Motor car memories

I have spent a lot of time thinking about cars, dreaming about cars and, in fact, working on cars. My hands and pockets bear the scars.

We lived in Gweru, Zimbabwe (Gwelo, Southern Rhodesia) when I started driving at about the age of 12, which puts the year at 1963 or thereabouts. The Beatles had burst on the scene and I went to my first party at Tiffy Murch’s house where I heard “Twist and Shout” for the first time.

My dad's work vehicle was like this
My dad’s work vehicle was like this

My dad took me driving in his work vehicle, which was a Land Rover Defender 90 (a short wheel base). We all called it a Jeep. We would go for driving lesson behind the Kopje of Gwelo, where there were dirt roads through the bush. In Rhodesia the legal driving age was 16 but most of my friends were learning to drive early and the rules were quite relaxed.

By the way I have just realised that I have been driving for more than fifty years. No wonder some actions happen automatically!

My dad loved Vauxhalls and owned at least 3 that I can remember. The first sedan I drove was his Vauxhall Victor, which he bought new and traded in after about 5 years. There were no bucket seats in those days so you could fit three people in the bench seat in front. There was a column gear change where the gear lever jutted out from the steering column. It was my teenage vehicle as well when I passed my drivers license at 16. My dad  was pretty liberal about lending it to me.

My dad thought nothing of bundu-bashing in a car like this - a normal sedan, Vauxhall Victor - and there we are, dad, Cathy, me and Anthony
My dad thought nothing of bundu-bashing in a car like this – a normal sedan, Vauxhall Victor – and there we are, dad, Cathy, me and Anthony. Behind us you can see Cecil John Rhodes Primary School (CJR School). I am in the uniform of Chaplin High School as I had graduated to the high school.
Off the beaten track – who needs a 4X4

My dad also bought an aging Isuzu bakkie (pickup). It was a noisy un-glamorous diesel but I even went on a couple of dates with it. I don’t have any pictures so lifted one from the Net – ours was a pale green – it was probably an Isuzu Bellet.


But I didn’t have my own car until much later, in Durban and at the ripe age of 23. I was married to Gisele and we already had a son and were still bussing and walking until a dear friend Wendy persuaded her mother to part with her beloved Wolsey 1500 for the sum of R200. I loved and slaved over that car. It was a 1959 model and so was already 15 years old.

1959 Wolsley
1959 Wolsley

We lived in a flat above a mechanic Vossie Vosloo and he tutored me in the arcane arts of mechanics. The car was solid, with walnut dashboard and leather bucket seats. If you thumped the body with your hand it hurt. But it was prone to overheating and I replaced a cylinder head on the pavement outside, going through several gasket sets over the years. I haunted spare shops in the search for elusive BMC parts. But “Lady Braxton-Hicks” got us to Rhodesia and down to Grahamstown and was very adept at putting the baby Paul to sleep. One turn around the block and he was out for the count.

There were no seat-belts and babies were housed either in a carrycot on the seat, completely untethered, or a very primitive baby seat which was more designed to stop the child from wriggling than any safety considerations.

The pictures I found on Google are not a parody – these were the seats we used! As soon as a child could stand they usually stood on the back seat so they could see. No kidding. By the way children were often left to sleep in the car as well, while visiting


My next venture into car purchase was brought about through a friend, Jolyon Wilson, whom we were visiting in White River. In the heady days of the 1970’s youth counter-revolution and search for alternative lifestyles there was an incredible nexus of elevated living around White River in Eastern Transvaal, now Mpumulanga. There was a flourishing colony of artists and craftsmen. Jolyon found me a VW Kombi 1600 for the sum of R600. He and some friends painted it yellow and it became a faithful and iconic symbol in our lives.

The Bread Bin - 1966 VW Kombi 1600
The Bread Bin – 1966 VW Kombi 1600

It is a bit galling to see what astronomical prices these Kombis are fetching. Mine was the original split-screen version, not the Brazilian made version which had an extra window at the rear. My school pupils at Queensburgh Boys High began calling it the ‘Bread Bin’.  The front windows slid sideways and had a catch to secure them.

I used the bed-board and a double bed mattrass which fitted across the facing benches in the back and ‘hey presto’ a playground for the kids and a place to sleep.  By today’s standards appallingly unsafe but one should also consider my Bread Bin travelled at an average 60 km/h on long trips and dropped down to 40 uphill. It was not a ball of fire. It was also a 6 volt system so the ignition switch was too far away from the back to carry the current. I found it much better to put the switch in the rear engine compartment!

