1982 Ford Laser Reviews

Ford’s TX3 cars are the "hot" versions of the popular Laser range, being available in front-drive and four-wheel-drive versions and with turbo and non-turbo engines.  The Laser TX3 Turbo 4WD performed impressively in the inaugural 12-hour race at Bathurst due to its stunning acceleration and impressive grip from the four-wheel drive.Many TX3s have also performed brilliantly in rallies, hill climbs and other motorsport events.  The TX3 began life in 1985 with a 1.6-litre fuel-injected engine, while the front-drive TX3 Turbo, introduced in 1987, used a 16-valve blown version of this engine.Sure-footed motoring was also provided from 1987 through a four-wheel-drive model using the turbo-charged engine.  From the start of the KF series in 1990, a twin-cam 16-valve 1.8-litre engine was made standard in the TX3 and a turbo version of this motor was under the bonnet of the 4WD hatch.The power from the 1.8-litre turbo engine was considered too much for a front-drive car, so this version was dropped from the range.  Even with the 1.6-litre engine, the front-drive car is noted for its torque steer which can be dangerous on slippery roads for inexperienced drivers.Ford's 1.8-litre TX3 Turbo 4WD was launched at $2500 less than the 1.6-litre model, a move which helped make this car a popular choice.But Ford stopped offering the TX3 Turbo 4WD from mid-1993 due to rising prices caused by the exchange rate and the advent of stiff competition from cars, such as the Lancer GSR. The 1.8-litre TX3 model continues.  Lasers are generally trouble-free, but these "hot" versions may have spent considerable time competing in club rallies so they should be checked out.Check for signs of body damage or repair, and your test drive should concentrate on ensuring there is strong acceleration.  Abnormal whining from the turbo could indicate excessive wear.

The Laser was a shining light for Ford during the 20-plus years it was part of the blue oval’s family. The Mazda-based small car was popular, from the first model in 1981 right through to the last, which was replaced by the Focus in 2002.Such was the popularity of the Laser badge that it’s hard to understand why Ford dropped it in favour of the Focus, which was a completely unknown badge here.The Lasers that preceded the KJ were pretty much just rebadged Mazda 323s, but the KJ was an attempt to move a little further away from the Mazda. For the first time there was even a unique body style, one that wasn’t included in the Mazda catalogue.It was also unique in that it was imported from Japan whereas the preceding models had been built locally at Ford’s Homebush plant in Sydney.MODEL WATCHFord raised the wraps on the KJ Laser late in 1994 with an expanded range of three models encompassing three quite different body styles.There was a four-door sedan, which made use of the Mazda 323 body with unique Ford-styled sheetmetal front and rear. A new name, Liata, appeared on the five-door hatch, while the racy three-door Lynx hatch was aimed squarely at the youth market.Ford’s stylists took the Mazda 323 sedan and reworked it with a smoother front incorporating a larger bumper and unique headlamps, and sharper boot and tail lamps to distinguish the rear.Like most new models, the KJ Laser was bigger than the model it replaced. Its wheelbase was 105 mm longer than the KH’s, and the track was 30 mm wider, adding up to significantly more head and shoulder room in the front, and 25 mm more legroom in the rear.It was the Liata five-door hatch that really started the move away from the Laser’s 323 roots. Ford regarded the Liata as the main model in the Laser range, having recognised the popularity of hatches in the local market.When small sedans were typically bought by older buyers locked into tradition, the hatch appealed to younger buyers, mostly families, who appreciated the flexibility a hatch gave them.The Liata was a smoothly styled hatch that showed that hatches didn’t have to be unpleasant boxes to deliver the function hatch buyers valued so much. Apart from a sportier grille the Liata was the same as the sedan forward of the windscreen, but from there back it was all new.With a steeply raked roofline, spoiler mounted on the rear window, and large roundish tail lamps it cut a dashing profile. It was also slightly shorter than the sedan, due to its shorter rear overhang, but that didn’t impact on its interior roominess.There was no mistaking a Lynx, nor was it possible to mistake its purpose. The three-door Laser cut a rakish figure on the road, with its large headlamps that cut into the bonnet and bumper, its sharply bobbed tail with a spoiler mounted on the rear glass, and its egg-shaped rear lamps all making a bold statement that no Laser had previously done.The Lynx sat on a 100 mm shorter wheelbase, with a rear overhang shorter than both the Liata and LXi.Power was delivered by one of two engines, a 1.6-litre ‘economy’ engine, or a larger 1.8-litre ‘performance’ unit.Both were double overhead camshaft