VIDEOS++ Reviews: Ford Fiesta

In this blog entry, I'm posting about Ford Fiesta... I already did a Close up review earlier.  It can be found here:
http://otoreview.blogspot.com/2010/10/close-up-new-ford-fiesta.html

AND HERE:


http://otoreview.blogspot.com/2011/02/ford-malaysias-biggest-ever-roadshow.html

I now present a series of Videos review and 2 owner's review from carsurvey.org/.  Enjoy!


Video 1: Whatcar? 
http://www.whatcar.com/car-reviews/ford/fiesta-hatchback/video/25846-5



Video 2:  TopGear Ford Fiesta Road Test Part 1
 http://www.youtube.com/watch?v=6Zy78tFPQwQ


BBC Top Gear Ford Fiesta road test Part 2:
http://www.youtube.com/watch?v=sYIyCmcuQno


Video 3: iMotor Ford Fiesta Test Drive
http://www.youtube.com/watch?v=6KJFp681kU0


Without further ado, let's proceed to Owner's review.

Owner's review 1:  from carsurvey.org:

2009 Ford Fiesta Zectec S review from UK and Ireland

"The best car I have ever driven"

General comments?

The car is great, I only paid £11000 for it after the scrappage scheme and general arguing over the price, and have all the extras like the 17" wheels, USB bluetooth, leather interior, metallic paint and some other bits. Got it brand new and have not once been disappointed with it.
Was really surprised how good it is on fuel, seeing as it's the highest BHP engine they do, getting about 38MPG.

Never had a car with low profile tires and lowered suspension before, and the first few days of having it I thought that something was wrong, as it felt very rough on some roads, but talking to friends they said it's normal, and it's just the bad roads in Cornwall. Take it on a proper tarmac road and the handling is better than my brother's Golf GTI. Never once has it under or over steered or got out of shape, but I backed off as I was to chicken to push it any harder LOL.

Acceleration is good, but it really kicks in in 3rd gear at about 4000 revs, where you feel the car just surge forward.

Brakes are perfect; went onto a quite road and did an emergency stop to see if I could feel the ABS working, not a thing!!! The car didn't even skid and I never felt the ABS working, but I knew it was as the light came on the dashboard.

The interior is good, really comfortable with the racing seats, and the stereo/phone controls are all voice activated, so no need for looking across at buttons.

The speakers in the car are very good; my last car I fully kitted out with subs and speakers with the intention of doing the same to the fiesta. There is no need unless you want to spend £1000 on your sound system; don't bother because you won't beat the quality you already have.

Boot not the biggest, but can still get a body board in the back with extra stuff, and the room for the rear passengers is surprising good from what it looks like outside. My 6'3" mate had no problem in the back when I had a car full.

The one minor thing I will say about the car is with the 17" wheels the turning circle is not the best, moving in and out of car parks and garages normally takes two shunts, but that could just be my bad driving.
All I can say is get yourself down to the Ford dealership and have a test drive and a fiddle with all the stuff on the car, and see if it is for you, but I haven't found anyone that hasn't liked it yet.
Look on youtube for Top Gear's review of it; after seeing that I got the car.

OWNER 2:

2010 Ford Fiesta Titanium review from UK and Ireland

"A quality family car that never fails to impress"

What things have gone wrong with the car?

No faults yet, but obviously still running in.

General comments?

Having been driving the previous model Fiesta for 2 years, a diesel model, I felt confident that the new car would live up to my expectations. After all, the New Fiesta was just a facelift of the previous model?

How wrong I was!

The car has by far exceeded my expectations, right from the minute I collected it.
The paintwork, in Hot Magenta, is striking. It appears a different colour in different light. It varies between magenta, purple, and burgundy. Also the finish of the paint is again impressive. It is the smoothest finish I have ever seen; not a hint of any "orange peel".

The interior is so welcoming, with everything so well placed. Most of the switchgear is standard Ford layout, so within seconds I knew where everything was. The central information panel is so useful, displaying everything from temperature, to fan speed, radio station, climate control settings, and, when the Bluetooth is activated, my whole mobile phone's contact list!

The voice activated controls are amazing. I still find it hard to believe that I can use my phone, control the radio, and the climate controls, using voice activated commands. (Of course you can do it manually - the old fashioned way!).

The 1.4 Duratec engine is quite surprising in its performance, and I would say it produces the same power of earlier 1.6 engines. Economy, at an average of 38mpg (it's still running in), is very good. More amazing is the smoothness of the engine. It's inaudible on the road, and it's quite easy to believe the car has stalled in traffic as it's so quiet. Not a hint of vibration.

