The best (and worst) cars of 2004 | Drive Flashback

Who doesn't love awards season? While Drive Car of the Year officially began in 2006 (the Audi TT was our inaugural winner), we’ve been handing out gongs much longer.

As we gear up to revealing the 2024 Drive Car of the Year, it’s timely to look back 20 years to see which cars we thought were the cream of the crop in 2004.

Drive road-tested over 300 new cars in 2004, from the cheapest and most cheerful city cars to outrageously expensive supercars and everything in between. From that eclectic assortment of metal, narrowing down the best in each category was no easy task. But narrow it down they did to come up with Drive’s definitive list it called, ‘Ten of the Best’.

There were some surprising results too. Mazda dominated in 2004, with three cars in the top 10, the only brand with more than one category winner.

But Drive didn't hold any punches either, highlighting the dumbest mistakes made by car companies throughout the year, as well as the most embarrassing moments, the biggest automotive back-flips and of course, the biggest disappointments of the year.

Casting back 20 years highlights how different the automotive landscape looked in 2004. Passenger cars ruled the roost and the term ‘SUV’ was nowhere to be seen. Today’s much-loved and ubiquitous dual-cab utes were conspicuous by their complete absence, still regarded as utilitarian workhorse by the majority of Australians.

Interestingly, six of the 10 category winners live on in today’s new car landscape, surviving and thriving through successive generations to remain on sale today.

Here then, is our pick of the Best (and the worst) of 2004. RM

Originally published in Drive on 1 December, 2004

There have been some new entries into the light-car class, but none good enough to knock our reigning champ, Mazda's 2, from its position in the top 10. But Ford's Fiesta comes close.

If driving is your thing, the Ford is hard to beat. The 1.6-litre four belies its modest figures with gutsy performance, impressive tractability and a good dose of character. On the road the supple ride and keen handling are a joy. The Fiesta is sharply priced, at least until you add air, auto and the five-door body.

But the 2 takes the gong because it's more things to more people. The 1.5-litre four is willing and sounds good, and despite the Mazda's tall-boy stance, it keeps the Ford honest through the corners. Inside, the 2 clubs the Fiesta with superior space, better flexibility and more upmarket design and quality. The sealer is the class-leading safety, with life-saving curtain airbags either standard on some models or available as an option. To get similar protection in the Fiesta, the range-topping Ghia is your only option.

Keeping the Mazda and Ford honest is Honda's Jazz, which offers excellent space, flexibility, fuel economy and the best engines and transmissions in the class, but it is less impressive on the road. Holden's Barina, recently brought back to a respectable price after a brief spell upmarket, can also hold its head high.

There was action aplenty in the soft-roader segment, with several new players. But none came with the same fanfare as Ford's new Territory, which is poised to take the Wheels Car Of The Year award.

If like most soft-roader buyers you want a 4WD for its practical aspects rather than for going off-road, it's hard to go past the new Ford. The cabin is roomy, comfortable and seats up to seven people. It also has plenty of handy storage. The Territory outdrives the competition with its punchy performance, sweet steering, wonderful balance and impressive refinement.

But as we discovered in an outback test, the Territory struggles when the going gets tough, scraping its underside and not enjoying moderately rough terrain.

For these reasons, the gong goes to Toyota's Kluger, which takes all you can throw at it (within reason) off the beaten track.

Closer to home, the Toyota is just as impressive. The smooth 3.0-litre V6 is punchy and respectably economical. While the handling won't wow keen drivers, it is capable, predictable and effective. The same goes for the style-free cabin, which has space for seven and is built to typically high Toyota standards.

BMW's X5 is also worth a mention. Despite growing competition from other prestige brands, it continues to fend them off with sensational road manners, great engines, a lavish cabin and unmatched pose value.

No, this isn't a Mazda benefit. After a close tussle with the Honda Accord Euro, the 6 was judged the one we'd buy if our dollars were being spent.