engines, with sequential fuel-injection and variable intake, which was designed to deliver torque at the low end when the intake tract was longer, and power at the top end when the tract was shorter.The 1.6-litre so-called ‘economy’ engine was standard in the LXi and Liata. It produced 80 kW at 6000 revs and 143 Nm at 3500 revs, representing an increase of 25 per cent in power and 16 per cent in torque over the carb-fed KH engine.The larger 1.8-litre engine was optional on the LXi and Liata, and standard on the Lynx. A similar unit to the smaller 1.6-litre engine it put out 92 kW at 6000 revs and 160 Nm at 4000 rpm, a slight increase over the KH’s 1.8-litre.Drive was delivered to the front wheels through an upgraded five-speed manual, which featured synchromesh on reverse for smoother selection of reverse gear, or a four-speed electronic auto.Underneath the shapely skin lay MacPherson Strut suspension, front and rear, with slightly higher spring and shock rates for a sportier feel when the 1.8-litre engine was selected.All models had power steering, retuned for reduced effort and improved on-centre feel. Brakes were discs all round, with a larger master cylinder for a more solid pedal feel, and ABS was optional on the LXi and Liata and standard on the Lynx.Inside there was a new dash, moulded door trims, more supportive seats with height and tilt adjustment, and upgraded sound systems.Dual airbags were initially only available as an option on the models with the 1.8-litre engine, standard on the Lynx, but also became available with the 1.6-litre engine from early 1995.The entry-level model on the Sedan and Liata was the LXi, and there was a Ghia luxury upgrade available as well. When selected the Ghia brought the 1.8-litre engine, alloy wheels, central locking, power mirrors, power windows, and four-speaker sound.IN THE SHOPThe KJ was imported from Japan instead of being built here, and that means better build quality.Add to that a stiffer body than those of the preceding models and you have a car that stands up well to the rigours of a life in the daily grind of our cities. The KJ is not a car that suffers from rattles and squeaks, unless it has been involved in a crash and poorly repaired.Check carefully for the tell tale signs of crash repairs, like colour mismatches between adjacent panels, poorly fitting doors and hatches, and irregular panel gaps.Mechanically the KJ is sound, the engines are reliable and give little trouble, but look for a service record to ensure your potential buy has regularly seen the inside of a reputable service shop.OWNERS’ VIEWSWally Turner bought his 1.8-litre auto Liata hatch new in 1994. It has now done 115,000 km, and he’s more than happy with it, having only had to replace the tyres and the water pump. Wally says he gets 8 L/100 km on the highway and 10 round town.David McClean says his 1994 1.6-litre Liata LXi five-door hatch has 100,000 km on the odometer and is running like a dream. David says the 1.6-litre has sufficient grunt, the space in the back when the seats are down is great. The only negative is the visibility out the back window.LOOK FOR• stylish small car, apart from wild Lynx• good reliable Mazda mechanical package• roomy interior will handle four adults with their luggage• well balanced and responsive handlingTHE BOTTOM LINE• attractive styling with Mazda build quality, safety and reliability make the KJ was good buy as a second car or first car for beginner drivers.RATING65/100

It’s hard to imagine looking at today’s sales figures, but there was a time when Ford had the top selling small car in the land. It was only a decade or so ago that the Laser was Australia’s most popular small car.The Laser was based on the Mazda 323, but Ford’s designers gave it a cosmetic makeover and the company’s marketing people came up with a slightly different model line-up to differentiate it from its Hiroshima cousin.MODEL WATCHThe KF kicked off the third generation of the Laser. It was roomier inside thanks to an extended wheelbase, which resulted in more legroom, and was wider, which gave it more elbowroom.Two main body styles were offered by Ford – a five-door hatch, a four-door sedan – and there were four levels of specification – L, GL, S and Ghia. There was also a three-door TX3 sporty hatch, but we’ll focus on the mainstream models here.Ford stylists based in Japan did the cosmetic rework to provide some differentiation from the Mazda 323. Their work resulted in a mildly revamped nose with a different grille and bumper, rear lights and wheel trims. Inside, the little Ford had different a steering wheel, dash and instruments, and trim.The body was stiffened in an attempt to reduce the noise, vibration and harshness complained of in earlier Lasers, but it still came in for some criticism. The hatch was rated a little noisier than the sedan.Refinements to the MacPherson Strut front suspension and MacPherson Strut, twin trapezoidal link rear suspension resulted in more responsive steering and sharper