Buying New – why would you?

Let’s take a look at one of my favourites. A car that I would have like a shot, given a lottery win and a 5 car garage. A Jaguar XFR. New, it’s an eye watering $189,000, thanks to our government’s luxury car tax, apparently. The price in the UK is £65,350, which at the current exchange rate equates to $83,000.

By: Jaguar Cars MENA

I realize that this tax is apparently there to save the local car industry, but this is a joke. This is a premium of over 100% and who receives that? Does it all go to the government or have the car companies just screwed us for all we are worth? The car companies claim that they price their cars a year in advance so as not to be dictated to by fluctuating exchange rates.

Fine, so how come the Aussie dollar has remained strong for 4 years now with no hint of a change anytime soon and car prices have not decreased one iota?

In Drive’s April 2011 article (http://news.drive.com.au/drive/motor-feature/a-quick-buck-the-high-price-of-luxury-downunder-20110415-1dgy7.html) most people believed it was the fault of the government according to their poll, rather than the car companies. But that doesn’t stack up 3 years later.

BMW said at the time, ”We do hedge to protect against currency movements going both ways. We don’t put prices up when the currency is weak and neither do we respond immediately by putting prices down when the currency is strong. We have to hedge against these kinds of fluctuations for the customers’ benefit [so new owners don’t see their car discounted just months later]. As a manufacturer, we’re not actually in a position to capitalise on a strong Aussie dollar – at least not in the short term.”

So when is it no longer the short term? Can we expect then to see a price cut in the next year, two? I totally understand that if you had bought new you would not want to see the price depreciate by half, the very next day. But come on, are we really that stupid that we will just put up with the status quo and pay twice as much as the UK and even more compared to the US? Do new car buyers really have more money than sense? I tend to that think that the wealthy have money because they are astute and so paying through the nose for a car does not add up.

Eventually there must a ground swell of support for a price decrease. There is with everything else. People are buying off the net for goods they can get from their local Harvey Norman because they can benefit from the strong dollar. And rightly so. Surely we have to start thinking this way when, for most people, the second most expensive product they will purchase is their car.

Until then, buying second hand in this climate has to be the sensible option.

 

Land Rover Discovery 3 TDV6

By: The Car Spy

Discovery 3’s are not a cheap vehicle, that has to be said. They require diagnostic tools for major services and therefore a dealer is often the first port of call. However, costs can be minimised by finding a specialist with the correct equipment. For minor services a local mechanic, such as Ultratune for instance are perfectly acceptable. But if parts are needed it is better to seek out a specialist.

There are a few things to look out for if you are looking to buy a Disco. Firstly a full service record. For the reasons stated above services can be expensive, ranging from $400 up to $1500, so it’s possible a few may have been skipped. The auto transmission needs an oil change every 75,000 kms and it has to be synthetic, which can be pricey. For diesels its timing belt has to be changed every 160,000 kms so for higher mileage examples, make sure that has been done. It’s an expensive job and would be part of the $1500 service. If, like our long termer, it’s eclipsed a quarter of a million kms, then the alternator may pack up, but you should be warned in advance by a poorly charging battery. The air suspension system can have a few problems and may need changing every 4 to 5 years.

Land Rover Addict in the UK suggest a few more areas to check (http://www.landroveraddict.com/features/2011/4/13/discovery-3-buying-guide/)

SUSPENSION

Listen for knocks from the suspension – they eat lower wishbones quickly, and at £300 ($500) per side plus a full alignment check, it can get pricey.

TERRAIN RESPONSE

Make a point of engaging and disengaging all functions when looking at a potential Discovery. If the warning lights and noises come on, you may be looking at a new compressor.

