I once overheard a former Toyota Prius owner lament about how much trouble the car had put him through when its photovoltaic cell broke down. Finding a competent mechanic to fix it was a nightmare.
Toyota EA, the franchise holders, did not stock it too. Please comment on the whole hybrid car phenomenon in terms of purchase price, maintenance, spares, resale value, and future prospects for mass adoption by the motoring public.
Secondly, what is the verifiable benefit of Shell V-Power fuel on engine life, engine performance, exhaust emissions, and the general health of a vehicle?
I visited the hybrid car issue some time back and the conclusion I arrived at was that it was expensive and irrelevant. It is also inappropriate for our market at the moment, seeing how we lack the technology and know-how to fix them when they break down. But anyway, here are your answers:
Purchase price: Eye-watering. Maintenance: You will hate hybrids even more than Jeremy Clarkson does when things start going wrong.
Spares: Unavailable here. They cost too much where available (before you even consider shipping costs).
Resale value: After people read this, poor. It will still be poor even if they do not read this because of the following reason: the battery pack for the hybrid system is horrendously expensive.
Also, it has a finite life cycle and has to be replaced after a short span (five years or so). So, buying a second-hand hybrid means its battery pack will be close to the end of its life and, therefore, not only will you buy the car, you will soon need to buy more batteries and the total cost will not differ greatly with buying a new car.
Future prospects for mass adoption by the motoring public: Tricky. Hybrids have been trashed for not being as economical as small diesels, for being too costly, for under-performing and for having an effeminate, holier-than-thou, condescending, patronising, goody-two-shoes image.
Also, with the advent of science, extraction, storage, and dispensation of hydrogen will be both accessible and affordable in the not-too-distant future, and hydrogen cars have proved to be far more effective and efficient.
Electric cars have also made huge strides, with companies like Tesla and Fisker churning out impressive purely electric cars (Fisker is now bankrupt, but the reasons behind this are a whole other story).
That said, it was only this week that Toyota announced that it had sold one million Priuses... Priii.... Pria... whatever the plural of Prius is.
On to the other issue of Shell V-Power fuel:
Engine life: It extends it through its “sanitary” characteristics (it cleans the engine).
Engine performance: Read this very carefully. Shell V-Power improves engine performance. However, by this I do not mean that if the manufacturer has built an engine that develops 280hp, then that engine will develop 281hp when you feed it V-Power. No. What I mean is, that if your engine components such as injectors were clogged or almost clogged with deposits, then performance suffers.
V-Power, with its cleansing properties, will restore the hygienic status of your engine (I have a feeling hygiene is not the right word to use here). Also, if you have a high compression engine designed to run on high octane fuel then you put ordinary fuel in it, it will very easily knock.
Either that or the timing will be so retarded as to make the car switch to “safe mode” (limited performance). Putting V Power (which is also a high octane fuel) restores these performance capabilities. But it does NOT cure knocking.
Exhaust emissions: I may hazard a guess that a cleaner, smoother running engine has less emissions than a filthy, rough one.
General health of a vehicle: Ignore this. General health of a vehicle may extend to systems that have nothing to do with fuel or combustion such suspension, body work, electrical system.... I do not need to go on.
I would like to make a “soft upgrade” and switch to a better but affordable car that shares the same qualities as my first car — a Toyota Corolla Fielder 1500cc, manufactured in 2003 and bought in the year 2011 with 60,000km mileage.
I drive at least 250kms a week and it has not developed any major problems, thanks to regular servicing. My driving is an average of 15km/l (am I a good driver?)
Now, please assist me on available choices for a more powerful car with good resale value, on- and off-road friendly, not thirsty beyond 1800cc yet pocket-friendly enough to allow me to invest my limited earnings on potential projects.
Then, from what I have as above, how long can my existing car give me valuable service?
If your driving averages 15km/l then, Sir, you are a very GOOD driver. Credit where credit is due.
Now, you have heaped praises on the Fielder that you own and drive and you want to upgrade to a vehicle with “almost same qualities” and also a more powerful version with not more than 1800cc.
Well, have you considered a Fielder with 1800cc? It fits the bill to a T and it is a car that you are not only familiar with but you also seem to love and understand. The meaning of “off-road friendly” is heavily dependent on what you mean exactly.
Some people say “off-road” when they mean “unpaved” or “untarmacked”, while people like me say off-road when we mean circumstances where there is no discernible path and the only penetrable points are strewn with obstacles.
If you go by the first definition, then the Fielder will sort you out. If you mean the second one, then “not thirsty, not beyond 1800cc, and pocket friendly” does not apply here: you have to look farther afield.
I have a few burning queries that need expert advice. Since I am green on matters concerning motoring, you will have to excuse me for some of the questions and the length of this email.
I am looking forward to buying my first car with a budget of around Sh800,000. I feel it would be better to import a car directly from Japan as I assume local vehicle dealers are in the business of making maximum profit. That said, I have settled on SBTjapan.com as they have an office in Mombasa.
