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Evos, STis, Q7s, and why a smaller engine is not always economical

Hi Baraza,

I have a number of questions, but before I begin you must agree that Subarus are miles ahead of Mitsubishis.

Look at this tyranny of machines: Subaru WRS STi may be outdone by the Evo, but the Forester will outdo the Outlander and the Airtrek. So, who is the winner in the ‘majority race’?

Now, to my questions:

 The other day I got a chance to be in a Volkswagen Golf GTI ABT. What fascinated me the most was the top speed, which, if my eyes did not deceive me, is a sweet 300km/h.  What does ABT mean, and what makes it better than a Volkwagen which has none?

 Between the BMW X6 and the Audi Q7, which is the best in terms of fuel consumption, stability at high speeds and resale value?

 When does a car consume more? When on high or low speeds? I asked someone who owns a Subaru Legacy B4 and he told me that at high speeds, he can make 10km/l but  in traffic jams, he can end up with a painful 7km/l.

 Finally, anybody who owns a Toyota Sienta as a family car must HATE his or her family. Sitting in the  far-rear seats feels like sitting in a pan.  No window, no nothing.

PS: I salute those guys who have dared bring the Rolls Royce and Lamborghini to Kenya. Kindly send me a contact if you know any of them ‘cos I really need a lift in one of those machines. I wonder why nobody has given us the Nissan GTR.

Phineus

 

Hello Sir,

If you want to discuss who wins the ‘majority race’ between Subaru and Mitsubishi, I’d like you to first point out a Subaru lorry, a Subaru bus, a Subaru van, a Subaru pick-up and a Subaru SUV. No, the Tribeca is not an SUV because it won’t go off-road, so try again.

Also, point out a Subaru television — yes, Mitsubishi builds electronics too, such as TVs on which you can watch Subarus losing to Mitsubishis.

Any pointers?

I didn’t think so.

The actual battle lies between the WRX STi and the Lancer Evolution. Leave the rest out of the argument for the time being. That said, I may bash on the little STi every now and then, but I believe I have mentioned here more than once that I might be a sucker for the Forester STi.

That may be the only Subaru I’d actively seek to buy: if I was to buy any other, it would be for lack of choice and/or desperation; which is the same thing really.

I know the Volkswagen Golf GTI’s speedometer has 300 scrawled on the exciting side of the scale, but it won’t do 300 — at least not without some major modifications to the engine.

This brings us neatly to the ABT you inquire about: ABT is not a spec level for the Golf; it is a tuning house that fettles German cars. What they do is take a boring briefcase, which is what most German saloon cars look like; then convert this briefcase into a fire-breathing chariot capable of moving at speeds normal people should not be moving at.

One of my neighbours has a Passat sedan with an ABT touch-up. It still looks like a briefcase, but one with bigger tyres and a Roman candle under the bonnet.

On the BMW X6 vs Audi Q7, both are rubbish. Depending on which engine you have opted for, both will guzzle. At least with the X6 you have the option of the X6 xDrive30d, which has a detuned 3.0 litre six-cylinder turbocharged diesel engine that can still move the car respectably fast if you so wish and return fair economy figures.

The Q7 comes with a large petrol engine that burns fuel at Arab-pleasing rates, or with a puny diesel engine that needs thrashing to eke out any semblance of motion out of it, so it will still send your money to the Middle East either way.

High speed stability is not bad in either car, but then these are big and heavy vehicles, maybe “high speeds” are not what you should be aiming for in them.

Also, at high speed the fuel evaporates in ways that make the stock price graphs in the Arabian financial index blink green and shoot skywards. Resale value? It will not be so great once the general public reads this.

A car consumes a lot of fuel at speeds below, say, 40-50km/h, consumes the least fuel at speeds between 80km/h and 120km/h, then the consumption goes up again from 120km/h onwards.

At 200km/h, it burns quite a lot of fuel. At 220km/h, it eats fuel in huge lumps. At 250km/h, the Arabs will send you t-shirts and Christmas cards.

There are a lot of caveats involved here though; the biggest ones surrounding engine size, transmission type and traffic conditions. Bigger engines are more economical at slightly higher speeds: for example, the Lamborghini you gush about later in your message is better off at 120 than it is at 80.

Smaller engines thrive at “non-motorised” pace: a 600cc Kei car is better at 70-80km/h than it would be at 120km/h.

Automatic transmissions may not allow short-shifting unless equipped with a manual override or has numerous ratios like the Range Rover’s 9-speed. So at low speed, it will likely be at a very low gear, possibly first or second, which is exactly when Shell and BP start awarding bonuses to employees. You may be better off maintaining 100km/h, give or take 15km/h.

Traffic conditions are fairly obvious: an open road is far better than a clogged one. Stop-start driving triples your fuel consumption as compared to steady-state driving.

These factors may apply in a variety of permutations, along with other variables such as vehicle weight, aerodynamic profile, right-foot flexibility, mechanical condition, and fuel quality, to prove one point I have been saying all along: fuel economy is not an exact science.

This is also why I nowadays refrain from quoting definite consumption figures for readers, because there is no telling what particular Arab-centric circumstances may be at play in a particular driving situation.

I have had people who revert like this: You said you did 25km/l in your stupid Mazda. Why can’t I achieve the same result? That is a difficult question to answer.

Interesting feedback on the Sienta. I will be careful not to get into the back seat of one. If Toyota reads this, then good for them. They will hopefully now install a window at the back of this car.

I may have the contact details of the chap in the green Lamborghini, but sadly for you I will not share them. That is proprietary information to begin with; and anyway, I want to get a lift from him too. The fewer of us lift-begging lowlifes there are banging at his door, the higher the chances of one of us actually getting to sit in that car.

In the course of looking for the man, do look around you in traffic. There are Nissan GTRs around; quite a number, in fact. I’d say there are more GTRs around than there are Lamborghinis. And yes, I have the contact details of some of the GTR owners; and no, I will not be sharing those either.

_______

Greetings Baraza,

I bought a 1993 Toyota Starlet EP82 from my employer after she endured all manner of abuse from five different drivers for seven years.

She has done Mombasa, Loitokitok, Nyahururu, Kakamega, Murang’a, Nyeri, Nakuru, and Kisumu countless times.

She was also once hit from behind by a Mercedes in control of a drunken guy, but the little lady flew and perched herself atop a fence, with her rear wheels stuck to the body.

Her engine still holds and is strong. With four full grown men cramped inside her as she purrs uphill, she overtakes boys like Fielders, Airwaves, and Pajeros like a joke. I bought her because of the price, the fuel consumption and her power.

Recently, however, she started smoking in the morning like crazy! Grey and heavy smoke. She does this in front of other ladies who park overnight next to her, like Vitzs, Honda Fits and Duets, and she is the least remorseful.

Our parking lot slants 40 degrees, and yesterday I let her rest with her nostrils facing downhill towards the fence. I think she wasn’t happy; to get out, you have to reverse, look for space to turn and head to the gate at the top of the hill.

She embarrassed me so badly with her smoking that I needed full lights to see. I could even hear the other ladies nearby (Vitzs, Fits and Duets) choking.

At speeds of 80kph on Thika Road, if I sneak a peak on the rear view mirror I can see her smoking behind my back.

One mechanic told me to do an engine overhaul, another one said I change piston rings, another that I should replace the entire engine, and yet another that my lady is drinking oil, even though I religiously service her on due dates.

Please help save this relationship because, since I don’t smoke myself, I can’t live with her like this, not matter how much I love her.

Finally, I recently drove an Allion, 1800cc, dual VVTi to Loitokitok and back to Nairobi. It was amazing because, on average, he did 23km/l. The Starlet returns 16km/l on the same journey with the same shopping and passengers, yet I thought a bigger engine consumes more. Some of us fear big engines (by big I mean anything beyond 1,490cc).

Godfrey

 

Godfrey, I also once had an EP82 that gave me trouble-free operation until some idiot tampered with the wiring harness linking to the ECU and from there it was one problem after the other: stalling, poor consumption, lack of power… all this against the backdrop of an intermittent now-on-now-off ‘Check Engine’ light.

It was eventually sorted though, and shortly afterwards, the car found a new owner.

I’d like you to fit four grown men in that Starlet then challenge me to a hill-climb drive-off we see if what you say is true. I’ll bring a Pajero, possibly one with a 3.8-litre V6 petrol engine (I believe you listed a Pajero as one of your victims), and I’ll be alone in it.

Any readers out there who want to place bets on who reaches the mountain-top first are free to do so, but we split the winnings 50-50. Care to indulge?

Anyway, the smoke: the heavy grey vapours indicate either a blown head gasket (ruptured or cracked), which is letting water into the cylinder; water which is then burnt off as steam; or the vehicle may be burning ATF (automatic transmission fluid), if the vehicle is automatic.

Another cause could be oil and water mixing: either water is getting into the oil and the oil gets burnt, or oil leaks into the coolant, and the coolant in turn is leaking into the cylinders. Either way, that engine needs to be taken apart.

Now, that Allion. First off, it has VVT-i, which the Starlet lacks. That’s a plus.

Then there is the small matter of highway driving. You see, at highway speeds, bigger engines return better economy. It doesn’t apply across the board, I mean, a Bugatti Veyron is not the most economical car at highway speeds, but for motor vehicle engines between, say, 800cc and 2,000cc, at 120km/h the 2.0 litre will be most economical.

Why? Because it requires little effort to attain and maintain that speed. It will definitely have taller gearing, so 120km/h will correspond to roughly 3,000rpm in top gear.

Smaller cars will be revving higher and longer, therefore burning more fuel. The Allion is also more aerodynamic than the little hatch, it has a very pointy nose: so it encounters less resistance at those highway speeds. Less resistance means less engine effort to cut through the air.

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How well does the Nissan GTR stack up in terms of performance?

Hey Jim.

I want to know more about the Nissan GTR 2012 model. I don’t know the right questions to ask but I’d just like to know whether it is suitable for everyday use?

Is it efficient in terms of performance — power, speed and handling?

I have seen it on racetracks as well as locally on the streets. I would really appreciate some detailed information about it.

Martin

 

Hey there,

My name is not Jim; never was and has never been.

About that GTR: I once believed it to be Jack versus Porsche’s fee-fie-fo-fum, beanstalk-climbing 911 Turbo troll giant but lately the odds have started stacking up against it.

If BBC ‘Top Gear’’s recent showings are anything to go by, its earth-shattering performance doesn’t look so earth-shattering anymore.

That said, you will still be hard pressed to find a car that turns as hard as an Nissan R35.

The 2012 car is good for around 542bhp, which is the kind of power you will likely never fully explore.

Couple this to a clever trick-trick 4WD drive-train, a twin-clutch gearbox and huge nitrogen-filled tyres and the end result is… epic.

SPEED DEMON

This is a car that will show just how physically unfit you really are without having to run a mile.

I experienced its violent character at a military airbase in California on the west coast of the United States of Americaland.

It is a violent track car that may break your neck if you fail to sit properly while in it, but that is when ‘Race’ mode is engaged.

Disengage the psychopath setting and it turns into an amiable daily driver that even geriatrics can take for a quick nip down to the mall and back.

Disclaimer: said geriatric is advised not to go beyond 20 per cent throttle opening on such a shopping trip, because even with Race mode off, stomping the hot pedal will still release the demons of performance hell and the car will shoot forward, possibly at a faster speed than a senile mind can wrap itself around.

Expect 0-100km/h in 2.8 seconds. Two. Point. Eight. By the time you read this sentence, the GTR will have launched itself from rest and gone beyond 120km/h. Say hello to Godzilla.

PERFORMANCE

For you to ask whether it is efficient in power, speed, handling and general performance is akin to you asking whether this column is written in English. The answer is “what do you think?” Those four parameters are EXACTLY why the GTR exists, and down the River Styx with humdrum plebeian concerns like economy and maintenance. Those are for losers in 900cc, three-cylinder hatchbacks. This is a twin-turbo, twin-clutch 3.8 litre V6 ground-hugging missile. Only those with substantial testicular fortitude need apply.

Detailed information about this car can be found on almost every motoring website on the internet and some non-motoring ones too. This, however, I will tell you for free: the GTR drives like nothing I have driven before, or since. It may be an adherent to the turbo 4WD formula of Mitsubishi Lancer Evolutions and Subaru Impreza STis, but while the GTR’s forebears battled these two small saloons, the Nissan R35 grew out of it and went hunting Porsches and Lamborghinis. It is now an accomplished assassin. This is the John Wick of Japanese sports cars.

