New cars
How to Minimise Depreciation on Your Next Car
Unless you’re holding onto a prized vintage collectable, it’s a fact of life that every car begins to depreciate as soon as it has left the showroom floor. On the one hand, it’s a bit of a sickening feeling, knowing the car you purchased only minutes ago has already plummeted in value. However, that’s the nature of the game, and it does get you going! Not to mention, this is what allows you to score a bargain in the second hand market.
Nonetheless, everyday cars will continue to lose value up until the point where they have little to no resale value. But it pays to know that each individual car depreciates at a different rate. A lot of this is inherent, based on the model of the car itself, but knowing certain things before you purchase your next vehicle can help you minimise depreciation.
Pay attention to supply and demand
The rate of depreciation on a vehicle, and ultimately a car’s resale value, is influenced by the level of supply and demand for that particular make and model. Vehicle models with a good reputation for build quality, low operating costs, and critical safety features will fare better over the long run. A vehicle lacking in each of these areas will depreciate at a faster rate, especially if it is superseded by a newer model. On this point, be wary if you’re buying a run out model from last year!
Colour makes a difference
It might seem hard to believe, but the colour of your vehicle can have an impact on its depreciation. More conservative and traditional colours like white, silver and black tend to hold their value better, whereas ‘bold’ and striking colours alienate potential buyers and result in higher levels of depreciation. Also, stay away from any customised paint jobs that involve patterns or shapes.
Keep on top of maintenance
Maintaining your vehicle will go some way to mitigate the extent of depreciation. Buyers of second hand vehicles, including dealerships, favour vehicles which have been kept in good condition. Such buyers may even pay a premium – or at least not view the issue as another reason to squeeze you on the resale price. Keep a record of all the receipts and/or log book documentation for maintenance and repairs. Make sure the car is clean and free from any damage or unpleasant odours. First impressions count!
Mind your distance
The more kilometres you’ve managed to rack up on the odometer, the more the car will reduce in value. As the odometer reading increases, potential buyers will be concerned they inevitably need to make repairs, particularly major repairs. Again, if you’ve kept records of any maintenance efforts, this could help. Moreover, avoid putting the engine through more kilometres than you absolutely need to.
Research methodically
There are two particular areas of research you should look into. In both instances, you will want to do this before purchasing your next vehicle. First, look into the reliability of the vehicle in question. This might include reviews, or general perceptions among the market. Next, review the general resale value for the make and model, since history is usually a pretty useful indicator here. Certain makes and models, especially vehicles that are not fuel efficient, are quite simply unpopular. Therefore, it helps to have all the information in front of you.
Last Ford GT cars Very Special
Ford GT HE
If you’ve got a load of money to spend on a supercar and want something really different and special, then why not go for the latest and last-to-be-built Ford GT supercars. The Ford GT remains the only American supercar to ever win at Le Mans. This beat Ferrari at its own game, and now the Ford Performance division has announced a very special Heritage Edition (HE) that has been inspired by the original model’s first long distance win at the 1966 Daytona 24 Hour Continental race.
The new Ford GT Heritage Edition adds some styling cues that are taken from the winning formula at Le Mans in 1966. It is a model developed as a tribute to the winner of the 1966 Daytona 24 Hour Continental race, which was captured in the 2019 film “Ford v Ferrari”. The HE features a striking Frozen White exterior paint job with an exposed carbon fibre hood. Shod with great looking one-piece Heritage Gold 20-inch forged aluminium wheels and red Brembo monobloc brake callipers, you have a an eye-catching combination to what is still one of the most desirable supercars on the planet.
Inside the Ford GT HE is black Alcantara material wrapping the instrument panel, headliner and steering wheel rim, while red paddle shifters and Alcantara performance seats add intense contrast and a special experience.
Ford GT HE
You can also get the Ford GT with even less unsprung weight, where there’s the option of 20-inch exposed carbon fibre wheels. You can also get the monobloc brake calipers lacquered in black with Brembo lettering in red – nice!
