Motoring blog / Fuel and running costs

Ways to increase your vehicle's safety and efficiency

Tue, 18 Dec 2012 13:06:55 +1300

As we move into the hottest time of the year, now is a great time to ensure that you’re running your vehicle safely and efficiently.

Use of navigation applications help reduce driving time, and with today’s improved route optimisation technology, and congestion data, these tools are starting to add greater value to operators. In 2009, the AA launched AA Traffic which provides congestion and speed data through AA Maps, as well as through GPS devices that use AA Maps (e.g. TomTom). If you’re not already using such data, it is worthwhile considering, especially to assist in improving your driving times between appointments.

There are a number of ways you can optimise your vehicle’s operations and we’ve included some of these tips below:

1. Minimise engine idle time

Over the course of a day, the engine will idle for hours burning fuel. One extra hour a day of idling is equivalent to 102,998 km of engine wear. This prematurely ages the vehicle, which further impacts their fuel economy and efficiency. Make sure you switch off the engine each time you get out of the car and if possible avoid travelling during peak times.

2. Monitor speeds

Excessive speeding is dangerous and burns extra fuel, adding risk and expense to your driving.

3. Optimise routing

Plan routes that involve less stopping and idling at intersections and traffic lights and use roads that are less likely to have traffic jams; this will result in savings. Smart planning will improve efficiency and reduce your costs by lowering your vehicle’s mileage and maintenance, not to mention maximising the use of your time and extending your vehicle’s longevity.

4. Proactive Vehicle Maintenance

Vehicles get their best gas mileage when they operate at peak condition. Routine maintenance services like properly inflating tires, changing oil, filters and spark plugs improve fuel economy by 4% to 10%. These savings add up quickly. Well-maintained vehicles stay in service longer, operate more efficiently, produce fewer green house gases and provide service that is more reliable.

5. AA Business Care

In the event of break down, you want to know that you can get back on the road and working as soon as possible. The AA can take that worry away and you’ll know that help is only a phone call away. We forward to discussing your Business Vehicle requirements. Find out more about AA Business Care or give us a call on 0800 734 543.

Volt takes charge at Britomart

Tue, 31 Jul 2012 11:24:59 +1200

Holden's new electric vehicle, the Volt, is heading off on a Kiwi road trip. Before it departs it is stopping off at Auckland's busy Britomart bus station for a recharge.

The Volt was spotted this morning in downtown Auckland having a quick charge using a standard plug point. It will cost the driver around $2.72 for a full charge.

The car is preparing to travel the length of the country to display its long range driving capability as well as to show how simple it is to charge on a plug point found in any NZ home.

Run the tank until near empty, or fill up when it gets to half?

Tue, 31 Jul 2012 11:24:58 +1200

There are a couple of theories around this question – both are correct, but they contradict each other!

One theory says that it is not good practise to let the tank run to almost empty as if there is any moisture or there are any contaminants in your fuel, you risk sucking the “dregs” into your engine, possibly causing poor running and potential damage (particularly with diesel), so it’s best to start thinking about re-fuelling when it gets down to about ½ full.

However, the second theory says that less weight means you get better fuel economy, so run the car with as little fuel as possible (if you’ve ever watched Formula 1, you’ll note that they only ever refuel with the minimum amount to get to the finish line!).

Personally, I subscribe to something of a compromise and prefer to refill when the tank gets down to about ¼ full. This eliminates some of the risk associated with the first theory, and gives me a (perhaps delusional!) sense that I am running the fuel weight down to get a slight benefit in fuel economy. Also, I hate the thought of running out, so always leave myself a safety buffer.

As a footnote, if the car is being left unattended for a period of time, it’s best to leave the tank full, as this reduces the risk of the fuel going stale due to exposure to air in the tank, or becoming contaminated.

Re-inventing the car as we know it

Thu, 12 Jul 2012 15:20:46 +1200

Spot the Volt

Electric Vehicles (EV’s) are slowly working their way amongst us in many different forms. Some people refer to them as big electrical appliances and others perceive them to be overgrown mobility scooters but we just call them Electric Cars.

The Wellington Council has been the first to embrace them and currently running Mitsubishi i-MiEV’s in the city while the Z Energy filling station came on board and provided the first public charging post in New Zealand. Currently Holden are extensively testing the Volt, their first long range EV vehicle in New Zealand ahead of the launch expected later in the year.

Keep an eye out for the Volt as it might be heading to your town soon while it completes the NZ tour. The Volt should bring an end to the range anxiety normally associated with EV’s, Holden claim it should manage 87km on electric only mode and with the assistance of the range extender it will manage around 600km.

RUC hike ahead for most diesel owners

Thu, 28 Jun 2012 07:56:56 +1200

Most diesel vehicle owners will pay more in Road User Charges (RUC) when the tax system changes in August.

The major change is that vehicles will now be charged for the maximum weight they can carry, with all light diesel vehicles under 3.5 tonnes being classed in the same weight band.

That means most light vehicles will end up paying more, as the lower RUC licence that existed under the previous scheme is withdrawn.

There will also be an average 4.1% inflationary increase in RUC on 1 August, which matches the 2 cent per litre increase in the tax on petrol coming into force at the same time.

Combining these two changes together, a diesel car owner driving the average 14,000km a year can expect to pay about $51 more in RUC annually.

To lessen the impact of the increase, owners of 'Type 1' diesel vehicles do have the option of buying additional RUC at the current price before August 1. This RUC will not expire and can then be used after the new rates come into effect.

The changes to the weight classification system for RUC means the owners of vehicles capable of carrying heavy loads but that normally don't, like motorhomes or courier trucks, will pay more while commercial transport operators that have their heavy vehicles fully laden at most times will benefit.

Unlike commercial vehicles, light vehicles rarely operate laden, and the AA unsuccessfully lobbied the Government for a lower permanent RUC weight for vehicles below 2 tonnes.

All RUC funds and petrol excise tax go into the National Land Transport Fund which pays for the building and maintenance of our roading network.

The Ministry of Transport website has more detailed information about the RUC changes.

Read the submission the AA made to the Government about the RUC changes

Innovation thriving in European bike lanes

Fri, 11 May 2012 10:35:48 +1200

In Europe cycle lanes have turned out to be more than just a facility for commuters and tourists. They are also fast becoming a lane for a new range of cycle-based businesses and services. Cycle logistics is the latest project from the European Union which between May 2011 until April 2014 is funding companies to try using bicycles instead of motorcycles for deliveries. Cycle logistics will aim to replace 25% of motorised delivery trips which are less than five kilometres in major cities.