SNAZZY INTERIOR

It has an interior that belies its badge. Nissans typically boast of naff, monochromatic — usually 50 Shades of Grey, beige or black — interiors festooned with ugly buttons, scratchy plastics, exposed seams, panel gap inconsistency and grainy surfaces with just a touch of faux-aluminium, but one can tell the GTR was made by people who took their time with it.

The leather is exquisitely stitched (and is real), the buttons are thoughtfully laid out, the thick-rimmed steering is good to the grip — which, in inexperienced hands, is less a tool for controlling the vehicle than a lifeline for hanging on to as the car threatens to toss you through the windows in hard corners.

Just to be sure of its everyday usability, there is even a woofer/sub-woofer embedded somewhere inside the back seat. And it has an automatic transmission. The car is quite a dandy daily driver.

Until someone drops the gauntlet and challenges you to a showdown.

You had best be awake when you mash the firewall. The transformation from “automatic Datsun coupé” to “Porsche-Slaying Maniac” is instantaneous. The downshifts become harder.

The upshifts become brutal. The acceleration is relentless. The braking is merciless. Cornering in this car actually hurts, it DOES hurt; more so if you had a heavy lunch involving numerous tacos and several cans of chilled soft drink in the baking California heat like yours truly.

While the car goes like it was launched by a giant rubber band and stops like it has hit a tree, it is through the turns that its ability beggars belief.

SHARP AND RESPONSIVE

One can actually feel how heavy this car is (it weighs in at around 1800kg, which is quite lardy), but then again one can also feel the electronic witchcraft and fastidiously built hardware working in tandem to overthrow the reign of heft; and one can feel these electronics and hardware winning the minor skirmish taking place underneath your seat.

The wide nitrogen-filled rubbers and mind-boggling 4WD boffinry really do transfigure what is essentially (weight-wise) an expectant rhino into a heavily caffeinated flea.

The GTR changes direction with the alacrity of a jumped-up insect- for lack of a better analogy- that is how sharp and responsive it is. It is, however, not twitchy with it; it carries this turning capability with grace and aplomb. It is a meister among minstrels.

Go into a moderate sweeping left at 140km/h, which is just about the point where an STi would typically start disobeying instructions, and the car turns with no drama.

It even feels underused. Go in at 160, right about where an Evo would be at its limit and same thing happens.

Try 180. Still works. Try 200…  Then realise that you may need fighter pilot training to fully harness this car’s potential, because while Godzilla will handle the speed with which you are straightening corners, your brain may not. The car goes faster than you can think, quite literally.

We did hot laps on a track laid out on a military airbase at a place called El Toro. Once you learn the track layout and know what the car can do, you then revert to your primeval petrolhead mindset, get the red mist over your eyes and start stringing corners together like the expert you clearly aren’t. The experience is sublime.

ACHING ARMS

Foot down. Exit the pit area and barrel down the short opening straight. Feel the surge of acceleration. Do NOT look at the speedometer; which should read 210km/h or thereabouts by the time you reach the first right which is a short distance away.

No need to brake, in fact you only need to lift ever so slightly to trim down your pace somewhat.

The corner leads into a short series of switchbacks. Still no brakes. Chuck the car apex-to-apex, throwing it left and right with something that may be mistaken as willful abandon. Feel the massive weight try to pull the car out of line.

Feel the tyres holding the car in place. Feel the 4WD system reeling the car back in. Also feel the numerous tacos and gallons of Pepsi slosh around uncomfortably in the pit of your stomach; and your brain bouncing off the sides of your skull. Feel your eyeballs slowly losing shape due to the unbelievable grip.

Feel your arms ache. Feel your neck strain. Feel your palms sweat. Try not to vomit. Exit the switchbacks faster than you thought possible in a car, front tyres screaming, steering on half-lock to the right. Let the steering wheel self-center in a controlled slip through your fingers as the car straightens itself out.

As the steering wheel steadily centers itself, simultaneously feed the power in, in such a way that by the time the car is pointing dead straight, you are at wide open throttle. All this is happening so fast your conscious mind can barely keep up and is not even present. In primeval petrol-head mode, you are not quite yourself; you are the Stig’s favorite Facebook follower.

Thunder down the main straight like a fighter aircraft on takeoff. “Lord have mercy, this car is bloody FAST!” you think, in something closely resembling pure panic. Hit 255km/h. See the huge BRAKE sign at the side of the track indicating the upcoming chicanes. Stand on the brakes.

UP FOR SECONDS

Hold your breath tightly because now it feels like your brains will pour copiously through your nostrils and splash all over the dashboard like projectile vomiting; that is how HARD a GTR sheds speed on the stoppers.

Realise you may have braked a bit too hard and washed off more speed than you needed to — after all, this is a GTR — so lift off the anchors and get back on the power. Maintain this power through the tight chicanes, throttling on and off as the track demands.

This is nothing to a GTR; it eats away at the apexes and leaves them wondering what just clipped them. The chicanes lead back into the pit area. Roll to a halt. Remove helmet. Wipe the thin film of sweat now coating your forehead— a byproduct of the combination of frazzling heat and nervous excitement. The hot lap is over and you did not put a foot wrong. Feel proud of yourself. Grin stupidly at your hostess, who you now think of as a goddess at whose feet you will worship henceforth since she let you drive a GTR in anger.

“That was some driving,” she says. “How was it?” she asks with a patronising smile.

“CAN I DO IT AGAIN?”

_________-

Dear Baraza,

 I have a Honda CRV which comes with tyres with the following specs 235/60 R18. I want to buy new tyres from a particular brand but the only specs they have are 235/65 R18 (bigger profile tyres). Will this affect the performance of the car in any way?

Martin

Yes, but the effect will be so minimal you will not notice it. I believe the word we scientists use to describe such an effect is “negligible”

*************

Hi Baraza,

I have been advised by at least three mechanics that coasting damages engine components, especially the clutch due to what they called “shock” when engaging ‘D’ from ‘N’ especially on high speed, downhill…..what’s your take?

Matata

 

This only applies to manual transmissions if declutching is not done properly.

With automatic transmissions, the engagement of the clutch mechanism is computerised, as is the gear selection; so the “shock” of re-engagement is not any harder or any softer than it is during normal upshifts and downshifts.

However, there is the risk of engaging ‘two’ or even ‘one’  instead of D, in which case… well, shock on you and your gearbox/clutch.

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Manual or automatic, which is more likely to use less fuel?

JM,

I am an ardent reader of your informative column, thank you for the good work. In terms of fuel consumption, which mode of transmission is better — manual or automatic?

What are the other similarities/differences between the two? Steve

 

The short answer here is a manual transmission is better. Or is it? You see, I think things are not as black and white as they may seem.

Once upon a time, automatic transmissions were slapped with massive, heavy torque convertors with no lockup control, while the slush-box itself bore only two or three ratios. Yes, things were that crude. Having only two or three gears means the ratios are very widely spaced and the engine has to reach stratospheric rev levels before shifting upwards to prevent a substantial loss in momentum.

The  (relatively) poorly developed clutches also caused quite some energy wastage through losses in slip and energy expenditure in rotating it. The comparative manual transmissions at least allowed the drivers to choose the ratios themselves, so they could short-shift and thus maintain low engine speeds thereby saving fuel.

Things are different now.

To start with, the skill and deftness of hand needed to row a four-on-the-floor H-pattern manual transmission is becoming the stuff of legend.

I am afraid I may be among the last of a dying breed; the breed of drivers whose abilities extend beyond stabbing the clutch with a toe and wiggling a shifter with a forearm.

Back in the day, everybody knew how to drive a manual, and drive it properly. Now, people with real driving licenses find excuses to occupy the passenger seat when presented with a vehicle sporting three pedals.

The few who man up and step up to the breach then proceed to show a glaring ineptitude at judging the power and torque curves of an engine through erratic shift programmes’ and failure to maintain a smooth flow of motion. Fuel consumption, alongside the clutch mechanism, then suffers.

It’s not all about the driver, though.

The technology itself has also brought the use of electronically controlled friction clutches for use in automatics, or the use of lockup control in torque converters. It has also brought about the manual override, which goes by a variety of names depending on the marque.

The commonest label is “Tiptronic”. Last, but not least, automatic transmissions now come with numerous ratios.

The madness was kicked off by Mercedes when they introduced a 7-speed automatic (with not one, but TWO reverse gears; whatever the hell for, I don’t know); then this was picked up by Lexus and Rolls Royce who bumped it up to eight and as of last year, a very fun trip to the fringes of the Kalahari desert introduced this columnist to a 9-speed automatic transmission in a Range Rover Evoque.

The advantage of these numerous gears is that the vehicle can be driven in a variety of customisable ways: economy, power, smoothness…. you pick a characteristic and the transmission will run with it. The Evoque can trundle around at 1500rpm in ninth gear and not hold up any other traffic.

It can also trundle around at 1500rpm in second gear and be slow enough for the driver to shout out a comprehensive list of insults at passers-by, for whatever reason.

This essentially means the Evoque can be driven everywhere at 1500rpm, leading to outstanding fuel economy. The bigger Range Rover Vogue also got an 8-speed tranny that massively improved reduced its infamous fuel consumption.

There are other instances where automatic transmissions trounce manual. I referenced them earlier in the formative days of this column, but I’ll quickly repeat them here.

Automatics are better for off-roading (they just are) and may be the more appropriate transmission for heavy commercial vehicles (they just are). Given the way some PSVs are driven, I’d say they’d make a case for themselves too in public transport.

The Paji once told me that the Mitsubishi Lancer Evolution X with the twin-clutch SST transmission is an impressive machine. I don’t really believe him; nor do I understand why he would choose to extol the virtues of an automatic 2.0 liter saloon car.

However, now that automatic transmissions have taken over in range-topping hyper cars (you cannot buy a brand new Lamborghini, Ferrari or McLaren road car with a manual transmission, they don’t exist anymore) and time trial specialists (Nissan GTR, Evo X SST), it may be time to wave goodbye to the pukka three-pedal, H-pattern manual gearbox.

*Fun fact: the ‘Muricans’ don’t give a damn about twin-clutch direct-shift transmissions with or without full lockup control or whatever. The current Corvette C7 can be had either as a proper automatic, or as a 7-speed conventional manual. Yes, a manual gearbox with seven forward speeds, like a truck.

 

Hallo Baraza,

Commercial and passenger service vehicles are required by law to affix at the rear, max speed allowable stickers and twin chevrons that are supposed to reflect when illuminated by a following motor vehicle thus enhancing visibility.

The former serves no purpose, since they are meant to remind the driver his maximum speed, why have them affixed at the rear?

If they are to serve their purpose, have them affixed at the dashboard area where the driver can glance at it and it serves as a reminder as it is meant to.

As for the Chevrons, they have become so substandard that some are just white and red strips with no reflective material.

Why not have reflective strips all along the length of especially trucks?

Moreover, modern vehicles have inbuilt reflectors in their taillights. They (reflectors) serve well in private vehicles and commercial vehicles being imported into the country do not have these chevrons. How is visibility achieved in their countries of origin?

 

The sticker serves no purpose, eh? How about acting as a source of information for foreign drivers unfamiliar to the finer details of our Traffic Act who may be driving behind these commercial vehicles? The sticker informs them that these vehicles are allowed a maximum of 80km/h, so make your decision: tail them and stick to 80 or overtake them if you plan to go faster. It is always better to have an excess of information than a dearth thereof.

As for the reflectors: They’d best be left intact because rescinding the decision to have them in place means EVERYBODY will take them off, including the penny-pinching businessmen with rattletrap, barely legal pickup trucks of fringe roadworthiness. Have you ever encountered an unilluminated cane tractor in the dead of night while at high speed? You will understand why reflectors are important. You will also thank God for disc brakes.

 

 

Hi Baraza,

What are the cons of a turbo charged car? I hear it is costly to repair let alone buy a new one. Can removing the turbo lead to engine problems or loss of power?

Thiga

 

The downside of a turbocharged car lies in costs: buying, maintaining and selling. You will lose money on all three counts. Removing the turbo will of course cause a noticeable drop in power.