By: The Car Spy

ENGINE

BIG, ISN’T it? You can’t really see much of the TDV6 lump under all the plastic cowlings, but it sure fills the large engine bay well.The 2.7-litre engine is shared, in Land Rover form at least, with the Range Rover Sport and has proven to be generally very reliable. A common problem is the failure of the EGR (Exhaust Gas Recirculation) valve leading to a loss of power and lots of smoke. A blanking kit is avaliable, but only for Euro 3 engines – otherwise you will have to replace the valve. A criticism aimed at the 2.7 is that it can feel a tad sluggish, and many have been chipped to boost performance.

HANDBRAKE

A COMMON fail point is the electronic handbrake. On well off-roaded examples it can be prone to sticking on or failing completely due to mud and water ingress. You’ll often hear a horrible screeching and grinding as a D3 goes to pull away.

Typical Costs

Alternator  $850 (fitted)

Air Suspension Compressor  $1100 (1400 fitted)

Rear Sway Bars $90

Front Sway Bars $47

Front Wiper Blades $65

Recommended Service Centres

  • Ayers Automotive

15 Ada Avenue BROOKVALE 2100

Phone: (02) 9905 6048

http://www.aauto.com.au

Recommended Forums

  • Australian Land Rover Owners

www.aulro.com

Land Rover Discovery 3 TDV6

Model Year: 2005
Bought: May 2011
Kms:
135,000
Current Kms: 155,000
Price: $27,000

OK, I’ve probably always wanted a Range Rover, but sadly they have only 5 dedicated seats. My family requires the extra couple these days. Initially my choice seemed stark and somewhat depressing. Was I really going to consider a Tarago? Did I really want to stoop to a Chrylser Voyager, quite possibly the worst vehicle ever built, save for British Leyland’s Allegro of course.

Well no, I didn’t have to because these days there are a number of interesting choices. The Volvo XC90 for instance, or Honda’s Odyssey, Mazda’s CX9, Hyundai’s Sante Fe, Nissan’s Dualis, I could go on. But none of these were dream cars. To come close to my vision, it needed to offer something outstanding, needed decent looks, and though I couldn’t expect a 7 seater to perform well around a race track, I would take a fire track or a beach instead.

Enter the Land Rover Discovery 3. A car that in Australia polarizes the population like no other. Even Ford and Holden fans can agree on it. Its looks for starters. I used to think it reminded me of an old-school bread van before it started to grow on me. I guess when Nissan started making its Pathfinder to look like it, particularly its rear end, is when its styling for me hit home.

Then there’s the internal space. Its seat configurations are second to none and, when all are flattened, the load space is simply cavernous. There’s no loss of space due to an after thought third row hanging on the sides. It is so large it swallowed up an oversized 3-seater sofa with room to spare.

By: The Car Spy

Then there’s the engine. Granted it’s the older 2.7 litre turbo diesel that is perhaps not as powerful, refined or efficient as the new 3 litre in the series 4, but my word it’s a fantastic engine. Frugal on longer trips, sometimes returning less than 10 litres per 100 km for a car that weighs in at a tad over 2,400 kgs and fully laden with wife, 3 kids and all our camping gear. Around town it’s more like 13.5 but I can forgive it for that on Sydney’s clogged up arteries. And when you need to pull out sharpish the turbo kicks in and you’re away with a real shove in the back. Gone too are the days of a diesel sounding like something off a farm, certainly from within.

Then there’s the ride. The air suspension system has to be one of the most accomplished around and it is without doubt the most comfortable car I have ever owned. It’s so nice I almost forget my hatred for automatics as I waft here and there, serenely surveying the road ahead. Its all terrain system is a joy to use, as you simply select the setting for the road conditions ahead and let the car do the rest. Though so far I have only needed to use the sand option, I have witnessed others tackle every imaginable surface and it just works. I guess it is not an eight time winner of Australia’s best large 4×4 for nothing.