And before you imagine this is all about the Europeans worrying more about appearances than results consider this: in combination with fast train services a cycle courier can get from Cambridge to London faster (and in greater safety) than a motorcycle. The same would apply internationally (e.g. Paris to London) and with Deutsche Bahn (The German Railway) operating cycle rental in conjunction with their train services. Cycle rental services are springing up all over as cities recognise the benefits to tourists and locals alike from self-ride “taxi” services on the cycle-lane network.

Peter King, AA Motoring Policy Research Editor, is attending a conference in Germany focusing on better connectivity.

Representatives from the 53 member countries of the International Transport Forum at the OECD have gathered in Leipzig, Germany for a three-day summit on the future of global mobility.

The 2012 summit is headlined “Seamless Transport: Making Connections” and is asking how better connectivity can improve lives and stimulate the economy.

Issues for discussion include:

Rethinking the Last Mile: What new approaches exist for freight delivery in cities?

The Future of Travel: How does e-Ticketing, smart-phone use and data sharing change mobility?

Facilitating global trade: Connectivity across borders

Transport for Growth: Can better connectivity stimulate economic activity?

Smart Grids: How to power the e-mobility future?

Collaboration in connectivity: Achieving seamless transport between cities and regions

Cycles in inner cities are now faster than almost any other form of transport – a fact not lost on ambulance services in London.

<h3>Peter King, AA Motoring Policy Research Editor, is attending a conference in Germany focusing on better connectivity.</h3>

<p>Representatives from the 53 member countries of the International Transport Forum at the OECD have gathered in Leipzig, Germany for a three-day summit on the future of global mobility.</p>

<p>The 2012 summit is headlined “Seamless Transport: Making Connections” and is asking how better connectivity can improve lives and stimulate the economy.</p>

<p>Issues for discussion include:</p>

<ul>

<li>Rethinking the Last Mile: What new approaches exist for freight delivery in cities?</li>

<li>The Future of Travel: How does e-Ticketing, smart-phone use and data sharing change mobility?</li>

<li>Facilitating global trade: Connectivity across borders</li>

<li>Transport for Growth: Can better connectivity stimulate economic activity?</li>

<li>Smart Grids: How to power the e-mobility future?</li>

<li>Collaboration in connectivity: Achieving seamless transport between cities and regions</li>

</ul>

</blockquote>

Well before the van can get to a patient the cycle ambulance can be on the spot providing life-saving CPR or defibrillation, or simply assessing the need for the van to come at all.

Nor are cycle lanes just places for red-faced, sweaty people to huff and puff. At the International Transport Forum in Leipzig I got to try out the latest range of electric assisted cycles ranging in price from €2000 to €3000. Like a typical cyclist I had not really seen the point of assisted cycling given that I pedal for exercise, but there was nothing like trying a bike that with only moderate effort leapt away at up to 30km/h up-slopes and into the wind. This suddenly made pedalling that much more attractive.

New Zealand’s cycling facilities are by contrast primitive with those in Europe. However in areas where cycle facilities have been made available – for example in Hawkes’ Bay – what an appreciable change there has been to the uptake and use of the bicycle by people from all walks of life.

Cycling is now coming in all shapes and sizes in Europe. It includes taxis, food stands, service and delivery bikes. Although this cycle beer-bar (seen in Berlin) might be pushing the limits of safety and good sense.

MegaRegions and transport

Thu, 10 May 2012 10:28:23 +1200

The ability to work across political boundaries to achieve better transport integration within economically coherent regions is becoming an important source of trade competitiveness. That was the view of Professor Catherine Ross of the Georgia Tech Center for Quality Growth and Regional Development speaking at a forum on regional connectivity at the International Transport Forum meeting in Leipzig, 4 May.

Peter King, AA Motoring Policy Research Editor, is attending a conference in Germany focusing on better connectivity.

Representatives from the 53 member countries of the International Transport Forum at the OECD have gathered in Leipzig, Germany for a three-day summit on the future of global mobility.

The 2012 summit is headlined “Seamless Transport: Making Connections” and is asking how better connectivity can improve lives and stimulate the economy.

Issues for discussion include:

Rethinking the Last Mile: What new approaches exist for freight delivery in cities?

The Future of Travel: How does e-Ticketing, smart-phone use and data sharing change mobility?

Facilitating global trade: Connectivity across borders

Transport for Growth: Can better connectivity stimulate economic activity?

Smart Grids: How to power the e-mobility future?

Collaboration in connectivity: Achieving seamless transport between cities and regions

Professor Ross was investigating what she termed “MegaRegions” – giant conurbations which spanned city and provincial authorities which while smaller than a country were effectively a single, very large, economic entity. These MegaRegions will increasingly dominate world trade with the largest 40 contributing 80% of all technological development, 66% of world trade but only 18% of global population.

The largest MegaRegion today is Tokyo-Osaka in Japan with 60 million people, followed by Rio De Janeiro – Sao Paulo with 42 million. The Chinese MegaRegion of Hong-Kong to Shenzen region is however likely to eclipse both of these in time.

She says while MegaRegions are natural economic clusters political barriers can create serious impediments to their development. When politicians from components of these regions obstruct one another delays can have a significant effect on regional competitiveness.

This is perhaps better illustrated by its absence rather than its presence. Japan’s Central Railway Company chairman Yoshiyuki Kasai described how when the railways were run by Government politicians dictated fares and investment strategies based on political dictates. The result was a less than practical railway system for Tokyo, Osaka and Nagoya. Twenty-five years after privatisation 80% of revenues come from the 250km/h Shinkansen bullet trains and the company is about to launch a three trillion yen (US$38 billion) Maglev train running at 500km/h as a completely commercial investment.

Echoing the weariness with central government Alain Flausch, secretary general of the International Association of Public Transport, said his experience in Brussels, Belgium was that the country had worked as well, if not better, without a national government. The absence of a federal authority had simply allowed city and county level politicians and companies to coordinate without interference.

New Zealand will never have the population and economy needed to support Maglev trains. And while New Zealand is about as far from the world’s MegaRegions as any nation could be, Professor Ross’s work contains three important lessons.