 

Whats up JM,

I have a Toyota Corolla E80 purchased in 1985 by my mum and christened “Whitney Houston”.

Five years ago, we had the carburettor engine changed to a 16 VALVE EFI 1.5 cc engine with a 4-speed gear box. Does having a 4-speed gear box affect the car in anyway considering it has an EFI engine?

I like the way people on the highway underestimate Whitney just because its number plate doesn’t have a letter at the end. Once I start revving the engine, those cars see dust. Now that the history lesson is behind, the questions;

1) Would it have been possible to change a VVTi engine? If not, why?

2)We wanted to change the 4-speed gear box to a 5-speed automatic gear box but the mechanic told us it would not be possible? Is it possible to change a manual to an automatic gear?

3) The car starts perfectly in the morning but then in the course of the day develops a hard start. What do you think might be issue?

4) The engine makes a lot of noise, now I am not sure if it is because it is getting old or there is a problem?

5) When I take the car for engine wash it will refuse to start until I jumpstart it. Would you propose I wash the engine or just let it stay dirty?

6) Whitney has on a pair of 12’ inch wheels and I was considering of getting her 14’ inch wheels. What are the ramifications of putting such wheels on a car? Or do we have to do certain adjustments to the car?

7)The back wheels of Whitney are bent inwards and my mechanic told me that she needs to be taken for kember. What is kember?

8) Whitney is a front-wheel drive. I have taken her for numerous wheel alignments but it still gets lost on the road and especially on rough roads. I have replaced all the parts of the front wheel, tie-rods, shocks, springs, bearing and so on. What might be the problem?

9) Insurance companies in Kenya don’t give comprehensive insurance to cars like mine claiming that if the car were to be in an accident, it would be hard to source for parts. Can my car be reconditioned in Kenya? What  does reconditioning mean?

10) Is it true a showroom car has a rear rectangular number plate while a second hand car has a rear square number plate?

11) Finally, I work at a boys club. The boys are crazy about cars and I was hoping maybe you would find time on a Saturday to come and talk to them. I know they would love it. Our email [email protected]

Thanks,

Alvaro

 

Quite a lengthy email.  Also, an interesting one. Whitney Houston, you say? Very interesting.

 

1) In a world where people can replace a tiny melon-sized two-rotor Wankel engine with a leviathan LS2 6.0 litre small-block Chevy V8, I don’t think engine swaps are exactly a problem anymore.

In this case it should be more straightforward seeing how the engine and the car both came from the same company. So, yes, a VVT-i engine would have fitted, provided the engine mounts are compatible with Whitney’s body.

2) It is possible but the involved labour is off-putting. Also you may need to shop for a new ECU(Electronic Control Unit)  or programme the current one to control the automatic gearbox but a) Toyota chips are almost impossible to hack and b) how does one start programming an automatic transmission? It will take years, if at all. The easiest way of doing such a conversion is to get an engine and gearbox combination (such composites are available).

3) I think your plugs could be on the throes of death. Poke around your electrical system: the HT leads, wiring, plugs etc.

4) This depends on what noise it is. An engine at 5,000 rpm will also be “noisy” by default, especially with the bonnet open.

5) I find the lack of lateral thinking in garages and motoring establishments humorous; more so in regard to the engine wash.  Has nobody ever heard of a wet rag? Is the verb “to wipe” so alien to us?

6) Provided the 14” rims fit, there should be no problem at all…

7) It is not “kember”, it is “camber”; and the car is not “taken for camber”, it requires “camber adjustment”. Camber is the offset position of the wheel along the Y axis, — the top of the wheel is not in line with the bottom of the wheel. If the top is offset inwards or the bottom is offset outwards (leading to a knock-kneed stance), it is called negative camber, whereas the opposite (bow-legged stance) is called positive camber. Camber adjustment is part of the wheel alignment process.

8) Now check your bushes. Also, make sure the tyre pressures are equal or close to equal on both sides of the car. Lastly, see 7) above. The misalignment at the rear could have an effect on handling.

9) Reconditioning a car such as yours will depend on how much dedication YOU have.

10) Not necessarily. It just applies to majority of situations but there are several not-so-isolated cases where the converse is true.

11) I’d be happy to give you folks a talk.

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Better choice: Toyota Wish or Nissan X trail?

I am an ardent reader of your motoring column on DN2 every Wednesday.

I intend to get my first car — a used car — and your expert advise will help inform my decision.

I’m considering either a Toyota Wish, 1800cc, Year 2004 or Nissan X-trail. 2000cc, Year 2003.

The reason am looking at Toyota Wish is it’s sitting capacity for seven passengers and therefore ideal for family outings while the X-Trail offers me off-road capabilities whenever needed.

The car will be 80 per cent town drives and 20 per cent off-road adventures. Other than differences in off-road handling capabilities, please advise on differences in:

(a) Fuel efficiency and consumption Km/l.

(b) Maintenance costs  — I have very lean maintenance budget especially on parts.

(c) Reliability

(d) Ease in handling, stability, comfort and speed.

Looking forward to your kind response.

Mukaria.

a) The Wish is generally more economical than the X-Trail but the absolute figures will depend on how and where you drive, and how often you carry seven people in the car. Expect anything between 7km/l and 15km/l for both.

b) A “lean maintenance budget” is not going to do you any favours in light of the fact that you are buying a used car that has already seen thousands of kilometers of service in another person’s hands. Breakdowns WILL happen, and a lean maintenance budget might not be sufficient to keep the car in good working condition.

A particular sore point is the X-Trail’s automatic transmission that fails with alarming certainty; replacing it will be an exercise in six-figure expenditure.

c) Reliability: see b) above. You are buying a used car. Its reliability will depend on how well the previous owners maintained it. Again, that being said, the X-Trail is more of a garage queen compared to the Wish.

d) Handling, stability, comfort and speed: don’t expect anything like an Evo in terms of handling, stability and speed. Both cars will reach 180km/h before the electronic nanny interferes, and both cars will crash spectacularly if you try cornering in them at that speed.

Comfort: the X-Trail has more room inside and a bigger glass-house, so it is generally a better place to be in. A Wish seven-deep with humanity is like a school bus.

Hi Baraza,
There is something you didn’t address comprehensively on January 3.

It had to do with fuel gauge (level) light going on before and after refuelling. I noted the same anomaly recently where the light came on and I refilled with 4.55 litres of fuel two kilometres on.

However, I noted the light came on again after driving for about 15km.

Could the vehicle have spent the 4.55 litres to do 17 kilometres whereas it does 10km/l-11km/l?

The road gradient was not significantly different so as to affect the fuel ‘positioning’ inside the tank.      

L. Magambo.

There is one thing you need to understand here, and that is the internal design of a fuel tank. It is not just an empty can with a hole at one end for filling it and another at the other end for emptying it.

There are baffles inside it.

These baffles are like small walls; ramparts if you will, and their main function is to still the fluid and prevent it from splashing about in the tank.

The splashing about may cause bubbles which, when fed into the fuel lines, will cause vapour lock which in turn cause stalling and sometimes may lead to injector damage.

The splashing about may also cause fuel starvation: this is a common problem in sports cars with high performance capabilities, such as an Impreza STi or a Nissan GTR: the lateral G when cornering, or longitudinal G when accelerating hard/braking forces the fuel to one side/wall of the tank and if it so happens that the fuel is forced away from the outlet/fuel pump, then fuel starvation occurs and the car goes off.

Much as they are prevalent in performance cars, you do not need a high-strung race car to experience these problems. They can also be faced in lesser vehicles, hence the baffled tank design being universal. These baffles have another effect, though:
They form little “pockets” of fuel when running low and this is where gauge accuracy is slightly lost.

The sensor is a rheostat attached to float device which is in turn attached to the tank wall.

When refilling, small amounts of fuel such as four and a half litres may not be spread out evenly through those “pockets”. Depending on the splash patter when refilling, shape of the fuel tank and size/severity of the tank baffles, the fuel gauge may lose accuracy by quite a margin.
It may show a considerable jump in fuel level, or it may show none at all. It is not 100 per cent accurate, and this is why you will never come across a highly calibrated fuel gauge indicating exactly how many litres of fuel there are in the tank.
Some cars may have the fancy gadgetry telling you how many kilometers of driving you have left with the fuel at hand but none of them is ever dead right, it is always pessimistic so that when it finally reads zero, you are still in motion and your hopes get lifted.
So, no, your car does not do 4km/l. To get an accurate reading, fill the tank up to the brim (automatic cut-off point for the fuel hose), take note of your odometer reading then drive around a little. It doesn’t matter how far you go, but the further you drive, the more accurate the outcome.
Preferably, keep going until when almost empty, then fuel up; again brimming the tank. Take note of the number of litres that will go into the tank before cut-off.

Take note of the new odometer reading. Your very accurate fuel economy figure will be (Odo’ reading 2 – odo’ reading 1) divide by the number of litres taken it at the second fuel stop.

Hi Baraza,
I was happy to bump into you at Kiamburing TT. Do tell, where and when is the next one? I drive a 2.0  D4 ZT Caldina, full time  4 wheel drive.

It has excellent leg room and a spacious boot and it’s  performance on slippery/muddy areas is quite good.

However, I am a speed maniac and the car regularly disappoints me in this area. When driving against the VW Passat, ‘government model’ (for lack of better term) and the sleek Mark X, I noticed they pick up much faster than my car.

Now, I am thinking of trading my Caldina later in the year with either of the above but please compare and contrast the two (Mark X and VW Passat) in terms of comfort and performance both on highway and off-road. Reliability and durability as well as ability to drive in a  semi-muddy area.
Do they have front wheel drive version or even 4-wheel version and if so, which models? What of the ability to pick up/accelerate to speeds of 180km/h?
And finally, Does any of them have a semi-automatic (tiptronic) gearbox.
Simon.

I’m glad I made your day. The next Kiamburing is still in the pipeline and dates are tentative but we are looking at end of April. This is owing to a busy motorsports calendar this year and seeing how a large number of the people involved have overlapping duties across discrete events, we thought it best if each race had its own date.

This also allows for fans to maximise on their indulgence and not have to be forced to choose between one event and another should they happen to fall on the same date.
Onto your question, The Mark X is a beast. I have been running around in one in the recent past and the way it pulls on a wide open throttle beggars belief for a car that heavy and that laid back.

Perhaps it should have been born as some form of semi-F Sport Lexus than a run-of-the-mill Toyota.
You may have to specify which particular model of VW Passat you had in mind, because there are quite a number of iterations with drivetrain variations and engine variations.

I’m guessing you got monstered by a 2.0 litre turbo.
The two cars are broadly similar in comfort and performance (though performance will be heavily dependent on what engine the Passat has) but the bias is towards the Mark X.

That car really goes like a bat out of hell, relatively. Comfort may favour the Passat a little: I found the Mark X’s driver area feeling cramped — it’s not actually cramped, it just feels like it, and the electric seat adjustment takes a while to shuttle back and forth on its rails.
Reliability: Toyota. ‘Nuff said
Spec Levels: Passat. It can be had in a myriad of flavours with choices of engines, transmissions, drivetrains, colors, body styles (Passat CC, anyone? Estate, maybe?) and sub-models.

For more details on these, please visit the internet.
Tiptronic transmission: both are available with Tiptronic-style manual overrides on automatic transmissions. In the Passat, it is an option, in the Mark X it is standard.

Dear Baraza,
I imported a Range Rover Sport 2007, with a diesel engine from the UK some six months ago and it experienced total engine failure within four months.

I have since heard of a few other cases with the same make of car.
I was informed that it has something to do with the diesel fuel available in Kenya. How true is this? 
Robert Omwando

At the risk of drawing the ire of the British/Indians, I will say this is more of a Range Rover problem than a Kenyan problem.
That being said, whenever you buy a second hand car, especially one as expensive as a Range Rover Sport, details like FSH are very important. FSH is Full Service History.

Range Rovers are not the most reliable cars out there, but their unreliability can be partially circumvented.

One can delay the inevitable through good care and proper maintenance.
Diesel-powered Range Rovers are not any worse than their petrol-swilling stable-mates, if anything; a diesel Range Rover is the thinking man’s option.

The right engine will still run with the petrol version and return economy and environmental friendliness.
There are many diesel-powered Range Rovers still running on our roads. The word here is “maintenance”.

Posted on

Apart from the names, the Harrier and the Lexus have different specs

Congrats for the good work. I am working on my car magazine and for sure I’ve got a lot to write about, given what I am learning from you.

