Motoring blog / Buying or selling

The ultimate toy car - now every kid can play like James Bond

Fri, 14 Sep 2012 13:50:37 +1200

Satisfy your child's need for speed this holiday.

It really is a kid's toy! But it costs more than some real cars. Bespoke Impact, the company based in the UK, are retailing the 2/3 scale roadster for 24,800 pounds which includes delivery in the UK. It can sprint to its top speed of 12.87km/h in a quick (for a kid) 3.5 seconds.

How things have changed; when we grew up we had to build makeshift wooden go-karts for a ride down the driveway.

The car features rack and pinion steering, real alloy wheels, road tyres, led lights on the front, side and rear, a horn, working dash console switches and a miniature video camera mounted in the front to record the driving experience.

This is the ultimate toy most kids, and dads, dream of owning.

Car cloning with a twist

Fri, 14 Sep 2012 13:50:36 +1200

Master copycats are cloning cars at a fast rate and in some cases have gone back in time to find inspiration. We have identified five unoriginal look-alike cars.

The sit-up-and-beg style Ford Prefect was tweaked in the new millennium and managed to use most of its original body panels.

Brownie points for the Asian imitation model of the German car.

Could this be Mini's take on the Hillman Marque's red-top cars.

The Crossfire looks strikingly similar to its prototype Standard Vanguard Beetle-back.

This could the Ford's Anglia successor.

Awesome rides to drool over

Mon, 23 Jul 2012 10:05:59 +1200

If you behaved like a couch patato over the weekend, then count yourself unlucky to have missed out on some exiting viewing that took place at the CRC Speedshow. Have a look at some of the hot wheels I captured on camera.

1940 Ford Pickup

1956 Ford F100

1936 Ford Coupe

Ford Mustang

1937 Ford Coupe

1949 Ford Coupe

Subaru BRZ hits the ground running

Mon, 23 Jul 2012 10:05:59 +1200

Anyone still hoping to park a new Subaru BRZ in their garage by Christmas will discover the boat has already sailed.

The demand for the Japanese built sports coupe has massively outweighed availability, so much so the NZ and Oz showrooms will only be making space for deliveries this year. The 2012 stock allocations on both sides of the Tasman have been snatched up by fast acting buyers putting their money where it counts, while potential buyers placing orders will have to wait for early 2013 to receive their cars.

The coupe has been based on a revised Impreza chassis and comes with the option of either a six speed auto or manual transmission fitted to a 2.0L boxer engine pushing out 147kW/205Nm.

Don't get ripped off - do the checks on that car before you buy it

Fri, 02 Mar 2012 16:51:08 +1300

If you ever wondered why you should bother getting a vehicle history report when buying a car you should read Our kids buy a car on Trade Me and get ripped off in a big way, written by Brian Edwards. It's blog post about a young couple who found a great car on Trade Me only to have it repossessed because money was owed on the vehicle.

The couple in question "will have ended up paying twice for the vehicle at a total cost far beyond its real value.The whole thing stinks."

Buying cars on Trademe is so common now that a vehicle history check, a vehicle valuation, and a pre purchase inspection are essential in protecting yourself against the unknown. It’s just as easy to avoid being caught out by getting a simple low cost online check.

A caution about private imports

Thu, 19 May 2011 15:56:12 +1200

With the current favourable exchange rates, more and more requests are coming through to our tech advice staff asking for advice on importing a used European car from the UK. For most potential Euro bargin hunters, the checking of the rules comes first but there are some who like to jump the gun and purchase a late model car, ship it to NZ and try and sort out the technicalities later.

The end result in this scenario can often be the vehicle does not meet the latest emission rules and is therefore ineligible to ever qualify to be registered or driven on our roads.

The golden rule here is simple; assume nothing and do the checks before purchasing any used car from overseas. Diesel passenger vehicles are far less likely to meet the latest emission rules as they must be built to meet the tough Euro4 standards while the petrol passenger cars are currently required to meet the Euro3 standards.

As a general guide this means any early to mid 2000YM vehicles are high risk and unlikely to qualify.

So what to do to ensure compliance with all the standards including emission and frontal impact standards?