I became well acquainted with the VW 1600 motor which could be removed with 4 nuts. I would balance the engine on a single jack under the sump and push the body forward. With a bit of luck but usually with some muscle grunt the drive shaft would slide out and the engine was out. It was customary to have the sub-assembly refurbished, there were firms that specialised in doing just that, and you could reassemble the whole thing in one weekend. I did that twice with the Kombi and with other Beetles in subsequent years.

An entire sub-culture built up around the Beetle and despite all its faults it brought power to the people! I could tune the timing by ear. You just had to loosen the distributor, switch on the ignition and rotate the distributor until you heard the spark and then advance it slightly – engine tuned! But it was a notoriously bad idler so one had to develop the technique of ‘heel-and-toe’ as you came to a halt you had to brake and pump the accelerator at the same time. It was also not the most stable of cars and would roll with very little persuasion.

As an impecunious teacher I had a series of Beetles in various stages of decrepitude. Pictured above is the 1958 Beetle – recognisable by the small back window. Mine was not as smart as the picture above. It had a 6 volt electrical system and the lights were dangerously feeble. Then I had a couple of 1600 Beetles. One of them had holes in the floor as Durban is Rust City and going through any puddle would shoot a jet of water at the passenger’s legs which caused a lot of amusement.  The last Beetle was a 1974 with a curved windscreen. They were impressively fast and reliable up to a point. One got to know the foibles! As the exhausts baffles rusted the car began to develop that asthmatic cough recognised by all Beetle fans. I was very fond of all the Beetles.

But I wasn’t so fond of my second Kombi which had been converted into a camper.

My Kombi on the way back from Zimbabwe
My Kombi on the way back from Zimbabwe

It was the 1800, twin carb motor – lovely to drive but a beast to maintain. The motor never ran well and I could never tune it properly. Eventually I sold it as a non-runner.


At the same time as the white Kombi I had a motor bike, a new 1982 Honda CM400T which I used for daily transport (cost R2400).  When I needed the Kombi I fetched it from the parking lot behind the Edward Hotel at the Durban beach front. The year was about 1982 and I could safely leave an unattended vehicle the entire week and fully expect it to be there when I arrived. The same applied to the motor bike. I left it for the weekend and when I returned it was always there. Nowadays I feel apprehensive about parking there never mind leaving a car for days.

Honda CM400T 1982
Honda CM400T 1982

My introduction to riding a motor bike was not ideal. I had never ridden a motor bike in traffic. I bought it new from the Honda dealers in Pinetown for the sum of R2400, practised a little in the parking lot and then rode it to my home in Escombe. I arrived home sweating and shaking with fright, having survived the attentions of a fire-breathing green bus and several motorists who hated bikers – or so it seemed.  But I soon became a proficient rider as it was my main transport for 2 years, and I was commuting between Durban and Pietermaritzburg (80 kilometers on a busy freeway).  I didn’t ever fall off although I had a scare once at night when a truck dropped a load of poles onto the freeway and Hazel and I  became airborne when we hit one. Fortunately we landed in a straight line.

Although I suffered on cold, wet nights, caught bronchitis more times than I cared for, the joys of a bike made up for the painful aspects. There was nothing like purring along the road on a balmy summer night, smelling the aromas and feeling the temperature change as you  descended a hill. I was very attached to my bike and even took it on a long ride to Bulawayo, Zimbabwe, together with my brother, Anthony. Neither of us had a bike license and we were stopped and threatened with arrest by cops at Warmbaths. I also baked my hands with sunburn, thinking it was too hot for gloves, and my hands never really recovered from that trauma.


When the excitement of riding the motor-bike was outweighed by the daily trial of getting wet, cold and generally over-exposed, I began to hunt for a car. I was seduced by the practical magnificence of a station wagon in the eminently fitting shape of a 1982 Toyota Cressida GL which had already done 115000 kilometers but I took the risk and was rewarded by more than a 100000 additional  kilometers of fault-free motoring, coupled with the most silent engine I have ever not heard – the 18R. It cost about R12000.

The Cressida on the way to Cape Town with Cathy
The Cressida on the way to Cape Town with Cathy and Cathy

 

Boring cars designed by committees I hear you say? I owned 3 Toyotas – two Cressidas and a Camry – and in the 400000 kilometers I drove in them , there were very few mechanical problems. Not exciting cars perhaps but I will never forget the sheer magic of that first drive in the Cressida as the moon was rising.