Now, apart from their names, what is the difference between the Toyota Harrier and Lexus? I only know that people love the Lexus because they say it is luxurious.

And, what is so good about the X trail? Almost everyone is buying one. Why don’t they go for machines like the Mark X?

Lastly, don’t you think the Mexico police were wrong in getting a Bugatti just to make sure that they outdo the fastest car on the road in case of a chase?

Assuming that I get a Land Rover Defender 110 and I commit a crime then take a damn rough road, would they get me with their Bugatti?

Mario Junior

Hello Junior,
All the best with your car magazine. I am looking forward to seeing it on the stands.

Apart from the names, the Toyota Harrier and Lexus RX also differ in spec levels, and the availability thereof. Only the top spec Toyota Harriers can match the Lexus RX cars trim for trim and engine for engine.

However, while the Toyota Harrier can be had with smaller engines, some of which have 4 cylinders, the Lexus RXs are all 6-cylinder cars. Meanwhile, the Lexus is also available as a hybrid, while the Harrier is not.

The choice of an X Trail over a Mark X is purely an individual preference and might not necessarily be a definite marker of trend. Maybe some buyers of the X Trail want a car that can drive over tall grass and small rocks because of the tracks they traverse.

Maybe some prefer the taller driving position and better outside view accorded to them by the cross-over utility. Some of them could be fearful of the 2.5 litre V6 thirst of the Mark X as opposed to the X Trail’s 2.0 litre straight-4 (relative) economy.

Maybe some love the square, breeze-block, sharp-edged pseudo-off roader looks of the X Trail instead of the Mark X’s curvy, artsy panel beater’s nightmare of a body. The reasons for choosing one car over another are as varied as they are numerous.

The police acquiring super cars are more of publicity stunts and tourist attraction gimmicks than an absolute need for speed. The only exceptions I’d put forward are South Africa using the Audi S3 and VW Golf GTi, the UK using Nissan Skyline GTRs (R33 and R34), Australia using Impreza WRX STis and Saudi Arabia using the Mercedes Benz E63 AMG as road patrol units.

They actually use these cars for high- speed pursuits. The Bugatti Veyrons, Ferraris, SLRs, SLS AMGs and Lamborghinis bought by various police forces around the world (especially Italy and the Middle East) are purely for show.

Those towns have clever mayors, and these mayors would really love it if tourists visited them more often, and one of the ways of attracting people is via a blatant show of opulence (this mightexplain why some men wear jewellery).

Ferrari and Lamborghini are names instantly identifiable to anyone, petrolhead or not. If your police department has one of them, people will definitely come to have a look. Your town thus gets a much higher profile on the world map.

One thing, though. If you are driving a Land Rover Defender 11 and you get chased by a Bugatti Veyron in police colours and you take the “damn rough road”, don’t for a moment stop and think you are home and dry. If that particular PD can operate a Bugatti Veyron, then they sure as hell can also operate a police helicopter.

—————————————-

Hi Baraza,
First, I would like to declare that as I am writing this, I am not in that state of being friends with Mututho, though I will be driving towards home, thanks to my car knowing the way home as long as you put it on D.

I have been reading your articles for a while now, and I have some points to make/ask. Many of the emails that come to you ask about buying a first car, but they seem ambitious, asking about German cars and the likes of Range Rover Discovery and so on.

Is there an option of advising them to be real or else they tell us where they mine money to buy and maintain such cars as first-time buyers?

Second, I would like your review of the Nissan Teana, especially the comparisons between the JK, JM, and JX versions in terms of suitability for the Kenyan market.

Third, what’s your opinion concerning Nissans generally? Since the new CEO Goshen took over, they have been producing quality cars.

Do you see a possibility of upstaging Toyotas soon? I need to declare that I don’t hate Toyotas, but sometimes I think they just employ engineers who are not up to the task. Otherwise, how else do you explain the Platz and so forth?

Finally, how come you drive a Demio if you really are a petrolhead? The car, though not ugly, does nothing on the road apart from getting you from point A to B. If you appreciate car technology and the advancement of it, can’t you buy a better car?

I love the Demio, by the way; I bought one for my wife. It consumes relatively less fuel and keeps her away from my Teana JM 2009 model.

Finally, why is with Harrier becoming a lady’s car? I drove one recently and my friends asked if it was a new car for my mama. I hope my wife doesn’t read this, since it will spoil her birthday gift.

Just before I go and get my last one, why do you refer to Top Gear? It just a comedy show in which Jeremy is making £2m (Sh 296m) a year just to review supercars nobody will drive with our speed bumps. Mike the mouth

This is one of the most ridiculous emails I have received in the four years I have written the DN2’s Wednesday motoring column. In fact, it is one of the most absurd emails I have received in the 15 years I have owned an email address.

I don’t know if you are still alive to be reading this, but if you are, read it very carefully, my advice is short and simple: do not drive drunk.

Unless you own the as-yet-still-not-in-production Google car, your car does not know the way home; you just happen to be the momentary, and I do mean momentary, favourite of the cheeky deity behind the blind luck enjoyed by drunkards, the shameless god that is the reason the high and plastered somehow survive long falls, lightning strikes and dangerous drives from the local tavern back to whatever cave they crawled out from.

One day that benevolent spirit will turn malevolent and find a new favourite. It will drop you like a hot potato, and there will be hell to pay. I repeat: do not drive drunk.

There is no option for my readers telling you where they mine their money from. It is pretty obvious. If you want to own a Range Rover or a Land Rover Discovery, my advice is again short and simple: work hard. Also, there exists no such thing as a Range Rover Discovery.

What does “suitability for the Kenyan market” mean? The Teana, in whatever iteration, was meant to go on roads, while carrying people and burning fuel in the process.

We have roads in Kenya don’t we? Kenyans are people, are they not? Last time I checked, we had fuel too. The roads nowadays are good (mostly), some of the people (among which you are definitely not included) now take better care of their cars, so the griping about longevity is almost moot; and fuel quality has been steadily improving. Why would a Teana not be suitable for the Kenyan market?

The CEO of Renault-Nissan is called Carlos Ghosn, not “Goshen”, and yes, he has turned Nissan around. For a good example of his abilities, look no further than the R35 GTR, a car I fawn over endlessly.

However, upstaging Toyota is going to take some doing, if it even happens at all. Nissan has been growing better by the day, but then again, so has Toyota.

Catching up will not be easy, especially when factors like reputation favour your rival. The explanation behind the existence of the Platz (and the Opa, the Will and the Verossa) is: this is what happens when you employ 13,000 designers in the same company. These are way too many opinions and tastes. Some of their creations may be questionable.

Yes, I am a petrolhead, and yes I drive a Demio. It gets me from point A to B, but if you think that is all, then you either a) have never really driven a Demio properly or b) aren’t a petrolhead to start with.

That car puts smiles on my face, because I enjoy driving it. It is also affordable on a motor journalist’s weekly stipend.

If I drove a Range Rover Discovery (which does not exist), then I’d be a good businessman or a successful drug dealer (who is also a good businessman, if you think about it critically).

Your qualifying statement there reeks of innuendo: who says the Demio is unadvanced and devoid of technology? Those descriptions best fit the 1989 Peugeot 405 SR I drove before, but not the Demio.

While it is not the same as a Mercedes S Class — or even a Nissan GTR — in terms of gizmo deployment, it serves its purpose, and does it well.

I don’t need military-grade infra-red readouts on my windscreen or torque-vectoring AWD drivetrains, nor do I need launch control or a twin-clutch gearbox.

What I need is a responsive engine with electronic fuel injection and variable valve timing, a manual gearbox and nice grippy tyres. Check, check and check.

So you got the wife a Demio. Now she and I can have two things in common: we drive the same car and we are not sure your drink-driving habits are worth bragging about.

I cannot explain why women love the Harrier. However, I can make an educated guess, stemming from several interviews I have had with a number of them. They think it looks good.

They think it is a big enough car to make a statement without it being too big. They think it can handle most situations thrown at it, “most situations” in this case being bad roads. They are mostly right.

I know what Top Gear is, I know how much Jeremy Clarkson claims to make per year and I know exactly how seriously to take Top Gear.

What I do not know is how carefully you have been reading my writings. Quoting Top Gear is not the same as using them as a reference, and how often does it happen anyway?

Mr Barasa,

You must either be suffering from amnesia or you are so forgetful that you don’t remember what you wrote about the same car some years back.

You are the same person who described the Avensis as the best car ever made by Toyota. Today you call the same car blande, which, according to the Merriam-Webster Dictionary, means not interesting or exciting/lacking strong flavour”. How do you reconcile the two?

How can you use public media like the Daily Nation to display your ignorance to the whole nation and beyond. I might not be a car specialist, but today you have also proved not to be (although you want people to believe that you are).

One thing I know for sure is that the Avensis is not what you described it as in your recent article. Besides, how can you restrict your comparison to only the Mark X simply because the reader asked about the two.

I have driven both cars and I think going by the way you wrote, the makers of the Toyota Avensis should sue you.

The only problem is that you will not be in a position to pay a fine of $2 trillion like the case in the US where a woman was awarded a similar amount (If you don’t know what I’m talking about, then that should explain why you write the way you do).

Let me not even waste more time with you. No more comments from me. Eric

Thank goodness. It was becoming difficult to keep up with your train of thought.

Anyway, it is not only unlikely, but also well nigh impossible that I would call the Avensis “the best car ever made by Toyota” because, where would that leave superb classics like the 80 Series Landcruiser? Or the Mk. IV Supra? or the AE86 Corolla Levin?

What you read was “one of the best built”, i.e. build quality is superb, but then again this is Toyota, very few, if any, of their cars are built below standard. So that is not saying much.

Also, what you read (“best car ever by Toyota”) was not written by me. This is not the first time I have called the Avensis a boring car.

The Merriam-Webster definition of “blandest” is exactly the one I was going for in my statements. Kindly prove otherwise, or else cut down on your Internet costs by not sending me any more bad mail like this one.

Posted on

Dear Subie lovers, in the real world, the Evo outruns the STi. Hang me!

Hello Baraza,

Thank you for the thrilling experience you deliver to DN2 readers.

Honestly, it is a key driver for some of us to buy the Daily Nation on Wednesday. Mine is a sharp response to a number of recent scathing attacks you have unleashed on our ‘beast’… yes, the mighty Subaru STi.

While I appreciate the current milestones Mitsubishi Motors have gained on the locally hyped Evo X — I guess due to the current Kenya National Rally Championship (KNRC) standings and your confession of being in the habit of referencing Top Gear — I believe the STi is not a wobbly-crush-you-into-bush contraption, the kind you mystified two weeks ago in your comparison.

Allow me to refer you to some of the ‘allegations’ you fronted against our ‘bride’:

1. The many Subies you have seen crashed: How many? Is the comparison scientific? As a matter of fact, Subies are more in number locally than Evos. Therefore, common sense would expect a bigger risk, even if they were equivalent. So, a proportion would make more sense.

Tell me over a span of three years, 10 Subies and 10 Evo X were driven by X top drivers (Tommi Makinnen, Hideki Miyoshi, Ken Block, JM, et al) on different terrains and a statistical result was found. I mean, if you gave that Evo X to some mannerless rookie to do Nairobi-Namanga, he will end up in some national park trying to do a hairpin turn at 200kph, huh?

2.Please share some statistics on the comparison between the two monsters on world-known circuits. I will give you two: Nurburgring best lap time for Evo X (7.58), and 2011 STi (7.55), setting new saloon record after the Cardillac CTS-V; and Tsukuba circuit, Evo X (1.06.46) and STi (1.05.95).

Don’t forget Mark Higgins (my namesake) has delivered the best lap time on the Isle of Man in the 2015 STi. You haven’t had a chance to test this one, right?

3. In the history of WRC, Subaru stands at fourth position with Toyota, while your ‘copy me to survive’ piece of metal drags at position nine.

Honeslty, Subaru still leads Mitsubish in the ARC producer standings. Subie still leads Evo in the manufactures ARC standings. Moreover, out of the top current ARC standings, we have a 50/50 sharing for slots. Someone tell me how this would come to be if the STi was just a doppelganger of the Evo?

I wish for a one-on-one with you. I have to put my pen down because of family obligations, but before that, could you do a proper comparison of the STi with her peers? I am tired of this belittling activity you have been engaging our monster in.