Seating is extremely comfortable, although I would say that rear legroom is a little tight if the front seats were to be pushed back. O.K. for children, but possibly a little cramped for an adult. However, since this is a family car, I guess the rear seats would be occupied by children anyway. Rear seat is comfortable though.
For a standard spec car, I thought the specification was faultless - climate control, power fold mirrors, heated windscreen, heated mirrors and washer jets, cruise control, bluetooth, voice activated controls, auto headlights and auto wipers, ambient lighting, footwell lights, quality Sony stereo with 6 speakers with remote control, alarm... the list goes on.

I can honestly say that I just LOVE driving this car, and look forward to the drive to work each morning.
It's comfortable, quiet and refined.

Steering is light, and the suspension firm without being too hard. There is good feedback to the driver.
Space is far better than the previous model, and together with good storage locations, the car remains uncluttered inside. Boot is average size, taking 2 large suitcases without the need to fold the seats down.
As I say, I have only driven 900 miles in the car so far, so can't comment on longevity.
But if the first 2 months are anything to go by, this car will be with me for a long time.

 End of post:
That's all folks, thanks for having the time and patience to read this blog entry...

WHATCAR?: CAR OF THE YEAR 2011!

 INTRODUCTION:
http://www.whatcar.com/car-news/what-car-car-of-the-year-awards-2011/254786

Your new car search starts here…

Welcome to the 2011 What Car? Awards – the 34th annual car Oscars celebrating the very best cars you can buy across 17 categories.

I can’t remember a more exciting year of car launches, with every car maker fighting harder than ever for your attention with loads of brilliant new models. There’s more choice, for sure, but there’s also more quality, more value and more fun to be had from your next new car.

What Car?’s tests have always been the most thorough out there, and we’re constantly tweaking our assessments, taking your needs and expectations into account.

So, after hundreds of thousands of miles of testing and analysis, we’re confident that the winners you’ll read about over the following webpages will put a smile on your face now and for many years to come.

Steve Fowler What Car? editor-in-chief
steve.fowler@whatcar.com

Without further ado, here are the Roll of honour:

AND THE OVERALL WINNER IS:


Where do you go when you need a city that can provide 16 different, but equally stunning backdrops? Liverpool.

The European Capital of Culture 2008
Liverpool was the perfect venue for our Car of the Year photography. It’s modern and cosmopolitan, yet steeped in history.

Wherever I took my camera there was a fantastic atmosphere – helped no end by the can-do attitude of so many of the locals.

My thanks to them, and I hope everyone enjoys the pictures.John Bradshaw

John Bradshaw Chief Photographer
John.Bradshaw@whatcar.com



END OF SOURCE...

That's all folks, thanks for having the time and patience to read this blog entry. 

Videos Review: BMW E90 320d Efficient Dynamics

In this blog entry, I'm going to Video blog about my Favourite Diesel Car.  The BMW 320d Efficient Dynamics Diesel.  In Malaysia, the 320d is yours from RM239,888 for Standard Version and RM255,800 for M-sport version. 

STARTERS:

SPECIFICATIONS:


BMW

Type 320d EfficientDynamics

Code E90, Series 3
Built 2009 - now

Body:

Length 4531 mm
Width 1817 mm
Height 1406 mm
Weight 1420 kg

Body type Sedan
Doors 4, Seats 5

Wheelbase 2760 mm
Track front 1506 mm
Track rear 1535 mm
Turning circle 11 m
Fuel capacity 61 L

Cooling oil capacity 7.5 L
Engine oil capacity 5.2 L
Drag coefficient 0.27 Cd x A

Max load to DIN 520 kg
Max. permissible weight 1940 kg
Max. axle load front 925 kg
Max. axle load rear 1080 kg
Max. roofload 75 kg

Luggage compartment 460 L

Power unit(s)

Engine:
Type N47

4 cylinder inline turbocharged diesel engine

Cylinders 4
Valves 16
Arrangement inline 4
Displacement 1995 cc

Stroke 90 mm
Bore 84 mm
Compression 16.5 :1

Fuel type diesel

Power 150 kW / 177 HP @  4000 rpm

Torque 350 Nm @ 1750-3000 rpm

(Power and torque sourced from BMW Malaysia Website because we have more horsepower (177hp vs 163hp) but LESS TORQUE (350Nm vs 380Nm) compared to European Specs...)