The first is know who you are. New Zealand (and even Australasia) is tiny by any standards. We should not compare ourselves with heavily populated and industrialised nations or regions. Second, that aligning the political organisation (polity) of transport resource management (such as ports, airports, rail and roads) with the underpinning regional economy can have significant competitive advantages. Mismatched political organisation can result in inefficiencies which actually hinder our development. Thirdly, that from the perspective of trade MegaRegions are themselves more important than the countries of which they are a part. While MegaRegions will remain a part of their host country it is the MegaRegion, not the country we should focus on connecting with.

Tyre-maker Builds Hydrogen Future

Thu, 10 May 2012 14:17:27 +1200

French tyre manufacturer Michelin seems to be quietly building a platform for itself as a potential vehicle chassis manufacturer in a hydrogen powered future. At the International Transport Forum in Leipzig the €17bn company was demonstrating hydrogen fuel cell and electric battery vehicles using its technology.

The F-City H2 is a two-seater Fuel-cell powered vehicle with a conventional drive train. It feels like a cross between a golf-cart and a jeep, with excellent visibility, manoeuvrability, and storage. The prototype has a range of about 150km and is being crash-tested and is licensed for use on French roads. Unlike battery powered vehicles the hydrogen fuelled car can be quickly refuelled with gas. The vehicle is being developed into a saleable product but a price is not yet available.

Peter King, AA Motoring Policy Research Editor, is attending a conference in Germany focusing on better connectivity.

Representatives from the 53 member countries of the International Transport Forum at the OECD have gathered in Leipzig, Germany for a three-day summit on the future of global mobility.

The 2012 summit is headlined “Seamless Transport: Making Connections” and is asking how better connectivity can improve lives and stimulate the economy.

Issues for discussion include:

Rethinking the Last Mile: What new approaches exist for freight delivery in cities?

The Future of Travel: How does e-Ticketing, smart-phone use and data sharing change mobility?

Facilitating global trade: Connectivity across borders

Transport for Growth: Can better connectivity stimulate economic activity?

Smart Grids: How to power the e-mobility future?

Collaboration in connectivity: Achieving seamless transport between cities and regions

Michelin were also showing off their Active Wheel technology on another battery powered vehicle, the Heuliez Will. The Active Wheel incorporates two electric motors, one to power the wheel and the other to provide stability control. This replaces conventional mechanical drive-trains with electronic stability and power connections. The wheel is sealed and waterproof. Riding in the vehicle it was notable for its complete lateral stability. Unlike conventional vehicles the car remains flat whether accelerating or braking.

Perhaps the only problem with the Active Wheel concept is that changing a tyre becomes somewhat more involved than a conventional “spare tyre” which effectively means replacing the entire wheel.

Potentially Michelin’s answer to that could be the Tweel, a tyre which is not inflated at all (see the video below).

Put it all together however and suddenly a very large tyre-maker is in a very good position to build entire vehicle chassis with replaceable bodies reminiscent of the General Motors ‘Skateboard’ concept.

Build it, and they will come

Mon, 07 May 2012 09:36:11 +1200

Build it, and they will come. Such has been the mantra of many infrastructure pundits – particularly in the private sector.

“We built it. They didn’t come,” Irish Transport Minister Leo Varadkar told the International Transport Forum’s Transport for Growth forum in Leipzig, on 3 May.

Peter King, AA Motoring Policy Research Editor, is attending a conference in Germany focusing on better connectivity.

Representatives from the 53 member countries of the International Transport Forum at the OECD have gathered in Leipzig, Germany for a three-day summit on the future of global mobility.

The 2012 summit is headlined “Seamless Transport: Making Connections” and is asking how better connectivity can improve lives and stimulate the economy.

Issues for discussion include:

Rethinking the Last Mile: What new approaches exist for freight delivery in cities?

The Future of Travel: How does e-Ticketing, smart-phone use and data sharing change mobility?

Facilitating global trade: Connectivity across borders

Transport for Growth: Can better connectivity stimulate economic activity?

Smart Grids: How to power the e-mobility future?

Collaboration in connectivity: Achieving seamless transport between cities and regions

The upshot is that Ireland has a lot of shiny toll-roads and expensive train systems that are half-empty and costing them plenty in interest at a time when the Euro is under intense financial pressure. GDP is down 20%. Rather than pay tolls Irish truck drivers prefer free routes winding through small villages across the countryside. Worse the Government has to under-write lost revenue to private partners due to contracts with investment firms.

Back before 2008, Ireland, along with Greece and Portugal, was a poster child for large scale debt-based infrastructure investment. Now all three countries are struggling with European austerity measures with unemployment reaching politically dangerous levels. The message is clear: small countries should think twice about putting shiny new projects on the credit card. They don’t always pay off.

By contrast Zhenglin Fang, the Chinese Vice-Minister for transport could report that that country continues to develop at a breath-taking pace. Last year China built 10,000km of new expressways, and it shows no signs of slowing down. In the twelfth five year plan transport investment will continue with a new focus on rural roading.

Even recession-hit Britain is continuing to invest in transport. Parliamentary under-secretary for transport Norman Baker says Britain will use transport infrastructure investment to create jobs and the resultant infrastructure to provide scope for further national development. Rail, road and air systems are all being extended. Mr Baker says the Brown government takes the view Britain cannot afford not to invest in transport.

Instead of going for big-ticket items, Ireland’s new focus is to improve what it has by working smarter. This means integrated ticketing for public transport, opening the rail system to competition, more cycle networks and the like. Britain too is investing in these improvements. Being more efficient is more appealing to politicians in times where raising finance is becoming increasingly hard.

One avenue being explored in Britain is pension fund investment. The notion is that because pensions are a long term patient capital investment and infrastructure is long-term that pension-funds should be allowed to invest more in infrastructure. The hostility to that idea from the Swiss and German speakers was immediate and strong. Both felt that the return from infrastructure could only meet pension fund profit expectations so long as political desire to retain toll collection schemes lasted. Both felt that the required growth in toll revenue would be politically unpalatable and therefore too risky.

It was a sentiment echoed by Yoshiyuki Kasai, the chairman of the Japanese Central Railway company. His company is investing three trillion yen in a superconducting magnetic levitation train able to operate at 500km/hr which will cut the Tokyo to Osaka Bullet Train trip from two and half hours down to one – competing even more effectively with aircraft. Every day the Bullet trains carry 400,000 people in Japan at 270km/hr. Conventional trains used to do the route in six hours.