Next time, write about the 2015 STi, Evo X (they stopped evolving?), Nissan GT-R, Toyota Celica, Mazda RX, Ford Focus, VW GTI, Citroen, Proton S2000, Peugeot 206, and give us full scientific comparison. And please don’t quote the Evo X-crazy Richard, Jeremy, Stig and James.

Let’s settle this once and for all today. Respect our Suba-space. Otherwise, you may be advised to acquire a contraption similar to that armoured presidential ride.
Peace! Marcus (Daddynduks)

Touchy, aren’t we, Daddynduks?

1. The “many” Subies I have seen crash are too many to count. In comparison, I have only seen one Evo crash. So, either Evos are not crashing with Subaru frequency, or if they are, then these accidents are well hidden, a tactic the Subaru Fan Club would be wont to adopt.

I do not have absolute population statistics of these two cars, but if only one in a group crashes against dozens and scores from the other group, I won’t need percentages to determine that there is an obvious pattern here. Subarus crash with alarming frequency. Maybe it’s the drivers, not the car.

2. I don’t drive on the Nurburgring or Tsukuba circuits, so those two locales are largely irrelevant. The professional drivers setting those lap times are also largely irrelevant. In the real world, an Evo would blow the STi out of the water anywhere any time.

If you keenly read my comparison of the Evo and the STi (the real world review I did two years ago), you’d realise that I did not exactly deride the STi. It is a capable car, but where some cars are capable, some are more capable than others. The STi is a very good car. In the right hands, it might even be faster than an Evo. However, those right hands are few and far between. This may explain point 1 above (crashing).

3. I repeat: not all of us go rallying. In the real world, there are many things that will determine the outcome of a race, including vehicle set-ups. A badly set up vehicle will not win anything, nor will a cowardly driver. While motorsports are good advertising avenues for car brands, merit lists are not always an accurate reflection of real world events.

4. I will review all those cars once I lay my hands on them. I did do a review of the R35 Nissan GTR, which never saw the light of day. Maybe I should redo it. I have not driven the 2015 WRX, so I have nothing to say about it except it looks a lot like the Evo X. If you have an idea where I can get those other vehicles, let me know. I’ll be glad to put them through their paces.

Lastly, Daddynduks, please don’t make threats like the last part of your email there. In this day and age of rampant insecurity and paranoia, it doesn’t… uuumh… sit well with some of us.

Dear Baraza,
I begin by commending you for your work advising and enlightening people oncar matters. Thank you.

I love cars, and my dream car is the Nissan GTR. While my understanding of cars is nothing close to yours, I think what attracts me to this vehicle is, first, the beauty. I imagine myself behind the wheel of a GTR and I can’t describe the feeling I get.

I humbly ask why this sports car isn’t common on our roads. I have this crazy dream of one day importing second-hand GTRs and selling them here, and in doing so, sharing with others the love I have for this car.

I think the GTR and the Chevy Camaro can prove to be popular with sports car lovers, over such offers as the Audi TT. Can these cars survive on Kenyan roads? Do you think they can sell in Kenya? Is the dream achievable (I know it is)? Mighty blessings.-Samuel

I am also enamoured of the Nissan GTR. That is a machine on a whole other level of performance. The reasons it’s not common on our roads are:

1. People were unaware of exactly how good it is (R32 and R33).

2. By the time they realised just what a good car it was, that KRA eight-year import ceiling prevented them from bringing in the less expensive versions. The last two models (R34 and R35) tend to be expensive.

This is further compounded by demand: Sony PlayStation and the Fast and Furious movie franchise have turned the GTR into a much-sought after street weapon.

3. The R34 GTR is very rare. It was produced for a very short time. After going out of production in 2002, you cannot import it even if you find it because of the that eight-year thing. The R35, which is not exactly rare, is quite expensive.

If you can open an importation enterprise, then by all means do so. I know a number of people who would love to get their hands on a GTR, yours truly included.

I don’t think the Chevy Camaro will meet much success locally, mostly because it is available only in LHD, which is a configuration that the government disallows for importation.

However, I have been wrong before concerning these American cars. If they create a RHD version, I am sure there are some locals who would try and get one.

Hello Baraza,

Thank you for all the engaging and informative car articles. I own a Mazda Demio, 2006 model. I recently decided to test a new engine oil treatment after a lot of hype from my brother, who told me I would be amazed at the results.

As he had predicted, I was amazed. Upon adding the 325ml of the liquid to the existing engine oil, everything about the car changed.

First, the engine went silent. Secondly, when I travelled from Nairobi to Nyeri, the fuel consumption went low. I am still in awe because the car’s performance has changed since.

I still do not understand how that product worked on my car engine, but my fuel bill has gone down by half. Please explain what forces are at work here. -Maina

I don’t mean to sound condescending, but how badly were you driving the 2006 Demio for it to undergo such drastic changes after the oily treat?

I too have a 2006 Demio, and it is not exactly what you’d call noisy. How “quiet” has your car become? Is it on par with, say, a Lexus LS460h?

I also do 16-20 km/l in the 1500cc Mazda without even trying. I sometimes top 22 km/l when I go into “economy” mode (those hard times of the month).

What economy figures were you achieving initially for you to experience a 50 per cent improvement? Such an improvement on my end means roughly 33 km/l, which is encroaching on the territory of the difficult-to-believe.

I think what you poured into your engine was some revitalising fluid. Unlike the Harry Potter-style magical forces that people believe to be at work, their premise sounds plausible.

What that liquid does is ‘repair’ scoured metal by filling in and smoothing over scratches and chips on metal surfaces. A 2006 car is still in generally good shape, especially if you have been adhering to service schedules.

So, it wouldn’t really be in need of ‘revitalising’, and if it was revitalised anyway, the change would not be as wide or as far-reaching as you imply.

Your train of thought is also a little misleading because the conclusion one draws from it is that the strange elixir you bequeathed your workhorse somehow restores the engine to factory setting, essentially making it ‘brand new’.

It is not as simple as that. The causes of thirst and/or engine noises may not necessarily be cured by 325ml of some oil.

What if the thirst is caused by a faulty ECU or a clogged air filter? What if the noises are from a loose exhaust manifold or some bearings on the threshold of failure? Pouring the wonder liquid in amounts copious or conservative will not cure those problems.

I will have a harder look at that product and find a test bed to confirm its effects. Since I do not have issues with noises or thirst in my 2006 Demio, I will have to find another guinea pig.

Hi Baraza,

I have a 4WD Toyota Carib, 2002 model and I am considering changing the rear brakes from linings to discs. My mechanic agrees it is possible to do so. The question is, will I have better brakes or am I on a suicide mission? Kind regards, Mwenda

The result will be desirable. Yes, you will have better brakes if you change the rear set-up from drums to discs. However, this is not a simple exercise.

First you have to find a similar or compatible car with rear disc brakes (an uncommon feature in most affordable cars) from which you will have to take the rear sub-frame.

This naturally involves removing your own rear sub-frame and installing the other one. Removal and re-installation of sub-frames is not entirely dissimilar to reassembling the car. It is a highly technical undertaking.

If your car is fitted with ABS, you will also have to recalibrate the system. If swapping rear sub-frames was extremely difficult, then calibrating the ABS is well nigh impossible.

Car manufacturers spend large amounts of money just getting the ABS to work right. What chances do you have of replicating those results with your budget?

I’d say leave it. What exactly are you planning on doing with your car for it to require a brake upgrade of such a scale?

If your current system is unsatisfactory, then I suggest an overhaul, not a replacement. If those brakes are not well balanced, especially at the back, you will spin out the first time you deploy the stoppers, an occurrence that I have been an unwilling participant of. It is not a funny experience.

The factory brakes should suffice, provided they are in good working order.

Posted on

Still waiting for the Mobius; and yes, the Terios Kid can go uphill. Duh!

Dear Baraza,

Thank you for your helpful advice. It is most appreciated. I read with interest the release of the Mobius, a Kenyan-made vehicle that is due to be launched in June. I would really like to hear your opinion on it. Joseph.

Hello sir,

I first heard of the Mobius almost four years ago, when this column was still new. Since then it has been nothing but on-and-off mentions here and there, random tweets “recommending” that I drive one… I believe at one point I even received an email from Mobius Motors itself, which was never followed up. At another point one of my editors asked me what I thought of the car and if I wanted to try it out (of course! I’m very curious). These discussions, however, never strayed outside the electronic realm of Safaricom, G-Mail, and Twitter. I have not test-driven the Mobius; heck, I have not even SEEN one yet.

Dear Baraza,

You are doing an excellent job in Car Clinic. My wife and I are in the Subie (Subaru) camp. She was asking me about understeer the other day and I knew immediately she had read your article on Mitsubishi Evo vs Subaru WRX STi. I did some quick reading on the Mitsubishi’s active differentials — A-AWC, SAYC — that enable the Evo to grip and corner better than way pricier super cars.

I would like to know, is this technology patented by Mitsubishi only? How come the likes of Nissan GT-R and Subaru STi have not borrowed a leaf from it? Also, what production cars have technology akin to these active differentials? I still love my STi but if they do not style up and give us active diffs, that Evo X is very tempting.

Tom.

Hello Tom,

Shockingly, I am still alive after the things I have written (and said) about the Subaru STi-Mitsubishi Evo standoffs. I half-expected to have a dent in the shape of a certain blue oval somewhere on my skull by now.

I am not sure if Mitsubishi’s particular drivetrain hardware-software is patented (it must be), but electronic diffs are not limited to the Evo. Even Lamborghinis and Ferraris have electronic diffs, as does the new WRX STi, which, I must repeat, is a doppelganger of the Lancer Evo X (“Copy Me To Survive”, I once read on a Mombasa-bound bus).

The GTR uses a very elaborate form of torque vectoring. The execution might be different but the result is the same: Twist is channeled to the tyres with most grip, depending on the vehicle attitude within a corner — angle of attack, throttle position, and whether or not the tyres are sliding.

Join us in the world of the three diamonds. These are high-precision scalpels designed specifically to excise blue oval stains off the landscape. Yea, I said it; now I have to hide again because I am sure I hear “the throb of a turbocharged flat four engine, a sound which all over the world heralds the imminent arrival of a (insert epithet here).

Hi Baraza,

I would like to commend you on the very interesting way you write your articles. Although this email is a week late, I still thought it worth sending. I read your column the other day and was amused by the sarcasm, poetry, and conversational way in which you write.

Needless to say, I was thoroughly entertained. As a woman, I find most motoring articles bland and incomprehensible to the layman (or woman in this case).

I look forward to enjoying more of your articles with the side benefit of learning about cars (yes, I think that highly of them). You truly are in the league of Top Gear, which I also enjoy. Keep up the excellent job. Eva.

High praise indeed, Eva. I am in the habit of quoting or referencing Top Gear UK. However, I would not say I am quite in their league, but I hope to get there someday. I am glad you enjoy my writing and I will be sure to keep it coming as long as there is breath in my chest and electricity in my nerves.

Hi Baraza,Can the Daihatsu Terios Kid go uphill? I have seen the Suzuki Omni 800cc struggle up a hill and wondered how the Kid operates. How fast can it go? Can I carry my family of four plus a sack of potatoes to visit my shags in Kinangop? And will it pull out of the mud in Kinangop, given that it is a 4WD?

Eric.

Interesting observation. The Terios Kid you mention can go up a hill even if it means using first gear and giving it the beans — and kicking the clutch to keep the revs up the whole time — to claw your way up the incline.

You do, however, mention a family of four AND a sack of potatoes, which presents a new set of difficulties: How steep are the hills you intend to overcome? With 660cc, things do not look too promising.

However, this tax-dodge 660cc three-pot mill is turbocharged (and sometimes with intercooler) to give 59-63HP (the horsepower variance is determined by boost pressure in the turbo and the presence of an intercooler), which in a car of that size is not too bad, relatively speaking. It just may make it up the hill. To improve your chances, keep the potatoes few and/or the sack small.

The car will also pull itself out of the mud. Deftness behind the wheel and low severity of the muddy conditions will be to your advantage, but first off-load your passengers and potatoes should you get properly mired in the clag and need to liberate your Kid without too much hassle.

Hi Baraza1) Have you evaluated these cars called D4D? Sometime back I wrote to you about their brake shoes wearing out quickly compared to other Toyotas working in the same conditions.