handling, along with a more comfortable ride.New speed sensitive power-assisted rack-and-pinion steering was warmly praised for its precision and tight turning circle.All models benefited from more powerful brakes, a combination of disc front and drum rear was used on most models. But it was before the time of anti-skid electronics on small cars so drivers had to rely more on their skill to avoid collisions.Three engines were employed in the Laser. The L and GL models had a 1.6-litre single overhead camshaft 16-valve four-cylinder engine fed by a carburettor, the S and Ghia got a fuel-injected single overhead camshaft, 16-valve 1.8-litre four-cylinder engine.The 1.6-litre engine was more powerful than the engine in the previous model and had 64 kW at 6000 revs with 123 Nm at 3100 revs. While it wasn’t as spirited as the 1.8-litre engine it was smooth and flexible with good midrange torque.The 1.8-litre engine delivered more spirited performance and is clearly the one to chase now. The single overhead camshaft engine gave 76 kW at 5500 revs with 150 Nm at 4000 revs.The choices of transmission were a smooth shifting five-speed manual ’box and three-speed auto for the 1.6-litre engine, while a four-speed auto was offered on the larger engine in addition to the five-speed manual.When you ticked the ‘L’ or ‘GL’ box on the order form you got an AM/FM radio-cassette, cloth trim and steel wheels with wheel caps, but if you stepped up to the ‘S’ you drove away with alloy wheels and power steering as well. Go all the way and tick the ‘Ghia’ box and you also got central locking and power mirrors.The KH/KHII updates followed in 1991 and ’92 and mainly brought some minor styling changes.IN THE SHOPThe KF Laser is getting on in years now and like all old cars should be approached with care. It’s worth having a mechanic or at least someone with mechanical knowledge give the car you choose a thorough going over before purchase.On average the KF will have done close to 250,000 km so there’s every chance it will have a number of problems simply because of its age and the mileage done.Start by checking the service record, older cars tend to be neglected by owners who simply ignore it or can’t afford it. Neglected cars should be avoided, they are trouble, so look for cars that have been well cared for, even if they take longer to find.The engines are generally robust and reliable and will go for a long time if they’ve been serviced, which really only means a regular oil change. The cam timing belt needs to be changed every 100,000 km, if you don’t you face the prospect of a belt breakage, which will have you grinding to a halt on the side of the road. Internal damage is unlikely if it does break.Go for the 1.8-litre engine, it’s the one with the best performance and the most fun to drive.Gearboxes are generally reliable, listen intently for noises in intermediate gears, and make sure the manual engages smoothly without baulking. If it does baulk it may mean the clutch is nearing the end of the road.The body tends to stand up well, but look for rust, particularly around the windscreen and rear window.Inside, look for cracked dash pads, torn seats, and worn seat belts.The good thing is that because it was such a big seller there are plenty of cars around, and plenty of spares to fix them when they break down.IN A CRASHNo airbags or anti-skid ABS brakes here; safety is down to the body shell, seat belts and the driver’s ability.The body shell will provide the protection needed, provided it hasn't been in a big crash or heavily rusted, the seat belts should be in good condition and not worn, and the driver needs to know how to brake without locking the brakes.OWNERS SAYTed Endacott recently bought a 1991 Ghia 1.8 manual after checking through a host of Camrys, Corollas, Pulsars etc. The 1.8-litre fuel-injected SOHC motor has the extra grunt to run air-conditioning and to haul a load of passengers. He says it’s well worth chasing this motor. In manual form it sips fuel at 8.5 L/100 km in city traffic and 6.5 L/100 km on the highway. Engines sometimes die around 200,000 km, but pampered models often run past 300,00 km. These are tough and durable. The five-speed manual gearbox is fun to use. Fifth gear is tall, with revs around 2600 revs at 100 km/h. There is an irritating gap between first and second, but other ratios are close. Expect around 100,000 km between clutch replacements. The steering is precise with no torque steer and the handling is sporty. The seats are comfortable, the interior is spacious, air con/heating is good, boot space generous. It is a well-designed little car.LOOK FOR• record of regular servicing• roomy interior• good performance form 1.8-litre fuel-injected engine• good fuel economy• age is starting to weary themTHE BOTTOM LINEA good one is a great little car with a good-sized interior, good performance, handling and fuel economy.VERDICT65/100

