The President has conspicuously changed the ceremonial vehicle from the traditional Land Rover to the Toyota Land Cruiser VX.
Apart from the bullet-proof glass, how do the two vehicles compare for such a noble task, or was the president literally driving home a turn-East point? –King’ori Wangechi.
I believe His Excellency El Jefe’s choice of vehicle lies outside my circle of consideration and influence. Nothing I say will make him or whoever chooses his cars change their minds.
That said, I would have done a real-world comparison of the two, but your inquiry says, “for such a noble task”, the noble task in question being carrying several men — including but not limited to El Presidenté himself — for one or two laps of a sports stadium two or three times a year, for a distance of 400m per lap.
Any car could do it, provided it has the coat of arms on the door, those ceremonial red-carpeted steps and the roof chopped off. I don’t know why the Land Cruiser replaced the Land Rover.
Point of correction: the Land Cruiser in question is a 70 Series pick-up, Landcruiser 79, it is called, the kind policemen use, and not a VX. The only Land Cruisers with a VX spec level are the daddy (80, 100 and 200 series) and the Prado (J120 and J150).
I am interested in either a BMW 318i or Mercedes Benz 190E, both manufactured in the late 1990s, naturally aspirated and non-carburettor. Could you compare the two and give advice on which would be the better buy? I also heard that the 190E has no airbags, is it true?–Ibrah
Too bad for you: there is no such thing as a Mercedes 190E manufactured in the late 1990s. The W201 went out of production in 1993. So maybe you meant the late ’80s?
A BMW 318 of similar vintage is the E30 model, the last 3 Series to sport two distinct round headlamps. A 318 made in the late ’90s would be either one of the last models of the E36 generation or the early E46s.
Since the E46 went on sale in 1999, we will consider the E36 instead as the “late ’90s 318i”, the so-called “dolphin shape”. There was a 318 as well as a 318is.
The 318i featured a SOHC 1.8-litre, 8-valve engine developing 113hp and good for 208 km/h. The 318is had a DOHC 16-valve 140hp engine that wound the E36 up to 215 km/h.
It also featured BMW’s Vanos variable valve timing system. The wheelbase for all four-door models was 2700mm, beating the 190E’s 2664mm (good for interior space, this wheelbase superiority). This model had a Z axle multilink rear suspension.
The 190E had engines ranging from a 90hp 8-valve 1.8 litre to a 2.6L 140hp 24-valve. There was also the 2.3 litre Cosworth, developing 185hp from a 16-valve head with DOHC.
It was capable of 230 km/h, the “slowest sports saloon” ever made. It also featured a dog-leg 1st gear in the manual transmission, with reverse gear north of 1st, and 1st gear down and to the left.
This was cause for confusion for inattentive drivers, and potentially risky in stop-start driving. 190Es featured a patented 5-link rear suspension set-up.
A more appropriate 3 Series rival for the 190E vintage-wise would be the E30, but this car was far much smaller — 2570mm wheelbase — and had “dangerous” handling, with a knack for oversteering. The cure?
Increase rear-end grip by driving around with a slab of concrete or some bags of cement in the boot. The 318i had the same 1766cc M10 engine as the 316, but while the 316 featured carburettors, the 318 used fuel injection, bringing power to 105hp (later increased to 114hp). The best 318i was the early ‘90s model, with a 16-valve DOHC M42 1.8.
The 190E did have airbags, as well as ABS and seat-belt pretensioners, though I believe these were the last models before the switch to the first generation C Class. A £600 million (Sh90 bn) budget in 1982 meant the car was over-engineered to the point where it simply refuses to die.
Of the three, clearly the E36 Dolphin 318is is the best of the lot. It has the longest wheelbase (more interior space), it is the most modern of the lot and while the 190E 2.3 Cosworth looks attractive from a driver’s perspective, you are unlikely to find one on sale.
I need your very valuable view on a purchase I want to make. I want to buy either a 2.0 FSI VW Passat or a 2.0 FSI VW Jetta.
Both seem to have the same engine and apart from body size, seem pretty much the same. Which would you choose? Which is the better import, an ex-Japan or ex-UK, all other variables being constant, in terms of reliability, durability and maintenance?
Please give your feedback as soon as you can since I have already started the import process. Thank you very much for your valuable articles and, like many Kenyans, I find them handy, understandable, valuable and they come at a small cost.–Fan Philip.