Electrical system

Battery power 90 Ah
Battery location luggage compartment

Chassis & suspension

Suspension, front Double-joint spring strut axle in aluminium with displaced castor, small positive steering roll radius, compensation of lateral forces, anti-dive

Suspension, rear Five-arm axle in lightweight steel construction

Brakes, front Single-piston swing-calliper disc brakes
Diameter 312 mm

Brakes, rear Single-piston swing-calliper disc brakes
Diameter 300 mm

Steering EPS Electric Power Steering
Steering ratio 16.00 :1

Transmission 6 speed Manual  (standard)

Gearbox ratio, I-VI, R

 I 4.110 :1
II 2.248 :1
III 1.403 :1
IV 1.000 :1
V 0.802 :1
VI 0.659 :1
R 3.727 :1

Final drive ratio 2.790 :1

OPTIONAL: 6 Speed Steptronic Gearbox.
Tyres, front 205/55 R16 91V
Tyres, rear 205/55 R16 91V

Wheels, front 7J x 16 light-alloy
Wheels, rear 7J x 16 light-alloy

Performance

Topspeed 228 km/h

Acceleration 8.0 s (0-100 km/h)

Fuel Consumption

Urban 7.0 l/100km (5.0l/100km)
Extra-urban 4.9 l/100km (3.6l/100km)
Combined 6.0 l/100km (4.1l/100km)
(Source BMW Malaysia. More conservative claim as our diesel quality is lower at Euro 2M instead of Euro 5).
CO2 emissions 160 g/km (109g/km).

(European Spec in Bracket).

END OF SPECIFICATION:

Source:
http://www.bmwheaven.com/database/show.php?id=990
Without further ado, let's proceed to the MAIN COURSE...  3 Videos review...

Video 1: Fifthgear UK...



Video 2: Whatcar UK...



Video 3: Top Gear UK...  By Richard Hammond:



Video 4: BMW 320d Efficient Dynamics. By thecarfanatic:


END OF REVIEWS... 


That's all folks, thanks for having the time and patience to read this blog entry...

350th post: Presenting 4 COUPES GROUP TEST! by...

350th post: 4 COUPES GROUP TEST! by...
WHATCAR? UK, as featured in February 1997 Issue.

BMW 328i E46 Coupe vs Fiat Coupe 20v Turbo vs Honda Prelude 2.2 VTI-S (BB8)  vs Nissan Silvia S14


HONDAFUL!


Honda's new Prelude has more power and ability - but so has the quickest Fiat ever built. Is it all over for BMW and Nissan?


Everyone who says that all cars are the same these days hasn't been watching what's been happening to coupes recently.

The new Honda Prelude (here on Valentine's Day, 1997) and Fiat Coupe (on sale since November 1996) are proof enough. Throw in the strong-selling BMW 328i and Nissan 200 SX and the argument gets stronger. Two cars with turbos; two without. Two front-driven; two rear-drive.

The latest Prelude is longer and taller to increase cabin room, and less eccentric in its dash design. Some say it's duller for it. But with the demo pack of side skirts, rear spoiler and larger wheels/tyres fitted to our test car (£2995), we wouldn't agree. And there's always its magnificent 2.2-litre VTEC engine to keep you entertained. There's another novelty in its semi­automatic Sequential Sports Shift gearbox, too.

The biggest change on the Fiat is the adoption of 20-valve five-cylinder engines in place of 16-valve fours. As before, there are standard and turbo versions: the latter, as tested here.fs Fiat's fastest production car yet.

The Nissan, the beneficiary of minor styling and interior tweaks, also goes down the turbo route, while the BMW 328i relies on a large-capacity, multi­cylinder engine. It is expensive, though, and if you lease (and most do with cars like these) the Fiat will cost less per month.

From this melee of styles and layouts we have to produce a winner which best exemplifies what coupe motoring is all about. Picking the best from this store of talent is no easy task.


CONTENDERS AT A GLANCE

Honda Prelude 2.2 VTi.

More space, fewer eccentricities in new Prelude.


BMW 328i E36 coupe

"BMW 328i is silky. easy-going. but snarls as revs increase·"


PERFORMANCE

BMW ••••

Fiat •••••

Honda •••

Nissan ••••

The Honda has the least power (185hp) and most weight (1346kg); lacks the turbocharger-fed boost of the Fiat and Nissan or the cubic-capacity and milti-cylinders of the BMW; and also has the sapping effects of the £1200 Sequential Sports shift transmission. So it's hardly surprising to find it the slowest of the group. Still, there are some who'll trade ultimate performance for a smooth, fully automatic gearbox . to help them through city snarl-ups with the option of dictating the changes manually elsewhere. You slip the lever into Drive, slide it to the right into a secondary groove and nudge it forwards to go up the 'box or backwards to come down.


It gives you total command, too. Forget to change gp and it will hold the gear until the rev limiter cuts in at 8000rprn, accompanied by that rising wall of music which distinguishes Honda's 2.2-litre VTEC engine, There's no better four -cvlinder engine in the world. Change down too soon, when the revs aren't right and its as jerky as a clumsily driven manual. It only takes over the downshifts if you forget, and then merely to prevent stalling. There are frustrations in having only four gears rather than the five offered by the manual gearbox, though.