Mr Kasai said he had experienced running the railway as a public service before it was privatized twenty-five years ago and running it as a private company and in his view the private sector was vastly more efficient. He said when revenue was set by politicians the services were poor and the long term future bleak. With privatization the company operated on long term horizons and invested to maintain future revenue streams. He was dubious that the goals of the public sector and the private sector could ever successfully co-exist.

OECD Secretary Angel Gurria said, in opening the session, that there was no question that sustainable transport investment which facilitated trade was essential to economic growth and recovery. The total value of future infrastructure projects around the world is in the trillions of dollars, numbers, he described as ‘mind-numbing’. But he said Switzerland had shown how steady infrastructural development had allowed a small land-locked nation to maintain first place in global competitiveness.

While New Zealand’s shopping list for new transport infrastructure is only in the billions the numbers are still well in excess of any revenue the Government may have today. If New Zealand wants to remain competitive it will have to find some way to garner investment in a politically sustainable fashion.

It was clear that there are simply no easy answers. One tip of Mr Gurria was however that Governments could do a huge amount to reduce costs by reducing their regulatory impact on trade. It seems moving smarter is not just about congestion on the roads, but also in the bureaucracy as well.

Freight and Cities

Tue, 13 Mar 2012 14:46:52 +1300

Cities are built to trade, but is the way we trade around the city making the best use of road space? This is one of the questions being considered at the International Transport Forum’s Annual summit, being held in Leipzig. Peter King reports from the conference.

Peter King, AA Motoring Policy Research Editor, is attending a conference in Germany focusing on better connectivity.

Representatives from the 53 member countries of the International Transport Forum at the OECD have gathered in Leipzig, Germany for a three-day summit on the future of global mobility.

The 2012 summit is headlined “Seamless Transport: Making Connections” and is asking how better connectivity can improve lives and stimulate the economy.

Issues for discussion include:

Rethinking the Last Mile: What new approaches exist for freight delivery in cities?

The Future of Travel: How does e-Ticketing, smart-phone use and data sharing change mobility?

Facilitating global trade: Connectivity across borders

Transport for Growth: Can better connectivity stimulate economic activity?

Smart Grids: How to power the e-mobility future?

Collaboration in connectivity: Achieving seamless transport between cities and regions

Cities are trading hubs. Freight and cities has gone together since the first merchants formed caravans and started trade between them. But sometimes the impact of this essential trade on congestion and quality of life gets forgotten by authorities concerned with issues such as public transport.

Professor Rosario Macario at Lisbon Technical University, Portugal has spent a career looking at this issue. She has some illustrative numbers on how much freight is entwined into the daily transport activity of any city. For every ten citizens there will be one delivery per person per day. For every job in the city there will be one delivery per week. For every one thousand inhabitants there will be 300 to 400 truck trips of 30 to 50 tons goods per day.

But there are also other disturbing facts. Professor Rosario says delivery trucks often impede traffic. Dr Laeticia La Blanc of French research organization IFSTTAR says that while logistic companies have moved their warehouse handing centres to the city rims in pursuit of cheaper land. Their customers have largely remained in place increasing the amount of fuel consumed, emissions made and congestion due to truck movements. Wim Bens of consultancy Dinalog, says over half of all truck movements are made empty. Many trucks have only one delivery per trip. He suggests if more efficient use were made of the road corridor it would be possible to reduce the need for expensive infrastructure investment.

But none of this is easy. Part of the problem is the highly competitive nature of the freight industry. Firms in the industry compete furiously and work hard to optimize their own operations. What they don’t try to optimize is the efficiency of the total delivery system. Mr Bens says that is possible to optimize to reduce the costs and improve the efficiency of firms’ delivery systems but this may require illegal levels of cooperation between competitors.

One solution is district delivery consolidation centres. Professor Eiichi Taniguchi of Kyoto University says that in Kyoto consolidation centres mean that instead of a large supermarket getting dozens of truck deliveries from different supply firms, they get a smaller number of deliveries from the consolidation centre. The consolidation system is commercially neutral for the freight delivery firms.

A somewhat more elaborate variation of this approach is a rail-based warehousing scheme in Paris run by the Metroprix supermarket chain. Dr La Blanc says that the high-end, green themed chain convinced the city of Paris to spend Euro11m on a rail based delivery system straight into the middle of Notre Dame in Paris. From there smaller CNG powered vehicles disseminate the goods to central city supermarkets. Why exactly the city of Paris spent this sort of money is lost in the murky world of Parisian politics but it is another example of how existing infrastructure can be re-used in a different way.

Professor Rosario says that the issues surrounding optimization of the logistics system within cities is a complex matter which policy-makers have tended to avoid following the ‘if it’s not broke, don’t fix it’ maxim. But increasingly large cities have exhausted opportunities to reduce congestion from commuters and are looking at what can be done with logistics. The speakers all agreed that cooperation between freight companies, city authorities, retail chains, is essential for improving the use of the road. Professor Taniguchi said simulations and modeling had shown that it was very easy for interventions to have perverse outcomes and a thorough examination of the policy options was essential.

Compared to Europe or Japan, most New Zealand cities are modest. The exception is Auckland where internal freight is significant. There are many costs which freight companies do meet which could be improved by more efficiency. These include the capital costs of trucks and the operational costs of fuel and driving hours. But there are also costs the freight industry does not meet, such as the costs of pollutants along road corridors in terms of human health, noise and the congestion it helps to create.

Keeping the balance between competition, cooperation and collusion is a difficult problem nobody to date has solved. Professor Rosario also does not believe cities can leapfrog problems but have to evolve solutions as needed. New Zealand is well behind in terms of best-practice and it seems we have a lot to learn from other countries.

Vehicle fuel efficiency

Tue, 13 Mar 2012 14:46:52 +1300

We are often asked by consumers what cars they should buy to help them be more fuel efficient.

EECA have developed a fuel economy comparison tool that can compare most vehicles fuel economy ratings with other cars. On their site EECA allows you to compares similar vehicles to yours in a simple and easy to understand way.

How far can your car travel on $100 worth of fuel?

For more advice check our ten easy ways to save fuel.

When purchasing a new car, along with safety vehicle economy should be a consideration. The vehicle fuel economy label helps you factor efficiency and running costs into the equation when choosing a car. The label shows a star rating out of six (the higher the more efficient), the vehicle's fuel economy in litres per 100km, and an indicative annual running cost. When you're shopping for your next car make sure you ask how many stars it gets on the vehicle fuel economy label.