Adding the special Studio Collection package gives you a Ford GT that offers added exclusivity and design enhancements, which you can add to the newest Ford GT supercar. Boasting an all-new graphics package that highlights key styling elements, such as functional cooling ducts, and other unique exterior graphics that have been designed by the Ford Performance and Ford GT manufacturer, ‘Multimatic’. These clever design cues combine the combination of stripes and accents over the sexy GT exterior that invoke the emotion of speed as well as drawing your eye to some of the most prominent features of the classic GT style.
Just forty examples of the Studio Collection package will be built across the 2021 and 2022 model years, so to be one of the coolest Supercar drivers on the planet be in quick and don’t miss out!
Sadly, these will be the last new Ford GT supercar models to be produced, with production scheduled to wrap up in 2022.
Just for your information: the latest RWD, 7-speed automatic Ford GT comes with a twin-turbo, 3.5-litre V6 engine developing a whopping 482 kW of power at 6250 rpm and 746 Nm of torque at 5900 rpm. That’s enough energy to catapult you from 0-100 km/h in around 3.8 seconds, 0-200 km/h in 12.3 seconds, see you through the quarter mile in 11.8 seconds and on to a top speed of 330 km/h.
The raucous sound of the engine is sublime, the RWD handling spot on, and it’s so easy to fall in love with one. Buy one now, and the car is sure to appreciate in value – especially with this last run of GT cars, and their acquired exclusivity.
Ford GT HE
2020 Jeep Grand Cherokee SRT: Car Review.
This Car Review Is About: A car that embodies every male stereotype when it comes to cars. Brawny, hairy chested, muscle-laden etc thanks to the powerplant and exhaust notes. There are a staggering eight variants of the Grand Cherokee and the SRT is the second from the top behind the slightly harder edged Trackhawk.
How Much Does It Cost?: List prices is $92,450 plus on road costs. Premium paint, such as the Diamond Black Crystal on our review vehicle, is $895. Using the Jeep website, it comes up with a drive-away price of $98,343.
Under The Bonnet Is: 6.4L of pure joy. It’s the Hemi V8, one step down from the supercharged 6.2L V8 fitted to the Trackhawk. Running on 98 RON, it produces 344kW and 624Nm of torque at 4,100rpm. But there is a price to pay for that sheer exuberance. Our best economy figure was 12.3L/100km and that on a gentle highway run with a maximum speed of 80kph. The overall average was closer to 16.0L/100km from a 93.0L tank.
Jeep themselves quote 20.7L/100km on the urban cycle, 10.1L/100km for the highway, and 14.0/100km for the combined. the engine has fuel saving technology, effectively running as a V4 on cruise mode.
The transmission here is an eight speed auto, and apart from some staggering when cold, is as good an eight speed auto as you can get. It’s well ratioed to take advantage of the torque, and a 4.9 second sprint to 100kmh backs that up. There is launch control fitted and this dials the engine up to 1,800rpm before flinging the 2,289kg (dry) SRT to the horizon.
On The Inside It’s: Packed with the bits and bobs you’d expect from a near $100K machine. There’s carbon-fibre look trim that spreads from door to door, stitched leather look trim on the dash, heated and vented seats, a heated steering wheel, aircon and USB ports for the second row seats, and a thumping Harman Kardon audio system. Front and centre is the UConnect infotainment system that doubles up on some areas with hard press buttons. 
It’s also home to the drive mode settings that are access from the centre console. There is a dial that provide easy access to the varying programs however it’s the 8.0 inch screen that shows the Street/Sport/Track modes for the engine, suspension, steering, and others, allowing personalisation across the board, so a driver can have Street steering, Sport suspension, and Track transmission.
The seats are leather trimmed with the centre section a suede material. It’s immediately a warmer feel to the touch and for cold areas it saves that initial unwelcome cold thrill. The seats do warm quickly, as does the tiller, when activated. The centre console cup holders have blue LED lighting, and a nice convenient feature is the powered steering column. Up front is a 12V socket (one for the rear in the cargo bay) and a pair of USBs. These are hidden under a soft-touch door that’s the same alloy look material as the console.
