Daihatsu Fourtrak (1984-2002) Car Review

Drive along any country lane and youÕre bound to spot one: thereÕs no doubt that the Daihatsu Fourtrak is the country-dweller's favourite 4x4. The reasons are simple. This unassuming mud-plugger is competitively priced, as tough as old boots and extremely competent in the rough. The rather basic original model was not endowed with the most appealing road manners. However, this problem was addressed in 1993 with the introduction of an independent suspension system, which did wonders for its road-going ability. At the same time, the whole range benefited from an extensive revamp and the appropriately named ÔIndependentÕ trim level was introduced to help the Fourtrak appeal to a wider audience. The ruggedness, which was the biggest appeal of the original, is still there though. The Fourtrak will seat the family, carry the odd chest of drawers and sail through a ploughed field as well as whisk you down to the local wine bar on a Friday night.

History
The first Fourtraks arrived in the UK way back in 1984 and offered basic off-road petrol and diesel-powered transport in short wheelbase three-door form. For a few years (1985-1988) they were joined by Soft Top versions, but the derivatives weÕre looking at here are the sturdy yet stylish Estates.
In 1990, all models were treated to uprated brakes, exhausts and transmissions. A year later the range was revised again and all models gained restyled bodywork, extended wheel arches, bigger bumpers and little luxuries such as electric windows and central locking. A 90bhp 2.2-litre petrol derivative arrived in June 1992 to compliment the 2.0-litre petrol and 2.8-litre turbo diesel engines already on offer.
The most significant changes didnÕt occur until a year later though. Early models had a harsh ride caused by their old-fashioned leaf sprung suspension, and this was addressed in 1993 with the a new suspension set-up. The `Independent` suspension system did wonders for the road-going ability, its double wishbone set-up at the front and five-link coil-spring suspension at the rear meant potholes would no longer shake your fillings out. The same year saw the introduction of a pair of seven-seater versions, the 2.8 TDL and TDX and the demise of the less popular petrol-engined derivatives.
Later revisions improved noise and vibration, and safety has been a priority too. The car looks more aggressive than it did when it was originally launched. Later versions are some 110mm wider than their predecessors and boast wider wheelarches as well as sleeker bumpers and a revised grille. Inside, there's a user-friendly instrument binnacle, while the driver and front seat passengers benefit from bucket-style seats with integral head restraints.

Opinion
All the latest Fourtrak models come with power steering, selectable two or four-wheel drive and an immobiliser security system. Inside, the cars are fitted with a substantial rear roll-over bar which provides mountings for three-point inertia-reel seat belts for rear seat passengers. There are also two (rather uncomfortable) occasional seats in the rear in the long wheelbase models to increase the carrying capacity to seven.
Higher up the range, the TDL-SE is another seven-seater with a healthy dose of equipment. This runs to electric windows, central locking, a four-speaker stereo, an adjustable steering column and additional instrumentation. If you want more, the Fourtrak TDX has colour-coded wheelarch extensions and unique alloy wheels. Gadgetry on the flagship TDX includes electronic 4WD engagement, electric mirrors, power headlamp washers and an RDS stereo system.
If you choose a model thatÕs fitted with the torquey 2.8-litre intercooled turbo diesel unit, youÕll also get a hefty 3,500kg towing capacity.

Cost
The best course of action, if you can afford it, is to stick with the post-1993 Independent machines, but you do have to pay more for their improved ride and specification. A 1993L TDX Independent 2.8 is likely to set you back around £1,800, while a slightly lower spec TDL Independent should start at about £1,500.
Alternatively you could take the newer route Ð after all, the Fourtrak is seen by many as a more affordable alternative to a Land Rover. A 2000X-reg TDL Independent should start at £6,600 and a TDX Independent will set you back around £8,800 on 2002 plates. For SE versions, add around £500-£1000 to these figures depending on age and condition.

Problems?
These capable workhorses are likely to be used for serious off-roading, so itÕs advisable to check the bodywork, suspension and chassis for damage. Particular areas that need attention are differentials, gearbox and engine.
Faulty or damaged turbos can be expensive to repair, so have the engine checked out by an expert if youÕre unsure.

