Telstar TX5 may cramp your style

Press, 3 May 1984, Page 29

Telstar TX5 may cramp your style

By

PETER GREENSLADE

When Ford New Zealand introduced its Telstars to the motoring press at Nelson last July the emphasis was on the saloons rather .than the TXS hatchback versions, although there were a few of the latter there to try. However, as the 1.6 and 2litre saloons were more in the Cortina tradition, I decided to concentrate on them and leave the TXS for another day. The TXS, in basic and Ghia versions, is assembled in lesser numbers than the various saloons, but the TXS has probably been better received than Ford anticipated, in spite of the fact that these four-door hatchbacks have at least one bad feature — a cramped rear compartment.

It was not until recently that a basic TXS became available for appraisal and it is reasonable to assume that the extraordinary healthy demand has been the reason for the delay. The basic car, at $18,635, is $2895 cheaper than the upmarket TXS Ghia. No doubt there are many people who are prepared to pay almost $3OOO more to have plusher upholstery and trim, as well as the automatic transmission, digital instruments, power-assisted steering, electrically operated windows and alloy wheels.

A five-speed manual gearbox, analogue instruments, do-it-all-yourself steering and windows raised and lowered by winders are features of the basic car. Also, perhaps, the interior furnishings area not so plush, but nevertheless they rate quite highly by most standards. I understand that Ford will introduce an additional TXS Ghia which will have a five-speed manual gearbox and analogue instruments but will share the rest of the Ghia specification. From that, I assume that my liking for the better type of manual five-speed transmission and traditional easy-to-read instruments is by no means unique. This particular TXS should be very desirable to many motorists, for the rack and pinion steering of the basic car is rather, heavy. Some elderly people, and women in particular, would tax their reserves of strength in city and suburban driving, when time is

often spent in getting in and out of parking spaces. As everyone knows, sales promotion literature, whether it be for frozen vegetables, cosmetics, clothes or motor cars, is generally most beguiling. A handsomely produced sales brochure on the TXS states, under the heading, “The secret of its luxurious space,’’ that a major part of the car’s design reflects the philosophy that you cannot have true luxury without the space to enjoy it (which, when you think about it, borders on bilge). The copywriter raves on, “Front-wheel-drive and a transverse engine layout were chosen for this reason. Apart from outstanding driveability, the eliminination of the usual long driveshaft and bulky rear axle results in a larger, more usable passenger compartment. Plus a rear luggage area of truly generous proportions. Rear seating comfort and luggage space benefit significantly from the use of fully independent rear suspension.” Average-sized New Zealanders can make themselves comfortable in the generous and well-designed front seats, but in doing so they leave rear-compart-ment space more to the liking of young children and legless dwarfs. Although the rear seat with its split backrest is of generous width, lack of space for adult legs and feet, coupled with only marginal headroom, does not do this otherwise commendable car the justice it deserves.

All the same, the TXS should sell well. If shoppers decide its capacity to carry Mum and the kids and mother-in-law is not up to that of the Telstar saloon, it is probable that its value will diminish.

Paradoxically, if there were a change of heart among the buyers, the TXS might well come to be regarded as a classic car 10 to 15 years hence. That, after all, is what had happened to Leyland Australia’s now well and truly defunct P 76 saloon in its own country. In other words, a TXS could turn out to be a reasonable long-term investment. In the meantime, it is an extremely pleasant car, if you forget about that heavy low-speed steering and do not forsake the helm to become a back-seat passenger.

Although there is not an over-abundance of head room in the front of the car, either, there is sufficient for most people and the driver can adjust the seat to suit physical dimensions exactly. The seat is adjustable fore and aft and for height as well as rake. What is more, the steering wheel can be raised or lowered over quite a reasonable range.

Moreover, all the controls remain within reach.

A full range of instruments is provided, with clear white numerals on black faces, clearly discern-

ible directly ahead of the driver. Nothing is lacking and everything is well labelled.

On early-morning startup, a fair degree of choke is needed and the engine tends to race, but everything settles down smartly and two or three minutes driving is all that is needed to achieve the normal pattern.

This is a responsive 1998 :u cm car which develops

77.9 kW (100.6 b.h.p.) at a reasonably leisurely 5500 r.p.m. It has a square engine, bore and stroke being 86mm, the cylinder head being of aluminium alloy and the block of cast iron.

Torque seems to be reasonable in that sheer lugging quality in third, fourth and fifth gears shows the TXS to be extremely flexible, although I felt that it did not cope with one of the test hills as well as expected, not that performance was disappointing. In the course of a year’s give-and-take driving, I would expect petrol consumption to average between 8 and 9 litres per 100 kilometres, or around 33 m.p.g., which is not bad for a sensibly driven.car of this type. Economy-minded drivers would do better, but they might not derive all the enjoyment the TXS has the capacity to give. Suspension is reassuringly firm at all times, but probably a bit. harsh for some people’s tastes at town speeds. McPherson struts with angled variable-rate coil springs and a stabiliser bar are employed at the front end, while the rear is also fully independent by McPherson struts, trapezoidal transverse and trailing links, angled variable rate coil springs and an anti-roll bar.

The arrangement is conventional these days, but it works extremely well and contributes in no small measure to the impeccable manners of the TXS. There are a number of theories as to which is the most effective way of inhibiting front-drive feedback, or torque steer, in the new generation of front-wheel-drive cars. Ford claims that it delivers balanced power to the front wheels of its Telstars by using equallength drive shafts. This

system certainly shows all the evidence of its effectiveness although there were occasions when I felt the car was hyper-sensitive during brisk straight-line running. Steering and brakes inspire confidence and the five-speed gearbox is sheer delight. This is a car that feels larger than it is and therein lies much of the pleasure an

owner will gain from it. Although its seeming size tends to insulate its occupants from the more unpleasant aspects of the world without, its compact dimensions and the immediacy of response to its controls engender a feeling of driver confidence that is more usually associated with so-called thoroughbred cars. If there is a discordant

note attached to the TXS it must be that it will hardly satisfy people who transport passengers. In arriving at its svelt shape, Toyo Kogyo’s designers have sacrificed a substantial measure of practicality.

All the same, I am looking forward to sampling the Ghia version with five-speed manual gearbox and analogue instrumentation.