The Laser was a shining light in the Ford range for the 20-plus years of its life before being dumped in favour of Focus in 2002. It had been the best-selling small car in the local market at one time and had a strong following from loyal owners who appreciated its economy and reliability. Those same qualities make it a popular choice for young drivers today.Model WatchThe Lasers that preceded the KJ model were pretty much just rebadged Mazda 323s, but the 1994 KJ was an attempt by Ford to move a little further away from the Mazda.For the first time there was even a unique body style. It was also unique in that it was imported from Japan whereas the earlier models had been built locally.An expanded range of three models included three quite different body styles.There was a four-door sedan, which made use of the Mazda 323 body with unique Ford-styled sheet metal front and rear.A new name, Liata, appeared on the five-door hatch, while the racy three-door Lynx hatch was aimed at the youth market. Ford's stylists took the Mazda 323 sedan and reworked it with a smoother front incorporating a larger bumper and unique headlamps, with a sharper boot and tail lamps to distinguish the rear.The KJ Laser sedan was larger than the model it replaced. Its wheelbase was 105mm longer, and the track was 30mm wider, adding up to significantly more head and shoulder room in the front, and more rear legroom.It was the Liata that really marked the move away from the 323. Given the popularity of five-door hatches, Ford regarded the Liata as the main model in the range.The Liata was smoothly styled and showed that hatches didn't have to be unpleasant boxes simply delivering function.Apart from a sportier grille the Liata was the same as the sedan forward of the windscreen, but from there back it was all new. With a steeply raked roof, spoiler mounted on the rear window, and large roundish tail lamps it cut a stylish profile. It was also slightly shorter than the sedan, because of its shorter rear overhang, but that didn't impact on its interior roominess.There was no mistaking a Lynx. The three-door Laser cut a rakish figure on the road, with its large headlamps that cut into the bonnet and bumper, sharply bobbed tail with a spoiler mounted on the rear glass, and egg shaped rear lamps making a bold statement.The Lynx sat on a 100mm shorter wheelbase, with a rear overhang shorter than both the Liata and sedan.Buyers could choose from 1.6-litre economy or a 1.8-litre performance engines. Both were double overhead camshaft units with sequential fuel-injection and variable intake which was designed to deliver torque at the low end when the intake tract was longer and power at the top end when it was shorter.The 1.6-litre economy engine was standard in the LXi and Liata. It produced 80kW at 6000 revs and 143Nm at 3500 revs, representing an increase of 25 per cent in power and 16 per cent in torque over the carb-fed engine in the previous model.The 1.8-litre engine was optional on the LXi and Liata, and standard on the Lynx. It put out 92kW at 6000 revs and 160Nm at 4000rpm.An upgraded five-speed manual gearbox or a four-speed electronic auto delivered the power to the front wheels.Underneath lay MacPherson Strut suspension, front and rear, with slightly higher spring and shock rates for a sportier feel when the 1.8-litre engine was selected.All models had power steering, retuned for reduced effort and improved on-centre feel. Brakes were disc all round, with a larger master cylinder for a more solid pedal feel, and ABS was optional on the LXi and Liata and standard on the Lynx. Inside there was a new dash, moulded door trims, more supportive seats with height and tilt adjustment and upgraded sound systems.The entry-level model on the sedan and Liata was the LXi and there was a Ghia luxury upgrade available as well. When selected the Ghia brought the 1.8-litre engine, alloy wheels, central locking, power mirrors, power windows and four-speaker sound.In the ShopThe KJ was built in Japan, which generally means better build quality. Add to that a stiffer body than preceding models and you have a car that stands up well. The KJ is not a car that suffers from rattles, unless it has been involved in a crash and poorly repaired.Mechanically the KJ is sound, the Mazda engines are reliable and give little trouble.Crunch TimeDual airbags were initially only available as an option on all models with the 1.8-litre engine, standard on the Lynx, but also became available with the 1.6-litre engine from early 1995.Owner's viewOwners generally report few problems with the KJ. They appreciate the performance of even the 1.6-litre and fuel consumption around 8-litres per 100km. Roominess is another aspect praised in the sedan and hatch.How muchShopping around for a car that has not been involved in a crash and also has a good service record will bring you rewards in this price range. For an entrylevel 1.6-litre LXi sedan you can expect to pay $3500-$4500. Add $1500 and you'll drive a stylish 1.8-litre Liata hatch. For the sportier ride of the Lynx you'll need to pay $5500-$6500.Rivals Mazda 3231994-1996 $3300-$6500Nissan Pulsar1995-1998 $4200-$7600Holden Astra1996-1998 $6000-$7600 Verdict While earlier Lasers were basically re-badged Mazda 323s this model had a unique body style and was fully imported. Ford's attractive styling combined with Mazda quality, safety and reliability make the KJ a good buy as a second car or first car for young drivers.RATING 65/100Stylish and practical small carRoomy interior will handle four adults with their luggageReliable Mazda mechanical package in a Ford bodyCheck bodywork closely for signs of accident damageWell balanced and responsive handling