Hazel desired an little Fiat 850 so we bought it together. Little did I know that the engine had been assembled after a service with the timing chain on the wrong way and so I spent many fruitless hours trying to tune it. When it was running it was quite an amazing little car. But when it was not running well a friend christened her Fiatsco. She would boil at the slightest provocation and so I would just grind my teeth and listen to the violent boiling sounds coming from the rear. Only when I spotted wear marks in the crankcase did I see that the timing chain was on the wrong way round which was throwing the little weights in the chain against the case.


The next Toyota I bought was a 1983 Cressida 2.4 GL station wagon. I think it was in the region of R24000.

Toyota Cressida 2.4 GL
Toyota Cressida 2.4 GL

Spacious, powerful but very wallowy on the road this car was incredibly reliable but I wasn’t very fond of it, somehow. Maybe it was the puke brown upholstery and the plastic brown dashboard that left an aftertaste but I can’t fault the general reliability. I had moved to Durban from Pietermaritzburg and was employed by a small computer dealer. So I often loaded up the back with boxes of computers or printers and set off all round the province to deliver and install computers. They were PC’s which in those days meant 640Kb (yes Kb), a 20Mb Seagate ST228 drive and a floppy drive. The screens were mono (either green or amber) and there were no graphics.


Cathy’s car, a Ford Escort 1.3 had been doing loyal service all the while and apart from a loud diff whine was going well before we sold it.

Ford Escort 1.3L

Brown dog

I then swopped cars with my friend Russ. He took the Cressida and we  experienced the mixed blessing of a 1978 Leyland Marina 1.8 which came to be affectionately known as Brown Dog. Tough, simple and ugly she was everything best about British cars of the 1970’s – a tough gutsy engine and no finesse at all in any other aspect. The ugly round tail would stick out and one would bounce around on the springs of the seat, hanging on to the steering wheel for some stability. I spent long hours tinkering with the engine and got to know every quirk. It was essentially the same engine as an MG sports car and could push out 70Kw with quite a bit of zest. But the general road-holding did not inspire confidence as the car would literally bounce around corners.

She became Paul’s car when he was a student and was doing well until she was stolen for a joyride. Abandoned on the freeway, and retrieved by tow-truck, she languished unknown to us at a tow-truck operator’s premises for more than a year. Eventually they thought to look in the car and discovered Paul’s ID book. When they found us they wanted to charge storage but were soon dissuaded by an interview with the investigating officer who offered to arrest them for keeping stolen goods. All Brown Dog needed was a new battery and the replacement of a stolen carburettor part and she fired up.

Here is another picture from Google


Every now and then I succumb to a longing for the rugged, all-purpose chuck things in the back and ride anywhere kind of feeling when looking for a car.

The first of these was the Isuzu. I first clapped eyes on her in Pietermaritzburg and bonded instantly. She had a canopy with a full door and I instantly thought of camping trips and useful stuff. She was very reliable and comfortable and did in fact cart a lot of stuff for our big new garden.

1998 Isuzu KB230She drove like a car, sounded a little bit wheezy but was sprightly. I only felt like trading her in when I discovered the signs of rust inside the door.

In 1992 I was delighted to take delivery of an almost new (4000km) 1991 BMW 1.6. It cost R41000 and gave us a lot of pleasure as well as causing some controversy in the corporate car park. Most of the time I am quite oblivious to brand status!

Cathy and I had more than 100000km of trouble-free motoring as we were on a full MotorPlan. The car was a bit small in the back for passengers and you had to get used to the relatively high-revving engine – you had to wind it up to get any performance. It still smelled new when we traded it in – should have kept it but was coming to the end of the MotorPlan


I have a friend called Russ Wade, who infected me with a special brand of lunacy for cars. His father had owned an NSU Ro80, one of the first models imported into South Africa, in 1969.  Thirty years later Russ had accumulated a proud collection  of just about all the remaining Ro80 s in the country.

I deeply desired to own one and when Russ decided to emigrate to the States I became the recipient of 3 Ro80s and enough spares to sink a battleship.

NSU Ro80 1969 model
NSU Ro80 1970 model
NSU Ro80 1070
NSU Ro80 1970

Why was this car so special? For a start I was quite capable of going outside just to gaze at it as one would a sculpture. It was a work of art and particularly revolutionary in style when you look at some of its ugly contemporaries. The designer eventually  moved to BMW and designed the first big 7 series. Apart from that it was car of the year in 1970 and racked up a number of firsts.

