How Green is my bargain?

When the original Toyota Prius went on sale in Australia, it seemed almost as if 2001: A Space Odyssey had arrived in the automotive industry.

Back in October 2001, petrol prices were still very low and it required great commitment to the environment to find the $39,990 necessary to buy one of Toyota's weird looking but ingenious new Prius 'green' cars. At that time, a Camry Conquest cost $9100 less, while you could buy a nice Peugeot 406 ST HDi for $42,170.

Expensive though it was, the Prius proved that the petrol-electric hybrid car was commercially viable. Sure, the Camry was going to use more fuel than the Prius, although the percentage difference would shrink from perhaps 50 per cent more around town to less than 20 per cent extra in highway driving. The Pug, too, would require more fuel in the suburbs but would eclipse the Prius on the open road.

With just 53kW of power and 115Nm of torque, the Prius was only ever going to be a mediocre performer. And as its CVT transmission worked away converting these modest sums of power and torque into energy, the driving experience was always going to be less than thrilling. Besides, the little Toyota just looked so, well, nerdy. In summary, it took courage to be an early adopter of new generation automotive technology in that first real year of the twenty-first century.

By 2001, choices were beginning to emerge even if few manufacturers or importers were interested in offering Australian buyers any alternative to petrol-engined vehicles.

Ford Australia had just introduced its dedicated gas Falcon in a bold and far-sighted move.

The rush to diesel alternatives only really began in about 2003. And in 2004 Honda Australia introduced its hybrid Civic, following the slow-selling and expensive Insight which had been available since March 2001. Many motorists never even saw an Insight, of which only about 60 examples were delivered to this country.

Fast forward to 2009 and it is much more affordable to make a wise green choice when it comes to buying new. But how about those with a budget of, say, $18K? Which used cars are available in this price range that do a good job of ticking most of the boxes which allow a vehicle to be judged 'green', apart from paint colour?

For the purposes of this article, we're going to assume that the buyer's primary motivation is to spend less on running his or her car. The secondary motivation is to do their bit for the environment in the form of minimising exhaust emissions and air pollution. At the same time, we acknowledge that there are civic-minded souls who care less about their own hip pocket nerve than they do about making the world a better place.

This is absolutely a better time to be looking buying a used car with green credentials than even a few years ago. Choice abounds. Before looking at specific vehicles, it would be useful to make some basic points about fuel economy and pollution, and about how the various forms of fuel currently available perform against a range of criteria.

Liquid Petroleum Gas
Liquified petroleum gas (LPG) has long been the favoured fuel for budget-minded Australian motorists who wish to drive an older car. It came of age as an alternative in Australia during the 1970s, by which time most taxis had been converted. Since the federal government's subsidy scheme was introduced, the conversion of quite new cars is proceeding apace. Australia is now the world's largest consumer of LPG on a per capita basis.

Technological improvements have lowered the performance disparity between LPG and petrol but there is still a significant gap in consumption, despite the very high burning efficiency of LPG (108-RON).

For example, Ford's current (petrol) Falcon six uses 10.1L/100km, while its E-Gas counterpart requires 14.9 -- almost 50 per cent more fuel. But, because of the higher consumption, the carbon emissions are almost identical with the petrol car at 241g/km and the LPG version at 240. The petrol engine makes 195kW of power compared with the E-Gas model's 156.

The obvious advantage of LPG is its dramatically lower cost per litre. In March 2009 LPG was typically about 50 cents per litre in Melbourne and Sydney compared with $1-10 for petrol. So if you drove your E-Gas Falcon for 1000 kilometres on something approximating the combined fuel cycle, you would use almost 150 litres of LPG ($75), compared with a bit more than 100 litres of 91-RON ($110).

A sulphur-based chemical (ethyl mercaptan) is added to give it that rotten cabbage aroma, so that even a very small leak can be easily detected. 

Diesel
Diesel is the undoubted winner for rural motorists whose cars have rarely experienced a traffic light. Even a moderately large car such as a BMW 520d will use less fuel than a Toyota Prius at a steady 110km/h.

The advantage over petrol is big and gets bigger as vehicle mass increases. So the difference between a petrol and diesel Focus, comparing manual 2.0-litre engines is 7.1 versus 5.6 (and the diesel Focus scores an extra gear ratio), while the difference between 3.0-litre BMW X5s is much higher -- 11.7 for the petrol and 8.7 for the diesel. As a general rule the difference between the two fuels is about 25 per cent.

In mid-2008 diesel prices hovered around $1.80 per litre when petrol was closer to $1.50, but at the time of writing diesel is actually a few cents cheaper per litre than 91-RON unleaded. Many petrol-engined vehicles require the use of higher octane fuels, which blows out the difference further. The premium on 98-RON over 91-RON can be 20 cents per litre.

There have been enormous gains in diesel engine technology in recent years with the most notable being the introduction of the common rail (which explains the 'CRD' nomenclature favoured by some car manufacturers).