The ratios are too widely spaced (1st is good for 41mph, 2nd for 73 and 3rd for 110) and with an engine as high revving as the VTEC, whose modest 153lb ft of torque peaks at 5300rpm, this is something you notice. Let the revs dip below 3500rpm and it feels flat. It then becomes brisk rather than fast until 5000rpm, the point at which the VTEC magic comes into play to alter the valve gear operation and put the engine's full might at your disposal.


All this talk of gear spacing and rev bands will be totally alien to the Fiat driver. The change from this car's former 16valve four-cylinder engine to a 20-valve five, still of 2.0 litres, has largely eradicated such matters frorn the Coupe turbo's agenda. There's still a smidgen of throttle lag, the delay between squeezing the accelerator and getting a response, if you let the revs fall too low, but it's been massively shortened. You'll notice it in vastly improved driveability. With the old car, everything happened too drastically for peace of mind. In the New one, despite hefty increases in output to 220bhp and 228lb ft, it's much easier to regulate your progress. Torque peaks at a lowly 2500rpm and turbo boost is on tap from 2000.


A shortish straight on a narrow road offers overtaking opportunities drivers of the other cars might have to think twice about; from 30-60mph in third it's 1.2 secs quicker than the next best BMW, while in forth the gap widens to 1.9 secs. It's advantage for lane changes on the motorway is no less impressive. It's smoother too, thanks to a balancer shaft, though the Fiat's engine doesn't match the silkiness of the Honda's or BMW's. But the increase from four to five cylinders removes the lovely rortiness of the old car's exhaust note: there's now a deep rumble reminiscent of the original Audi Quattro.

Above: Excellent dash same as in 3-series saloon. radio dealer-fit option so costs extra. Seats hard but comfortable. height-adjustable

Above: BMW has biggest boot (14.2cuft) and best rear cabin space. Leather seats cost £1245 extra


FIAT COUPE 20v turbo
"The Fiat Coupe has boldest styling and its detailing is delightful!"

Above: Wonderful cabin feels so good to sit in, if short of stowage space; seat height fixed, but wheel adjusts for rake and reach to compensate

Above: Coupe's boot a reasonable 10.2 cu It and is useful shape; poor legroom in rear, though headroom is acceptable

NISSAN 200SX (SILVIA S14)

"The Nissan 200 SX's rear-wheel drive is an enthusiast's delight"

Expect similar performance from the Nissan, which is also turbo boosted, and you'll be disappointed. Its outputs (197bhp and 1951b ft) are achieved at higher revs than in all but the Honda; the gap between second and third gear ratios is wider than in the Fiat; the engine needs more stoking before its turbo boost becomes apparent; and despite some form of variable valve control, its torque isn't as accessible.

You're forced to use the gears more often to keep the revs above 2750, where everything seems to come together. That's no problem:

Nissan's shift is fastest of the four (no Fiat or Honda tranverse engine/gearbox installation to corrupt the linkage here).


There's nothing demanding about driving the 200 SX, but there isn't the same well of boost to call upon as there is in the Fiat. Result: it's left flailing in the Italian's slipstream everywhere. Rev it hard and it's. more gruff and throaty; too.

What's impressive is the way the BMW also outpaces the 200 SX in everyday motoring proving there's no substitute for cubic centimetres and cylinders when you're seeking greatest flexibility. The 2.8-litre six­-cylinder engine is as silky as the Honda unit, as easy-going as they come in the way it deploys its 193bhp and 206lb ft, and has a lovely snarl as its revs increase.


It spins so freely that in the lower three gears you're at the rev limiter before you know it, but there's no need to drive it that hard. Light weight, low internal friction and yet another form of variable valve control (to improve torque at slower engine speeds) give the 328i the cleanest low­speed pick-up of the quartet.

Honda Prelude 2.2 VTEC £23,495


'There's no better four cylinder engine than the Prelude's VTEC'

Above: Prelude boot is shallow 10.0cu ft but lid opens wide; rear has enough space for adults on a short journey.

Above: Dash dreary. but self-concealing radio is neat standard sunroof makes headroom tight for the tall; wheel adjusts for rake.

HANDLING AND RIDE

BMW ••••

Fiat •••

Honda ••••

Nissan •••


WHAT a disparate bunch. A mixture of front- and rear-wheel drive assisted (or otherwise) by various forms of traction control. The BMW came to us in £3130 more expensive Sport guise with revised suspension and bigger wheels and tyres, while even the Honda had striking 17in alloys with 215/40 tyres instead of the standard 205/50 16 set-up.