Parts
Parts prices are relatively low for an Oriental make. A brake master cylinder will be around £85, front shock absorbers will be roughly £25 and a clutch disc will be only just over £50. All these prices exclude VAT.

Road
As already mentioned, post 1993 cars are better on-road. That said, donÕt expect car-like manners: the ride is still rather bouncy on the tarmac. Off-road itÕs a different matter though: the Fourtrak is one of the most capable small 4x4s around with good ground clearance. It will clamber up a rocky outcrop almost as well as a mountain goat, or even wade through a raging river. If all this sounds a little too extreme for your needs, donÕt worry: the Fourtrak is just as good at getting you safely off a waterlogged school playing field.

Overall
The 2.8 turbo diesel versions are well equipped, sturdy and have even gained rather stylish looks in recent years. All in all, they provide a good, affordable alternative to a Land Rover.

By CLAIRE EVANS.

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Daihatsu Sirion (1998 Ð 2005) Car Review

Someone needs to have a word with Daihatsu. With the Sirion, they upset the applecart by offering a car priced and marketed as a supermini, but as big as many of the cars in the next class up. That sort of behaviour will not endear them to Seat Arosa, Nissan Micra and Volkswagen Polo owners. Getting more for your money is a used car motto, and on this basis, the Sirion looks like an interesting buy. ItÕs certainly an individualist proposition. With its vaguely retro styling and strong fuel consumption showing, a used Sirion is worth looking at if low budget, stylish urban transport is on your shopping list.

History
The Sirion is one of those cars that probably shouldnÕt exist. Daihatsu has a small car range that includes the Cuore and Charade models, not to mention the Grand Move micro MPV for those who need more room. Finding a gap in this product range is a tricky prospect indeed, but find one they did. The Sirion was introduced in June 1998 as a model more spacious than a Cuore but still offering the benefits of the three cylinder 1.0-litre engine. In fact, with all of the niche models in their range, the Sirion is probably the most mainstream item, competing head on with its supermini rivals, at least on price.
Upon launch, the range consisted of a base model and a Sirion+, with added equipment. The range then remained to all intents and purposes unchanged until October 2000 when a revised E and EL trim structure was introduced for the 1.0-litre version and a new 1.3SL version added at the top of the range. This had the option of clever F1-style gearchange controls. In mid-2002, the line-up was facelifted and smartened up inside. A 4-wheel drive Ô4trakÕ model was added to the range, as were hot hatch ÔRally2Õ and ÔRally4Õ variants. A new Sirion arrived in 2005.

Opinion
The Sirion is so stylish itÕs debatable as to whether the effect was intended or accidental. There are 1950s industrial Japan design cues all around the car, with so much that is noteworthy and interesting. The stretched headlamps give the car an appearance of its hair being pulled back, and sit over a trim chromed bumper. This tapers off to a point along the SirionÕs flank, guiding the eye back to the kicked-up bustle tail. Not even the Ford Ka could rival the Sirion for cafŽ society cool. All it needs to complete the look are some stylish wheels and a funky old-school colour scheme, like orange or lime.
Equipment-wise, the Sirion makes a good case for itself. Both models have power steering, twin airbags, electric mirrors, an engine immobiliser and headlamp levelling, itself a rare feature in cars of this class. The Sirion+ adds side airbags, air conditioning, central locking and electric rear windows. Anti lock brakes, a four-speaker stereo, 14" wheels and tyres and a roof spoiler also mark the Sirion+ from its more humble sibling.
Despite offering more space inside than many of its rivals, the Sirion is still quite a tight squeeze for five passengers. Four is a more realistic prospect, and even then, taller passengers will have to sit splay-kneed. Front seat comfort is aided by the standard fitment of adjustable seat belt anchors. This also helps prevent ÔsubmariningÕ Ð the action of slipping under the belt in the case of an accident.
Safety is a big feature of the Sirion range, especially so with the Sirion+. As well as its ABS, twin front and side airbags and seatbelt pre-tensioners, the Sirion+ is also fitted with side impact beams, a door release system which unlocks the doors in an accident and also brake assist. This is a system which was pioneered by Mercedes, helping to apply maximum and prolonged pressure to the braking system if it detects a panic-braking manoeuvre.

By ANDY ENRIGHT.