One of the worst enemies of a car is moisture. It is able to penetrate the paint on the body, as a result of which the metal begins to rot. This process is called corrosion. There are different ways to deal with car corrosion, and one of them is galvanizing. The fact is that the galvanized body prevents moisture from penetrating for a long time, but sooner or later even such cars rot. Let's figure out which cars have a galvanized body, what are the general methods of galvanizing.

To begin with, such a characteristic cannot guarantee complete protection against car decay. Some manufacturers (European, Japanese, Korean, American) actually produce cars in fully galvanized bodies, while others only partially galvanize some parts. Naturally, the quality will suffer.

To understand how things are with galvanized cars, you must first understand the three known methods of galvanizing the body.

Thermal galvanized

The most reliable and efficient method is used by Group. We are talking about thermal galvanizing. This method of combating corrosion is expensive but effective. Because of it, the car adds a lot in price, but the result is worth it. More details about this method will be discussed below.

Galvanized

Galvanized galvanizing can be used for the complete treatment of the body, as well as for individual elements. This is a simpler technology to protect the vulnerable parts of the body. Often the underside of the car is subjected to galvanic galvanization, the sills and arches are the most vulnerable places for corrosion. Partial anti-corrosion treatment is applied to inexpensive cars that are sold in large quantities.

Cold galvanized

The last method is cold galvanizing. This method resembles the previous one in technology, but this one is even simpler and cheaper. Some car owners can process body parts in this way in their garages. The car does not need to be immersed in a special zinc-containing solution for this. The solution itself is applied to the body using an electrode that is connected to the positive terminal while connected to the negative terminal). Some car services offer a service for processing car body elements, but it will not be possible to complete processing in this way. Since this method is not used by car manufacturers, it is not worth describing in detail.

Which cars are thermally galvanized?

It is impossible to list all the cars that are produced with galvanized bodies. There are a lot of them, and the list is constantly updated. At least all cars of the brands "Audi" and "Volkswagen" after 2000 have fully galvanized bodies. Also, the following car brands have a heat-treated anti-corrosion coating:

1. "Porsche 911".
2. "Ford Escort".
3. Ford Sierra;
4. Opel Astra and Vectra (after 1998).
5. Volvo 240 and older models.
6. "Chevrolet Lacetti".

Galvanized machines

Cars that have passed the galvanized galvanizing procedure:

1. Honda. Accord, CR-V, Legend, Pilot models.
2. Chrysler.
3. "Audi" (all after the 80th model).
4. Skoda Octavia.
5. "Mercedes".

It can take a very long time to list the brands and models of cars, because there are many unknown or little-known manufacturers who make cars with galvanized bodies. There is an opinion among specialists that Audi cars have the best bodywork. The concern produces galvanized galvanizing, covering the entire body with an anti-corrosion layer. However, according to reviews, it is known that such well-known cool cars as the Porsche 911 or the Volkswagen Passat have bodies that do not rot for decades. Korean manufacturers Kia and Hyundai are available with galvanized bodies. The same can be said about many other quality cars that have undergone thermal or galvanic galvanization.

As for Chinese or Russian cars, here too, the application of an anti-corrosion coating takes place, but not on all models. For example, Chinese Cherry cars of the CK and MK series rot quickly enough. Sometimes manufacturers simply deceive the consumer by pretending to be a galvanized body with ordinary cattophoresis soil mixed with zinc.

Generally speaking, Audi, Volkswagen, BMW, Porsche are the main manufacturers, which mainly produce models with fully galvanized bodies. In general, if in the characteristics of the car there is no word "full" next to the term "galvanized", then we can assume that there is an anti-corrosion coating only on some parts of the body. Most often we are talking about the bottom and the sill.

Now you know which car has a galvanized body, but in any case, when buying a car, you need to clarify this point, checking the technical specifications.