In front of the driver is a full colour LCD screen and Jeep have cleverly sectioned it off to display different kinds of information. The centre is the main dial for the rev counter and displays the launch control information. The left side shows the screen selected info graphic, the right the driven gear, top left the expected range and top right the temperature and more drive mode info. It’s a clever look and most effective, as it directs the driver’s eyes to the important info. Unusually, indication and wipers are on the same stalk, not a left and right lever setup Design wise the dash look is also easy on the eye, and the elegant “W” shape to the actual dash envelopes both front seat passengers.
The second row passengers have plenty of room for legs, head, and shoulder, and having independent vents plus their own pair of USB ports emphasises the family friendly aspect of the Grand Cherokee SRT. There’s plenty of cargo space as well, 782L, with access via the standard powered tailgate. Jeep also fit a full sized spare here, thankfully. Oddly, the switch to lower the tailgate isn’t on the base of the door, like everyone else, it’s on the inside left. What this means is that any person pressing that needs to be quick to move out of the way.
On The Outside It’s: Big, blocky, and imposing in the black over black colour scheme fitted. The badges are blacked out, the 295/45/20 Pirelli P-Zero rubber wrap blacked alloys, and at 4,846mm in length, it’s up there as one of the bigger SUVs. Having a height of 1,749mm means it stands tall against many and also means stepping into the Grand Cherokee SRT is easy. Wide opening doors also assist here.
The bonnet has vents, nostrils, if you like. Unlike nearly everyone else, they’re functional, not merely a plastic garnish. This helps the big engine breathe at speed. The major design look hasn’t really changed in a few years so there are the same slimline headlights with integrated LED indicators, which dim the headlight running lights when activated. Underneath are a pair of LED cornering lamps.
On The Road It’s: Largely dependent on which drive mode is selected. Street has a soft suspension feel, and the mass of the Grand Cherokee SRT becomes noticeable. There’s more body movement and at times it was a little stomach-queasy. Latch onto the Sport mode and immediately the big machine settles down, becomes more stable, and feels more controllable via the right foot.
That right foot is also responsible for the volume of the twin exhausts. It’s a muted, distant, rumble from start-up, although with an initial bark. Gentle driving has that subterranean rumble a constant, and it’s when the right ankle flexes in anger, that noise increases in volume and note, changing from that rumble to a full on fight between two lions. There’s a truly astounding feeling experienced as the pitch vibrates the rib cage, whilst simultaneously pinning the body back into the seats. Even with the windows up there is some serious pounding on the ears, and this brings in the hard edged snarl as revs climb.
The steering wheel is on the large side, not just in the heft of the wheel but the diameter. It brings a bus-like feel to how the Grand Cherokee SRT is steered, with a more bent armed stance. It’s not uncomfortable but neither is it right for a longer armed sporting drive. This is important as the big tyres would tramline noticeably at times, with the wheel needing constant driver attention to overcome the pull of the rubber on the road.
Having a variable suspension made testing them interesting. One long and flat road was home to the changes and it became obvious that the settings will appeal to different driver styles. As mentioned, Street came across as a softer and wallowy style, Sport noticeably tighter and overall our pick. Track goes tighter still and then becomes too jittery, too jarring, even on a relatively flat road. Of course, the name itself strongly hints at where its intended environment lays.
Big Brembos haul down the SRT easily, and without fade constantly. The pedal has a light feel to start and progressively feels heavier as the pedal travel increases. Transmission wise, there is the SelecTrack off-road capability however there is no two speed transfer case in deference to its more tarmac oriented engineering.
Economy wise, it can be driven to a limit. On our return journey, the estimated range was 95km. The trip distance is 75km. We arrived at the changeover point with 90km expected range left and an economy of 15.6km/100km…
What About Safety?: Jeep has ensured that the range lacks for nothing. Only the entry level model, Night Eagle, misses out on a driver’s kneebag, Blind Spot Monitoring, and Rear Cross path (Traffic) Detection. In a driving sense, the Night Eagle also misses out on the Adaptive Cruise Control. Otherwise, the range, including the SRT gets the full kit of safety features which includes Trailer Sway Control and Rain Brake Support.
What About Warranty And Service?: Five years or 100,000 kilometres with a 12,000 kilometres or 12 month service cycle. Capped priced servicing is $399. Roadside assistance is now standard for the lifetime of the warranty.
