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Y2 SonataMar 1989

Y2 Sonata

The medium-sized, front-wheel drive, four-cylinder Sonata arrived here in March 1989.It was only the second South Korean car sold here, competing against the similar-sized Toyota Camry and Mitsubishi Magna.The spacious five-seater sedan came in GL (with power steering and cloth trim), mid-range GLE (with power windows, central locking, folding rear seat and better audio), and luxury GLS variants, the latter often equipped with climate control air-conditioning, cruise control and alloy wheels.From early ’90 there was a choice of two Mitsubishi-designed engines and transmissions: the 86kW 2.4L four-cylinder unit was joined by a 108kW 3.0L V6. Both were available with a five-speed manual or four-speed auto.Hyundai pitched the bigger engine against the Falcon and Commodore competition.A rare GLS ZR sports version was released in ’90, followed by a slightly revised range in ’91.All had power steering as standard. Despite its dull design and driving dynamics, many buyers responded to the Sonata’s value and space attributes, especially as a recession was beginning to bite.

AT TelstarOct 1987

AT Telstar

Smoother, quieter, stronger and more spacious, the Japan-sourced AT series was based on the 3rd-generation 626.The base GL sedan and hatchback used the carryover 68kW 2.0L engine, while the Ghia models gained a gustier 84kW 2.2L 12-valve “4.” The top-line TX5 Turbo continued with the larger engine, pumping out 100/108kW of power, and anti-lock brakes.All models’ handling, ride and refinement qualities benefited from extra body rigidity and improved suspension, while better quality ensured greater reliability and durability.But sales began to slide in the face of fierce rivalry from the Toyota Camry and upmarket marques like Honda, Saab, and BMW.The Telstar sedans were discontinued in October ’89 when the commercially disastrous, locally assembled Nissan U12 Pintara-based Corsair took their place.

JE CamiraApr 1987

JE Camira

Too little too late, Holden finally realised a big 2.0-litre engine is what its fading Camira needed against fast-improving rivals from Toyota, Ford, Mazda and Nissan.The 1987 JE model is considered the best, mostly because of its 1998cc 85kW/176Nm motor included in all models.There were steering, suspension and refinement modifications, as well as trim changes and a small grille between the swoopy headlights, while the rare SLi 2000 was another attempt at a sportier Camira.Most of the bugs had been ironed out by now as well, but buyers queued for the impressive second-generation Toyota Camry.The larger Magna had also rendered the Camira as too compact, and buyers didn’t trust this Holden’s reliability anyway.The company finally gave up manufacturing medium sized cars as part of its ill-fated tie-up with Toyota, but the Camry-cloned JK Apollo that replaced the JE Camira sold abysmally.Ironically it wasn’t until the arrival of the Camira’s European successor, the 1997 JR Vectra, that Holden finally found success in this segment again.29,129 JE Camiras were produced when production ceased.

PathfinderDec 1986

Pathfinder

Nissan unveiled its American-designed Pathfinder at the end of 1986, to capitalise on the burgeoning success of the medium four-wheel drive market dominated by the Toyota 4Runner, Mitsubishi Pajero and Holden Jackaroo.Based on the recently released Navara utility, the steel-bodied two-door Pathfinder wagon used a separate ladder chassis (with 200mm ground clearance), dual range 4WD (offering 2WD-to-Lo-4WD-to-Hi-4WD) and a limited slip differential for greater off-road abilities.Which also explains why it sat on a wheelbase 300mm shorter than its donor.However the Pathfinder’s powered recirculating ball steering, carpet, cloth trim and full instrumentation reflected its mostly urbanised commuting role.Power came courtesy of Nissan’s 74kW/177Nm Z24S 2.4-litre OHC six-cylinder engine mated to a five-speed manual gearbox.In early ’88 the single model approach was split in two, with the base DX losing carpet for vinyl flooring, while the ST gained split fold rear seats, an adjustable steering column and improved driver’s seat.The ST went for luxury in early ’90 with the adoption of power windows, central locking and new wheels as part of a model-wide refresh.