These days most coupes are driven by the front wheels, so it's an enthusiast's delight to find the BMW and Nissan adhering to old-school principles. Least corrupted of the lot is the Japanese car, which sends its power and torque to the rear end with only a limited slip differential to aid the cause.


And yes, you can find yourself in Hollywood car-chase-style slides. A tightish bend, low gear and early stab of power and you're travelling sideways, especially if the surface is damp. It all happens in such slow motion, though, that total control is hard to lose and easy to regain.

The steering is direct, firmly weighted and reasonably informative. It must be said too, that such behaviour only resul from provocation or excessive clumsiness. There's nothing scary about the 200 SX if it's driven with common sense.

There was a time when BMW ­could be even more wayward, but try similar antics in the 328i and the Automatic Stability and Traction device intervenes, either ­by braking a spinning wheel or getting the management system to pull the plug on the engine for a second.


Switch it off and you still need to be brutal to get the car out of shape when riding on the Sport version's expansive tyres (225/45R17 front, 245/40R17 rear) such is the way it settles on its haunches and cling to the road. It makes the 328i reassuring through fast sweepers and S-bends, though the tyres are prone to being diverted by surface changes. The handling's weak link is the limp steering at the start of a turn.


The Fiat wheel feels light too, and with only 2.2 turns between full left and full right rudder it evokes super-sharp responses, so a period of familiarisation is best advised. There's no nervousness about the 20v turbo's behaviour, just a tendency to follow the contours of bumpy B-roads a little too closely.

The engine management system will, where necessary limit turbo boost in first and second gears to tame wheelspin, while a traction control mechanism prevents you flying off the outside of an injudiciously approached corner. All that's needed is a bit more feel and, at times, composure.

All VTEC-engined Preludes will come to the UK with four-­wheel steering, though our early production car didn't have it. No matter - even without the rear wheels lending a hand or any form of traction device, there's masses of grip. The Honda is softer than its three rivals, but capable of covering all manner of ground with immense stability and serenity - it's more grand tourer than sports car. It has beautiful steering which increases in weight and self­centring effect as cornering forces increase, but even at low speed it's firm and positive.



Despite its shallow tyres, it serves up the most supple, sooth­ing ride, too, though with a fair smattering of road noise. The BMW, underpinned by stiffer sports suspension, is too firm to swallow sharp ridges, though it's never harsh, and neither the Fiat nor the Nissan tread lightly enough over low-speed town obstacles. Considering they all are put performance uppermost, there's not much to complain about, though.

Above: Boot is smallest here at 8.5cu ft and seats too cramped for adults; all-black cabin trim feels gloomy

Above: Armrests and centre storage bin make driving seat feel confined; wheel adjusts for rake. but seat has no height-adjustment


All four have disc brakes all round, ventilated at the front, with anti-lock back-up. Our only complaint concerns the sogginess and lack of initial response in the Fiat.



DRIVER APPEAL

BMW •••

Fiat ••••

Honda •••

Nissan ••


This is what gets you into the showroom in the first place and keeps you happy long after you've driven away. It's almost inevitable that the Fiat should win here, but it earns this accolade not just for the boldness of its styling or the delightful details which finish it off.



The Fiat is the shortest and narrowest of the four, yet it doesn't feel it. You get two-way steering adjustment (tilt only in the others), so even though its big, snug seat is set at a fixed height, you've every chance of finding an ideal, roomy driving position, and you're unencumbered by the console boxes which restrict elbow room in the two Japanese cars. That does, however, leave you short of oddments space. It has lovely switches and dials, too, all topped off with that swathe of body-colour plastic running across the dash. If only it had the no-quibble quality feel of the Honda.


Unforthnately, the Prelude's excellence in workmanship and materials is not echoed by it's interior design. You can dress up the exterior like our car's but not the cabin, which looks like that of an upmarket Accord saloon.


The Honda is short of front headroom (it's the only one with a standard sunroof), and the steering wheel ought to telescope to allow both the short and the tall to find a less compromised driving position. It does, however, have the most rearward seat travel. The unimaginativeness of your surroundings is lifted by a tray between the front seats which converts into a couple of cup­holders, and an optional hi-fi which disappears behind a flap when switched off to look as though the unit's front panel has been removed.

Sitting in the BMW; you don't much feel like you're in a coupe, any more than you do in the Honda. The impressive driving position, facia layout, switchgear and interior features are just as they would be if you'd bought a 3-series saloon. The seat is solid and Germanic but surprisingly comfortable over distances and there's somewhere for everything, but nothing distinctive about the place. The same criticism is often used about the exterior design, though that hasn't stopped the BMW regularly featuring as the UK's top-selling coupe.