Picture from the Net - showing the rear view NSU Ro80
Picture from the Net – showing the rear view NSU Ro80

I copied the above picture from a Tumblr site to show you the overall lines of this beautiful car. There is more than a hint in style of the big BMW 7 series

The NSU Ro80 was the first large front-wheel drive saloon. It has discs all round. It has in-board discs in the front, meaning the brakes were halfway between the engine and the wheel. But even more revolutionary that that, was the fact that it was the first rotary engine – with the unfortunate name of Wankel after the inventor. The engine had a asymmetrical cylinder with three chambers which spun around an axis and there was only one spark plug. So the normal compression-firing-exhaust cycle was done essentially in an orbit or rotation. The user experience then was quite different and exhilirating to drive. As any Mazda rotary fundi will tell you there is no end to the revolutions – the engine will happily rev to 9000 with a popping noise in the exhaust which can turn into a high-pitched scream. Mazda bought the rights to develop and extend the rotary engine’s promise of great efficiency.

Unfortunately, in the case of the Wankel, problems with the rotor tips meant that there was insufficient sealing and the engines became dogs to start. They were also not fuel efficient and so the huge promise ended when Audi bought NSU and squashed the rotary project.

So there I was with three 30-year-old cars and having to commute every day. I neglected to mention that one of the cars was a non-starter. A violent 70’s orange she never started for me.

The 1973 orange NSU Ro80 - she never ran for me
The 1973 orange NSU Ro80 – she never ran for me
Paul flexing his muscles next to the 1970 NSU
Paul flexing his muscles next to the 1970 NSU

The black NSU pictured above drove like a dream, once it had started, and I caught myself once on the freeway doing 100mph (160km/h). She was so streamlined that she settled in lower and the engine became almost silent. It was an uncanny experience, from which I was jolted by the realisation that the side-shafts and bearings were 30 years old. My sons in the car had also become silent so by general concensus we decided to drive a bit slower.

Sometimes the cylinder would become choked by too much oil and the engine would stall suddenly. So the drill became: jump out the car with spanner ready; unscrew the single plug which was extremely hot; unplug the petrol lead to the carb to get some petrol; clean the oil off the plug juggling and swearing at the same time; replace everything; hop into the car and turn the key. The starting would never happen immediately as the starter motor had to spin the rotor quite fast so there would be a ‘wawawawa’ whine and black smoke pouring out of the exhaust before the popping of the firing motor, On two occasions I stopped  traffic at a busy intersection while everyone watched my antics instead of driving  as most of them were trying to identify the car. Another time I had to get son, Paul, to a Matric exam so the stress levels were pretty high all round when I had to clean the plug and start!

Now because my friend Russ is barking mad and a designer to boot, he dreamed about perfecting the Ro80 design and creating a coupe out of what was a very big and spacious saloon. So he designed and commissioned a body shop to cut about 80 cm from the middle of the body and, joining them together again, create a two-door coupe. He spent quite a lot of money on the project and he also fitted a Mazda 13B rotary engine. But he decided to keep the original gearbox and clutch, a decision which he regretted afterwards as there were problems.

Customised NSU Ro80 Coupe with Mazda 13B motor - the only Ro80 coupe in the world
Customised NSU Ro80 Coupe with Mazda 13B motor – the only Ro80 coupe in the world

So at a later stage I bought Russ’ last NSU for the princely sum of R10000. I loved that car but it had a real overheating problem and could not idle without boiling, despite having an extra oil cooler. But it was stonking fast and I had great delight in traffic light races. The torque of the 13B is legendary and the coupe had become quite light so boy racers never even knew what was blasting in front of them. I had people racing in front just to see what the badge was. As you can see from the photo I kept the badge off.

My favourite response to questions was to ask people what they thought about the origin of the car. They usually said Italian and the next most frequent was BMW which is not far wrong.

The clutch and gearbox were quirky. It was a semi-automatic, meaning it had a gear selection – three forward and one reverse – but it also had a torque converter like an automatic. So you could take off in any gear – I very seldom used first gear as you could take off quite happily in second. The other quirky thing was that the clutch was activated by the gear lever – the knob on the gear lever worked the clutch. That meant there was no clutch pedal and you had to exercise discipline not to touch the gear lever while travelling otherwise you  were rewarded with an asthmatic hiss as the clutch released.

The overheating was caused by the unfortunate fact that the engine oil also circulated around the gearbox and somehow the 13B oil pump was creating too much pressure.