Features of thermal galvanizing

Considering that there are different zinc methods, it is logical to explain how they differ from each other. As mentioned above, heat treatment is used only by large European manufacturers. The bottom line is as follows: the car body is completely immersed in a special zinc-containing solution. After that, the composition is heated to the desired temperature, as a result of which zinc particles stick to the metal. A thin film forms on the metal surface, which does not allow moisture to pass through and prevents oxidation.

Cars with such bodies show the best results in salt chambers. Some manufacturers generally give large guarantees for bodies that have been processed in this way. Sometimes the warranty period reaches 30 years. The minimum service life of such vehicles is at least 15 years. That is, during all this time, the body will not even begin to be covered with rust.

Not every manufacturer can afford this technology. As mentioned above, this method is used in cars of the VW Group: Audi, Porsche, Volkswagen, Seat.

Also, some other manufacturers can boast of making similar bodies. In particular, the body of the Ford Escort is thermally galvanized. The new models Opel Astra and Vectra, as well as the Chevrolet Lacetti are not an exception.

All these cars are more expensive in comparison with their analogs due to the high cost of implementing such a technology of anti-corrosion treatment.

How is galvanizing done?

This method is simpler and more concise, but less effective. However, automakers still give long-term processed in this way.

The process of applying an anti-corrosion layer by electroplating is simpler:

1. The car body or any of its parts is immersed in a container containing an acidic zinc solution.
2. The negative terminal is connected to the body from the power source.
3. The container itself is connected to the positive terminal.

With this connection, electrolysis is carried out in the tank. As a result of this process, zinc particles dissolve and stick to the car body. This forms a protective layer, which also prevents the oxidation process and repels moisture. This method is simpler and cheaper. Therefore, the machines, galvanized by galvanic method, are more affordable. However, the effectiveness and service life of such a coating is lower. A body with a thermally applied anti-corrosion coating will resist moisture much longer.

BMW and Mercedes are among the leaders among automakers that galvanize their vehicles.

Partial galvanized

Many manufacturers use only partial galvanizing, passing it off as complete. This applies primarily to Chinese, Russian brands, as well as some Korean manufacturers. For example, Lada Granta and Lada Kalina are partially galvanized. The bodies of these cars are covered with a protective anti-corrosion layer by 40%, but this is not bad either. Here, the sills and the bottom of the car are treated with an anti-corrosion compound. In this case, we are talking about one-sided galvanizing. The second side (inner) is painted and primed using traditional methods.

This approach allows manufacturers to save money and produce a class targeted at the mass consumer. But this does not prevent talking about anti-corrosion treatment in commercials, because it really takes place.

Conclusion

A car with a galvanized body is not new. Anti-corrosion coating technologies have been known for a long time. But do not pay attention to the loud statements of manufacturers. First of all, you need to look at the warranty period that concerns give to the bodies produced.

Galvanized body of Audi 100 C4

The table indicates whether the body of the Audi 100 C4, produced from 1988 to 1994, is galvanized,
and the quality of processing.

	Treatment	A type	Method	Body condition
1988	Partial	Hot dipped galvanized (one-sided)	zinc layer 2 - 10 microns	Galvanizing result: Good The car is already 31 years old.
1989	Partial	Hot dipped galvanized (one-sided)	zinc melt deposition on steel zinc layer 2 - 10 microns	Galvanizing result: Good The car is already 30 years old. Given the age and quality of the zinc treatment of this machine (under normal operating conditions), body corrosion is at an early stage, and measures could be taken on such machines to remove noticeable rusting in body bends and joints.
1990	Partial	Hot dipped galvanized (one-sided)	zinc melt deposition on steel zinc layer 2 - 10 microns	Galvanizing result: Good The car is already 29 years old. Given the age and quality of the zinc treatment of this machine (under normal operating conditions), body corrosion is at an early stage, and measures could be taken on such machines to remove noticeable rusting in body bends and joints.
1991	Partial	Hot dipped galvanized (one-sided)	zinc melt deposition on steel zinc layer 2 - 10 microns	Galvanizing result: Good The car is already 28 years old. Given the age and quality of the zinc treatment of this machine (under normal operating conditions), body corrosion is at an early stage, and measures could be taken on such machines to remove noticeable rusting in body bends and joints.
1992	Partial	Hot dipped galvanized (one-sided)	zinc melt deposition on steel zinc layer 2 - 10 microns	Galvanizing result: Good The car is already 27 years old.
1993	Partial	Hot dipped galvanized (one-sided)	zinc melt deposition on steel zinc layer 2 - 10 microns	Galvanizing result: Good The car is already 26 years old. Considering the age and quality of zinc processing of this machine (under normal operating conditions), body corrosion is at an early stage, rusting in cavities and joints is already noticeable on such machines.
1994	Partial	Hot dipped galvanized (one-sided)	zinc melt deposition on steel zinc layer 2 - 10 microns	Galvanizing result: Good The car is already 25 years old. Considering the age and quality of zinc processing of this machine (under normal operating conditions), body corrosion is at an early stage, rusting in cavities and joints is already noticeable on such machines.