We have two D4D double-cabins that are not more than two years old and not more than 10,000km each. They are both leaking the steering fluid, the seal on the steering rack is gone, as is the one on the pump. We have other Toyotas with more kilometres on the odometer but they are okay. Are these D4Ds a problem?

Rwihura Mutatina.

Hello Mutatina,

I know about D4D. It is not a specific car; it is actually a type of engine. The D4D stands for Direct Injection, 4-stroke cycle Diesel engine. Therefore, when you say they wear out their brake shoes rapidly, what does this have to do with the engine? Do the drivers do burnouts in them? (Hold the brakes and then rev the nuts off the engine in first gear).

This also applies to the seals in the steering system. The intrinsic operations of any direct injection engine, or 4-stroke, or even diesel, have no effect on the seals of the steering rack AT all. This is what I think the problem is: Either the parts being used are low quality (someone might be skimming your maintenance kitty at the expense of reliability) which would correctly explain both circumstances.

The brake issue could also be explained away by poor driving habits, such as riding the brakes or frequent and constant hard braking.

I would also have ventured that initial build quality could be a contributing factor, but this is the Toyota Hilux, the Indestructible; surely if a car is built so tough that it can drive to the North Pole and back, matters like power steering pump seals and racks would never be a problem, would they? Check the affected parts and ascertain if they are as recommended by the manufacturer and not substandard. Vet your drivers also.

Hello Baraza,

I am a motorbike fanatic (not the Boxer things) and a stunts expert for the same. My concern at the moment is that I have had this childhood dream of owning a convertible car, so I would like to one day buy either a Toyota Mark II or the Nissan Bluebird old model (both have stretch bodies and frame-less doors like the Subaru’s). I will then cut off the top and fix a frame to support a canvas top and thus create a cheap and unique convertible.

My question is, is this possible in Kenya, and will Toyota or Nissan sue me if I give the car a name of my choice? Will it be legal to drive on the roads with such a contraption?

Geekson.

That is an ambitious plan you have there, Geekson, but it is inherently flawed and your biggest hurdle is a little thing we call structural rigidity: The stiffness of the shell. Once you lope off the roof, a large percentage of this structural rigidity is ceded in your quest for open-top hedonism and you will find that your “new” convertible is terrible to drive… and very unsafe.

There will be a noticeable jiggle about the hips (that is what it feels like) as physics tries to impose its will on you, especially at a corner. The roof and floor bind the A, B, and C pillars, creating a rigid cage that is the passenger safety cell, which is in turn flanked by weighty components: The engine and front axle to one side and the rear sub-frame on the other. With the roof missing, only the floor holds these two flanks together. Your car will start to move its body like a snake, man.

The body will twist and flex on all three axes of the three-dimensional space. The X-axis twist will be across the car’s centre-line, or along the vehicle track (from the port side to the starboard side) to the point where your passenger may be a few millimetres above or below you because the car is no longer level.

There will also be a Y-axis twist, when the engine weighs down the front, the rear sub-frame weighs down the back and the floor thus bends or warps, unable to support these two masses by itself.

Going over a bump will aggravate this. Lastly is the Z-axis flex, or lateral twist. Turn right and the front of the car goes right. Since the rear is not attached properly to the rest of the car, the floor will bend a little as it tries to force the rear to stay in line and turn right also. This is what you will feel as “wiggling” or jiggling of the hips.

Keep this up and eventually your car will break into two, most likely somewhere on or near where the B-pillar is. There is a way around this, and that way involves the use of strengthening materials along the floor and door frames of the car, but then you say your candidates have no door frames, so you can see the scope of your difficulty.

There is another way out: Go targa. A targa top is an open top, but not a full convertible. Part of the roof is taken away but a strip/bar/pillar is left running the length of the safety cell connecting the front and rear windscreens. In fact, most targa tops have the roof over the driver’s and passenger’s heads carefully carved out and the rest left intact. Rear seat passengers do not get to enjoy the sunlight (or subsequent rain).

I do mean carefully carved out, because the roof over THE SPACE between the driver and passenger is left intact also and it is this strip of metal that forms the last bastion in support of structural rigidity.

Lose this strip and you might as well just throw the entire roof away (same difference). The result is an H shape, where the two vertical bars of the H are the front windscreen and the roof edge at the B-pillar and the cross-bar is the strip I am talking about. I hope you can visualise it. The Porsche 911 and Nissan 300ZX have targa top models.

An alternative to the targa top is the landau, where the back seat passengers get to bask but the driver does not. Sort of inverse targa. Common landau cars are the Mercedes-Benz 600 Größer Landau and some early custom versions of the Maybach.

Posted on

Buy Evoque if you want luxury, and Evo if you want to corner like a rat

Hi,

I drive a Mercedes E240 year 2003 model. Now I want to upgrade to a bigger car. I am thinking of an Audi Q7/Lexus RX/Evoque. I want comfort, luxury, looks, and speed in that order.

I do not expect to go offroad; it just needs to handle potholes and diversions (during road constructions). I live in Kericho and travel to Nairobi and Kisumu twice a month.

Which one would you prefer, and why?

Shah

Hi,

I would buy a Land Rover Discovery with that kind of money and your priorities, but since the Discovery is not on your list, let us just pretend you did not ask me what I would prefer.

Speed: This depends on which engine you have in your car, but I will not even go into details here because:

1. All these cars will top 200 km/h, which I strongly advise against anyway (what for?) and

2. The biggest differences come in acceleration, but again, how many people do you see taking part in a drag race with an Evoque or a Q7 or an RX Lexus? There are SUVs built for that kind of thing (SRT Jeeps, AMG ML Mercs, Porsche Cayenne Turbos, BMW X5M and such).

What is more important is in-gear acceleration, or in pedestrian parlance, overtaking power. The Evoque takes the cake here: With the new nine-speed gearbox (yes, nine) and those clever-clever trick turbos used in both the petrol and diesel versions (plus the Evoque’s lower GVW overall), the Range Rover will go “like a starved rat”, to quote someone.

Luxury goes to the Range Rover. Does it now? The four pillars of luxury are space, light, silence, and comfort. The baby Rangie is quiet (if you drive soberly) and well-lit, especially if you open up the roof: The extended sun-roof opens all the way back, a feat none of these other cars can claim.

Comfort is a 70-30 split affair: The magneto-rheological suspension is optimised more towards handling and response rather than wafting, which is best left to the daddy: The Vogue (also not on your list), but then again, that active suspension does make for a good ride when the going is soft.

Space is where we might have an argument. The Evoque is certainly superior to the Lexus when inside (the spaciousness, whether real or perceived, is certainly not the same), but what of the Q7? It is a bigger car, but do the exterior dimensions reflect on the inside too?

No. The inside of the Q7 may not exactly be a portable toilet — it is actually quite roomy — but some of those interior colours work against that effect. A Q7 with a dark interior feels a bit like being inside a hole, and anybody who has been in a hole will tell you that the roominess of the hole is not the first thing that comes to mind.

Well-built and elegant interior it is, though, one of the best in the world outside of a Bentley. So the Q7 drops back in light and perception of space… and comfort: The ride is a bit hard. Silence also suffers a little (the competition here is very stiff, in the form of a Range Rover and a Lexus, hence the harsh judgement). The Lexus… well, the Lexus is certainly quiet and comfortable, but it is not very roomy, nor is it exceptionally well-lit.

A good car, it is also slain by the same sword that fells the Q7: The third option is just too good. Oh, well….

Looks: This is highly subjective. I have always detested the Q7’s marine appearance (I once called it “The Prince of Whales”), and the Lexus looks really boring and just a little bit aloof, the kind of thing you would expect from someone in IT who earned billions for making an app before they turned 22.

They have not had enough time to fully develop tastes and preferences and priorities and have life experiences like sleeping in jail (or with a streetwalker) but because they are a genius, they come up with something that works really well but lacks sex appeal, passion, and character. It is just there, functional and neat. Exactly like his billion-dollar app. The Evoque, in my eyes, reeks of Victoria Beckham, which in turn brings to mind Victoria’s Secret and I think I need to stop now…. Where is that Discovery?

**************

Dear Baraza,

I hope you have been well. I am torn between the following vehicles and I just cannot make up my mind on which to go for. Please advise on which is the better option between the Mitsubishi Evo 10 and the Subaru N14 WRX STi hatchback in terms of performance (both in six-speed manual transmission).

I have owned Subarus and can confirm that getting parts in not a problem. How about the Evo? Will parts be readily available? Also, what reliability issues should I expect from these cars? Finally, which will cope better with enhancements to boost the horses?

Thanks and regards.

Hello Sir,

Thank you for opening Pandora’s Box yet again. The last time I wrote extensively about the two cars — which people mistook for a consumer report based on a comparison even after I had specifically introduced my writing as not consumer advice, I mean, one car was from 1996, the other from 2004 — I almost got murdered by loyalists of The Blue Oval. I guess it is time I sought protection again… or maybe not.

This time I will answer your queries randomly (on purpose). Evo parts may or may not be readily available. This is mostly determined by what exact parts you want and what your idea of “readily available” is: Over-the-counter? A day’s delay? A month’s delay? Or can they be acquired at all? For a performance car (such as the Evo), a little wait for model-specific parts is not unusual.

Modification/tuning/enhancement of horsepower is a common practice in the world dominated by these two cars, but some characters in Japan, whom I follow with keen interest, claim that these two particular vehicles are not easy to tune.

They seem complicated, and they are, but that has not stopped people from tuning them anyway. The response to increased performance will depend on how the enhancement itself is done, but the fact that the Evo — and not the Subaru — is available with 440hp straight from the factory speaks a lot about the drivetrain and chassis’ receptiveness to extra horsepower. It seems to be better adapted to these power upgrades, or so Mitsubishi Motors would want us to believe.

Then again, those same Japanese that I follow pitted a tuned N14 (or N16, whatever) against a tuned R35 Nissan GTR in one of their hardcore showdowns, and not an Evo… this also tells a lot, seeing how an Evo X had dropped out of contention earlier, tournament-style. For now, I will call a draw and say they are both tunable with exceptional results, but only if done properly.

Discussion of reliability is where I will probably get myself killed. I am not saying that Subies are unreliable (twin turbo Subaru engines are unreliable, but the N14 does not have this).

However, from local observation, STis suffer more turbo and engine failures compared to Evos. And they crash more often — a lot, actually. This could boil down to the driver: Maybe Evo owners are more fastidious in car maintenance and are generally better drivers, or maybe, just maybe, Evos are better cars overall, I cannot say for sure (I need to stay alive long enough to provide next week’s Car Clinic, you know), but statistics say this is so.

And now to the can of worms: Performance. There are few rival cars as evenly matched as these two models. Their engines are of the same capacity, they develop similar power and torque (a kilowatt here and Newton-meter there do not make much difference), both use 4WD powertrains and when raced flat out, they will generally invade each other’s privacy in a battle for supremacy… until you get to a corner.

In stock form, the Evo will gracefully make short work of the turn and keep charging until the driver takes his foot off the accelerator. The Subaru will head for the nearest thicket, or tree, or ditch, or whatever obstacle will inflict the most pain and/or embarrassment on the hapless and helpless driver as the vehicle ignores all instructions to change direction and washes its nose wide in a humiliating, tyre-wasting phenomenon called understeer.

This is where the Blue Oval loyalists come out with their pitchforks and torches, so I have to run now. Goodbye!

*****************

Hello JM,I was pleasantly surprised to read my question to you about the Discovery 2.

Ever since, I have been looking at the Outback, Box Prado, and Toyota Surf (year 2002, 3000TD). I steered clear of the Outback after I found out it does not have protection on its underbelly. Good car all round, though, although on the online forums, there were many complaints. The Box Prado did not have airbags and ABS.

The Surf… many thumbs up online, so I have been taking a second look at it. What is your take on it? I am looking for a comfortable, powerful all-terrain car.

Robert Kyalo.

Hello Kyalo,

Glad I was of help. That is what I go for in this column. Now, the Surf fits the bill of “comfortable, powerful, all-terrain car”.

It is comfortable, at least a lot more comfortable than some SUVs on offer (Land Rover Defender, Toyota Fortuner, to name a few…). It actually feels a bit similar to the Prado, with less body roll on corners and oceanic wallow on undulating surfaces.