I was lucky to have the friendship of a magician mechanic just round the corner, by the name of Brian Hepburn. He has cut his teeth on rotary engines raced by his brother Willie Hepburn. He tinkered with the NSUs and kept them healthy. But in the end I was beaten by metal cancer which is the drawback of living in Durban and a lack of money to restore them to former glory.  I couldn’t stand the heartbreak of seeing these beautiful cars succumbing to rust so Brian took them all off my hands and moved to Johannesburg. I saw the black NSU being taken by a flatbed and I had a huge lump in my throat.


We had a run of Fords next, starting with a Ford Sierra 3.0lt Station Wagon.

I just love the sound of a V6 and I would seize spare moments at the weekend to ‘tune’ the engine just to listen to the ‘vappummm’. Although potentially great this car let me down in a spectacular way when the front shaft sheared off sending the front pulley nearly through the bonnet. Fords at that time were very shabby inside – parts of the interior were falling off – loved the motor – but didn’t keep this car long.

Ford Sierra 3.0l Station Wagon (and Paul about to drive it)

But then I was tempted by the Ford Sapphire 2.0 GLi. This model was all leather and auto. It was a great driving experience: eager performance and felt tight on the road. Unfortunately it developed a strange malady – when it left the sea level and experienced any less atmospheric pressure the petrol feed was blocked in some way which led to fuel starving. So a trip to Pietermaritzburg became a nightmare, especially when transporting some important clients. Later, I had begun teaching at Glenwood High and was rear-ended badly while stationery on the way to school. Not the car’s fault but one never feels the same about a vehicle after seeing it smashed.

It also began to develop gearbox problems so I was happy to trade it in for the Camry.

Ford Sapphire 2.0GLi – auto and all leather – great drive but some basic flaws

I bought a 1995 Toyota Camry 2.0Si. Again totally reliable and uncannily silent. I had to look at the rev counter to see if the engine was idling.

Toyota Camry 2.0 Si
Toyota Camry 2.0 Si

The car was vast and a bit under-powered with a tendency to struggle with its automatic gearbox up steep hills but otherwise very relaxing to drive; not an engaging drive, being a little distant from the outside world. There are some disadvantages to a lack of noise feedback from the engine. I think this was a 1992 model and I am sure if I had kept it we could still be riding it and have saved a whole bunch of money!

At the same time as the Camry we bought a Ford XR6 like the one pictured above. It cost R16000 and had belonged to a farmer in Reitz. What a car that was! I was quite happy for Cathy to drive the Camry to work as I enjoyed the XR6 so much.  Shabby interior but dynamite 110Kw motor which had a very satisfying roar. The torque was such that you could take off in third gear. The boot spoiler was very ugly so I took it off and had the car painted again. I am a very cautious driver (some would say I drive like a grandpa) but that is a car made for temptation to speed. I sadly sold it when the dreaded rust began to show.

Round about this time we bought an older car as a student car – it was a very intriguing Leyland Marina 2.6. It was silver with a vinyl top – the closest picture I could find on Google is below.


Leyland Marina 2600

The interesting thing was that the car resulted from a special order from Leyland for the South African police. They needed a fast car so they crammed a straight 6 under the bonnet and fitted a silky smooth automatic gearbox. The result was a car that had instant acceleration and with 110 Kw and a light body could reach 100 kmph in 9 seconds. Our car was already rusting and looked pretty ungainly and I used to love taking off like a rocket at the lights just to ruffle all the BMW and GTi racers. Any speed more than 80 was a bit precarious so high terminal speed was not desired! Ben used it as a student car and we were all very fond of Gracie as she was called.

VW Jetta CLX – one of the best cars

I enjoy the process of car-hunting and have developed a fair instinct but I must say I surprised myself with the next one. I bought the VW Jetta CLX as a used car without test driving it and I knew I was leaving for Cape Town the next weekend. The deal was concluded on a Friday. I drove home in the ‘new’ car and left for Cape Town the next day. This was one of the best cars I have driven. On that momentous trip to Cape Town, somewhere in Free State there was a cloudburst storm. It was dusk and I hadn’t realised that the river had flooded its banks and thus the road was under water. Instinct made me drive straight and not brake while the water rushed over the car in a spectacular bow wave. The car was rock solid. It was also capacious and amazing reliable. I only sold it reluctantly when it was near 200000 kms and feeling its age. There was also not a spot of rust.