As a quick reference the following applies:

All light vehicles should have a Whole of Vehicle Approval plate attached to the body.
If the approval plate contains the numbers 2001/116 (or higher) and the vehicle is petrol powered, then the vehicle will meet all the required standards including emissions.
If the approval plate contains the 2001/116 numbers (or higher) but is diesel powered then it will meet all the standards except emissions. Additional documentation will be required to prove compliance with Euro4 such as a Statement of Compliance or Certificate of Conformity. This is sourced via the manufacturer or its representative in NZ and in many cases is very difficult to obtain.
If the numbers are less than 2001/116, then the vehicle will meet all the standards except frontal impact and emissions, and therefore the vehicle cannot be certified and registered for use on NZ roads.

Important to note also is; every used import must undergo and pass an invasive entry inspection. For example corrosion or evidence of body damage may be cause for rejection and requiring a certified repair to be carried out before the vehicle is complied.

Exemptions to the above guidelines can apply for Kiwis returning home or those immigrating to NZ, or for special interest vehicles like low-volume sports cars or LHD muscle cars.

Visit the NZ Transport Agency website to view the fact sheet on special interest vehicles.

Petrol or diesel - which one should you buy?

Sun, 15 May 2011 19:20:50 +1200

With huge fluctuations in fuel prices, one of the big questions, when buying a car, is whether to opt for petrol or diesel.

So which is best?

There's no right or wrong answer. This decision can't be based solely on which fuel is cheaper at the pump as there are many factors to consider:

How many kilometres per year the vehicle will travel
The size and type of vehicle
The vehicle's fuel economy
Purchase price
Depreciation
Fuel price
Road User Charge (RUC)
Registration costs
Service and maintenance costs
Convenience
Noise and performance
Environmental impact
Kilometres travelled

The financial benefits of diesel are generally better if you travel high kilometres. For a car travelling low kilometres (15,000km per year or less) petrol may be the better option.

Size and type of vehicle

Large cars and 4WDs with high fuel consumption often will benefit from being diesel powered while smaller cars with petrol engines of around 1.6 litre capacity will generally be very fuel efficient.

Fuel economy

During the AA ENERGYWISE Rally 2010 we discovered diesel cars usually travel up to 30% further on one tank of fuel. Fuel economy should be considered in conjunction with other factors such as registration costs, Road User Charges (RUC), purchase price, servicing and depreciation.

Purchase price

Diesel cars used to be considerably more expensive than petrol. These days the price difference may not be as extreme, but it's still worth checking.

Depreciation

Depreciation is a major factor when considering which fuel type to use. In particular, petrol models of large 4WD's tend to depreciate more quickly than their diesel equivalents.

Fuel price

Although fuel prices fluctuate, diesel has remained cheaper at the pump. However, RUC and greater registration fees must be factored in to the overall running costs of diesel vehicles.

Road User Charge (RUC)

RUC costs apply to all cars using fuel that isn't taxed at the source such as diesel, and all vehicles over 3.5 tonnes regardless of fuel type.

Relicense Costs (Vehicle Registration)

The annual relicense fee is a fixed cost regardless of distance travelled. Cost can vary depending on vehicle class designation and fuel type.

Service and maintenance costs

Diesel vehicles have traditionally been more expensive to service. However, many modern diesels now have similar service intervals to petrol powered vehicles. Service intervals can vary however and depend on the manufacturer's recommendation.

Convenience

Ensuring the RUC is up to date is a potential inconvenience of operating a diesel vehicle. However, one convenience is that it requires re-fuelling less frequently.

Noise and performance

Older diesel engines tend to be very noisy; however modern technology has greatly improved noise and overall performance levels. Modern common rail diesel engines will not tolerate contaminated fuel so refuelling at a busy site is advisable. Refuelling from a farm storage tank is not recommended.

Environmental impact

No engines are good for the environment. However, minimising environmental damage should be of concern to all motorists.

CO2 (Carbon dioxide) is one of the major greenhouse gases that has been linked to discussions on climate change. Generally, diesel engines emit a lower level of CO2 per kilometre travelled so could be considered better for the environment.
CO (Carbon monoxide) is a lethal gas produced by petrol engines. While CO emissions have been combated with the use of catalytic convertors, they only work effectively once they have reached operating temperature, so CO is still a by-product of petrol engines during the warm-up phase.
NOx (Nitrous Oxide) combines with low level ozone to form smog. While NOx can be higher in a new diesel than a new petrol engine, petrol engines produce more NOx over time.
HC (Hydrocarbon) in fuels contains harmful chemicals including benzene. Benzene has been proved to be highly carcinogenic. HC emissions are much higher in petrol engines than diesel.
SPM (Suspended Particulate Matter) refers to particles suspended in the air, such as soot, emitted from the exhaust of a diesel engine. While modern diesels are fitted with particulate filters, SPM emissions are still high in older diesel engines.