Celica ST162 (Mk4)Nov 1985

Celica ST162 (Mk4)

It was a big year for Toyota – with both the all-important Corolla and Celica going front-wheel drive.The latter turned out to be one of the surprise packages of the decade and helped change the public’s perception of Toyota as a maker of interesting cars.Somehow rising above its humble front-drive Corona-based platform, the ST162 Celica SX wowed the world with its sharp steering, impressive handling and good ride.Central to the astounding transformation was Toyota’s new family of twin-cam multi-valve engines – in this case a sweet-revving (to 7300rpm) 103kW/173Nm 2.0-litre fuel-injected four-cylinder unit (3S-FE).Adding to the driving pleasure was a European-designed three-door hatchback body that was as aesthetically pleasing as it was aerodynamic.A comfortable all-new cabin was just icing on the cake.A simpler, less powerful 86kW/168Nm 2.0-litre engine (known as 3S-GE) arrived in the two-door ST coupe version, providing a budget - if less alluring – alternative to the SX Liftback.The Celica had at last become a sports car.

Tarago YR21/22/31 Series IIOct 1985

Tarago YR21/22/31 Series II

The 1986 facelift (new bumpers, twin headlights, new colours and trim inside and out and a specification upgrade) also saw a change in model nomenclature.In the YR21 2.0 engine models, the GL was replaced by the GX.A range of 75kW/180Nm 2.2-litre 4Y-E fuel-injected four-cylinder models known as the YR22 series also appeared. The bigger motor added more power and improved driveability, and was fitted to the manual-only GLi and revised auto-only GLS.The GLS also gained a high-roof skylight and individual second row chairs, which reduced its carrying capacity to seven people.The 75kW 2.2-litre GLi XTRA TRAK 4x4 wagon (YR31) introduced a part-time 4WD system.By early ’87 skyrocketing sales forced Toyota to introduce a budget Tarago called the RV 2.2 manual.A year later a four-speed auto gearbox became optional on the DX YR21 2.0 petrol, GLi and GLi XTRA TRAK.In late ’88 the GX gained the 75kW 2.2-litre engine to become the GXi. At the same time a series of refinements were implemented across the range.In total just over 100,000 van-based Taragos were sold in Australia from 1983 to 1990.But this didn’t mean the end of the series, as the 1994 YR22 Spacia attests.

RB GeminiMay 1985

RB Gemini

Remember the RB Gemini? Few do. Only the name remained the same when this all-new, second generation model replaced the once popular decade-old T-car Gemini.Once again co-developed with Isuzu motors in Japan as the “R-Car”, the RB was a General Motors “World Car” in as much as it was sold in many countries under different names.Switching to front-wheel drive meant space and packaging progress from the cramped old rear-drive model, but curiously there was no five-door hatchback – vital for success in Australia’s small-car segment during the 1980s just a dumpy four-door sedan.Holden didn’t even bother bringing in the slightly more interesting three-door hatchback variant offered abroad.This, combined with utterly conventional engineering, mediocre ride and handling traits, lukewarm critical reaction and a lacklustre 52kW/117Nm 1.5-litre OHC four-cylinder engine, meant that few people noticed or cared.GMH didn’t help the issue by offering four disparate sub-2.0-litre models at the time – the Barina 1.3, Astra 1.5 hatchback and Camira 1.6 and 1.8 models – that, bar the Camira, didn’t feel like a real Holden anyway.Two models were offered – a base SL/X and well-equipped SL/E – in either three-speed auto or five-speed manual guises.Sadly for the beleaguered Holden, buyers were making beelines towards the spectacularly successful 1985 Ford KC Laser “bubble-back” and front-wheel drive Toyota Corolla.A minor specification and trim reshuffle in June ’86 was ignored, so Holden replaced the car only after two years with the Nissan-built LD Astra that it help co-engineer for local conditions.

Z31 300ZX Series 1May 1984

Z31 300ZX Series 1

The Datsun name had disappeared by now and so did any sports car pretence from the Nissan Z-car, hitherto known as a “personal” executive coupe.Around 65 per cent sold were automatics! Completely redesigned and re-engineered, the aerodynamic 300ZX also eschewed its classic in-line six-cylinder engine for a new 3.0-litre fuel-injected V6 (VG30E) producing a healthy and refined 124kW of power and 241Nm of torque.But the glutenous (1385kg) rear-wheel driver’s dynamics were orientated too far towards comfort for keen drivers to care, making the 300ZX the king of the boulevard cruisers as well as something of a critical laughing stock.Bland styling (featuring semi-retractable headlights) and a gauche (though very well equipped) cabin certainly didn’t help.Once again the T-bar roof was standard, along with luxury-car levels of gadgetry, while July 1984’s Limited Edition model added automatic air-conditioning, trip computer, compass, G-force measuring gauge, digital instrumentation, fuel consumption dial, gold alloy wheels and gold pin striping.This was truly the antithesis of the original 240Z concept.Certainly what the 300ZX didn’t need was a turbocharger, but that’s what January 1986’s Turbo facelift offered, pumping out 155kW and 319Nm for serious straight-line performance. A four-speed auto replaced the old three-speed auto unit.By now the Z-car’s price was also seriously blowing out and sales were in freefall as Toyota finally woke up to the market potential of affordable sports cars with the astonishingly good 1985 ST162 series Celica and the 1986 Supra.