The Mazda-based small car was popular from the first model in 1981 right through to the last, which was replaced by the Focus in 2002.  The Lasers that preceded the KJ were pretty much rebadged Mazda 323s. The KJ, however, was an attempt to move a little further away from the Mazda.For the first time there was even a unique body style.  It was also unique in that it was imported from Japan. The preceding models were built at Ford's Homebush plant in Sydney.MODEL WATCHFORD pulled the covers off the KJ Laser in late '94 with an expanded range of three models encompassing three quite different body styles.  There was a four-door sedan, which made use of the Mazda 323 body with Ford-styled sheet metal front and rear.A new name, Liata, appeared on the five-door hatch, while the racy three-door Lynx hatch was aimed squarely at the youth market.  But it was the Liata, regarded by Ford as the main model in the range, that really started the move away from the Laser's 323 roots.Apart from a sportier grille, the Liata was the same as the sedan forward of the windscreen. But from there back, it was all new.  It cut a stylish profile with a steeply raked roof line, spoiler mounted on the rear window and large, roundish tail lamps.The three-door Lynx, with its large headlamps, sharply bobbed tail with a spoiler mounted on the rear glass and egg-shaped rear lamps, made a bold statement.  The Lynx sat on a 100mm shorter wheelbase, with a rear overhang shorter than both the Liata and LXi.Power was supplied by either a 1.6-litre economy engine or a larger 1.8-litre performance unit.  Both were double overhead camshaft engines with sequential fuel-injection and variable intake.  The LXi and Liata came with a 1.6-litre engine. They also had the option of the 1.8-litre engine, which was standard in the Lynx.Drive was delivered to the front wheels through an upgraded five-speed manual, which featured synchromesh on reverse for smoother selection of reverse gear, or a four-speed electronic auto.Underneath the metal lay MacPherson Strut suspension, front and rear, with slightly higher spring and shock rates for a sportier feel when the 1.8-litre engine was selected.  All models had power steering, retuned for reduced effort and improved on-centre feel.Brakes were disc all round, with a larger master cylinder for a more solid pedal feel, and ABS was optional on the LXi and Liata, but standard on the Lynx.  Dual airbags, which were standard on the Lynx, became available with the 1.6-litre engine from early '95.The LXi was the entry-level model for the sedan and Liata. The Ghia luxury upgrade offered 1.8-litre engine, alloy wheels, central locking, power mirrors, power windows and four-speaker sound.ON THE LOTLXi manual sedans sell for $9000 to $12,500. Add $500 for auto, another $600 for a 1.8-litre engine, $1200 for the luxury Ghia.  For the Liata, expect to pay $9000 to $12,700 for the LXi, add $500 for auto, $600 for a 1.8-litre engine and $1200 for the Ghia.  The sporty Lynx can be yours for $10,500 to $15,000.IN THE SHOPTHE KJ was imported from Japan, which meant better build quality.  Add to that a stiffer body than those of the preceding models and you have a car that stands up well to the rigours of city life.Check for tell-tale signs of crash repairs, such as colour mismatches between adjacent panels, poorly fitting doors and hatches, and irregular panel gaps.  Mechanically, the KJ is sound. The engines are reliable, but look for a service record to ensure your potential buy has regularly seen the inside of a reputable service shop.OWNERS' VIEWSWally Turner bought his new 1.8-litre auto Liata hatch in '94.  It has now done 115,000km and all he has had to replace are the tyres and water pump.Wally says he gets 8-litres/100km on the highway and 10 round town.  David McClean says his '94 1.6-litre Liata LXi five-door hatch has 100,000km on the odometer, but runs like a dream.  The only negative is the visibility out the back window.LOOK FORSTYLISH small car, apart from wild LynxGOOD, reliable Mazda mechanical packageROOMY interior that will handle four adults and their luggageWELL-BALANCED and responsive handlingRIVALSMazda 323 (1994-96) $9000-$13,000Nissan Pulsar (1995-98) $10,000-$15,500Holden Astra (1996-98) $9000-$14,000THE BOTTOM LINEATTRACTIVE styling, with Mazda build quality, safety and reliability, make the KJ a good second car or first car for beginners.RATING13/20