To summarise the environmental impact of petrol vs diesel engines: diesel comes out on top with regards to CO2, CO and HC. Both are around the same when it comes to NOx and diesel is worse for SPM.

Generally speaking, a large 4WD vehicle doing high mileage would be better off diesel powered and a small hatchback, doing a low mileage may be better being petrol powered.

However, there are many factors to consider, and each factor needs to be considered in conjunction with the others. Ultimately, it comes down to the individual motorist's decision as to which fuel best serves their purpose.

Change in buying patterns

Tue, 23 Nov 2010 00:00:00 +1300

Like other markets around the world, New Zealand’s new car industry has seen some major changes in recent years, with fluctuations in buying patterns throughout these recessionary times seeing some interesting shifts in customer preferences.

It’s no surprise that we’ve seen a huge swing away from large and medium sized cars in favour of smaller ones but the extent of the shift may surprise some people and the sectors experiencing growth are not necessarily the obvious ones.

In 2004, 24.9% of all cars sold in New Zealand were large cars, with traditional favourites the Holden Commodore and Ford Falcon making up the lion’s share of the large car sector. However by 2009, in the depths of global recession and fuel prices at their peak, the large car sector had roughly halved, shrinking to just 12.6% of the total new car market, and YTD 2010 that number has fallen further to 11.2%.

During this time, medium car sales also took a dive, falling from 18.6% in 2004 down to 14% so far in 2010, bringing the combined large and medium sectors down from 43.5% market share in 2004 to just 25.2% in 2010.

Naturally, light and small cars have seen an increase throughout this period at the expense of larger cars, but their increase has not been as great as you might think.

In 2004 small cars made up 24% of all new car sales while light cars accounted for an 11.3% share. When fuel prices were at their highest during 2009, those figures were 29.2% and 19.7% respectively, but in 2010 smaller cars haven’t been so popular with buyers, falling back to 28.2% for small cars and 16.9% for light.

So while the market share for small cars has risen slightly, the increase doesn’t make up for the huge gap in the market opened up by the reduction in large and medium car sales.

So where have all the buyers gone? It may or may not come as a surprise that the market sector experiencing the biggest increase currently is the SUV segment, with both the compact and medium SUV sectors experiencing the most success and luxury SUVs also seeing a slight increase in popularity.

In 2004 compact SUVs found favour with 7.2% of buyers while medium SUVs accounted for 6.4% of new car sales. Perhaps surprisingly, 2009, (the year of high fuel prices) saw an increase in those numbers to 9.6% and 8.3%, while in 2010 the growth continues with compact SUVs running at 12.6% market share and medium SUVs at 11%.

Very large SUVs have fallen slightly from 1.7% to 0.9%, but luxury SUVs have experienced some growth in market share from 1.9% in 2004 to 2.4% in 2010, taking the total SUV sector from 17.2% market share in 2004 to 26.9% in 2010.

So, why the swing towards SUVs?

Part of the reason is the reduction in the number of sales of new people-movers, with some buyers opting for a multi-seat SUVs in preference, however, people-movers have never rated highly on the new car sales ladder, representing 1.8% market share in 2004, falling to 1% in 2010, so they hardly warrant a mention.

One of the biggest reasons seems to have been the giant leaps forward manufacturers have made in engine technology, meaning that SUV’s are not all the gas-guzzlers they once were.

Manufacturers also seem to have been listening to their customers, and have realised that not all SUV buyers (in reality, very few of them) have a need to go off-road, so in the recent past we’ve seen numerous SUV’s come to market with 2WD only, as opposed to the traditional heavier and thirstier 4WD set-up.

In 2010, it’s not uncommon to find an SUV capable of achieving fuel consumption figures of between 6.5 to 7 litres per 100km, with the thirstiest SUV in the recent AA Energywise Rally consuming under 8.5L/100km. Not so long ago, these figures would have made small car buyers smile.

Ultimately, as Kiwi’s, the outdoors remains very close to our hearts and the modern SUV with its ease of entry and exit, the option of 7 seats and the ability to get out of town for the weekend ticks most of the boxes that suit our lifestyle.