Business Vehicle Solutions: saving costs with GPS

Wed, 15 Jun 2011 16:14:07 +1200

“Can the AA suggest ways to make my fuel dollars stretch further? Answer: “Yes we can!” Here's how:

1. Minimise engine idle time

With rising fuel cost and increased environmental awareness, the need to control fuel consumption during everyday business driving is the number one critical factor to consider in any fleet management programme.

Over the course of a day engines all over the planet will idle for hours, burning costly fuel. Yet the easiest and simplest way to cut down on excessive fuel consumption is by reducing idling.

Besides wasting fuel, idling also causes unnecessary emissions, noise pollution and prematurely ages the vehicle, which in turn will further impact the fuel economy and efficiency of the fleet.

2. Monitor speed

Drivers of service vehicles, vans, cars and trucks are on the roads with one idea on their minds – get the delivery as fast as possible to the correct destination! This mindset can result in risky behaviour and drivers exceeding speed limits to save time.

There are several negative impacts to your company if your drivers are speeding:

Speeding is dangerous and causes many accidents, potentially harming your driver and your company as well as other road users
Speeding in sign written company vehicles will be noticed by potential and current clients
Speeding increases fuel consumption
As a result of speeding related accidents your firm will face higher insurance premiums

3. Optimise routing

Plan routes that involve less stopping and idling at intersections and traffic lights and use roads that are less likely to have traffic jams, this will result in savings.

Response vehicles can be efficiently routed to the closest jobs, minimising the number and length of trips. Smart planning will improve efficiency and reduce fleet costs by lowering vehicle mileage and maintenance, reducing employee downtime and extending a vehicles longevity.

4. Maintain accurate records

With the dual purpose of tracking travel and optimising routes, GPS systems are playing a ever growing role in fleet management.

Not only can a company, using a GPS system for their fleet management, control idle time and speeding, they can use telematics to monitor mileage driven, current location of the vehicles, schedule employee routing and provide maintenance alerts.

GPS data can be used for customer complaints about time issues i.e. arrival time and accident claims without merits.

Were a client to dispute a bill, the company can verify the arrival of the contractor and the time passed between the turn around. This allows the company to be on the side of their contractor/employee because they have the proof at hand. This data can also function as an employee timecard. Drivers enter a job number, sign in when starting and sign off when finishing a job. Management can then capture the GPS location and converts the information for payroll.

5. Proactive vehicle maintenance

Maintaining engines, and keeping up with routine maintenance like properly inflating tyres, changing oil, filters and spark plugs improves a fleets fuel economy and longevity.

A GPS based fleet management system will provide vehicle summary reports, maintenance logs and schedule service notification to ensure each vehicle is operating as efficiently as possible.

Summary

By optimising routing, increasing driver accountability, deterring speeding and excessive idling, tracking hours of service and overtime, and by preventing unauthorised usage of assets, a fully integrated GPS fleet management system benefits any company seeking to identify and track fleet cost and with changes to driver behaviour, fleet usage etc. It quickly helps to reduce these costs and improve business performance.

Supplied by AA Business Vehicle Solutions

Petrol or diesel – no clear cut winner

Fri, 13 May 2011 15:21:24 +1200

The recent release of the NZAA‘s official 2011 operating costs have highlighted the confusion many motorists now face when choosing between petrol and diesel fuelled vehicles. After all the data collection and number crunching, the big wash up would suggest that one fuel type has no clear advantage over the other when it comes down to the total operating costs. In areas where the diesel powered car has a clear advantage the petrol version claws its way back into contention by scoring winning blows of its own.

The AA operating costs are based on ownership of a new car for a 5-year period travelling an average of 14,000kms per year. It takes into account fixed costs such as retail pricing, depreciation, relicensing, WoF and where applicable (diesel) Road User Charges. Added into the calculations are day-to-day running costs such as fuel, maintenance, scheduled servicing and an allowance for tyre replacement.
Vehicles are broken down into four specific vehicle size groups (small, compact, medium and large).

Even when the operating costs are doubled in terms of total distance travelled per year, the difference between petrol and diesel remains just as close in almost every vehicle class.

With fuel prices on the increase, the obvious favourite to reduce operating costs is a diesel powered vehicle with its superior overall fuel consumption. Initial higher retail purchase prices however open the door for petrol vehicles to become more affordable. While diesel will always beat petrol in terms of fuel consumption, the improvements in engine design and technology often mean the differences are very marginal.

Diesels also face ongoing higher operating costs such as annual licence fees where ACC levies are bundled into a flat one-off charge regardless of mileage. With petrol vehicles, a portion of the ACC levy is included in the pump price so those who travel small distances are less exposed to the risk of an accident, and so pay less ACC than high mileage drivers.

For those who travel well under the national average distance each year and use their cars sparingly, it is hard to see any long term benefits in buying into diesel technology.

Regular maintenance and general repairs can also work in favour of petrol particularly as mileages increase.

At the end of the day what is important is the need to purchase a vehicle which is fit for purpose and meets the needs of owners. If regular and heavy towing is a priority then it’s hard to go past a diesel because of the low down torque available and better fuel consumption. If towing is restricted to hauling a standard size trailer to the Xmas camping site once per year then petrol may well be the better choice.

One thing the operating costs do highlight is the need to keep your car away from the garage as much as possible. With increasing labour rates, those cars with extended service intervals or free servicing for a prescribed time are certainly the ones to strongly consider.

Because owners of new cars are hit hardest with high depreciation costs there is a strong argument also to look for a late model, low mileage used vehicle instead of purchasing brand new.

Often new car dealerships will sell ex demonstrator vehicles at hugely discounted prices. These vehicles are still covered under their new car warranty programme and some have free servicing for a specific time period also.

Even purchasing a vehicle up to 10 years of age can make sound financial sense for many looking for reliable transport at affordable prices. Provided all the necessary precautions are taken prior to purchase, these vehicles can still provide reasonable low cost motoring.

At the other end of the scale however there does come a time where an older car with high mileage is going to become a constant drain of finances. In many cases repairs on engines and transmissions can cost more than a vehicles total value.

AA Members can access the 2011 operating costs by visiting MyAA or by calling 0800 500 333 (option 2). Non-Members can call 0900 58 324 (calls have a flat rate charge of $7.00).

Downsize or keep the fuel-thirsty large car?