That Jetta – what a car

In between other cars we had a VW Chico 1.4 which Cathy drove. We were not that fond of it as it appeared to be a bit unstable and twitchy in the rear.

The next time I succumbed to the macho feeling was unadulterated indulgence. We saw and we wanted. No excuse. It was a 1997 Jeep Cherokee Sport – 4 litres of straight 6 power.

1997 Jeep Cherokee Sport
1997 Jeep Cherokee Sport

I just loved that car until she dumped me in Ladybrand with a dead engine management system. The auto-electrician managed to lock the keys in the car so I was faced with an exceedingly heavy and useless piece of metal which was now impregnable. The men grouped around the car suggested breaking a window and then looked at me expectantly, handing me a large hammer. My first attempt rebounded straight off the reinforced glass and narrowly missed pulverising my frontal lobes. Then I steeled myself and shattered the glass in the back door. And with that crash died our bond. Then I called a towtruck, expecting a large flatbed but a normal bakkie with a flat trailer pitched up and I had the dubious pleasure of watching two tons of dead metal bounce behind me during the long and hot trip to the dealers in Bloemfontein.

With a regard tempered by my painful experience I still enjoyed the Jeep. She was pretty invincible, surviving some close encounters with other lesser vehicles with hardly a dent. She could climb anything and the power and acceleration was awe inspiring. I chased down a taxi driver who flashed though a red light in front of me and carried out a few gravity-defying deeds with those long long legs and incredible traction. But the prospect of a major breakdown and the engine beginning to overheat led me to attempt a trade-in from a dealer. It was difficult to find a dealer to take on a perceived gas-guzzler but eventually I traded her in for a Renault Megane, beginning our love affair with Renaults. We had a run of five Renaults thereafter – great cars (except one).

Renault Megane 2.0

Our first Renault was the Megane 2.0 Privilege hatchback.  Apart from the low-profile 17″ tyres which were a disaster on our pothole roads (I burst two tyres which were very expensive – so I changed them for 16″ tyres) this was an amazing car. It was fast, felt incredibly solid on the road and simply did not lean round any corners. Unlike locally produced cars it also had all the electronic luxuries one could want – altogether a very satisfying car. Unfortunately it let us down badly in adverse weather when water leaked into the management system and it stopped working, leaving us stranded on the freeway in the snow with a child and a puppy. I had it towed to the agents in Pietermaritzburg as we were near Mooi River and eventually they traded it in for our next Renault, pictured below.

The Renault Scenic 1.9 was perhaps the most complete car of all. It was a very powerful yet thrifty diesel, surprisingly spacious, with all kinds of cunning storage compartments and all the electronics you could dream up.

More or less at the same time we bought for Cathy the Renault Clio 1.1. It was an amazing little car, reliable thrifty and quite spacious.

The Clio started developing a few ignition problems and so when we took it in to the dealers I saw another Scenic for sale at a really good price.

 

 

2006 Renault Scenic

So for quite a while we had two Scenics – a grey and a white – Cathy drove the white and I drove the grey usually. The white was a 2 litre petrol and was quite heavy on fuel but otherwise just as luxurious. Unfortunately the Renault reputation of being expensive to repair (deserved or not) led me to make a stupid decision to trade in both cars at Nissan.

And so the third macho vehicle was a Nissan Hardbody 2.4 Double Cab.

Nissan Hardbody NP300 Hirider 2.4

I was fond of it but my family didn’t like its hard and bouncy ride and its wheezing engine. It was powerful enough but ended up with the name of ‘suckie-bakkie’ which was not really deserved! She was best under a load and on a dirt road and would probably have kept us going reliably for years.

As a double trade we bought for Cathy the Renault Sandero 1.6. This was a very capable car but somehow it had no endearing aspects and I have to admit that my decision was wrong in this case – we should have kept the white Scenic as least for a while.

Renault Sandero 1.6

And so 3 years later we were attracted by special offers on the newly arrived Chevrolet brand. Cathy had just finished chemotherapy and we needed a boost of vision so we organised a double – driving out two new cars. Cathy chose a Chevrolet Cruze 1.6 and I fell for a Chevrolet Captiva 2.4

2013 Chevrolet Cruze 1.6
2013 Chevrolet Captiva 2.4

So we are currently very happy Chevy owners – possibly the best combination of cars we have had. It has been very handy to have a 7-seater for growing grandchildren and Cathy has been very happy with her Cruze which drives like a big car and yet is very thrifty to run.

But ….they are already 4 years old so perhaps it is time to thinking of trading in again!

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