I have settled on the following models : Toyota Premio, Toyota Caldina, Nissan Sylphy, and Nissan Tiida — all 2006 models.
I need a vehicle for commuting to town — I live 40km from Nairobi and with monthly or bi-monthly travel to western Kenya and back.
Now, here are the questions:
What is your honest expert advice to a novice importing a vehicle directly from Japan, including cost of buying, shipping, and KRA taxes. Please advise if SBT Japan, which I have settled on, is reliable. If you can give me other references I will be glad.
From the choice of Toyota Premio, Toyota Caldina, Nissan Sylphy, and Nissan Tiida, kindly give me your expert opinion on which vehicle is suitable for Kenya in terms of availability of spare parts and experienced mechanics, resale value, reliability, durability, and endurance. Which of the four has economical fuel consumption?
Why are Toyota Caldinas cheaper than Premios? What are the factors that determine the higher prices of a Premio of the same year of manufacture as a Caldina, yet the Premio ends up higher priced despite higher mileage. Why are Toyotas generally higher priced compared to Nissans (I may have to make a choice between the two)?
In some of your articles, I remember you saying that Honda’s VTEC engine is touted as the best. I have also heard people saying Toyota’s VVT-i engine is good. I have no idea what type of engine Nissan uses, but how does it compare to VTEC and VVT-i?
How does a vehicle’s mileage affect the performance of a car? I seem to have a general phobia of vehicles whose mileage is above 100,000km.
Finally, when does an engine start having issues in terms of mileage?
You are right, this is one lengthy email. My honest, not-so-expert advice (I am also green in the field of motor vehicle importation) would be to elicit the assistance of someone knowledgeable in the import business and known well to you, say a friend or relative.
I was once asked the exact same question by another reader and I assumed his position and did a ghost importation up to to the point of payment but did not actually buy the car. And interestingly enough, the company I chose to do my ghost import from was SBT Japan.
However, I cannot vouch for their (or anybody else’s) trustworthiness because as far as I am concerned, importation is a pig-in-a-poke setup. Buying what you cannot actually see is always a huge risk, and I do not see why I should recommend them over others. I have not had cause to think they are better in any way. My exercise was strictly as a tutorial for that reader on what might happen should he head down that path.
Two years ago, I started the year on a belligerent note, speaking against imported vehicles and their lack of suitability in markets for which they were not designed.
After the series of two articles based on tropicalisation, I was berated for being elitist, narrow-minded, and possibly in the pay of brand-new vehicle dealers (I may be elitist and/or narrow-minded, but my one and only paycheque comes from the Nation Media Group, nowhere else).
Later that year, the Car Clinic received thousands of emails containing this (or variations thereof) statement: “I bought this car from Japan/Dubai/UK/Singapore some time ago and now it is not working properly. The mechanics make wild guesses and charge me exorbitantly for every wrong guess they make. Help!”
To cut a long story short, the vehicles you are referring to were built in and for Japan, so they may not be suitable for Kenyan conditions. In cases like the Nissan Tiida and Sylphy (which were also sold locally as the Tiida and Sunny N16), you might get away with the intersection of different markets, hence availability of (trustworthy) parts and experienced mechanics.
For the rest, you may just have to search until you find one. Of the four, the Tiida is available with the smallest engine and so may give the best economy.
Caldinas are cheaper than Premios because of demand.
Toyotas cost more than Nissans also because of demand.
Nissan uses something called NTEC, which in essence is more or less the same as VVT-i and VTEC — some form of variable valve timing which may or may not have “intelligence”(VVT-i and i-VTEC). Kenyan drivers will sing about Toyota’s VVT-i because it offers a good Jekyll-and-Hyde personality between economy and performance but most of them will be lying.
Not that VVT-i is bad. No. In fact VVT-i is very good, but most of these drivers have never experienced the effect of VVT-i. The switching of cam profiles (and thus valve timing) occurs at engine speeds most of us rarely reach (6,000rpm- plus) where the “economy” camshaft profile is swapped for a more aggressive profile and the vehicle gets a surge in performance.
Most of the time we drive in “economy” mode, optimised for torque and gently breezing along.
Honda’s VTEC has the praise of pioneering this whole variable timing and lift control thing (as far back as 1983 compared to Toyota’s 1991 VVT) and in Type R vehicles (Civic, Integra, Accord, and NSX), the switch-over is so marked as to almost feel like a turbo is kicking in. This is an effect driving enthusiasts love.
It also occurs lower in the rev range, increasing the overall sportiness of the vehicle. And also, Honda’s VTEC engines have been nicknamed “Terminator” by European motor journalists because they never fail. They are almost unbreakable.
The higher the mileage, the more likely the engines (and other parts) will have problems because of wear and tear. Why do you think a 1983 Corolla does not look and sound like a 2006 Corolla? Technology aside, the 1983 car has endured a longer beating so it is no longer as solid, or as together, as it was when new.
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