So then it’s a fantastic vehicle and it never goes wrong. Well not exactly and this is where Australia is polarized. Yes it does go wrong. Not smoking by the side of the road wrong, but its complex electronics are prone to gremlins. Take its suspension system for instance. Land Rover forums are full of problems with the car’s air suspension compressor. Warning lights and noises abound regularly it seems, particularly in the earlier models from 2005 to 2008. Mine being a late 2005 model is no different, but talking with the guys at Graeme Cooper, a wonderful Land Rover specialist I may add, its hardly surprising. The little compressor has the weight of the whole car resting gingerly on its shoulders and after a few years the poor thing wears out. A change costing around $1100 should sort it out, but others have not been so lucky. Diagnoses have included faulty wiring, faulty looms, corroded points and computer bugs. However, unlike the Disco 2, when such a problem would mean the car lowered on to its suspension rods and would become immovable, the Disco 3 merely continues at normal ride height and pings you incessantly about its problem. On the odd occasion that it does lower itself to its minimum, I have found that you simply stop, switch off, let it cool for a few minutes and the system rights itself.

I guess it’s a victim of its modernity. It knows when things are wearing out and tells you about it. Brake pads need changing, it pings you. Battery not charging, it pings you. Tyre pressures not perfect, it pings you. On long drives it sounds like you on a plane with the seat belt sign going on and off, and it becomes almost comforting. In other cars, say the Prado, there is no such system, and so you can be driving around without a care in world with the exact same problem as the Disco driver, the only difference being Prado man is ignorant of the problems and therefore thinks his car never goes wrong. Disco man is all too aware of them.

I’ve tried a friend’s Prado and I know it’s a great 4×4. It can go anywhere, like the Disco. It seats seven, like the Disco, but the sixth and seventh passenger had better be a person of restricted growth or a small child. In the Disco, fully-grown men of 6 feet or more can fit in the third row without a hint of discomfort. But as soon as the key was turned I knew which one I preferred. It was a case of: one is a tractor, the other is a limousine. The difference is that stark.

By: The Car Spy

I bought a high mileage vehicle fully aware I was purchasing someone else’s problem. At 235,000kms it was very high indeed for a 7 year old car, but all of those kays were motorway miles meaning the engine would have been spared the stop start of city driving. The previous owner had also liked to go bush bashing, though you’d never guess externally. Internally the bull dust told a different story. So I was prepared to pay for a few repairs and at $27,000 it seemed a steal. I had ensured the timing belt had been changed and the transmission was in good spirits and off I went.

So far, over 2 years, I have needed to replace the sway bars, both front and back ($50 and $90 respectively), and the serpentine belt ($56). The alternator gave up the ghost not long ago as well ($850). Yet these should go after so many kilometres, so I don’t feel too bad about them. The suspension compressor needs to be changed but I have put up with this warning for over a year now and will do something about it when it suits me. It certainly doesn’t need to be imminent. Servicing is not cheap on Land Rovers, but talking to a Mercedes GL owner recently, I began to feel a little smug. Oh and the cable that operates the tail-gate snapped and meant the rear door would not open. Luckily that was only a $90 repair bill. There was a $250 charge for taking the ignition barrel apart, clean and replace it, but that had nothing to do with the car and everything to do with a small lego sword my son saw fit to insert and attempt to start the car. Needless to say his name was mud for a day or so.

Along with small boys, tyres, I read on the web, are also a bugbear, due the 18inch rims and therefore difficult to source. After a brief search I found a solution and can recommend Kumo Roadventura’s, fine for road and sand and a snip at $250 a corner, half the price of the more expensive all terrain tyres. That being said, if I were intending to go bush bashing I would probably source some 17inch rims and fit a Cooper or Wrangler tyre.

For a Buyers Guide, visit the Research page

SAAB 900 Turbo 16v

SAAB 900 Turbo 16v 5 Speed Manual DSCF1171

Year Registered: 1991

Mileage when bought 132,000
Mileage when sold 247,000

Buying a car out of warranty and heading for its first 8th birthday, you know that certain repairs are likely to be needed. Clutches tend to go around the 100-150k mark, depending on how you drive and whether you like to rest your left foot on the pedal. Gearbox’s have a similar shelf life and so too for transmissions. If you buy well and have a full service history to guide you, you can mitigate some of these costs, but you know that eventually parts will wear out.