The Mazda's key advantage is its spread of body types – sedans, hatches and wagons – and keen value. The Limited starts the range at less than $30,000 and gets six airbags, ABS, air and CD sound. Throw in the 2.3-litre four's zesty performance, responsive handling, plenty of space, good comfort and impressive quality and you've got a capable mid-sizer for not too much money. Costlier 6s are also good value.

Negatives include noticeable tyre roar at freeway speeds and an interior that's looking a tad plasticky compared with some of the opposition.

We'd understand if you went for the Honda. The 2.4-litre four is thrifty, smooth and powerful, and the six-speed manual and five-speed auto transmissions are great.

The Euro is also great to drive and blessed with a stylish, roomy and well-equipped cabin. Only the lack of a sub-$30,000 variant, sedan-only availability and curtain airbags being restricted to range-topping models are low points.

Closely following the leading pair is Subaru's Liberty, which shines at the top end of the range with grippy AWD handling, strong turbo performance, subtle style and enviable quality. But value isn't as convincing in the all-important $30,000-$40,000 segment, neither is the undernourished 2.0-litre engine in base models.

Originally launched in 2000, the current-generation Pajero just keeps on keeping on. While it's starting to show its age, it remains our pick.

Pajero's sophistication is the key. Instead of truck-like separate-chassis construction, the Mitsubishi features a monocoque body, all-independent suspension and a slick five-speed auto. It drives better than you'd expect on tarmac, yet off-road it's up there with the old-schoolers. The Di-D diesel engine is a cracker and the Pajero is roomy, well-equipped and well-built. But the noise on rough roads and the petrol V6's thirst assault the senses.

For tarmac and dirt-road refinement and off-road ability, Toyota's Prado shows the Pajero a thing or two. But the range lacks value, the diesel is underpowered and the handling mushy. If you live in the sticks it's the obvious choice, but it is far less effective in the city.

It's a similar story with the imposing Range Rover. It is unchallenged for luxury, quality and pose value, and is truly amazing off-road. But it is too big to cut it in town, expensive and burdened by astronomical running costs.

The small-car segment has been a hive of activity and is almost unrecognisable, with every major player either fully replaced or revised. Only Ford's Focus escaped attention, but a new one has been unveiled and will be here next year.

For now, Mazda's strong-selling 3 is our choice. The base 2.0-litre four lacks refinement and tyre roar is a constant companion on almost every road surface. Otherwise, the 3 is a jewel.

All models are competitively priced, and there's a choice of a smartly-styled sedan or a bold five-door hatch, which looks a bit like a mini wagon. Both offer good space and comfort, plenty of safety gear (in current Mazda fashion, curtain airbags are a relatively inexpensive option on base models), top-notch quality and generous equipment levels.

The 2.0-litre four punches hard, and is backed up by a powerful and more refined 2.3-litre four-cylinder in the SP23, while ride and handling are straight from the top-shelf.

Mazda isn't without worthy adversaries. Holden's new Astra is stylish, comfortable, roomy and a good drive but the carryover 1.8-litre four lacks sparkle and curtain airbags are restricted to the range-topping model.

Arguments were heated over whether the Astra should take the top gong. But promises of a $1000 price reduction on the Mazda come January 1 (when lower tariffs apply) and the availability of curtain airbags on every model secured it the top spot.

Volkswagen's Golf builds on its reputation for style, quality and comfort with genuinely satisfying road manners, class-leading petrol and diesel engines and surprising value.

This year we've watched the 5-Series bulk up with the addition of the 525i and the potent 545i. The engines are superb, the dynamics brilliant and the spacious cabin rates high in the comfort and ambience departments. But the Five isn't without shortcomings: the styling, the high-tech steering and the ride quality on the run-flat tyres. The cabin lacks the perfection of the old car.

Audi's new A6 sets benchmarks for cabin quality, features a powerful and thrifty diesel version and is a great drive in AWD quattro. But cheaper FWD A6s have unremarkable handling, overly light steering and patchy ride quality.

Mercedes-Benz's E-Class outplays the BMW for style, comfort and ride quality but the engines (excepting the 5.4-litre V8 and its supercharged sibling) lack finesse, and the handling lacks sharpness.