Mon, 04 Apr 2011 14:47:37 +1200

As fuel prices increase you may think it would make perfect sense to automatically consider downsizing to a more fuel efficient vehicle. Surely, if you could reduce your fuel bill overnight why wouldn’t you start looking at selling and trading up to a much more miserly and thrifty vehicle which is going to save you dollars at the pump.

In reality, the decision is not as easy as it seems - there are several key points that need to be taken into consideration before committing to a change in vehicle or engine size.

The first consideration is the value of your current vehicle. When fuel prices start heading skyward, the value of the bigger less economical vehicles generally track in the exact opposite direction fairly rapidly. Sure, there will always be people looking for a car to meet a specific purpose and your vehicle may tick a lot of boxes for them however, the market can quickly become swamped with such vehicles. The end result; it becomes a buyer’s market and your actual sell price may be considerably less than what you were expecting. Obviously depreciation hits hardest depending on a vehicles age but to a large extent, all used car prices are set by consumer demand.

The next step is to think about is the money that you may have poured into your existing vehicle. If it’s in good nick, has been well maintained and has had all those expensive ‘big ticket’ items - such as cam belts, cooling systems, brakes and tyres - replaced or reconditioned, then it can be money wasted if you don’t get some payback from future use of the car. Vehicles are often not worth anymore with good service histories; they simply become slightly more desirable to a prospective buyer and therefore easier to sell. And what guarantee do you have that the replacement vehicle is not going to incur similar maintenance costs? As many bill payers will testify to, fuel price increases can pale into insignificance when some maintenance and repair costs are factored in.

One of the most important ownership considerations is vehicle use. In other words it must be fit for purpose. For example, if your current vehicle is used to transport children, or often used to tow or carry reasonable loads, the question needs to be asked: just how far should you compromise in downsizing to a more fuel efficient vehicle? Carrying out the same duties and tasks with a smaller vehicle can mean a higher work load for the engine, resulting in an increase in expected fuel consumption.

Don’t assume either that a small fuel efficient vehicle will run on the cheaper 91 octane fuel. Octane requirements depend on the engine’s compression ratio and there are plenty of mid-size cars which demand a minimum 95 octane rating to allow them to perform at the their peak. Used imports can be especially confusing in this regard, with many garages and franchise dealers taking the safe option of not recommending the cheaper 91 octane fuel. Currently the price difference between the two fuels is 7/cents per litre, so the sums must be tallied if an octane change is on the cards.

Jumping out of a petrol vehicle into a diesel can also have its snags. Often the only benefit in changing to diesel is the cost of the fuel and the better fuel consumption achieved. Road User Charges and higher up-front registration fees combined with the potential for expensive maintenance costs can make diesel ownership very expensive in comparison to petrol.

Vehicle use and driving technique should also be high on the agenda when it comes down to considering what to do about rising fuel costs. Heavy fuel consumption takes place when an engine is cold, so the big winner is the local gas station when regular short trips are taking place. If short trips can be avoided or reduced then savings can be made.

The majority of motorists can improve their fuel consumption by simply changing their driving technique.

It does take concentration but using a smooth throttle and driving at a consistent speed will produce big gains for many. Under inflated tyres also contribute to excessive fuel consumption so there are several ways fuel costs can be reduced without having to downsize the car.

There does come a day when a car has served its useful purpose and it’s time to move it on. When owners reach that point, fuel consumption and safety should be high on the priority list when the selection process takes place.

If the current vehicle is still doing its job and is in reasonable condition however, then think twice about a change based on fuel price increases alone.

A change could be become an expensive exercise.

Used hybrids - fuel savings vs. purchase price

Wed, 22 Dec 2010 00:00:00 +1300

More and more hybrid models are entering the new car market. This means the number of used petrol/electric vehicles will continue to increase and start to become an attractive alternative to those simply looking for a fuel efficient and affordable means of transport.

Some pretty ugly looking used imports have already helped swell the number of hybrids on our roads with some of those very early versions finding homes with the true believers in this technology.

As time moves on however, more and more motorists are being exposed to a new generation of New Zealand-new used hybrids. Most have served a useful past life and sit alongside many other low mileage and genuine used cars on car yards across the country.

Hardly dynamic or sporty, the fuel efficient petrol/electric vehicles are starting to appeal to more and more motorists simply looking to reduce their fuel bill. Just ask a taxi driver who has moved out of a big 6-cylinder thirsty petrol vehicle and into a Hybrid Toyota Prius if you don’t believe just how much money can be saved by moving into the world of petrol/electric. These vehicles can move from one red light to another in the inner city in total silence and with zero emissions which makes a cabbie a far richer man than he used to be.

Combine that with engine stop-start technology (when running on petrol the engine will automatically stop and restart as required) and the ongoing uncertainty over future fuel prices - it’s not hard to understand why the true believers are being joined by the average punter looking for a good value-for-money motorcar.

Sounds like all good news so far? We do issue a word of caution for those looking at moving into the hybrid world.

While the taxi driver sings the praises of a hybrid, it is because the technology fits perfectly with the job requirements. The big distances covered per year mean an almost guaranteed payback is achieved a lot quicker than with a conventional petrol powered cab.

It’s not that straightforward for many of the average Kiwi motorists. Let’s assume for a minute that the need is for a reliable, good quality, low mileage, late model and economical used car. For the purpose of this exercise we'll use the popular 5-door hatch Toyota Corolla as our straight petrol-powered vehicle.

Recently judged the Car of the Decade at the AA’s Motoring Excellence Awards, the Corolla ticks a lot of boxes for those looking for a no-frills bullet-proof compact sized car. It will carry out all the duties expected of a hybrid Toyota or Honda and will even have an edge in terms of being able to tow a reasonable load which suits the lifestyle of many Kiwi families.

A quick search of 2008 Corolla Hatches advertised for sale showed an average asking price of around $19,800. In comparison, a 2008 Toyota Prius was averaging around $26,600 and the Civic Hybrid $24,000. Once again for the sake of an easy calculation let’s combine the two hybrids for an average price of $25,300.

Claimed fuel consumption figures for the Corolla are 7.6l per 100kms while the Prius has a standout 3.9l/100km and the Civic 4.6l/100km. While the Corolla and the Honda can run happily on the cheaper 91 octane fuel, the Prius requires the higher octane 95 fuel due to its high compression engine. If we use the AA’s December 2010 Petrolwatch prices, fuel costs are calculated at $1.96 for the 91 and $2.03 for the 95 octane.