Saab’s were built by snow loving Swedes and designed to survive a head on collision with an elk. It is perhaps because of this the 900’s predecessor, the 99, was the only car allowed to race in the UK’s Rallycross series in the 80’s without the need for an aftermarket roll cage. The 900 Turbo inherited much of this strength and it is quite possibly one of the safest places to be in an accident, so long as you don’t launch through the windscreen or smash into the steering wheel for there are no such things as airbags. You could also do yourself a mischief with a poorly placed hot drink, for SAAB’s idea of a cup holder at the time extended to two shallow rings on the inside of the glove compartment. Handy for when stationary perhaps, but not at a canter.

DSCF1162This model was the last of the true SAAB’s, pre-General Motors and the hideous piece of machinery that superseded it in 1994. As with any vehicle, if maintained properly and regularly, it can and most probably will last very well. The 900 is no exception and a mileage in excess of 400k (644,000 kms) is entirely possible.

I ran the car for 13 years and a glance through the receipts showed some common threads. Engine mountings, CV joints and boots, and front disc’s were the most habitual repairs other than the exhaust mounting that must have been changed 7 or 8 times. Luckily the part was inexpensive but you took sleeping policemen with care for the consequences meant a day or so of creaking and clanging before a replacement could be found and you’d be convinced the shock’s had gone.

In time, costly repair bills did eventuate including a new clutch, transmission, radiator, brake master cylinder, exhaust system, steering column and a new headliner. However, these were parts that had to go at some time and then only once.

By using Hollobon’s rule of addition and subtraction, developed mostly on beer mats and coffee stained post it notes, the car cost me in the region of $1200-1300 per year including services but not including tyres. I tried to service the car every 6 months and for a time used cheaper repair garages such as Ultratune. I can’t knock their service but the parts did seem to have a shorter lifespan and ultimately paying slightly more at a specialist proved more efficient and the car drove far better.

 

TYPICAL COSTS

Transmission replacement  $2272

Clutch replacement  $1550

Radiator $ 275

Outer CV Boots kit (fitted) $ 215

Brake Master Cylinder (fitted) $ 260

Front Engine Mount  $ 190

Steering Rack Boots  $ 150

Starter Motor  $ 150

Steering Column $ 113

Exhaust Mount  $   10

DSCF1170RECOMMENDED SERVICE CENTRE

SAABTech – 3 Taronga Place, Mona Vale NSW 2103 – Tel 02 9999 2771

www.saabtech.com.au

RECOMMENDED FORUMS / KNOWLEDGE BASE

www.saabcentral.com

Here is a more comprehensive report from Simon Turner, to read more visit:

http://www.saabcentral.com/techhelp/c900/900_buyers_guide.php

Head gasket: Signs of water and/or oil leaks from the cylinder head. Unless you are a fairly competent mechanic you will be looking at around 10 hrs labour plus parts for a replacement. Expensive!

Gearbox:One of the major weak points in a Saab is the gearbox. You hear of gearboxes, both automatics and manuals giving up the ghost at 60,000 miles and others going on for over 300,000 miles. It all depends how it has been treated. Auto boxes coupled to Turbo motors probably have the worst reputation for letting go first. As a rule of thumb you can reckon on some major gearbox repairs between 150,000 and 200,000 miles. Again gearboxes can cost anywhere from £200.00 for a second hand box to £1000.00 for a fully recon box, plus the labour to fit it! The whole engine and gearbox has to be removed for repair or replacement. Things to look out for, difficult to engage gear, not engaging any one of the gears, a whining noise whilst travelling in 3rd or 5th and popping out of gear particularly reverse.