Here's a surprise. After years of German domination an upstart from Sweden, Volvo's compact S40/V50 range, has scooped the prestige award. The S40 sedan and the V50 wagon are Volvos that will change preconceptions.

It's not really unexpected that they're safe, comfortable, beautifully built and wonderfully quiet on the highway. What shocks is the futuristic feel, courtesy of the cabin's far-out floating centre console, and the way the S40 drives. Rather than the vague steering, bulk body roll and stolid feel we're used to, the Volvo turns into corners promptly and always feels balanced. Matched to a charming range of turbo and non-turbo 2.4-litre five-cylinder engines, it's a driving package that commands respect.

The sealer is the Volvo's sub-$50,000 entry price and generous specifications. Only the sedan's limited back seat and boot space disappoint, making the wagon the smarter choice.

Space, or lack of it, isn't a problem for Nissan's Maxima, which offers brilliant value at the lower end of the segment. Styling isn't to all tastes but looks imposing. The cabin is big, tastefully styled and each model lavishly equipped. All it needs is a dose of handling nous to match the comfy ride, smooth auto and impressive grunt from the 3.0-litre V6.

It has been a golden year for performance cars. Quality newcomers and rejigged heavy-hitters have expanded an already packed field. And you don't need much cash for some.

At the $30,000 mark, Renault's revised Clio Sport continues to impress with its staggering grunt, razor-sharp handling and generous equipment in a tiny package. So what if the back seat is for midgets, it's still the best budget screamer around.

Then there's HSV's hulking new 6.0-litre Clubsport, FPV's new Typhoon and revised Falcon GT, Mitsubishi's stupendous Lancer Evo VIII and Mazda's star of 2003, the RX-8, fighting for buyers' attention in the $60,000-$70,000 bracket. Quality drives, all.

While all are good, they're not the best we've driven. That honour goes to Porsche's new 997-series 911, which is simply brilliant. The 3.6 and 3.8-litre boxer sixes are gutsy, free-revving and sonorous, the handling almost beyond criticism and the powerful ceramic brakes without peer.

You'll have to shell out an awful lot to find a car capable of showing this baby a clean set of heels. From around $200,000, the worst thing is few will get to experience the Porsche's abilities. That, on a long-term basis, includes us but it doesn't stop us from loving the 911 to bits.

Some might say the 911 deserves to be on this list. It costs a lot, but it's not mind-bendingly expensive. And that's what we're looking for.

The big-buck Rolls-Royce Phantom is hard to pass up for its superb combination of old-world luxury, new-age technology and jaw-dropping pose value. Its outrageous dimensions and prominent flying lady on the grille ensure it stands out, even in the luxury-swathed Flemington carpark on Melbourne Cup day. Ultimately, we can't plump for a car that's better from the back seat than the front.

Mercedes-Benz's SL65 AMG also misses the boat, but only just. We haven't driven one yet, but Benz's SL is such an impressive bit of kit that the addition of a toupee-destroying twin-turbo V12 to the sleek shape (tweaked by AMG to pump out a staggering 1000 Nm of torque) is too tempting.

But the car we'd have in a minute is the Lamborghini Gallardo. A steal (by Lamborghini standards) at $400,000, it's shatteringly quick, great to drive and achingly beautiful. Best of all, the impressive tractability and user-friendly all-wheel-drive dynamics mean it's easy to drive. After all, who wants to put the dream on hold just because it's raining?

The Falcon has been our pick for a couple of years. Little has happened to change the status quo.

The revised VZ Commodore gets electronic throttle control, a revised braking system and a new stability control system. The new five-speed auto is the best in an Australian car.

It's a pity, the big VZ feature - its all-new Australian-built V6 - feels coarse and crude when pushed, even if its economy can't be faulted. The carryover four-speed auto (admittedly freshened – again) and cheap-looking cabin also reinforce the old-school feel.

There are no such issues with the mildly-revised BA Falcon Mark II, which adds a six-speed manual in sports versions and little else. But when the ride and handling are so good, the engines so nice, the cabin so comfy and value so strong, who can complain? It's not perfect, but you won't buy a better big family car.

