any untoward noises/rattles when driving.

Check to see if the license disc is valid and if the car is roadworthy. Again, there are many things that can cause a vehicle to fail a roadworthy test, so perhaps write up a quick checklist to run through when you have the car in front of you.

Is the car clean? The cleanliness of a car can say a lot about how it has been looked after. Does the interior smell strange? Chances are that garage pie wedged under the seat that has now become a prize-winning science experiment is a sign that oil changes and regular maintenance are not at the top of the owner’s agenda.

If you are thinking about buying a used car, you should do your research before making a decision. Start by asking the person selling the car if it is paid for. If this is the case, the owner will have to pay back what is owed to the finance house. Talk to them about this in an honest and open way and come to an agreement about how this will be handled. Also, it’s important to know how much the car is worth on the market right now.

You can use a used vehicle value calculator to get a rough idea of how much the car is worth. Don’t leave anything to chance, and always make sure contracts and agreements are in place and signed to protect both the buyer and the seller.

And finally, while this might seem like an airy-fairy bit of advice, really do listen to what your gut says. While your gut might not be able to check the quality of the oil for you or make sure that the spark plugs match, it can put you off a deal once you’ve made the purchase and start questioning what you have just spent your money on. Remember, there are many, many cars out there to choose from, if you can, take your time and do your homework and if you’re unsure of something, ask an expert.

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