Turbo:Again the Turbo’s seems to have a life span from anywhere around 60,000 miles to 300,000 miles. As a general rule a turbo can be expected to last around 120,000 miles. The earlier oil cooled Turbo’s tend to go sooner than the later water cooled turbo’s but obviously again it depends how they have been treated. The earlier oil cooled Turbos require a lot more time to cool down. Again they are fairly costly to replace averaging around £300 to £400.

Timing/Cam chain:Expected lifespan around 150,000 miles. Listen for rattles from the engine especially when the engine is cold. You can replace the chain without removing the engine with a link chain, but it is recommended by Saab that the guides are replaced at the same time which does involve removing the engine.

Exhaust system:Might seem obvious but a complete exhaust system is a fairly expensive item to replace. If you are able to get under the car check the system for general condition and check the exhaust manifold for cracks, especially the 8v cars.

Oil and Water: Check the oil for signs of ‘mayo’ water leaking into the oil system and at the same time check the coolant for signs of oil getting into the water system. Both are usually signs of gasket failure.

Clutch:If the clutch pedal is taking just after you have started to release it then it would indicate that either the hydraulic clutch system has air in it and it needs bleeding or more than likely the seals have gone in the mastercylinder and it needs repairing or replacing. The other less likely reason is that there is wear in the pedal linkage allowing for freeplay in the pedal itself. Of course the clutch itself might need replacing at around £150.00 including labour.

Power Steering Rack:Try to get access to the underside of the vehicle to check the steering rack for leaks. When test driving the vehicle the steering should be light and responsive. If stiff when the car is cold and becomes more responsive as the car warms up, this is a sign of a rack on it’s last legs. Replacement racks are available for around £150.00 to £200.00 plus around three hours labour to fit.

C/V joints: When test driving a car with steering on full lock and you hear a click, click, click sound this is a sign of worn CV joints. Replacement joints cost around £70.00 plus a couple of hours labour to fit.

Ball joints: If you have the facility available. check the ball joints. Although fairly cheap and easy to replace they can lead to bad handling and uneven tyre wear. Listen for signs of loud knocking.

Shock absorbers & Springs: There should be no ‘spring’ in the suspension. If there is then the shock absorbers need replacement at around £40.00 each. They should last around 100,000 miles. Also check the rear springs as they tend to sag on older higher mileage cars especially ones that might have been used for towing.

Heating system:Check the operation of the heater and for water leaks in the left footwell. Water leaks indicate the heater control valve needs replacement. No heat, or if you are unable to turn the heat off would indicate a problem with the heater controls.

Sagging Headliner:A common problem which to be fixed properly requires the complete removal of the headliner shell and application of new material and replacement. The lining and adhesive are resonably priced.

Central Locking:Central locking can play up for a number of reasons.

Heated Seats: Quite often on higher mileage Saabs the heated seats have ceased to work. This is usually due to a broken element in the seat itself which involves removing the seat for repair.

Radiator: Might seem like an obvious one, but make sure you check the radiator for leaks and general condition. Cost is around £150.00 to have it replaced.

Electric window winder:This seems to crop up quite often and can range from just requiring a good lubrication to the replacement of both the window motor and regulator. Fairly easy to replace yourself and inexpensive if using second hand parts.

Body: Although generally rust free, the 900’s do have some common places where rust can appear. Check the bottom insides of doors, wheel arches and petrol cap cover in particular. Also around the base of the spoiler in the Turbo and along the inside bottom edges of the doors.

 

Audi Quattro: The Original

audi ur quattro

The Ur-Quattro

The Ur-Quattro, or Original Quattro, arrived in 1980 and took rallying to a whole new dimension, dominating the sport for over two years. It was the first rally car to take advantage of new four-wheel drive rules and spawned panic amongst its rivals to catch up. This reached fever pitch with the advent of Class B rallying between 1982 and 1986 when such monsters as the Ford RS200, Metro RS4, Lancia Delta S4 and of course the Sport Quattro S1 arrived.