Examples of car classes

Light - Mazda2, Honda Jazz, Suzuki Swift
Small - Toyota Corolla, Honda Civic, Hyundai I30, Audi A3
Medium - Toyota Camry, Honda Accord, Peugeot 407, Audi A4
Large - Holden Commodore, Ford Falcon, Nissan Maxima
Compact SUV - Kia Sportage, Honda CRV, Mitsubishi Outlander
Medium SUV - Ford Territory, Mazda CW-7, Subaru Outback, Toyota Prado
Large SUV - Toyota Landcruiser, Mitsubishi Pajero, Jeep Grand Cherokee
Luxury SUV - Audi Q5, Porsche Cayenne, Lexus RX400H
People-movers - Toyota Previa, Honda Odyssey, Kia Carnival

Do you really need a V6 engine?

Fri, 21 May 2010 00:00:00 +1200

For those on a limited budget and looking for a reasonably cheap used car, we strongly recommend some consideration is given to the number of engine cylinders sitting under the bonnet.

Two options are commonly available in a number of mainstream vehicles on NZ roads, an in-line 4-cylinder and a V6.

A V6 is normally a very smooth engine in comparison to the in-line 4 and is generally found in mid to large size cars delivering increased power and, depending on how they are driven, comparable fuel consumption. There are numerous upsides of the V6; plenty of power, towing ability, reasonable fuel economy, quietness and less harshness to name a few and if serviced regularly, they offer reasonable reliability.

The downsides however can be when the car goes into the garage for a service or if any major mechanical work is required especially if the power is delivered via the vehicles front wheels. In this configuration (east-west layout) a V6 engine is almost shoehorned into the engine bay and can, depending on the work required, become a very labour intensive peace of equipment to work on.

As a simple comparison of the two engines, we have used spark plug replacement. A cold call to a franchise dealer (selling and servicing V6 powered vehicles) was made regarding the cost to replace a set of plugs only. In round figures, the estimate given was $350 which included around an hour's labour and the fitting of long-life (100K) spark plugs.

Because of the difficulty in reaching the plugs situated against the engine bay firewall, the exhaust manifold also requires removal which thankfully was included in the cost estimate given. If studs were to break on removal however (which is not uncommon), then any additional labour costs would be passed on.

The reason long-life plugs are fitted to a V6 engine is to help reduce maintenance (labour) costs over a long period.

Another call to a franchise dealer (selling and servicing in-line 4-cylinder cars) revealed a total estimated cost of $120 which included labour of around half an hour and no additional disassembly of other major components. Sure, the plugs were not long-life as fitted to the V6 (don't need to be as labour costs are a lot lower), but were estimated to last up to 40K at least.

Calls made to non franchise parts supplies did reveal savings could be made however; the difference between standard and long-life plugs was still significant at around $20 per plug.

For those unlucky enough to require a little more in-depth engine work, the cost factor multiplies rapidly. Take for example the need to replace a head gasket. With a V6 engine there is two of everything (heads/gaskets/seals etc) whereas the in-line 4-cylinder only has one, so it's a no brainer which one is going to cost more.

Admittedly not all in-line 4-cylinders are the same and there are some with much better reliability records than others, especially when buying into the older and higher mileage segment of the market.

If it fits your life style, then a V6 is a very hard engine to beat, just be aware as they age the running costs can be significantly higher.

If you don't need the extra power then less is often best.

Helping your teen buy their first car

Sun, 15 May 2011 19:27:11 +1200

Helping your son or daughter purchase their first car is a challenge. Tensions may mount over choosing the most suitable vehicle. Aspirations may be beyond financial realities. Here's some guidance.

As a guide we have set the maximum price at around $7,000 and focused on vehicles aged between eight and 13 years. The key word in the process is compromise. You are faced with having to weigh up the importance of appearance versus practicality; performance versus maintenance costs; brand versus insurance eligibility and costs; extras versus condition.

We suggest you:

Try and find a car which comes with a full service history
Steer clear of performance-related vehicles, such as those fitted with turbo-charges or four-wheel drive systems
Be conscious that while some 'variable valve timing systems' can improve economy and performance, they can also increase speed
Be aware of distracting attractions, such as expensive sound systems and electrical extras
Ensure the vehicle is structurally sound, whilst accepting you are not going to get all the safety features of a new vehicle
Never purchase a vehicle with a WOF more than 28 days old

Contact your insurance company to discuss the costs of insurance when there are various drivers of different age groups potentially using the vehicle. Some models can be very expensive to insure.