The eternal bridesmaids, Mitsubishi's soon-to-be-replaced Magna and Toyota's Camry, simply don't cut it. The Magna is sharp value but is fast ageing. The boring Camry scored the most half-baked facelift in recent memory.

1 Ford Territory

Making a tow hook an option on a car that is supposed to go at least some way off-road.

2 Honda Odyssey

In the era of safety it arrives with a sash-only seatbelt in the centre seating position.

3 Porsche Cayenne

Parking sensors prone to beeping for no reason.

4 BMW X3

The world's most annoying buzz reverberates through the sound system when a mobile phone communicates with towers.

5 Mitsubishi Pajero Exceed

For taking the world's worst radio award. Not only is the display laughably 1980s, it's almost impossible to operate without instruction.

1 The Victorian Government

Finally admitting that the revenue-raising speed cameras had falsely accused drivers of speeding.

2 Holden Adventra

Holden not only knocked $4000 off the price of its slow-selling Commodore off-roader, but refunded owners.

3 Mitsubishi Grandis

A couple of months after launch, the more competitive Honda Odyssey forced the company to slash its Grandis price by more than $5000.

4 Ford

Effectively disowning an internet advertisement accidentally released by its ad agency that depicted a cat having its head chopped off by a sunroof.

5 The Victorian Government

Criticising car makers for not fitting side airbags as standard, then ordering a fleet of company cars without them.

1 BMW X5 4.8iS

A new car went back to head office in limp-home mode, nobbled by electrical gremlins.

2 Holden Precision Driving Team

Rolling a Commodore ute during its two-wheel stunt driving. It is only the third time in 30 years such a mistake has occurred.

3 Holden Adventra

Electrical problems saw it stranded in Alice Springs, requiring a tow to the local dealer for emergency repairs.

4 Ford Territory

ABS and stability control knocked out in central Australia, rendering the 4WD system close to useless.

5 Audi A6

Traction control and ABS gave up on our ride just kilometres into the car's national launch. Oops.

1 Code keypad on the Subaru STi – a necessary evil that makes starting the car a chore.

2 Key remotes that have the same button for lock and unlock, so you don't know whether it's just locked or unlocked.

3 Seatbelt warning buzzers that go off with a bag/briefcase on the passenger seat - there are plenty of them.

4 Radios that crackle with poor reception – VWs are top of the list, closely followed by other Euros such as Renault and Citroen.

5 Toyota – for persisting with "overdrive" buttons that offer little more than a marketing gimmick to activate top gear.

Citroen C2/C3 Pluriel
Finally some interesting metal from Citroen, and local importer Ateco won't let us drive either of them.

Holden Commodore V6
VZ's high-tech new Alloytec V6 is thrifty yet, when pushed, feels and sounds barely any more sophisticated than its boat-anchor predecessor.

Ford Falcon Mark II

It's still our favourite large car but we expected more of the update that amounted to new wheels and trim, and a six-speed manual on sports models. Ford says customers didn't want anything changed.

Toyota Camry
New wheels, headlights and tail-lights, the breakthrough features of the facelifted Camry. Feel free to wake us, Toyota, when the next model arrives .

Mitsubishi Colt
Cute, high-tech and good value but underwhelming on the road, and not clever on the inside next to its tall-boy rivals.

Suzuki Liana
A small car of the 1970s variety. Economical, tinny, noisy, unpleasant to drive and silly looking. Need we say more?

Jeep Cherokee 2.4
Like sand through the hourglass, 2.4-litres of dubious four-cylinder engineering struggles to earn the description "adequate" in nearly two tonnes of Jeep 4WD. The notchy, whining gearbox ensures glacial progress.

BMW X3
Baby BMW off-roader has a patchy ride, indecisive auto and plasticky cabin. Not a patch on its excellent X5 brother.

MG ZT260 V8
Undernourished Ford V8 performance not reflected in the ZT's full-fat $90,000 price. Neither is the whimpy 190 kW of power - just 8 kW more than a Ford Falcon.

Toyota Echo
In one of the most cynical moves of the year, base-level Echos had the option of a passenger airbag removed.