These cars travelled so fast along winding, slippery, often mountainous roads they appeared to defy laws of gravity and adhesion. To give you an idea of how fast Class B became, Henri Toivonen once famously tested his Delta S4 at the Estoril Grand Prix track with a lap time that would have put him sixth on the F1 grid, in a rally car. Turbo’s could be boosted to 5 bars or more and horsepower easily eclipsed 500 in race form. 1000 was apparently quite possible. Now this amount of power is all well and good in a race involving long straights and steady left handers, say NASCAR for instance, or something similarly boring. But on a forest track covered in mud, ice, snow, water, gravel and more often than not involving hairpin bends over blind crests? I am sure you get my drift, no pun intended, these were accidents waiting to happen.

Sadly all too soon for Toivonen in 1986, who flew off a thin strip of tarmac high up a Corsican hillside at speeds barely imaginable, taking his co-driver with him. Overnight the era of the Rally Supercar ended and these powerful machines became obsolete.

However, one sport’s loss became the consumer’s benefit with the opportunity to emulate our rallying heroes by purchasing one of these cars that were only very slightly modified for road use. Lancia sold its Delta as the Integrale, Ford as the RS200 and

Audi with its Quattro. In its original guise it came with a 2,144 cc, 10 valve turbocharged in-line 5 pot engine, or WR as it became known, and it is this example I am about to jump into.

audi quattro

In fact I am about to drive a car whose original owner was none other than

a former Australian Formula 1 driver, and winner of the Le Mans 24 hours, Vern Schuppan.

Sitting low in a its dated but hugely comfortable leather chair, you notice the wheel is set slightly left of centre but the pedals are perfectly positioned directly in front of you and spaced ideally for heel and toeing. No doubt Vern would have been a dab hand at left foot braking, but with Ian from Shannons sitting beside me there was no chance of that today.

The dash ahead of me is pure Audi of old, no different to an 80CD I owned many years ago or a mate’s 90 Quattro. Turning the key and hearing that 5 pot rumble immediately took me back to my teen years and my yearning to own one of these iconic cars. Depressing the clutch I half expect a work out for my thigh, but not so. It’s as light as any modern day car and snicking it into first heralded the typical mechanical clunky feel that all Audi’s had at the time. Not particularly smooth nor solid, but its an Audi, they don’t go wrong.

Pulling away, the sound emanating from those twin pipes still shames any contemporary V8 and considering the car is now 33 years old you’d expect the odd rattle and perhaps some loss in power. Blipping the throttle it doesn’t sound much has past it by, but the lag is more pronounceable than I thought. I have to remind myself this is normal of all early turbos, even of supercars.

Unfortunately the back roads around Artarmon are busy with trucks and traffic lights, but with a hill and some space in front of me, I floor it as much as I dare, half expecting Ian to tut in disapproval. It doesn’t come, and the question concerning its power is answered with a strong surge in second up to 60. Third is some distance away, surprisingly, but fourth is a quick pull back and we’re travelling smoothly, bathed in its inline din.

Sounds good, I shout to Ian. He agrees and I think both of us wish for a local track to delve down and put it through its paces.

 

audi quattro

Sadly the test drive is all too short but it is obvious this car has been well looked after. It rides the atrocious concrete slabs, synonymous of this area, with barely a shudder of disapproval and shakes off the inconvenience of mini roundabouts with the nonchalence of a gorilla swatting a bug. The last one I come to I drop down to second and gave it some welly, with window down and a wall across from me, that noise, the drama, just makes me want to drive this thing further and faster. Shame its not in red though.

The car is being auctioned at Shannons of Artarmon on May 6. Visit http://www.shannons.com.au/auctions for more information.

 

RESEARCH

Check out the Research category for more information about typical costs, repairs and what to look out for, click here:

http://wp.me/P3rCxt-9Y

Recommended Service Centres:

Eagle & Raymond Automotive  – 1/14 Brennan Close, Asquith NSW 2077‎m

(02) 9477 1500
 audi quattro bulge