70 SERIES LANDCRUISERJan 1984

70 SERIES LANDCRUISER

The 70 Series replaced the long-running 40 (and 20) Series in Australia in January 1985.Again, its main role was to satiate the ever-present demand for heavy-duty vehicles, but the exploding recreational vehicle (RV) market also had to be addressed.So while a ladder frame chassis with rigid leaf springs was retained and the body plates were thickened by 1mm, improved interiors, more comfort and better safety features like curved glass were introduced.As with the 40, two body types were introduced – the short BJ/FJ70 (soft- top and van) and the middle BJ/FJ73 (Fibre-Reinforced Plastic – FRP – hardtop), as well as the long-wheelbase FJ/HJ75 models.The ‘70’ Bundera was aimed straight at the RV market with a 74kW 2.4-litre 22R four-cylinder petrol engine and coil spring suspension.Other engines included the 66kW 3.4-litre 2H four-cylinder diesel unit, the 110kW 4.0-litre OHV 3F six-cylinder unit and the 76kW 4.0-litre 2H six-cylinder diesel motor.In early ’86 a 63kW 2.4-litre 2L-T and 71kW 3.5-litre 13B-T four-cylinder turbo-diesel engines were announced in some models, including Bundera.The 70-series had a makeover in March 1990, with minor trim and model adjustments.The big news was saved for the engine room. The all-new 72kW 3.5-litre SOHC 1PZ five-cylinder and 94kW/271Nm 4.2-litre SOHC 1HZ six-cylinder diesel engines were of a modular design, and usurped the old 3.4 and 4.0 litre diesel units, although the former was short-lived in this country.Meanwhile, the Bundera’s 2.4 turbo-diesel and 2.4 petrol units now produced 64kW of power and 215Nm of torque (up from 188Nm) and 81kW and 190Nm respectively.In late ’92 Toyota introduced another round of revisions to the now nine-model 70 Series, and finally junked the old 4.0-litre OHV 3F petrol engines for an all-new 4.5-litre 24-valve DOHC 1FZ-FE six-cylinder engine that delivered 158kW of power (up 40 per cent) and 373Nm of torque (up 30 per cent).The only other engine now on offer was the 4.2 1HZ six-cylinder diesel unit.A more creature comfort-orientated six-seater Troop Carrier RV model was introduced, while there was also new instrumentation and trim and an upgrade in safety.The Bundera vanished, leaving the three-body cab/chassis, utility and Troopcarrier models.In late 1999 yet another minor facelift saw the 4.2 diesel and 4.5 petrol engine’s outputs rise to 96kW/285Nm and 165kW/387Nm respectively.In late 2001 a 4.2 turbo-diesel unit pumped out 122kW of power and 380Nm of torque.

SV11 CamryApr 1983

SV11 Camry

The 1st-generation Camry was a revolution for Toyota a front-wheel drive medium sized family car that heralded a more sophisticated approach to design, packaging and drivability.Initially sold as a prestige alternative to the archaic Corona, the Camry arrived as a fully imported, well-equipped, 5-door GLi hatchback.Its aerodynamic styling, roomy cabin, impressive dynamics and gutsy 77kW 2.0L engine mated to either a 5-speed manual or 4-speed auto gearbox helped garner a loyal following.In August ’84 the Series II facelift featured a new grille, redesigned bumpers, revised cabin trim and more standard appointments.Performance dropped off slightly with the 75kW unleaded petrol version from early ’86.A handful of SV11 Camry sedans, with different specifications and engines, have been privately imported into Australia.