The Nissan has recently been revised to try to capture some of the aggressiveness that's missing from the BMW. It gets a redesigned front end, which looks rather fussy and

layered, and a minor interior upgrade. It's hardly a welcoming place, though. The cabin is black and gloomy, and it feels cramped unless you enjoy being hemmed in by centre console, armrests and steering wheel.



All four of these cars have what might be termed essentials in a £20,000-plus coupe except the BMW, which is delivered without a hi-fi system. Honda runs to standard air-conditioning. All have driver airbags and engine immobilisers, but only the Fiat and Honda have passenger airbags, too.



SPACE & PRACTICALITY

BMW ••••

Fiat •••

Honda •••

Nissan ••


If you wanted room for 4 adults in something a little out of ordinary you'd buy a sports saloon. Still it's good to be able to fit a couple of children in occasionally, while a boot big enough for a couple of sets of golf clubs (or similar) is necessity. That was the rationale behind Honda's decision to make this Prelude longer and taller than the last, at the risk of losing it's purity of shape.



It's not the most spacious though. The honour goes to the BMW, often critised for rear-seat space as a saloon but comfortably off when measured alongside rival's 2-door cars. It had a lot more rear legroom than the Fiat and Honda, both which are just acceptable (the Japanese car imposes a knee-up sitting position), while the Nissan's rear accomodation is Hopeless for adults.



All except the BMW have tilt/slide front passenger seats to ea e access to the rear, though those in the Nissan and Honda won't return to their previous position afterwards. Headroom in the back of all four is a problem, too, though you can live with its shortfall for a while in all but the Nissan.


The biggest boot is the BMW's; the Fiat's has the best shape; the Nissan's is poor despite the switch to the space­saver wheel and tyre used in all four to increase luggage capacity. Each has fold-down rear seats, split in all but the Honda, with through-load hatches for long loads. All are reasonably practical when the need arises.

Fiat's attraction lies in its detailing: badging, racing­style fuel filler, even key and fob make you want to own one

Nudge to right, then forwards for up the 'box, backwards for down - Prelude's semi-auto gears. Has cruise control and 'self­hiding' radio



VERDICT:

Once you've decided to go for a coupe, your concerns are different from those of saloon or hatchback buyers. Costs and practicality matter less for once than image and enjoyment.

There's raw, crude entertainment to be had from flinging the Nissan around; sophisticated pleasures to be found in the flexible BMW; GT comforts in the beautifully crafted Honda; and giggle-inducing excitement from the Fiat.

For all the wonderful qualities of the BMW engine, the car doesn't feel enough like a coupe. You might as well buy a 3-series saloon. You'd gain a bit of versatility and lose nothing.

So it's the Honda and Fiat that tempt us more. The Prelude lacks interior charm. You'll enjoy comfort, refinement, faultless quality and an engine that sounds so good it should be recorded on CD. We can understand if you choose it.

But we'd take the Fiat. There are few cars with the capacity to thrill like this one - and for such a reasonable price. If Fiat had asked £25,000 we might have raised our eyebrows - but only a little. Instead, you're getting 150mph performance for a lot less. Climb in, buckle up and hang on for an experience you won't believe .

SPECIFICATIONS: Double click to enlarge...

END OF A WONDERFULLY WRITTEN 4 CARS SHOOT OUT. One of my favourite Article.



Source: Whatcar? UK,. February 1997 issue (page 50 to 59). A WHOOPING 9 pages total. Painstakingly scanned and typed by Jeff Lim (yours truly).

WHATCAR?: Used car - selling scams

 WHATCAR? UK: Selling your car - Used car - selling scams

10 August 2010

Car sellers can find themselves scammed, even before they've sold their car.

If you use a website to advertise your car for sale, you may receive an e-mail from a foreign buyer agreeing to pay full advertised price.. This is almost always a scam so ignore any requests that ask you to contact a shipping agent on the buyer's behalf.

They may also try to send you a cheque, which later turns out to be fake, and ask you to send the car to a shipping agent, or then cancel the sale and ask for a refund. Either way you could loose your car and maybe your money, too.

By waiting for six full business days for funds to clear, you're protected from fake cheques. Banking rules introduced in 2007 guarantee that the bank has no comeback if the buyer's cheque later turns out to be fraudulent. CHAPS payments or direct money transfers are safest when selling. They're quick, and you'll know the money is real once it's in your account.

Money transfer and escrow companies are not especially common in the UK, and they're an easy way for criminals to exploit buyers. Escrow is a method of holding a payment in trust until the car has been delivered. It's not a bad system, but you need to be sure that you're really dealing with a legitimate Escrow company and that the person collecting the money is who they say they are. Money transfer companies are just as prone to fraud, and the use of forged passports and identification documents means that anyone could walk in and collect the money.