It is powerful… in a way, and if the power is not to your liking, it is nothing that a tweak to the turbo (for diesel engines), an addition of an intercooler, or an engine swap will not fix.

And it is all-terrain. It has the full off-road tackling gear: Good ground clearance, 4WD transfer box, low-range gearbox, and locking diffs. It also has airbags and ABS.

The Outback lacks clearance, low range and diff locks (alleviated by use of AWD rather than conventional 4WD), and the Box Prado, which I like very much (70 Series), has no ABS and airbags, as you say (are you very sure about this?) So, Surf it is. Problem solved, if you ask me.

************

Baraza,

With all due respect, you have all your facts wrong on the Toyota Prius. I have, for the third time, read your views on the Hybrid and decided that enough is enough.

You are either misadvised or too ignorant. I have been a driver for the past 26 years and, as you can imagine, have driven quite a number of vehicles, from the Mitsubishi Rosa that was popular on the Eastleigh Route, through to half-gear vehicles, trucks, pick-ups, station wagons, and saloons.

Now, let us get back to the Prius. We Prius lovers feel insulted by your continuous criticism. I have driven a Prius since 2008, when I imported the first-generation NHW11 and I have no regrets whatsoever. I am now driving a 2005 NHW20 and still have the older one.

My sister drives a 2004 NHW20 and I have two friends who drive the same. None has had any problem with the vehicles and their contacts are available, should you wish to clarify anything.

I have yet to drive a used import vehicle of the same capacity that picks and is as fuel-efficient as my Prius and I can challenge you to a drive down to Mombasa (never been more serious) if only to have you set the record straight on the Prius Hybrid (I am willing to fuel both vehicles).

I hope you will be bold enough to publish this and accept my challenge down to the coast. If you will not, please give Prius lovers a break!

Francis

Hello Sir,

I will start off by saying I will give Prius lovers a break, simply because this has been going on for far too long and needs to come to an end.

I also need to clarify a few things, the first being my criticism of the Prius. I have not declared it a mechanical fiend, nor have I called it problematic.

My biggest gripe with this car is that it is over-glorified. It does not live up to its name. Do not believe the hype. You and your friends might drive Prii — I finally confirmed it: Toyota says it is “Prii” and not “Pria” or “Priuses”— with the best of intentions: Saving the planet for capitalists who do not care and who compensate for your good deeds by driving Lamborghinis and pointless SUVs, but that Prius you are so proud of does not save the planet. This much I have repeated several times.

The second problem comes with Prius owners: Self-righteousness. Holier-than-thou.

The salt of the earth, while the rest of us petrolheads are the bane of human existence who should be banished to a world where we will be forced to ride bicycles for the rest of our lives as penitence for taking too much pleasure in big-bore throttle bodies and Stage 2 Supercharger kits.

Owning a Prius was fast-approaching religious fanaticism, the kind of zealotic snobbishness that eventually leads to fundamentalism: “I am right and you are wrong and if you don’t agree with me I have some sticks of dynamite under my shirt that will convince you otherwise”.

Prii are good, but so are other cars. Also, Prii, like other cars, are fallible. The kind of pomp and circumstance that accompanied the vehicle’s entry into this world did nothing but set it up for backlash from the likes of yours truly. If you claim to be a horse, someone will pull down your trousers to confirm it.

The Prius is no horse.

Posted on

The non-turbo Impreza is easier to maintain and uses less fuel

 Hello Mr Baraza, I’m interested in buying a Subaru Impreza but there are some things I don’t understand, so I need some clarification: 1. What’s the difference between an Impreza plain, Impreza WRX and an Impreza WRX STi? 2. What are the pros and cons of a non-turbo Impreza and one with a turbo with regard to fuel consumption efficiency, speed and general maintenance?Please highlight any other aspect(s) in relation to the models, their effectiveness, efficiency and engine details.Eric Karani

Hi.

1. The difference could be as much as 150bhp. The regular Impreza is good for about 150bhp, the Impreza WRX makes roughly 230bhp while various forms of the WRX STi (JDM, factory-spec) develop anything between 276bhp and 320bhp. The Impreza “plain” is naturally aspirated, while the WRXes have turbos and intercoolers. They also have body kits, alloy rims and various addenda, which get less and less subtle the higher you go up the power scale.

2. The naturally aspirated “non-turbo” Impreza is far better where maintenance and fuel consumption are concerned. The turbo cars, not so much. However, if it is speed you want, you can never go wrong with the STi. De-limited, it will clock 260 km/h.

Effectiveness: The STi is very effective at what it does, which is going fast and cornering quickly, hence it’s rally heritage.

Engine details: the 2.0 litre cars all have EJ20 modular engines. With a turbo attached, the engine code is EJ20T.

Dear Baraza, Thanks for the great work you are doing. As a young hustler in Kisumu, I am thinking of getting a Mazda Familia (2000-2003) as my first car. I would appreciate your view on this car in terms of maintenance, fuel consumption, spare parts; in short, I’m interested in the economics of owning one. Regards. Andy

The economics of owning one are good. The car was cheap when new, so it will be cheap used. It uses a variety of puny powerplants, so no worries on the fuel economy front. Just make sure the unit you acquire is in a sound mechanical state. The vehicle is low maintenance (it is Japanese, you know, and small) and spare parts should not be a problem to obtain and/or buy.

Hi Baraza,

I am one of those people the government, and in particular the traffic police, are looking for because of using a Probox as matatu.

I use a 1400cc Probox to transport passengers from one town to another in a rural area  and it has been a very profitable business for a long time because on a normal day, I pocket between Sh2,500 and Sh3,500. That is more than a 14- seater makes, given that a Probox doesn’t have very my expenses because it requires only private insurance.

My question is, what makes the Probox a donkey that never gets tired because I overload it all the time and I have never replaced any part of the engine and it doesn’t show any signs of breaking down soon. I carry 10 to 14 passengers per trip and sometimes even 18, not counting kids, plus luggage like potatoes.

Now, what amazed me was the speed, because the traffic police chased me using their 110 Defender for an hour but didn’t catch me; I had 18 passengers and it was on a rough road. What’s more, it is a hilly village, so I became the village star.

How strong and durable is the 1400cc Probox engine, considering that I have had it for three years, I bought it second hand, and it doesn’t have any mechanical problem.

Gabu

Interesting confession, this. Also, one that is difficult to believe. If you earn Sh3,500 per day, which is more than that made by a 14-seater, exactly how much does a 14-seater make daily? I expect it to be more. But I don’t own a 14-seater matatu, so I wouldn’t know.

Cars don’t get “tired”. They are not living organisms, least of all donkeys, which is what you describe your Probox as. Provided they have fuel in them, motor vehicles will run endlessly until certain parts break/explode/shatter/disintegrate/fall off. Cars only suffer wear and tear.

So you carry between 14 and 18 passengers in your illegal PSV, plus luggage? How do they all fit in? Please, send in a picture of the 1.4 litre donkey in action. I have seen videos of similar vehicles used to smuggle would-be terrorists… sorry, illegal immigrants – from our unstable neighbour in the north-east into the country and the best they did was 12 (not counting driver and “conductor”). How to fit in six more people yet the ones already inside don’t even have breathing room?

The least credible part of your story is the point where you say a police Defender 110 pursued your overloaded (18-deep plus luggage) donkey over rough ground and lost. Either your Probox is not really a Probox, or the ground was not rough, or you didn’t have 18 people on board, or maybe even the pursuit didn’t happen.

Whichever of these factors applies, there is one undisputable fact glaring through this seemingly tall tale: you have cast aspersions upon the abilities of police drivers, and I don’t know what the boys in blue have to make of this. You will not outrun a Land Rover Defender 110 over “rough ground” if the helmsman of the said Land Rover is even remotely capable of driving. If this gets published, I guess it is “Goodbye Probox”, not just to yours, but also to all others operating in shadowy ways like yours.

To conclude: much as the veracity and quality of your email is in question, this I can say with confidence: The Probox is not built out of titanium or granite. It will give in eventually if you continue using it like that. There is nothing special about its construction or its engine, it is just a cheap car which is easier to drive flat out compared to something costlier.

Hello JM, Towards the end of last year, the motor vehicle enthusiasts’ fraternity and the fans of the series Fast and Furious suffered a tragic loss following an accident that occurred somewhere in the US.

It cost the life of one Paul Walker (RIP) and a colleague of his. More importantly though, is that he and his colleague were driving a Porsche Carrera GT, V10 engine capable of churning out around 600hp even though it is a 2005 model.

I have read some reviews online and some imply that the vehicle is quite aggressive and would require expert skill and experience. Do you have any idea what it feels like sitting behind the wheel of such a beautiful monster, plus I thought these kinds of vehicles (really powerful vehicles since there were those who believe that the particular Porsche in this case was modified to produce more power) have magnificent braking systems?

Regards.

RM

Hello,

Paul Walker’s demise was a shock to many, yours truly included, and very untimely: it came while filming of the seventh Fast and Furious movie was still under way. It is particularly galling, given that Paul Walker was a real-life motoring and racing enthusiast who owned a selection of potent and interesting motor vehicles, up to and including, but not limited to, a BNR34 Nissan Skyline GTR (the exact same car used in the 2 Fast 2 Furious film opening sequence) and a V8-powered Volvo station wagon.

The car that killed him is aggressive and difficult to drive. It takes a lot of skill to push it, and not many people can get anywhere near its limits. Theories abound as to what actually happened, and they vary from speeding (widely dismissed by on-the-ground witnesses), to street racing (also widely dismissed, though there was a yellow Honda S2000 on the scene immediately after the crash, the occupants of the Honda say they were going about their own business and were there to rescue any survivors), to avoidance of yet another accident, to the most absurd-sounding: that the man was murdered. I am not a CSI agent, so let us leave it at that.

I have sat behind the wheel of similar fare, literally sitting, but when it comes to driving, the farthest up the ladder I have reached is a 2012 R35 Nissan GTR. Its performance parameters compare thus to the Carrera GT’s: Power is 542bhp compared to the Porsche’s 620. Acceleration: the Nissan takes an otherworldly 2.8 seconds to clock 100 km/h from rest, while the Porsche takes about 3.5. Top speed of the Nissan is about 318 km/h, the Porsche pushes matters to the scary side of 330 km/h.

Whether or not the red Carrera GT was modified is moot: even in stock, factory-spec condition, that car tries the abilities of anyone who dares drive it. The Nissan’s abilities look quite similar (and superior in some cases) on paper, but the Nissan is harder to crash because it uses many computers to achieve stability and it has a very complicated 4WD system.

The Porsche is RWD and the last of the purpose-built no-frills supercars. The chips in the Nissan will intervene in the event of loss of directional stability, but even before that, they ensure that loss of grip does not occur in the first place.

Meanwhile, the Porsche will show you up for the driver you are, and the outcome is you will see God. Even BBC Top Gear’s anonymous race driver (The Stig), arguably one of the world’s most capable drivers, spun the Carrera GT several times before completing a full lap in it. That is how “dangerous” the Carrera GT can get.

The Porsche can get dangerous, but it is not dangerous. Advanced aerodynamics (including the deployment of the rear wing once a certain speed-110 km/h- is reached), a very low centre of gravity, even weight distribution, top-tier braking ability (100 km/h – 0 in 31m only) and fat tyres make for a stable and very fast car in the right hands.

The question is: was Paul Walker’s friend and business partner that much less of a driver? No. He and Walker both had racing experience, and their joint business interest dealt in vehicles of that calibre. Clearly, they knew how to drive these vehicles, and doing abnormally high speeds in a restricted zone in a flashy car would just be asking for unwanted attention from the authorities. Were they speeding? I don’t know. Does the Carrera GT require advanced driving skills to push hard? Yes. Is the Carrera GT dangerous? No.

RIP Paul Walker.

Hi Baraza,

I am looking for a Japanese import car to buy. I have a question, though. How do I know if the vehicle’s odometer has been tampered with? I learnt from a car importer that odometeters are tampered with in Mombasa, then the vehicles are advertised as having low milage. Is there a definitive way to tell what the actual mileage is? Thanks

NK

Well, there are ways of checking this:

1. Examine the odometer. Cars do an average of 20,000km per year. Use that against the age of the car. If the figure comes up short, get suspicious. Look closely at the numbers in cluster. For some analogue systems, a white space instead of a black space between the digits means the system has been tampered with. For some digital systems, interference with the mileage causes an asterisk to appear next to the readout.