Tarago YR20/21Feb 1983

Tarago YR20/21

The first-generation Tarago (named after a NSW town), with its futuristic wedge shape, wowed buyers with its futuristic design and car-like packaging.But it was still essentially a forward-control rear-wheel drive commercial vehicle-based eight-seater passenger van, with its engine slanted underneath the driver’s compartment.Known as the Space Cruiser in Japan, Toyota did incorporate a number of improvements over regular forward-control vans designed to overcome their inherit safety and stability concerns.Car-like coil suspension with anti-roll bars and a less truck-like steering wheel angle were the most obvious.Initially three models – base DX, GL and luxury GLS – were launched, powered by a 57kW/140Nm 1.8-litr 2Y-C four-cylinder petrol engine.From July ’83 the DX could also be had with a 48kW118Nm 2.0-litre 2C four-cylinder CR21RG diesel engine.Gearboxes were a five-speed manual only except for the four-speed auto found in the GLS, which also included power steering, dual zone air-con, power windows, a sunroof, alloy wheels, an ice box and – from October ’84 – cruise control and front seat armrests.On all models three rows of seats could accommodate eight with the latter two capable of reclining down flush.The Tarago’s attractive styling and interior made it an instant hit.In March ’83 Toyota responded to the petrol engine’s lacklustre performance by replacing it with a 65kW/162Nm 2.0-litre 3YC four-cylinder unit.These are known as the YR21 series Tarago.The DX and GL also gained a three-speed auto option

JB CamiraAug 1982

JB Camira

Few models were as maligned as the unfortunate Camira.Yet initially the first front-wheel drive Holden, created as part of General Motors’ J-car “World Car” program of the early '80s, caused a minor sensation, topping the sales charts, winning awards (including Wheels Car of the Year), and setting new standards in packaging efficiency and dynamic abilities against tired old rear-wheel drive heaps like the Datsun Bluebird and Toyota Corona.At the time few cars handled as well as the JB. Its engine was an export bonanza while Opel and Vauxhall in Europe picked up the Aussie-designed wagon.And people responded to it as a proper replacement for the long-gone Torana and Sunbird, especially after the lacklustre Commodore Four.Three Camira sedan models were released – a base SL, well specified SL/X and luxury SL/E.The spacious wagon arrived in April ’83, followed by the stripes-and-spoilers SJ, with its laughable “Your Mother Will Hate It” ad line.But two factors weighed against the JB: Holden’s fateful decision to use the 64kW/125Nm 1.6-litre OHC “Camtech” four-cylinder Family II engine in all models against larger 2.0-litre rivals and inconsistent quality control.The former was the result of the ’79 fuel crisis. Still, the 1.6 Camtech was a lively unit and a sweet steerer when mated to the four or five-speed manual gearbox, but it struggled with the three-speed auto and wagon variants.Plus many conservative Holden owners didn’t seek the specialised servicing an alloy-engined front-drive European-based sedan required, leading to overheating, electrical mishaps and other reliability woes.Adding insult to injury was the Camira’s cannibalisation of VH Commodore sales.By 1984 the JB was already considered a lemon and sales duly soured. The re-engineered JD couldn’t come quick enough. 85,725 JBs were built.

Mk1/L1 JackarooNov 1981

Mk1/L1 Jackaroo

HOLDEN’S Jackaroo sprang from the 1981 Isuzu Rodeo Trooper/Bighorn, a 4WD wagon competitor to the likes of the Nissan Patrol and Toyota LandCruiser.As the Rodeo name reveals, the KB light truck served as a base for the Jackaroo, with a tough separate chassis construction and high and low-range 4WD underneath.However the design was very contemporary for a 4WD, with a two-door five-seater station wagon body sporting very obvious visual links to the Range Rover of the day.Two four-cylinder engines were introduced – a 65kW/140Nm 2.0-litre OHC unit (basically an enlarged 1.6 found in the ’75-’85 Holden Gemini) as well as a 45kW/130Nm 2.2-litre Isuzu diesel. Both used a four-speed manual gearbox.The original Jackaroo was no model SUV, with a rough ride, noisy and slow engines, poor on-road dynamics and a very limited range from a 50-litre fuel tank.However Isuzu and Holden worked diligently to improve the breed.In July ’84 the Jackaroo LS arrived, sporting more equipment, many trim changes and a more powerful diesel engine – a 55kW/170Nm turbo-charged version of the old 2.2 OHV unit.A year later – in July ’85 – a facelift brought the long-awaited four-door wagon versions, which ran alongside the two-door wagons up until the second-generation L2 models arrived in 1992.Also present was a larger petrol engine, an 81kW/184Nm 2.3-litre four-cylinder unit with a five-speed manual gearbox.Another facelift (L1) during April ’87 brought oblong headlights, while an 88kW/195Nm 2.6-litre four-cylinder petrol engine replaced the 2.2 from July ’88. A four-speed automatic gearbox became an option with this powerplant.Likewise, at the same time, a 74kW/225Nm 2.8-litre turbo-diesel usurped the ancient 2.3 unit.

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