If the galvanized body is damaged, corrosion destroys zinc and not steel.
Types of processing
Over the years, the process itself has changed. A younger car - will always be galvanized better! Galvanized types
The presence of zinc particles in the soil covering the body does not affect its protection and is used by the manufacturer for the word "galvanized" in advertising materials. ... Tests Test results of vehicles rolled off the assembly line with the same damage (cross) on the lower part of the front right door. The tests were carried out in the laboratory. Conditions in a hot salt spray chamber for 40 days correspond to 5 years of normal operation. Hot Dipped Galvanized Vehicle (layer thickness 12-15 microns)
Galvanized vehicle (layer thickness 5-10 microns)

Cold Galvanized Vehicle (layer thickness 10 microns)
Car with zinc metal
Vehicle without galvanization
It's important to know - Over the years, manufacturers have improved the technology of galvanizing their cars. A younger car will always be better galvanized! - Coating thickness from 2 to 10 microns (micrometers) provides excellent protection against the occurrence and spread of corrosive attacks. - The rate of destruction of the active zinc layer, in the place of damage to the body, is from 1 to 6 microns per year... Zinc is more actively destroyed at elevated temperatures. - If the manufacturer has the term "galvanized" not added "full" this means that only the elements subject to impacts have been processed. - Pay more attention to the presence of the manufacturer's warranty on the body, rather than loud phrases about galvanizing from advertising. Additionally

Galvanized body of Audi 100 C3

The table indicates whether the body of the Audi 100 C3, produced from 1981 to 1988, is galvanized,
and the quality of processing.

	Treatment	A type	Method	Body condition
1981	Not	Not	updated paintwork since 1981	Galvanizing result: The car is already 38 years old.
1982	Not	Not	application of the usual anti-corrosion layer the paintwork has been renewed since 1982	Galvanizing result: The car is already 37 years old. Given the age and anti-corrosion treatment of this machine (under normal operating conditions), body corrosion has entered an extensive stage, and measures have already been taken to eliminate severe rust on such machines.
1983	Not	Not		Galvanizing result: The car is already 36 years old. Given the age and anti-corrosion treatment of this machine (under normal operating conditions), body corrosion has entered an extensive stage, and measures have already been taken to eliminate severe rust on such machines.
1984	Not	Not	application of the usual anti-corrosion layer	Galvanizing result: The car is already 35 years old. Given the age and anti-corrosion treatment of this machine (under normal operating conditions), body corrosion has entered an extensive stage, and measures have already been taken to eliminate severe rust on such machines.
1985	Not	Not	application of the usual anti-corrosion layer	Galvanizing result: The car is already 34 years old. Given the age and anti-corrosion treatment of this machine (under normal operating conditions), body corrosion has entered an extensive stage, and measures have already been taken to eliminate severe rust on such machines.
1986	Partial	Hot dipped galvanized (one-sided)	zinc layer 2 - 10 microns	Galvanizing result: Good The car is already 33 years old.
1987	Partial	Hot dipped galvanized (one-sided)	zinc melt deposition on steel zinc layer 2 - 10 microns	Galvanizing result: Good The car is already 32 years old. Given the age and quality of the zinc treatment of this machine (under normal operating conditions), body corrosion is at an early stage, and measures could be taken on such machines to remove noticeable rusting in body bends and joints.
1988	Partial	Hot dipped galvanized (one-sided)	zinc melt deposition on steel zinc layer 2 - 10 microns	Galvanizing result: Good The car is already 31 years old. Given the age and quality of the zinc treatment of this machine (under normal operating conditions), body corrosion is at an early stage, and measures could be taken on such machines to remove noticeable rusting in body bends and joints.