I’d go for the Passat since it is the bigger car, so it has to be roomier inside. It ranks higher in the Volkswagen saloon car hierarchy, so more likely than not, it will have more features as standard than the Jetta.
The Jetta, from what I observe on the road, seems to be the forte of career women still on the rise — accomplished career women drive BMW X6s, trust me — or single moms.
I’m not judging, but I’m not a single mother. I’m not even a mother. So I’d choose the Passat.
There is no difference whether you import from Japan or England… actually there is: the instruments in the Asian cars will be in metric units (km/h) while the English versions will be in imperial units (mph).
Speaking of English, ex-Japanese cars will come with those hieroglyphics that are impossible to learn if you are not Japanese to start with, festooning the operating manual, TV/DVD/Infotainment screen where available and safety warnings — those yellow stickers with exclamation marks found under the bonnet and on door frames.
Reliability, durability and maintenance is the same, since it is exactly the same vehicle; it just came from a different port.
So you have started the import process. How? What exactly are you importing? You haven’t seen my response yet (if it matters), until now.
I drive a BMW E46 year 2002, and since January last year, I have been having one issue after another. At this rate, I wish I had just bought a new engine.
The latest issue has been a check engine light that comes on. At first, the diagnostics machine indicated that the oxygen sensor was faulty, so I replaced it.
Immediately thereafter, the light came back on, and I took it back to the mechanic, who said the oxygen sensor was not the issue; it was the airflow sensor, which was even more expensive.
After replacing it ( I bought an original part from a reputable company), I had hardly gone three kilometres when the check engine light came on again.
I am yet to go back to the mechanic because now I feel that either these diagnostic machines are faulty (having used the one at the place I bought the airflow sensor as well as the one at the mechanic’s), or there could be another reason for this.
I am now very frustrated but on driving the car I don’t feel the issues that were there, such as the car losing power, or having a hard start during the day, etc.
I feel like the mechanics are now playing trisex with the car since whatever they are replacing is not solving the problem indicated by the check engine light.–JN
Which mechanics are these who are “now playing ‘trisex’” (what on earth is that?) with your car? Rarely do diagnostic machines get things wrong. It may be that your E46 does have a variety of engine problems, though this is atypical of E46 BMWs.
The first time you got a CEL (check engine light), the problem was the oxygen sensor. The second CEL was for the MAF sensor (after the lambda sensors were replaced), which means that the lambda sensor problem had been cured.
Now you have a third CEL which you are scared to dig into. I understand your fears. Go for the diagnosis. But, go to Bavaria Motors.
They handle anything with a BMW logo or BMW parts in it. The former general manager (a good friend of mine) told me they will even fix New Age Rolls Royce cars because they are BMW derivatives.
An E46, whether locally sold or imported, is welcome there and trust me, you will come out relieved (and maybe relieved of your money also, but hey, we are talking BMWs here).
Thank you for the useful tips you give in your column. My car, a 2000 Toyota Carib, was hit from behind and the damage repaired at a garage approved by my insurer.
However, since then the car produces all sorts of noises, most notably when turning at a junction or roundabout. What could be the problem?
Could the garage have tampered with something? Please note that after the accident, I drove the car for two days and it was okay — until I took it to the garage for the rear door to be replaced.–Joan
Could you be a bit more specific about the “all sorts of noises”? They could be creaks and squeaks, clangs and bangs and pops, hisses, whistles — anything.
Also, can you localise those noises? Are they coming from the suspension? The rear hatch? Inside the car? Underneath? The exhaust maybe?
They are most likely related to the original accident you had. Since you say your car gets noisy at junctions or roundabouts, it could be having problems with bent/warped/distorted suspension elements, or even the body itself towards the back, to the extent that maybe the new door doesn’t fit properly or isn’t aligned properly with the rest of the car, so when the car turns and there is a bit of flex (not unusual), the result is, well, a noise.
Where was the damage localised after the impact? What kinds of repair techniques were applied? Have you tried letting your insurance company know that “their” garage’s efforts are not up to scratch?
I have been admiring the old school Mercedes Benz, mostly the 200 series, for a long time. I want to sell my Toyota Noah Townace and buy an old Benz and pimp it up a bit. What I am afraid of is buying one that will have mechanical problems or consume a lot of fuel. Kindly advise.
Go ahead and buy the Benz… but take a reliable mechanic friend with you when making the purchase. Alternatively, engage the services of the AA. It is invaluable. They will let you know whether or not you are buying a white elephant.