Whether New Zealand-new vehicles are better than Japanese imported used vehicles is a question not easily answered. Keep in mind that imported vehicles are unlikely to have full service histories attached

Armed with these tips, decide where to shop. AA Members can phone the AA's free motoring and legal advice helpline on 0800 500 333 to discuss the risks involved with various purchasing avenues.

Don't rule out visiting a major new vehicle distributor either - they may have traded just the vehicle you are looking for.

Cheaper to stick with a manual shifter?

Tue, 23 Mar 2010 00:00:00 +1300

Automatic transmissions continue to be the transmission of choice for most Kiwi drivers, but for many they have become a financial nightmare.

Recent discussions with some of our AA Approved Automatic Repair Specialists, has confirmed our suspicions that auto repairs especially on the older fleet (7years & 150k plus), are starting to cost as much, and in some cases more, than the cars total value.

European cars continue to lead the way in repair costs, however as some of the mainstream Japanese fleet age they too are not as cheap to recondition as they once were.

For some makes and models genuine parts are no longer available or were never made available which can lead to patch up jobs with limited warranties and guarantees. The bottom line message here is to be very careful when buying a used car (especially privately) as the transmission could have been repaired to simply move the car on.

Constant Variable Transmissions (CVT) are often best avoided on the older fleet as well simply because of their original design flaws and repairs can be a 'best effort' rather than a long term fix.

In comparison the good old manual transmission just keeps on going with few problems. Even clutches seem to last hundreds of thousands of kilometres provided they are not abused.

Manuals are definitely harder to find and in many cases not available for some models, but when they are, it can dramatically reduce the risk of huge repair bills.

Toyota Yaris vs Suzuki Swift vs Holden Barina 2009 review

Fri, 13 May 2011 16:02:49 +1200

Back in the days of endless summers, quarter acre sections and school milk we rode around in big 6 or 8 cylinder cars unconcerned about the price of fuel or the damage we were doing to the environment. After all, petrol only cost a couple of bob a gallon and small cars were considered dangerous so the more hard metal around us the better.

But times have changed. The endless summer was just a myth, the quarter acre sections have long since been sub-divided and school milk went out with the black and white TV. Petrol is now an expensive commodity and we've discovered seatbelts and airbags provide better protection than even the hardest steel dashboards. And smaller cars are now roomy, fun and safe.

In many congested European cities big cars have been seen as anti-social for a long time. We've been a little slow to see the sun set on big heavy metal in this part of the world, but the sales statistics show we're increasingly considering small cars.

Just a few years ago, in 2004, the small (AB) segment accounted for just 9% of the total new vehicle market. By 2008, that total had almost doubled to a 17% market share, and there's every sign that 20% is in sight.

Many small cars are now achieving 4 or 5 Star safety ratings. Fuel efficiency and CO2 emissions are increasingly becoming high considerations for car buyers and our traffic congestion problems are rapidly catching up with those overseas.

Small cars are starting to make a lot more sense. With this in mind, we have put three popular small cars to the test, the Suzuki Swift GLX Auto, Toyota Yaris 1.5 Auto and Holden Barina.

So, how did they fare?

We've all heard it said that there are no bad cars these days, and that is probably true. Even looking at some of the smallest and least expensive cars on the market, they're all pretty good today.

But life is full of compromises and no one car can be all things to all people. Getting three competing models together, we were always going to like certain aspects of one car, but prefer other features of its rivals.

So which car offered the best overall package across all criteria?

When comparing the Yaris 1.5, Swift GLX and Barina, the Yaris offers the most equipment and it's a lively performer too.

However, we didn't like some of the characteristics exhibited by the automatic transmission. Lift off the throttle and the car wants to nose dive into the tarmac, creating something of a see-saw action.

Also, the centre mounted digital instrument cluster arrangement has never really appealed, although it does make way for a second glovebox where the instruments would normally be.

The Yaris is a good car but we struggle with the price tag, which reads closer to thirty grand than twenty, at $27,800.

With value for money and sharp pricing being at the front of everyone's mind in this economic climate, it's hard to justify this amount of outlay when the other cars can be bought for considerably less.

So, if we eliminate the Yaris on price, how did the other two match up?

The Swift is perhaps the prettiest car of the bunch. There are good levels of equipment and safety features, and we like the way it drives.

Seating is supportive and cabin ambience impressed. Switchgear and instruments are simple and well laid out, and low intrusive noise levels combined with a comfortable ride quality would have to put the Swift in the running here.