If the galvanized body is damaged, corrosion destroys zinc and not steel.
Types of processing
Over the years, the process itself has changed. A younger car - will always be galvanized better! Galvanized types
The presence of zinc particles in the soil covering the body does not affect its protection and is used by the manufacturer for the word "galvanized" in advertising materials. ... Tests Test results of vehicles rolled off the assembly line with the same damage (cross) on the lower part of the front right door. The tests were carried out in the laboratory. Conditions in a hot salt spray chamber for 40 days correspond to 5 years of normal operation. Hot Dipped Galvanized Vehicle (layer thickness 12-15 microns)
Galvanized vehicle (layer thickness 5-10 microns)

Cold Galvanized Vehicle (layer thickness 10 microns)
Car with zinc metal
Vehicle without galvanization
It's important to know - Over the years, manufacturers have improved the technology of galvanizing their cars. A younger car will always be better galvanized! - Coating thickness from 2 to 10 microns (micrometers) provides excellent protection against the occurrence and spread of corrosive attacks. - The rate of destruction of the active zinc layer, in the place of damage to the body, is from 1 to 6 microns per year... Zinc is more actively destroyed at elevated temperatures. - If the manufacturer has the term "galvanized" not added "full" this means that only the elements subject to impacts have been processed. - Pay more attention to the presence of the manufacturer's warranty on the body, rather than loud phrases about galvanizing from advertising. Additionally

The frost of mid-size Audi appeared back in the days when these cars bore the DKW brand, and the brand itself belonged to Daimler-Benz. Over the years, cars have grown and become more prestigious. The predecessors of our hero, the Audi 100/200 in the back of C3, tried to storm the "automobile Olympus" with the release of models with all-wheel drive and a V8 engine, aiming at the highest class.

It was still a long way to the A8 - nevertheless, mid-size cars with powerful engines were not suitable for this role. However, the C3 cart turned out to be extremely successful, and even safety scandals did not prevent success in the middle class.

Surprisingly true: the body of the Audi 100 C 4 and A 6 C 4 is based on the same space frame as the C3 - if you look closely at the roofline and pillars, you will find that they are the same as. Of course, inside the structure was sufficiently redesigned in order to increase comfort and passive safety, but the very fact of "kinship" cannot be hidden.

Other innovations were hidden behind the significantly changed appearance. Of course, the body became stiffer, and instead of the now widely used airbags and belt pretensioners, the Procon-Ten system was used, the cables of which connected the engine to the steering column and the seat belts of the front passengers. In an accident, the steering wheel was "retracted" into the dashboard, and the belts were tightened - purely mechanically, due to the movement of the motor when the body was deformed.

Of course, the car also relied on the optional Quattro all-wheel drive, with differential locks, and a very decent selection of engines, including the V 8 4.2 and the legendary supercharged in-line "five". True, the main demand fell on conventional atmospheric engines of 2.0 and 2.3 liters with a capacity of up to 150 liters. with.

Audi has done a lot for better anti-corrosion protection of the body, and in general, only good can be said about the reliability and durability of the "weave". All further generations of A 6 -, - were already much more expensive and troublesome to maintain, sometimes even unreasonably expensive, with all these multitronics, DSG and TFSI.

It should be admitted that in many respects the reliability of the old "hundred parts" is due to simple configurations. Audi 100 was bought mainly in very simple versions, with engines of 100-137 hp. sec., without air conditioning and automatic climate control, and often even without power windows. But the oil temperature and pressure gauge could be found in many trim levels - the option was quite common.