At The End of The Drive. Jeep is undergoing a transformation, with a recognition of issues when it comes to customer service. We’ve been on the receiving end of nothing but marvellous service due to two previous review vehicles suffering serious issues.
The Jeep Grand Cherokee SRT exhibited no issues at all. You’d expect that for a vehicle price knocking on $100K. It’s a product for a certain market, and the SRT’s heart is that big V8. It’s both the appeal and the letdown. The appeal because it’s so much fun to listen to, to experience the sheer urge and exuberance of that Hemi. The letdown is simple; that enjoyment is at a price, being how quickly the 6.4L engine can drain the tank.
However that engine shutdown feature can assist and hopefully at another time a proper highway cycle run can be driven, but we did see just how relatively efficient gentle driving could be.
Peugeot 3008 GT-Line: Private Fleet Car Review.
This Car Review Is About: Peugeot’s rather cute 3008 mid-sizer SUV. There are three trim levels, being the Allure, GT-Line, and GT, a slightly odd naming choice.
What Does It Cost?: The GT-Line is one a drive-away special, at $49,990 plus an extras pack which includes a glass roof and special leather seats. The Allure and GT are also on a drive-away special. $39,990 for the Allure and $55,990 and the GT also includes the extras.
Under The Bonnet Is: A 1.6L turbo 95RON petrol four for the Allure and GT-Line, with a 2.0L diesel for the GT. Transmission for the GT-Line is Peugeot’s EAT-6 auto, a reworking of the torque converter style that feels like a dual-clutch transmission.
Spin the engine out to 6,000 revs and peak power is 121kW. Peak twist comes in at just 1,400rpm, and there are 240 torques to play with. The Efficient Automatic Transmission six speed is a bit of a handful at zero velocity, just like a DCT, however is pretty usable when up and running.
Economy for the 1.6L four varies quite a bit. 9.8L per 100km for the city cycle, 5.3L for the highway, equaling an average for the combined of 7.0L/100km. We finished at 8.5L/100km for our mainly suburban cycle which really shows out the positives and negatives of a car’s drivetrain.
On The Outside It’s: Not as big as it looks. It’s compact in length at just 4,447mm in length yet the curvy styling makes it look longer. Height is 1,624mm allowing for good headroom inside, and width is 1,826mm sans mirrors. The wheels are good looking machined alloys and grey painted with Michelin rubber for an overall size of 205/55/19.
There is a powered tail-gate with a low loading lip making loading a week’s groceries a doddle, black polyurethane from front to rear, and a front end splashed with chrome for the grille & driving light surrounds. There’s also a strip above the moulding that links the front and rear doors. There is an alloy look plate for the chin of the front end. the headlights are slimline and feature the shark-fin insert Peugeot’s stylists have chosen to identify their SUVs. This is also the start of a strong line that draws the eye downwards to the alloy chin. It’s almost the same at the rear, with a signature triple “claw” look in the rights. It’s not unfair to say the 3008 is a pretty car with plenty of Gallic flair, yet it was invisible to many, with barely a head turned here and there. What does is the clearly define puddle lamp logo at night.
On The Inside It’s: A true delight visually. The seats that come as part of the extras pack are jet black, white stitched, and have a thick diamond design. There are memory settings for the driver’s seat, and venting on a separate switch as the heating switches are up on the dash. Here also are switches, looking like aviation style activators, for the audio, navigation, vehicle settings etc, and they’re sinfully easy to operate. 
Front and centre is the 8.0 inch touchscreen, the hub for most of the 3008 GT-Line’s functions including aircon. It’s perhaps here that manual controls as an adjunct wouldn’t go astray as trying to adjust on the move is, like all touchscreens, a distraction. Audio is DAB equipped and the quality is superb.