On the deficit side of the ledger the engine is a little short on power but at $21,800 complete with a very capable automatic transmission, pricing is not unreasonable.

The Barina was the cheapest of the bunch. For $19,990 you're getting new car peace of mind motoring, with a 3 Year warranty and a decent level of specification.

But if there's one single thing to inspire confidence in a car, it is for knobs, switches and levers - anything you touch - to have a quality feel about them. We felt the Barina had the mix wrong, with the dash top being soft to the touch, but some of the switches and the gear lever feeling fragile and brittle.

So on that basis, the Barina is a little outclassed here. The Yaris and Swift have more of a quality feel about them.

However, all things considered, if your budget tops out at $20k, the Barina will do everything you need it to do.

If price is no object and you particularly like the Yaris, you will end up with a very good car. With Toyota's bullet-proof reliability and long lasting qualities, you can't go wrong with a Yaris.

But if you take price, build quality, specification and all round likeability into account, the Swift is the car we'd most like to live with and just pips the others to the post.

Model	Suzuki Swift 1.5 GLX Auto	Toyota Yaris 1.5 Auto	Holden Barina Manual
Retail Price	$21,800	$27,800	$19,990
Engine	1490cc 4 cyl	1497cc 4 cyl	1598cc 4 cyl
Power	75kW @ 6000rpm	80kW @ 6000rpm	76kW @ 5800rpm
Torque	133Nm @ 4000rpm	141Nm @ 4200rpm	145Nm @ 3600rpm
Transmission	4 Speed Auto	4 Speed Auto	5 Speed Manual
Length/Width/Height (mm)	3605/1690/1500	3750/1695/1520	3920/1680/1505
Kerb Weight Braked/Unbraked (Kg)	1075	1075	1145
Turning Circle	9.4	9.4	10.06
Wheel Size	15"	15"	15"
Towing Weight Braked/Unbraked (Kg)	1000/400	1050/550	No towbar available
CO2 Emission (g/km)	164	160	167
Fuel Consumption (Mixed Cycle)	6.7	6.7	7.0
CrashTest Rating (ANCAP)	4 Star	4 Star	4 Star

How to buy a safe second hand car

Sun, 15 May 2011 19:29:52 +1200

Judging how safe a car is

There are two sources of valuable information. These are crash test results and car accident statistics.

Who conducts the crash tests and how

Crash tests are a scientific way of rating individual cars for safety. Australian New Car Assessment Programme (ANCAP) runs three different tests. The most realistic of these is the offset test. This determines the chance of the occupants' survival when the car crashes into a solid object at 64km/h, at a slight angle.

How car crash test results are rated

ANCAP believes occupants should survive a collision at 64km/h. Cars tested in this programme receive a star rating indicating chances of injury. One star is a pass, but an occupant would probably be injured. Five stars means you would probably walk away from the car accident.

Car accident statistics

The other way to rate cars for safety is by statistical analysis of real world crashes. For information on crashes on New Zealand roads, Land Transport NZ has linked up with Melbourne's Monash University Accident Research Centre.

There, researchers have conducted a huge study of two-way car crashes in New Zealand and Australia. Using statistics, Monash researchers have rated cars according to their chances of killing or injuring their occupants in a two-vehicle crash.

What both of these studies tell us

Both methods show significant differences between individual models and years. In general, most late 1980s cars are:

Unsafe by today's standards
Lacking airbags, self-tightening seatbelts and ABS (anti-skid) braking

Pre-2000 vehicles which are in the Light (under 1300cc) and Small (1500cc) classes rate poorly.

Other significant findings include:

Older, mid-sized Japanese cars rate badly
Older people-movers are unsafe, but the class improved during the 1990s
Small European cars appear in fewer fatal and injury accidents than small Japanese cars of similar age
Big European, Australian and Japanese cars and SUVs protect their inhabitants well in two-car smashes, but not the passengers in the cars they collide with

SUV and 4WD safety

SUVs or 4WDs appear safe. Some are amongst the safest cars in two-vehicle collisions. The problem is their high-riding nature and tank-like construction. You're actually driving a light truck. If you lose control in the wet, you're less likely to regain it.

Ford Focus Wagon, FFV, Falcon Mark II and FPV Vehicles 2006 review

Fri, 13 May 2011 15:50:20 +1200

Ford New Zealand are introducing a swag of new additions to their most popular model line-ups between now and the new year, and there's something for everyone among the new selection of Focus, Falcon and FPV vehicles.