Using the average distance travelled per year of 14,000kms the total cost of fuel for the Prius per year is approximately $1100, $2100 for the Corolla and $1250 for the Civic Hybrid. Things are starting to stack up pretty well for both hybrids until we have a closer look at the retail pricing.

There is a $5,500 average price gap in favour of the Corolla. So how long does it take to recoup the extra if you decide to take the hybrid pathway?

There are a lot of ifs and buts here but, if all three vehicles were driven the same distance and as economically and identically as possible, it would take over five and a half years to start claiming a victory over the Corolla if you owned a Prius and six years plus if you purchased the Honda.

Sure - we're not reducing tail pipe emissions as much as we could be by sticking with a straight petrol vehicle. If the price of petrol was to rise significantly, the pendulum would swing more in favour of the hybrid. However, if motorists were to look at moving away from large cars where possible, it could be argued the benefits would be as positive in terms of reducing unwanted emissions and stretching our oil reserves a little further.

Hybrids are definitely on the increase and there is no question they will play a role in the future of motoring in NZ. You just need to be careful you don’t pay too much for a perceived financial benefit that may never be realised.

Why petrol and diesel vehicles pay ACC in different ways

Thu, 26 Aug 2010 00:00:00 +1200

Petrol vehicles pay a lower annual licence fee than diesel vehicles because a portion of the ACC levy is added to the cost of petrol at the pump.

For diesels, the entire ACC levy is paid in one lump sum as part of the annual licence fee. This is because diesel fuel is also used off-road – e.g. for tractors, boats and machinery. Off-road accidents are covered by other ACC levies, such as employer or earners’ levies.

Although the ACC levy is collected in different ways for petrol and diesel vehicles, the net amount is calculated to be the same. For example, under the 2010/11 licence fees, a typical petrol car owner will pay $281 to re-licence their vehicle, of which $198 is the ACC levy. If they travel an average annual mileage, they will pay another $118 through the ACC levy on petrol, bringing their total ACC levy to $316 per annum. Meanwhile, a diesel car owner currently pays $408 to re-licence their vehicle, of which $311 is the ACC levy – virtually the same amount.

Why diesel vehicle owners also pay RUC?

Because there is no tax on diesel (except for GST), diesel vehicles also pay a distance-based Road User Charge (RUC) based on vehicle weight. This does not include an ACC component, but is instead equivalent to the petrol excise which goes to the National Land Transport Fund for road building/maintenance and other transport projects.

In many cases diesel vehicles are still cheaper to run because of their superior fuel economy.

AA speaking up for motorists

The Automobile Association supports having an ACC levy on petrol, and favours adding a greater proportion of the levy to petrol because fuel consumption correlates with mileage and is therefore a proxy for risk exposure.

The AA would also like to see a similar distance-based ACC charge for diesel vehicles added to their Road User Charge (RUC). At the moment, all diesel vehicles pay the same ACC levy (according to vehicle class) regardless of annual mileage. By adding ACC to RUC, it would lower the annual diesel vehicle licence fee and owners would instead pay more of their ACC related to their mileage which is fairer for those who travel less.

While ACC is a no-fault system, the differential vehicle levies ensure owners contribute the appropriate levy to fund the costs of accidents that occur while travelling in these vehicles, thereby reducing the level of cross-subsidisation within the ACC motor vehicle account. As car designs become safer, this will improve road safety and should be reflected in the ACC levy we pay.

Manual transmissions: losing their fuel economy advantages

Thu, 19 Aug 2010 00:00:00 +1200

Manual transmissions are losing their economy advantage - even in small cars. Manual transmissions have always been more efficient than automatics but the advantage has been significantly reduced in recent years, particularly in the larger car segments. This is because larger, more expensive cars now feature six-, seven- and even eight-speed autos while smaller, less-expensive cars tend to feature four- and five-speed automatics that are less efficient.

Along with more ratios and electronic control, the efficiency of the torque-converters used in automatics, which have been the main culprits in wasting energy, has been dramatically improved and while test programme figures approach the ideal, real-world manual transmission drivers do not always select the most appropriate ratio for the circumstances, which the automatic is programmed to achieve at all times.

The narrowed gap in the large car segment is illustrated by the fuel economy of the Holden Commodore SSV, which has six-speed manual and automatic transmission options rated identically at 13 litres per 100km (l/100km) according to www.rightcar.govt.nz. However, in the mid-size segment, a 2.0-litre Mitsubishi Lancer Evolution X with a six-speed auto is rated at 10.6l/100km, 4% down on the five-speed manual’s 10.2l/100km. In small cars, however, the advantages of the manual become more apparent. For example, the Suzuki Alto five-speed manual is rated at 4.8l/100km - around 13% better than the four-speed auto’s 5.5l/100km. Similarly, the Honda Jazz five-speed manual option is rated at 5.7l/100km, nearly 14% better than the four-speed auto’s 6.6l/100km.

Significantly though, the Jazz is also available (except the current model sold new in NZ) with a continuously-variable transmission (CVT), a technology being used more and more and enhances fuel economy by operating the engine in its most efficient range. The CVT Jazz is rated at 5.8l/100km – a mere 2% down on the manual and with the convenience of an automatic although the same comparison with a 2.0-litre Mitsubishi Lancer reveals that the CVT model is nearly 8% down on the five-speed manual at 8.2l/100km versus the latter’s 7.6l/100km.

Nissan put its faith in CVT technology some years ago and has improved its torque-handling capability to the degree that it is now a popular option on the company’s 3.5-litre vehicles. On the Maxima, for example, there is no longer a manual option available because the CVT model achieves 10.2l/100km - 5.6% better than the six-speed conventional auto’s 10.8l/100km.

Meanwhile, manual transmission technology has not been standing still. Many automotive manufacturers and suppliers have developed automated manuals over the years but shift quality was typically poor prior to the development of the dual-clutch transmission (DCT), which Volkswagen first launched into the market as the Direct Shift Gearbox (DSG). DSG shift quality is almost seamless and the fuel economy losses from the energy required to operate the clutches and gear selectors reduce the fuel economy minimally to 7.4l/100km from the manual’s 7.3l/100km in the Golf GTI. However, those losses can often be retrieved by the transmission outperforming a human driver by always selecting the most appropriate ratio for the conditions.

Nitrogen-filled car tyres

Thu, 08 Apr 2010 00:00:00 +1200

An industry promotion which raises its head occasionally centres around the so-called benefits of having car tyres filled with nitrogen. Wondrous claims are often made that are either mis-leading or simply plain wrong.