END OF ARTICLE:





SOURCE:
http://www.whatcar.com/car-news/selling-your-car/used-car---selling-scams/217159

That's all folks, thanks for having the time and patience to read this blog entry.

WHATCAR?: Car-buying scams busted

Car-buying scams busted 

From Whatcar? UK, 02 August 2010

1 Clocked cars
This is the way dodgy sellers work: take a high-mileage car, wind the odometer back and, hey presto, it’s worth hundreds of pounds more.

It’s relatively easy to alter a car’s mileage using a computer and the right software, but it’s far harder to cover all the signs of a high mileage.

The car’s general condition will give a pretty good indication of how hard a life it has led. The number of stone chips on the bonnet, the sagginess and wear of the driver’s seat and the way the pedals are worn down are all giveaways.

Usually, the service history and MoT test paperwork will allow you to track how quickly a car has covered its miles. Some vehicle history checks also include any past mileage readings.

2 Stolen goods






By using bogus registration documents and fake vehicle identification number (VIN) plates, criminals can disguise stolen cars.

This can be as simple as slapping on a set of fake numberplates, or as complex as respraying the whole car and using fake VINs to carry off the scam. Once you’ve checked that the VIN on the V5C registration document and the history report matches all the VINs on the car (including stickers on door edges, the boot lid and the bonnet), phone the DVLA on 0870 241 1878 to check that the V5C itself is legitimate.

Be wary of anyone who seems to pressing for a quick, cheap sale. They could be hoping you won’t look too carefully at the car as you rush to shake on the ‘unbelievable deal’.

3 Funny money
Get taken in by fake cheques and unpaid finance and you’ll end up with no car and no cash.

When selling a car, don’t accept personal cheques and be wary of banker’s drafts. Contrary to popular belief, banker’s drafts can be forged, and you often won’t find out until several days later when your bank discovers the deceit and takes the money back. By that time the buyer and your car will be long gone. Insist on an electronic bank-to-bank transfer – that way you’ll know the cash is real and safely in your account.

When buying a car, always get a history check that shows if any finance is outstanding. If someone hasn’t paid off a loan on the car you’re buying, it could be repossessed and you’ll struggle to get your money back

4 Accident damage

Enterprising criminals buy wrecks and transform them into good-looking cars at bargain prices.

Total write-offs and the infamous cut ’n’ shut (two cars – one with front damage only, the other with rear damage only – that have been cobbled together into one whole ‘undamaged’ car) can be bodged into looking like safe and reliable vehicles. However, it’s unlikely that the work’s been done well, and it would be dangerous should the car be involved in another accident.

A decent history report will show if a car’s been officially written off by an insurer, but some still slip through the net, so beware.

A vehicle inspection by a qualified engineer should flush out an old wreck, because it’s hard to totally hide the signs of repair work and welding.
5 Dodgy sellers
Back-street traders and criminals can pretend to be private sellers so they can pass on poor-quality or dodgy cars. Always say when you phone: ‘I’m calling about the car for sale.’ If they answer: ‘Which one?’, be on your guard. If they have more than one, they may be selling cars that can’t be sold on a forecourt, and they almost certainly aren’t paying income tax on the sales.

Organised crime gangs also pose as private sellers to sell stolen or suspect cars. Never agree to meet in a remote or secluded place. Always see the car at the seller’s house, and make sure they really live there – ask to use the loo.

Also, never carry large amounts of cash when you go to see a car and always take a friend.

6 False identity
Guard your personal details, because they’re as valuable as your cash. Cars (among other luxury goods) are a favourite buy for identity thieves, who use your details to make the purchase.

Beat them by shredding old statements, utilities bills and unwanted loan applications. Criminals can use these to organise a car finance agreement in your name. They’ll quickly sell the car on – leaving you to foot the bills and explain where the car is.

Keep your eyes peeled for suspicious paperwork arriving in the post – and check your bank account for mystery payments.

If you’re unexpectedly refused credit, a personal credit history check may expose criminal activity. If you think you’ve had your identity stolen, contact your bank and the police.

END OF ARTICLE.

SOURCE:

1) http://www.whatcar.com/car-news/car-buying-scams-busted/part-1/2517222) http://www.whatcar.com/car-news/car-buying-scams-busted/part-2/251722

That's all folks, thanks for having the time and patience to read this blog entry...

Selling a Car: How to write a Used car ad?

WHATCAR? Selling A Car - Wording a car advert

12 February 2007 

Wording your advert the right way will draw the buyers in. Get it wrong and you could be left sitting by the phone waiting for it to ring.