We now take a turbocharger for granted, but back in the 1970s choosing a diesel Mercedes-Benz or Peugeot meant choosing s-l-o-w. There is a chance though that further improvements will be aimed principally at reducing emissions to meet tougher legislation and this may have the unfortunate side-effect of increasing consumption. For now though, the difference is certainly sufficient to justify purchasing a diesel-engined car for the longer term.

Much of the old diesel rattle has disappeared along with the black smoke, but distillate is still dirtier than petrol, emitting more carbon dioxide for every litre burnt. If diesel and petrol engines yielded the same economy, you would always choose the latter.

Perhaps the biggest drawback experienced by owners of diesel cars is the filthy pumps. Carrying disposable (or reusable) gloves is a good idea. (It is remarkable that the Australian fuel industry and service station owners are taking so long to develop user-friendly facilities for customers with diesel cars, as opposed to trucks!)

Petrol
In the 1950s the choice was between Standard and Super. All petrol was leaded and octane ratings were lower than today. Now motorists can specify E10 (10 per cent ethanol, and a few cents cheaper but it won't deliver the same economy as 91-RON unleaded), 91-RON, 95-RON, 98-RON and in a few locations 100-RON.

Obviously, if you pay $1.30 per litre for BP Ultimate or Shell V-Power instead of $1.10 for standard unleaded, the cost outcome is significantly higher. You need to get consumption down to 11L/100km on the expensive fuel to equal 13 on the 91-RON fuel.

Big changes continue to occur in engine technology. For one example, the latest automatic V8 Holdens have a feature called Active Fuel Management which shuts down four of the eight cylinders under light load conditions.

On the highway this yields economy gains in the vicinity of 10 per cent. It is not too difficult to drop below 9L/100km. To put that in perspective, a 1979 Commodore 4.2-litre manual V8 with performance many notches below today's Holden 6.0-litre V8 battled to get down to 12L/100km.

It is widely understood that weight is the enemy of both performance and fuel economy, but gearing has a big effect, too. In the early 1980s in the aftermath of the 1979 fuel crisis, manufacturers started fitting five-speed manual transmissions that barely worked in the real world because the engines weren't strong enough to make consistent use of the highest ratio.

Power outputs have increased since then, to the point where a Corolla has stronger performance than an old six-cylinder Commodore or Falcon. Taller gearing and more ratios bring huge gains in economy. A current Falcon or Commodore V8 automatic is pulling around 1700rpm at 110km/h, compared with something like 2700 for the aforementioned four-speed manual Commodore.

The consequence of these gains in technology is that a light car with a strong enough engine and tall gearing becomes a viable alternative to a hybrid or diesel for those wishing to minimise fuel costs.

As an example, in early 2004 I covered a round trip of some 4500km in a Honda Jazz VTi 1.5 equipped with the CVT variety of automatic transmission, which is far more fuel-efficient.

The average was 6.0L/100km with a steady return of about 4.5 in light traffic conditions. What dragged the average down was cruising speeds of 110km/h, which kept the little engine spinning between 2500 and 3000rpm and consuming about 6.3L/100km.

At a steady 100km/h, the average improves to 5.0. At the end of this Jazz experience, I attended the launch of the Honda Civic Hybrid. I could detect little difference in the real world economy of the two cars, although the Hybrid would fare better in heavy traffic.

The official fuel economy figures were 5.2 for the Civic and 5.9 for the Jazz. But compare the asking price for the two cars in 2004: $22,290 for the Jazz VTi and $29,990 for the Civic Hybrid. You would take a long time to spend that extra $7000 on fuel.

It is not hard to predict that as small engines become more efficient, taller gearing will see further improvements in economy. So don't write off the petrol engine yet!
 

2003-2005 Toyota Prius
The second generation (NHW20R) Prius is now available in our $18K price range but you'll need to get used to the idea of buying quite a high mileage example because this petrol-electric hybrid commands strong resale values. 

In developing the Prius, it seems that the engineers paid little attention to motoring enthusiasts. It was if there a light switch which could be flicked between 'fun to drive' and 'good for the environment', which is (of course) an entirely false dichotomy.

The Prius makes a good case for itself in the showroom. It boasts typical Toyota quality and the interior is spacious and well designed. There is no tachometer (what would be the point?) and the digital speedo is located close to the bottom of the deep windscreen.

Before you buy, make sure you drive. The Prius has fair performance with 0-100km/h coming up in less than 12 seconds. Its 1.5-litre four-cylinder petrol engine develops 57kW of power and 115Nm of torque.

The real problem is the dynamics. Understeer and body roll remind keen drivers of the 1980s, while the electric power steering is far too light in feel and insufficiently direct. But the ride is quite comfortable for a car of this compact size. So the Prius is transport rather than any kind of invitation to motoring pleasure.

Now comes the good news. For your $18K you can obtain a tidy Prius with most of its life in front of it. At launch this car carried a pricetag of $45,090 – far from cheap. The styling still looks contemporary with this shape having only just been superseded, meaning that to any observer your 2003 car could easily be five years younger than it is.