Peugeot go for that French chic look with a grey, almost denim feel, material that sweeps from the ends of the dash into the doors. The upper section draws a line that rolls around from one door to the other and encompasses the base of the windscreen. Right down the centre is a classy looking chromed strip that forms a “c” and also delineates the passenger’s section from the driver’s. It’s a scrumptious interior, it looks and feels fantastic, 
A visual feast is had in the driver’s binnacle and Peugeot call this the i-cockpit. This full colour 12.3 inch diameter screen can show a number of different displays, such as a pair of traditional dials (lit in a glorious golden bronze) or virtually nothing, and plenty in between. The smaller main touchscreen is the same, with a very tidy layout and doubling up on some of the features the tabs below activate. The centre console has a deep bin, accessed via bifold doors, plus the cup holders are illuminated in a soft blue light. This also lights up the rim of the glass roof. Unlike the dash display, which has the differing looks, the blue is the only colour available.
Passenger space in the rear is more than adequate for leg and head room, whereas shoulder room is ideal for two adults, three being a tad squeezy. However two ISOFIX brackets make for no problems for the family. Aircon vents are a nice touch too are are the rubber studded alloy pedals and the slightly awkwardly located smartphone charge pad.
The cargo space is decent enough for most people at 591L, and increases to 1,670L with seats folded. Underneath the cargo floor is a space saver spare. There’s some extra cargo space here if needed but more for smaller items.
On The Road It’s: A very enjoyable drive, but. That “but” is the DCT feel to the transmission. The drive selector is a pistol-grip style with a button on the right hand side to unlock before a rocker back or forth for Drive or Reverses. park is electronic and situated on the far top end. From Start the transmission takes a few moments to engage when moving from Drive to Reverse, and vice versa. Coupled with the turbo lag it’s not always the best combination, especially when trying to get across an intersection.
Highway driving through the gears shows that it’s a slick, swift, smooth, and quiet change, but also leaves the driver wondering why the eight speed hasn’t been fitted for better economy. Manual changing is available via the paddle shifts on the column, and Sports mode is typical in that it does little more than hold gears longer. There’s a typically linear turbo response, with an easy progression forward, and only occasionally does it feel that 240Nm wasn’t enough. It’s no sink you into the seat rush, but it’s not a sports intended SUV either. Steering is rapid in response, with only a hint of numbness on centre. Having the smaller wheel brings in its own feeling, with a sense of a lesser need to expend energy, but without losing that sense of touch as well.
It’s the same with the suspension. It’s not quite as well tuned as the RAV4, for example, but nor is it excessively soft or lacking in composure. It absorbs most normal road irregularities well enough, and rebounds a little more than one would expect. Not that it ever threatened to lose a modicum of composure, however, but in the ride stakes it’s been left behind by the latest as this is a design nudging four years old in a retail sense.
However it doesn’t mean that some aspects of the 3008 GT-Line’s tech should be ignored. It was one of the first to have traffic sign recognition and its GPS tie-in with speed-zones was 100% in a location and change of limit sense. The reverse camera was crisp in detail, with the screen showing plenty of definition and without the “fish eye” distortion seen elsewhere. One touch windows have a “pinch” function, that automatically lowers a raising window if the pressure sensor detects and arm/leg/head where it shouldn’t be.
What About Safety?: The screen also shows a 360 degree camera view, parking assistance is standard as are front and rear sensors. Blind Spot Alert, AEB with camera and radar sensing, auto high beam On/Off, and Lane Departure are standard also. Airbag wise it lacks only a driver’s kneebag. On the road the sensors also indicate the forward distance alert, ensuring a driver is visually aware that they may be just that little too close to the leading vehicle.
What About Warranty And Service?: Five years is the warranty, along with unlimited kilometres. Servicing is 12 monthly in cycle, or 20,000 kilometres for the 3008. The pricing as of August 2020 was $471 for the first major service, $786 for service 2, $471 for service 3, $799 for service 4, and $484 for service 5. Prices were obtained here.
At The End Of The Drive. Peugeot has had a strong presence at times here in Australia, and at others it seems to slip under the radar. The 3008 is one that deserves a little more love as it’s a stunner inside and out, especially with that black seat trim. pricing has always been a hiccup, and even at just on $50K it may be easily overlooked. That would be a disservice as there is plenty of value with areas such as the safety system being of a high level, the sheer feel of the cockpit, the soft ambient lighting that adds class, and the (for the most part) easy to live with drive-train. Book a test drive here.
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