The comments below are taken from a recent email we received which is worth posting.

Claimed benefits and our comments

Reduce tyre wear by up to 50%
Correct tyre inflation is the main factor with tyre wear, not what you inflate the tyre with.

Nitrogen molecules are bigger than oxygen molecules, and hence your tyres will leak less
Motorists pump "atmospheric air" into their cars tyres normally, which consists of 79% nitrogen. Consumer Magazine did a 12 month test of this, and had trouble measuring the difference between the two it was so small.

Nitrogen will improve the car's ride
Nitrogen and "atmospheric air" have almost exactly the same compressibility, since atmospheric air is 79% percent nitrogen.

Nitrogen will improve the car's fuel economy
Correct tyre inflation (and regular checking) will have the bigger impact on fuel economy. As will the use of your right foot.

Nitrogen will reduce tyre rot and corrosion
Take a look at the outside of any car tyre, which is continuously exposed to "atmospheric air" and you won't observe tyre rot.

A previous AA "Ask Jack" answer and Consumer report on nitrogen in car tyres supports the above.

Nitrogen is used in places like air plane tyres and fire truck tyres because of the reduced risk of fire. Nitrogen is also used when tyres are exposed to extreme heating, because it doesn't heat as much when placed under pressure when compared to "atmospheric air".

Imagine the sudden load an airplane tyre experiences when landing. Some heavy trucks also use nitrogen to reduce tyre wear caused by having a heavy load causing excess tyre heating. Racers who use proper race tyres designed to operate at high temperature use nitrogen because nitrogen makes the tyre run cooler and last longer.

Note: The AA recommends motorists check their tyre pressures at least monthly and especially when they plan to carry heavy loads or go on long trips. You can do this for free at any service station (its best to do this when tyres are cold), and recommended tyre pressures are usually printed on a label in the driver's door pillar or in the owner's manual.

Regularly topping up tyres would be difficult if owners used pure nitrogen which is not available at service stations.

Calculating fuel consumption

Sun, 15 May 2011 18:25:24 +1200

Factors that can affect fuel consumption include:

Lack of servicing
Under-inflated tyres
Air conditioning
Roof racks
Traffic density
Air temperature
Humidity
The way the vehicle is driven

It's estimated 8% more fuel can be used on a return intercity trip when air conditioning is used for most of the journey. Therefore we recommend air conditioning is used sparingly.

We have also found the largest contributor to excessive fuel consumption is the way the vehicle is driven.

How fuel consumption is calculated

When we conduct tests the fuel tank is filled to the second click (i.e fill up the tank until the self-trigger "clicks off"). The trip meter is then zeroed and the vehicle is driven in urban and rural/highway environments (depending on the test we're undertaking). Cruise control is not used and typically, the distance travelled over the rural/highway test is 400 kilometres.

At the end of the test distance we refill the tank to the second click and note the distance and litres used.

Formulae used for conversion and calculation of fuel consumption:

Divide the distance by the litres used to get the km/litre
Convert the km/litre to L/100 km i.e. divide 100 by km per litre
Convert km/litre to miles per gallon i.e. multiply km/litre by 2.825

Fuel conversion formula table

To convert	Formula to use
km per litre to litres per 100 km	divide 100 by km per litre
km per litre to miles per gallon	multiply km per litre by 2.825
litres per 100km to miles per gallon	divide 282.5 by litres per 100km
miles per gallon to litres per 100km	divide 282.5 by miles per gallon
litres per 100km to km per litre	divide 100 by litres per 100 km
miles per gallon to km per litre	multiply miles per gallon by 0.354
km to miles	multiply km by .62137
miles to km	multiply miles by 1.6093
gallons to litres	multiply gallons by 4.546
litres to gallons	multiply litres by .21997

Before you take action on your perceived high fuel consumption, we recommend you perform the fuel consumption tests twice and compare the results.

10 easy ways to save fuel

Sun, 15 May 2011 18:19:06 +1200

Love your car!

A little love goes a long way. Regular servicing, the right tyres for the conditions, correct tyre pressure and wheel alignment make a difference. A well-maintained car can use 10 to 20% less fuel than an inadequately maintained one.

Don't speed

Driving faster doesn't necessarily mean you'll get there faster, plus by travelling at 100km/h instead of 110km/h you can cut around 13% off your fuel bill.

Drive smoothly

Lay off the pedals when driving around town. Accelerate smoothly and slowly away from green lights and stop gradually for red lights. Change gear early (but don't labour the engine). If you drive an automatic, allow the transmission to change up early by accelerating on a light throttle. Don't accelerate hard from rest, but let the car move off gently.

Look ahead

Check what's happening, maintain a safe following distance and you'll keep at a more constant speed. Look ahead and ease off the pedal if the traffic lights are about to change, if the speed limit is about to lower, or you're approaching slow or stopped traffic. It's better economically to slow down early rather than brake late.

Corner smoothly

Don't brake hard for corners and accelerate out. Slow gently, negotiate and exit the corner on a light throttle.

Make hills work for you

Lift off the throttle as you crest the hill and use the car's momentum to get you over the top. Build up speed before an uphill stretch.

Watch your air con

Using air conditioning is more fuel efficient than having your windows down, which creates drag. However, use air conditioning judiciously because it will use up to 8% more fuel. Other features such as the rear window demist can also be a drain, so make sure you switch them off when they've done their job.

Keep your load down

Sounds obvious, but a heavier vehicle means the engine has to work harder. So take those golf clubs out of the boot after the game or remove the bike rack or roof rack when you're not using them.

Reduce idling time

Don't park for long periods with your engine idling and avoid peak hour traffic where ever possible. If you're stationary for more than 30 seconds turn your engine off.

Avoid short trips

Walk to the dairy. About a third of New Zealand car trips are less than two kilometers in length and vehicles use more fuel when they're cold. Cut down on unnecessary driving and reduce your fuel bills, mechanical wear on your engine and contribute to better air quality.

Savings you can make

AA tests last year revealed the following fuel saving results from these actions:

Poor driving style - used almost 20% more
Added weight and drag - used 11.11% more
Incorrect tyre pressures - used 7.76% more
Air conditioning off - saved 8.68%*
Using fuel-efficient tyres - saved 4.71%

Note: the AA advises drivers to use air conditioning judiciously - if you’re feeling tired, keep it on.