If the odometer shows upwards of 160,000 km, that is no ground for concern in an era when even quite ordinary cars (as opposed to Toyotas) are engineered to last 500,000 km or more. A good service history is important.

Early in its career, there were questions about battery life, but there now seems little reason to suspect that you will be up for this considerable expense of almost $4000. Significantly, it has been the problem of creating a suitable battery that has been the biggest hindrance to the introduction of electric cars. At least the technology is gradually improving. In time, the Prius owner will be able to take for granted the availability of a less expensive replacement item. While the factory warranty expires at the end of five years, it is likely that Toyota would subsidise a battery if you needed one when your car was less than seven or eight years old.

Typical Prius economy is 5.3L/100km. Keep your cruising speed at 100km/h and it should slip below 5.0.

Also consider: 2004-2005 Honda Civic Hybrid, which looks just like any other Civic and handles better than a Prius.

Search used Toyota Prius models here

Citroën C4 SX 1.6 HDi
In April 2005 the radically styled Citroën C4 went on sale in Australia but it took another 10 months before buyers could choose a diesel version. This 1.6-litre four-cylinder unit makes 80kW and 260Nm to deliver quite lively performance. In this respect, the C4 has an edge on the Prius.

Then there is the matter of dynamics. There are sportier small cars than the C4 but this one does a reasonable job of rewarding the keen driver. The steering does not have as much feel as one expects of a Citroën, but it is light years ahead of the Prius. Handling and ride comfort are both very good.

Style is central to the appeal of the C4 and the main reason why you might prefer it to, say, the Peugeot 307 or Volkswagen Golf. The exterior speaks for itself while interior highlights include the fixed hub steering wheel and a striking dash design.

The C4 delivers phenomenal economy on the open road. It is easy to use as little as 4.0L/100km. In all-round driving the figure is likely to be between 5.5 and 6.0.

For $18K you can expect to get one of the earliest diesel models with perhaps 70,000km already on its odometer. Brand new this car cost $29,990 plus on-roads, making it quite a bargain at three years of age.

Also consider: 2003-2005 Peugeot 307 2.0 HDi, Volkswagen Golf 1.9 TDI. Because of its smaller engine, the C4 is slightly more economical than either of these and is much funkier.

2007 Toyota Corolla Ascent
The current model Corolla, introduced in May 2007 is far superior to any of its predecessors. Only in the Australian market is this car sold as a Corolla. That badge has such a strong following locally that, wisely, management decided to stick with it. But this latest not-so-small Toyota was designed to go head to head with European vehicles such as the Golf on their home territory, and it is good enough.

If you are looking for an economical but reasonably spacious petrol-engined model in the $18K range, then this should be your starting point.

The Corolla's 1.8-litre engine delivers a full 100kW of power with 175Nm of torque. Specify it with the six-speed manual gearbox rather than the four-speed automatic and you will be rewarded with economy of about 5.5L/100km on the highway and an overall average of about 7.3.

This Toyota has dynamics to match the Europeans, meaning it is a joy to drive. Few would argue that it is not also far more appealing both inside and out than any previous Corolla. It has come of age.

Speaking of age, this will also be the youngest of the cars in this comparison with fewer than 50,000km covered thus far.

Also consider: 2006-2007 Nissan Tiida (which lacks the new Corolla's dynamic finesse but has outstanding packaging and excellent economy) and the 2006-2007 Hyundai i30 (a great little car that proves the Korean industry can produce high quality vehicles).

Ford Falcon BF XT E-gas
No question, in this company the E-gas Falcon is the odd fellow. It is big and thirsty. Average consumption is about 15L/100km. But the fuel it requires costs around 50 cents per litre and that is the crucial bit.

Frankly, a 2005-2006 BF Falcon engineered to run on LPG exclusively looks like outstanding value at $18K. While boot space is compromised to accommodate the gas tank, there is still plenty of room for five adults and a fair load of kit.

The performance from its 156kW 4.0-litre six might be slightly down on its petrol-engined sibling, but not so as most drivers would notice. To put it another way, this E-gas Falcon has almost the same output as a mid-1990s Falcon XR6, so it ain't no slouch.

Enthusiasts still tend to prefer rear-wheel drive to the opposite and the Falcon is the only one in this group to oblige us.

The XT is the entry level model and is fairly basic in terms of trim as big Fords go but is still more than a match for most of the others discussed here. Having shucked off half its value in three years, the Falcon offers fabulous value for money. Hey, you might even find a Futura for $18K. Being a Falcon though, you can expect slightly more than the average number of kilometres.

Also consider: 2006 dual-fuel Holden VE Commodore Omega, which is harder to see out of but looks more modern to outside observers.

The driver's choice: Ford Falcon XT E-gas.
The sensibly green choice: Toyota Prius.
The foot-in-each camp choice: Citroën C4 SX HDi.

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