One of the most dynamic handlers under $40k the Focus range receives a Station wagon version that promises to stir up the compact wagon class, which is currently rather slim of pickings.

Even better, it's available with a diesel engine, without any price premium over its $35,290 petrol counterpart no less. This, along with a 20,000km or 1 year service interval - the same as its petrol counterparts, should ensure annual operating costs are lower than the petrol Focus. Diesel road user charges being the biggest detriment to the oil burner's economic argument.

A very brief drive confirmed the precise handling isn't lost with the wagon application, and the diesel power unit is the best available in a wagon of this price point. There is some diesel clatter, but on the whole the 85kW four-cylinder turbo engine impressed. A five-speed manual is your only option of transmission, but with 300Nm of torque offering plenty of pulling power, ratio changing isn't required as frequently in the diesel.

The wagon is spec'd for the fleets, so doesn't receive the same sports suspension as the Focus Zetec hatch or the creature comforts of the top spec Ghia.

Though with standard front, side and curtain airbags (curtain bags can be deleted to reduce the price by $1000), ABS, Sony CD and audio system, cruise control and 482 litres of luggage capacity in five seat mode (loaded to parcel shelf height) it also presents itself as a practical and attractive get-away vehicle for a small family.

There'll be more money for ice creams on the long trips with the kids too, the diesel Focus wagon is claimed to sip fuel at a mere 5.7 L/100km.

If diesel isn't your thing, Ford also unveiled this country's first manufacturer-assembled Flexi-fuelled vehicle (FFV), again a Focus wagon, capable of running on a 85% bio-ethanol, 15% petrol blended fuel called E85.

Ethanol can be extracted from many renewable sources, plants, manure or even garbage; in New Zealand Dairy giants Fontera produce Ethanol from milk by-products such as whey.

The blended fuel is around two thirds less efficient in producing energy during combustion than straight petrol, but in return produces around 70-80% less carbon dioxide (CO2). Still evaluating the FFV's viability, Ford would like to see a government department take the pro-active stance and add some examples of the more eco-friendly vehicle to their car pool.

But before Jeanette and Nandor knock down the door of their local Ford Dealer, a cheap and user-friendlier source of Ethanol is required. While Ford has sourced some E85 through Gull fuel, and ran the FFV Focus as a demonstration vehicle in the 2006 AA Energywise Rally ( www.aaenergywiserally.co.nz ) Ethanol blended fuel isn't something the average consumer can pop down the road and fill up with at the pump. Well not yet at least. Anyone looking at adding the FFV focus to the fleet will need to strike a delivery deal with an ethanol supplier.

In addition to the current infrastructure issues, ethanol is also in high demand from the medical industry, and producers of Alcoholic beverages in this country. Ethanol producers are unlikely to sell mass quantities of ethanol for automotive use at a rate that makes the fuel financially viable to most.

The FFV Focus can also run on 100% petrol, with no perceivable loss of performance over current Focus, so thankfully having a bulletproof source of Ethanol is not an essentiality to ownership.

Focus was not the only vehicle in Ford's portfolio to see changes. A Mark II face-lift also offers further attraction to Ford New Zealand's biggest selling model range also, the Falcon.

"The introduction of the BF Mark II Falcon range, is the next evolution of the iconic Falcon brand," said Ford New Zealand's Managing Director Richard Matheson at the vehicle's press launch.

We might suggest the new styling is certainly more evolutionary, than revolutionary. Aside from some new colour options, XR models pick up no exterior changes at all. That said, the culmination of subtle bonnet sculpturing, revised front and rear bumpers, grill and headlamps do work well on the XT and Fairmont models that receive them.

A realignment of Falcon models sees the deletion of the Futura for the BF MkII, replaced by a XT Sport version. The XT Sport ($46,790) saves $1000 over the Futura but is better equipped with a sports package including the superb ZF six-speed automatic, Dynamic Stability Control (DSC), rear spoiler and 17-inch alloy wheels.

All models as of December 2006 will have a Bluetooth mobile phone kit option that can be fitted by Ford's dealer network.

In a way given the lack of exterior remodelling in XR variants, the XT Sports looks like the XR6 should. We feel for some, paying and additional $3000 over the XT Sport for an XR6 that looks the same as the outgoing one ostensibly won't seem like much of a trade-up.