2. Ask for FSH (full service history). Use the number of services against the service intervals to calculate a ballpark figure of the vehicle’s actual mileage.

3. Look for missing screws on or near the dashboard.

4. Check the pedals and floor mats. If they are shiny and/or worn out, that is a car that has seen many miles.

5. Inspect the vehicle for wear and tear. It should be consistent with the alleged mileage.

6. Check the tyre tread depth. Some people may roll back the od,o but their subterfuge may not be elaborate enough to get rid of such telltale evidence. Or the tyres might be too new for the indicated mileage, while the indicated mileage, might not being high enough to warrant a change of tyres.

Dear Baraza,I have a Nissan Navara  DCI D40 model Ex UK year 2006 and would like your professional opinion on what engine oil I should use. Currently, it is being serviced at D T DOBIE  and they are using normal oil 15w 40 but a friend of mine recently advised me to switch to full synthetic oil 5w 40 if I want a longer engine life for this vehicle. What’s your take on this?Kind Regards, Appi

What does the vehicle handbook/manual say?

Tell your friend to sod off. Unless the oil s/he is talking about is cheaper than yours, then s/he doesn’t have a valid point to make. The 15W 40 oil means the viscosity index is 40 for normal conditions, and 15 for winter conditions. The 5W 40 means a VI of 40 for normal conditions and 5 for winter.

We don’t have any winter here, do we? No. So we have no interest in the winter rating for the oil. It follows that the two of you are discussing the same bloody oil: one with a viscosity index of 40. If, for the sake of argument, we had winter, then “your” oil would be better than “theirs” due to the higher winter VI. So, again, tell your friend to sod off.

Mr Baraza JM,

I wish to thank you for the good work you are doing, educating us on various issues touching on different types of motor vehicles and motoring in general every Wednesday. I would like you to compare and guide me on which the better vehicle is between a Mitsubishi Outlander and a Rav 4, each of 2400cc or thereabouts in terms of:

Safety of passengers

Fuel efficiency

Availability of spares and cost thereof

Comfort on and off road.

Kind regards,

Stephen

Greetings Stephen,

I wish you had been more specific about the vintage of the vehicles in question. Factors like safety ratings and fuel economy tend to vary quite a lot from generation to generation. For your query, I will assume a 2007 car.

1. Passenger Safety: Interesting result here. The RAV4 scores 4 stars out of 5 for the UCSR (Used Car Safety Rating) while the Outlander scores the full 5 out of 5.

2. Fuel Economy: Again another interesting result. The RAV4 does 9.3 km/l while the Outlander out-teetotals it at 10.5km/l.

3. Spares: these vary widely in availability and cost, depending on where you look and who you ask. But trust Toyota parts to be widespread, though they may not necessarily be “cheap”
Comfort: broadly similar all round.

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Nairobi to Namanga and back: Petrolheads with a cause

The Birth of Great Run: In the world of petrolheads, a “run” is simply a drive from here to there, and possibly back to here.

It has nothing to do with the Olympic Games — even though “run” is also a word whose meaning our Olympic athletes seem to have forgotten.

However, depending on the degree of organisation, there could be an element of competition. The Paji and I introduced a mutual acquintance called The Jaw (or simply Jaw) into the picture.

Our three heads agreed that a run would be a good idea. Creative juices were at an all time low that day, and so, lacking a better name, we decided to call our gig “The Great Run”. The name stuck.

Precedents, Precautions and Preparations: Ours is not the first run in history; it is not even the first run locally, but it was certainly the first to be — almost — commercialised over here.

It was shaped in the fashion of the world-famous Cannonball Sea-To-Shining-Sea Trophy, better known as the Cannonball Run, in the US. Other runs of note are the Gumball 3000 of Europe and… ummh… yeah.

There were a few issues to be careful of. While the Cannonball and Gumball runs involve competitive driving, foresight demanded that we eschew this line of thought.

Introduce a clique of restless Kenyan drivers in high-powered vehicles to a driving “competition” and you will have opened a veritable can of legal, administrative and life-threatening worms. For evidence of this, refer to Subaru Fest’s Gymkhana Challenge.

We had to have something with gravitas. We needed a sponsor to endorse our arrangement and lend an air of legitimacy to our project. We needed participants. We needed a route. We needed to divide these responsibilities amongst ourselves. Most of all, we needed money. This is how it went.

The one sponsor we got pulled out at the last minute. It followed that costs had to be covered out of our own pockets, but I will confess: costs were covered mostly out of The Paji’s pockets.

The Jaw handled the fruitless phone calls demanding sponsorship and sought entities that would provide “background support”, such support being the printing of T-shirts and stickers for the participating drivers and their vehicles.

I adopted a managerial position: the key responsibility being standing around looking important while actually doing nothing. The Paji and The Jaw are two very patient men, I must point out here.

Three weeks, it took us — them, rather. Three weeks to establish an online presence, gather a sizeable crowd, find a route, do a recce, print T-shirts and stickers, find (and subsequently lose) a sponsor, and identify the unwitting beneficiary of another last-minute occurrence: a charity addition to our list of requirements.

You see, we may love cars, but we also give back to society. Note: We were told to say this by someone who whispered to us that Corporate Social Responsibility (CSR) is fashionable in big companies, so talk of charity will help you snare an unsuspecting firm with money to lose… I mean… spend.

July 14, 2012: This was the date of The Great Run. The starting point was at a fuel forecourt in Parklands, Nairobi, and the variety of hardware present was enough to warm the cockles of any auto-oriented heart. I could not have hoped for a bigger turnout, especially considering my “managerial” approach to the whole thing; but the response was enormous.

There were Nissan Skyline GTRs, Mitsubishi Lancer Evolutions and countless Subarus, in various forms, shapes, colours, ages and degrees of tune (later in the run, also various states of mechanical soundness, but let me not dwell on this).

There was a Hummer H3 (!!), which I would have chased off were it not for the fact that its (mostly human) contents were instrumental in making our event a success then and afterwards.

There were a lot of other cars, but the ones that stood out the most were a father-and-son pair in a Mk IV Toyota Supra and a Nissan 350 Z “Fairlady”. Time to drive.

The Event: Had we got a sponsor, we would have had the money to make maps and print navigational details for everybody, and this shortcoming was felt within three gear changes from the starting point.

In spite of the instructions I shouted at the gathered crowd just before departing (We are going to the Tanzanian border!!), after the start some of the cars left in several different directions and it was with a sinking feeling that I assumed maybe people were heading back home after collecting their T-shirts. The Jaw insisted I should have more faith in human nature.

And I should have. There were no deserters (at that point). I took a wrong route myself, my excuse being that I was trailing one of the “lost” vehicles.

Our first unintended meeting point was 10 minutes from the start when it transpired that one of the cars had a six-cylinder engine, but, ahem, was only running on five — spark plug issues.

(To protect the privacy of owners, drivers and participants, certain details will be omitted). Everybody had stopped in a long queue behind the stricken car, on the side of the road. I was last to arrive at the scene, approaching it from the wrong direction.

More Drama: The run was not without incident. The burnt spark plug was just the first of several. When turning off the Mombasa highway to enter Kitengela, two cars got lost (again) and went on towards Mombasa (Mr Not-Sponsor, are you reading this? We need maps!). They were reined in in short order.

One of the cars, a blue Lancer Evolution (VIII or IX, it was hard to tell), suffered a heart attack. Pumped full of steroids, the extremely capable tarmac athlete over-exerted itself and got a myocardial infarction, haemorrhaging to death.

It had to finish the trip at the back of a hearse. In real terms, the Evo was pulling hard when an oil seal blew and the car lost all oil pressure and had to retire, returning home atop a tow truck. This was the first DNF (Did Not Finish).

Next victim was another Evo, a grey one. Said vehicle was conducting a spectacular overtaking manoeuvre when the driver found himself on the receiving end of the unfinished work results from an incompetent road repair crew.

The fellows had abandoned the site, leaving it unmarked and with rocks strewn all over the road surface. This put the Evo driver between a rock and a hard choice.

Too late to stop, he noticed some especially daunting bits of landscape right in his overtaking path. If he dodged them to the left, he would slam broadside into the car he was trying to pass.

To the right was a guard rail, beyond which lay an abyss. If he continued straight, he was going to hit the rocks and shatter at least one of his rims.

He chose to continue (wise decision), and his fears were manifested: three spokes and a section of the front offside rim edge were bent out of shape, shredding the tyre into useless ribbons of rubber. Hopeless space-saver spare in the boot… second DNF.

The remaining DNFs were not DNFs per se, they intentionally did not finish; and they were the biker gang.

Heading for the nearest border requires one to cover quite some distance, and balancing a 150kg lump of metal between your legs while moving at warp speed can really sap one’s strength and resolve, almost as fast as some of those cars were draining their fuel tanks.

They begged leave of us and we graciously allowed them to. I would not want to be responsible, by virtue of duress, for the outcome of when a biker man is approaching a sharp turn and tries to apply the brakes only to realise that his fingers have gone numb from the sustained blast of cold wind on them…

Charity: Hawa Children’s Home: The route was very simple. Drive to Namanga and back. It so happens that along this route lies a children’s home just 9km outside of Kitengela town as you drive towards Kajiado.

This was our point of charitable focus and a brief stopover there provided not only a respite from the hard charging on the highway, but also allowed the little orphans to mingle with the owners of cars they would probably like to own when things eventually turn out right in their lives.

The place is called Hawa Children’s Home, and it is run by the Rotary Club and the St Andrew’s Church. It serves as the abode for 24 no-longer-unfortunate orphans of various ages between four and 18, with room for up to 200, and they were the surprised recipients of clothing, stationery and several cash handouts from participants of the Great Run.

Who says we waste all our resources on fuel, eh?

What We Learnt From The Great Run: Most of the questions I receive in my Car Clinic were brought to the fore that day. Performance (about 60 to 70 per cent of the cars had the kind of performance you wouldn’t dare exploit fully), fuel economy — or the lack thereof (Toyota Supra), cost of spares (again, the Toyota Supra), maintenance costs (take a guess. You’re right! the Supra), reliability (the oil-less Evo and a mechanically unfaithful Subaru whose brakes caused the driver untold worry) and ground clearance — or the lack thereof (about 30 per cent of the cars will struggle on unpaved roads).

What can I say? That orange Supra has been modified to the apogee of motor vehicle tuning. Nothing is stock, except, maybe, for the engine block. And I can’t even begin to describe what had been done to the Evo that lost its oil.

Why? Back to my original question: What were we thinking? Why did The Paji, The Jaw and Yours Truly stage The Great Run? It is mostly because we wanted to. And because we could.

We wanted something extraordinary; let us call it a moving motor show. Static shows are fine, yes, but car buffs prefer seeing and hearing these vehicles do their thing in the metal.

To “legalise” the project and keep a lid on potential hazardous behaviour, we formalised the whole affair and included a safety car, which I drove (more drama: as the safety car driver, I had to tail the entire convoy, but returning from Namanga, I found myself as Car Number 3 in a split convoy of about 20.

Unbeknownst to me, out back the Supra had ground to a halt, having lost one expensive tyre to a puncture. I had to turn back. Total mileage at the end of the day: 464km).

An unexpected bonus was the charity. Little did we know that we had opened a channel for philanthropic minds which otherwise did not know where to direct their generosity.

It turned out to be a blast, the only complaints from participants being that we did not spend enough time at the home, and that had they known beforehand, they would have given more (that charity thing was literally last minute, I tell you).

As a result, there has been public demand for an encore. Auto Art the Paji, Jaw the Jaw and I intend to honour that demand.

Missed Shifts: Two elements that should have been there — but weren’t — were a supercharged 5.0-litre V8 coupé (part of the sponsorship package that we lost) and a news reader (not part of the sponsorship package).

I was hoping to drive the supercharged car with the news reader in it, but having been withdrawn from the table, I resorted to a naturally aspirated 3.4-litre V6 vehicle, further plundering The Paji’s already stretched resources.

The news reader is a personal friend who thinks she likes cars, but an entropy in the lines of communication led to her missing out on The Great Run. As a result, rather than having a comely news reader in the passenger seat of the 3.4 V6 with me, I had to put up with a Jaw.

Bring on the next run.