• Include all the relevant information but be precise, accurate, honest and avoid cliches such as 'first to see will buy', or 'one careful lady owner', Also, avoid these: "No timewasters"...

• List the exact model, its year of registration and plate number (eg 1999/V), mileage (78,400 miles not 78k), whether it has a full service history, colour (in plain English), number of owners (if it's low for the age of your car), list of equipment/features, price, colour photograph and contact details.

• If you're selling online with somewhere such as eBay, you'll obviously have more space, but keeping it short and sweet should still pay dividends so long as you include all the relevant details. There's more scope for pictures online too, so take advantage.

• Avoid abbreviations. It's easy to scan over them and many buyers won't know what they mean. If you really have to reduce the cost of an advert, stick to the most common abbreviations such as FSH (full service history), PAS (power-assisted steering), AC (air-conditioning), EW (electric windows), RCL (remote/central locking), ONO (or nearest offer), VGC (very/good condition).

SOURCE:
1) http://www.whatcar.com/car-advice/selling/wording-a-car-advert/3141796 

WHATCAR? UK: Petrol or diesel - which is cheaper?

Petrol or diesel - which is cheaper? - Introduction

19 March 2010 

Choosing which fuel is right for you isn’t just about economy. There are other costs and your driving style to consider. Our experts explain

It’s one of the eternal dilemmas for car buyers: do I go for a petrol-powered car or a diesel one? People often make wrong assumptions about the differences between the two, namely that diesel drivers save a packet at the pump, but petrol drivers have more fun. This isn’t necessarily the case, and your ideal car choice depends on your individual circumstances and preferences.

For instance, you might find you prefer the way a diesel delivers its performance, and while a petrol car might have worse fuel economy than its diesel equivalent, it might actually still end up being cheaper to own over three years.

Whatever you do, don’t just look at the fuel economy figures. Depreciation is the biggest cost in car ownership, so resale values play a vital role in deciding whether a petrol or diesel car will be more cost effective overall. Add to this the facts that diesel-powered cars tend to be more expensive to buy and service than their petrol counterparts but can attract lower road tax and insurance charges, and you have some maths to do.

For example, the diesel Fiat 500 does nearly 14mpg more than the 1.2 petrol, but it costs a massive £2400 more to buy, which means that, using economy figures alone, it would have to cover 133,164 miles before the better economy compensates for the higher price. The diesel’s lower servicing costs narrow the gap, but the petrol still works out £981 cheaper to own over three years/36,000 miles, or £327 cheaper per year.

Going for the diesel version of the Mazda 6 is a no-brainer, however. Even though the 2.2D 163 costs £1100 more than its petrol equivalent, it starts to repay you at the pump after 40,279 miles. Its lower depreciation and road tax figures also mean that the diesel version is £1191 cheaper than the petrol over three years.

Similarly the Peugeot 3008 and Volkswagen Golf diesels are both cheaper over a three-year period than the petrol versions, by £705 and £442, but the BMW 3 Series throws up a bit of a surprise. At three years, the £2100 premium for the 320d diesel over the 320i petrol still isn’t recovered through fuel savings or higher resale values, while road tax is the same and the diesel’s insurance and servicing are more expensive. Overall, the 320i beats the 320d by £709 over a three-year period.

Generally speaking, though, the bigger the car you’re considering, the smaller the premium charged for the diesel, and the more miles you cover, the more likely it is that a diesel will save you money.

To help you calculate which car works out cheapest for you, we’ve posted a tool online at whatcar.com. Simply type ‘petrol or diesel’ into the search box. You can even vary your mileage to see how it affects the decision.

Why do diesel cars and fuel cost more?

A diesel engine needs to be stronger than a petrol because the fuel explodes under greater pressure, so it is built with more metal for extra sturdiness. The heavier engine then needs stronger mounts and heavier-duty suspension. The clutch and gearbox are often uprated to cope with the added torque and there’s usually more sound-deadening material. All of this adds to the price of building the car.

One of the most significant costs for the future of diesel cars is the expensive exhaust systems they’ll need to meet upcoming emissions legislation.

The diesel itself
Diesel is closer, chemically, to crude oil, so you’d think the refining process would be simpler than the process that generates petrol. In fact it’s more complicated, and expensive, because sulphur levels need to be cut from it. Demand for diesel from other sectors, including shipping and for heating homes, also pushes up pump prices.

The future
So what about future fuel prices? Nick Vandervell from the UK Petroleum Industry Association says: ‘It depends on what the political policies are – there is talk of whether we should tax fuels on their energy content, which would make diesel slightly more expensive than it already is.’



END OF ARTICLE.

References:
1) http://www.whatcar.com/car-news/petrol-or-diesel-which-is-cheaper-/248338