Of course the XR versions benefit from the more supportive seating that they always have, and some attractive new interior designs, (Look for 'Chicane' trim featuring metallic yarn seat fabrics with a choice of stitching colours and stylish satin alloy instrument panelling.) But the potential that XR6 risks losing sales to the new look XT Sport is a real possibility.

At the higher end of the Falcon line up the Fairmont and Fairmont Ghia luxury models are differentiated with lashings of chrome around the head and fog lamps (dark accented headlamps on Ghia) as well as in the grill and bumper.

17-inch sports luxury wheels on the Ghia offer a more athletic stance as does the inclusion of XR side skirts and rear bumper. The Fairmont Ghia is suitably the most striking of the MkII Falcon offerings.

Inside, new china beige leather and suede feel trimmings are accented tastefully with onyx black, or as it's commonly referred to these days 'Piano black' command centre.

Being a luxury spec'd version, it seems unusual the Fairmont doesn't include DSC as standard fitment. Where the sportier Falcons benefit from the proven electronic driving aid at no extra cost, a $1400 package that also includes 17-inch wheels and Sports Control Blade rear suspension is needed to add DSC to the Fairmont. We see this as being money well spent, though a shame the model second only to the $52,990 flagship Fairmont Ghia ($58,990 V8) doesn't offer the same level of active safety as the XT sports model below it.

For those managerial types looking for a petrol alternative the Fairmont is now offered with a dedicated LPG engine. Drivers Graham Sharp and Neil Glyde used the BF MkII Fairmont to take away the AA Energywise Rally Driver's Award, achieving the greatest improvement over manufacturer's claimed fuel economy figures during the rally's 1629km route.

The LPG Fairmont, which for now still runs a four-speed automatic transmission, (the ZF six-speed auto has not yet been calibrated for use with the LPG powered engine) returned a fuel efficiency of 10.5 L/100kms during the rally, a substantial improvement over Ford's claimed 15.1 L/100km.

Ford's performance arm, FPV also unleashed two new athletic models. In a way paralleling the FFV and Focus Wagon's departures from the norm, the new FPV Force6 and Force8 models will open new doors for Ford Performance Vehicles.

Whereas the Mark I BF FPV line-up consisted of hotted-up versions of the XR6 or XR8 sportier Falcons the Storm nameplate adds, for the first time since FPV's 2002 launch a desperately needed luxury exponent to the range.

Overtly muscular styling and racing stripes of the FPV Typhoon, GT and GT-P which may not appeal to the more distinguished petrol head, give way to a more refined exterior look, and European-influenced presence in the Force. The Force clearly targets the popular HSV Senator. While pricing has yet to be confirmed, Ford suggest the Force range will deliver a value for money package sure to encroach on the sales of the HSV, not to mention some prestigious European marques.

The discreet body kit, stunning 19-inch alloys and added chrome jewellery in our view offer a far more desirable look than that offered by previous FPVs, perhaps even more menacing than other spoiler-laden offerings too, thanks to a 'dark horse' allure the new model emanates

A stonking 4.0 litre 270kW turbocharged engine lives beneath the hood of the Force6. The turbo charged power unit appeals to the younger, technology savvy purchaser and is sure to satisfy. Under full throttle, torque pins the driver to the back of the supremely comfortable leather sport seats and the Force6 accelerates with blistering exuberance.

The Force8 with it's 5.4 litre quad cam V8 producing 290kW seems lacklustre when pitted against the turbo six. It produces less torque (520Nm) than the Force6 (550Nm), and does so during a narrower band of engine rpm. Engine response really pales in comparison, and only really gets up and goes between the 3500 and 5000rpm mark on the tachometer. The Sonourous V8 should put smiles on the faces of 'old school' Falcon enthusiasts, who will forever have a place in their hearts for the only Aussie-built V8 left in production, but truth be told our money would buy the immensly fun Force6 every time.

Unlike the sportier spec FPV models and more befitting of an executive express, only the smooth six-speed automatic is available in the Force vehicles. No manual transmission is offered.

Fairmont-esque levels of luxury in both Force6 and Force8 also benefit from wood grain accents and tasteful sporting touches such as a chunky grip FPV steering wheel, alloy push-button starter, more elegant interior colour treatments and FPV specific instrumentation.

So then, medium sized or large - petrol, diesel, LPG or ethanol - luxury or sport - economy or performance. Ford has all bases covered going into 2007. The hardest job will be deciding which one you can live without!