In the photo: Audi 100 quattro (4A, C4) "1990–94

For its excellent body, inexpensive spare parts and phenomenal maintainability, the car was highly valued throughout Eastern Europe, and only recently these cars began to disappear from the streets. Whatever one may say, but the resource is not infinite, it is difficult or simply pointless to change some nodes, given the low residual value of the car. That is, in fact, the time of "weaving" has already gone, but it can still be possible to bask a little in the rays of the setting sun of its glory. If you're lucky.

Body

No one doubts that the Audi of those years has an almost exemplary galvanization, with a very thick layer of zinc and a solid layer of paint on top. But time does not spare steel, and the protective layers are gradually destroyed. This primarily applies to all body seams and points where dirt accumulates. Even in very decent specimens, the welds of the sills and the rear of the body are greatly weakened, and sometimes the engine compartment welded joints are already breathing hard or are overcooked. After all, during welding, galvanized steel evaporates, and if the sealant is broken, then moisture penetrates far into the seam and begins its destructive activity.

Photo: Audi 100 North America (4A, C4) "1990–94

With this age of body metal, regular anti-corrosion treatment and careful restoration of all paintwork violations are needed to keep the car strong.

Front wing

price for original

Do not worry about the rusty front fenders, this is not an indicator of general condition, but rather an indicator of the owner's finances: if there is money, then it is changed regularly. It's just that the locker is not very successful, it collects dirt, and the wings rot along the edge. It is much more unpleasant if the thresholds are rotting: it is enough to collect dirt and water once - and now they will have to be changed regularly, and it is good if it is not a "samopal" made of Volgov parts (there is such a variant of "collective farming").

The seams of the engine compartment and niches under the windshield should be checked very carefully - unpleasant surprises are possible, after which it is easier to send the car to a landfill. And if the floors and thresholds can still be digested without any special consequences, then the quality of work with any seams of the motor shield and roof pillars is questionable. Well, rust in the trunk and on the rear arches is a classic of any kind of corrosion.

In general, when buying a car, full inspection is shining with passion, looking into the hidden corners. If you hear from the seller a refusal in a request to inspect the car on a lift with the excuse "this is Audi - it does not rust", then you can turn around and look for a more lively car. Often the outer panels are in very good condition, but the seams from the bottom are already heaving, and the machine requires not very expensive, but large-scale "welding" work. Without painting the body, it is not so financially difficult, but violations of the body geometry and the introduction of dozens of new foci of corrosion into the design are possible ... So everything is not so harmless.

It is generally undesirable to save on body repair. When "budgetary" works are corny forget about normal sealants and stripping, and anticorrosive cheap bituminous mixtures. When buying, you should also pay attention to how these works were done, and examine the seams from both sides. "Sotka" is just the case when the new Chinese iron is not always better than the old and proven one; often "donor" organs from machines from southern Europe are in excellent condition and can last longer.

By the way, many cars are "constructors" or have problems with documents. Unlike the cheaper mass-produced Passat B 3s, popular in those same years, Audi was still a very "show-off" car, and it was driven very well. There are a lot of criminal cars, and given the complexity of registering cars with "inserts" and even more with expertise, you need to be extremely vigilant. The slightest suspicion of the seller's honesty - and the bargaining is over. The price of spare parts is not high, and disassembling the car will not pay off the purchase. There are enough cars with broken plates and welded panels. Of course, over the past ten years, their livestock has been declining at a good pace, but "a great machine from the periphery" may come with a "surprise."

In the photo: Audi 100 (4A, C4) "1990–94

Against the background of age-related difficulties, any special problems of the body are no longer visible. With spare parts, things are no longer very smooth: some body parts cannot be obtained with new ones or they cost more than the car itself. But in general, it is a matter of time and search thoroughness. You can usually find a used part, sometimes even in fair condition and relatively inexpensive. Fenders and doors are available in a choice of colors, hoods, bumpers and other elements are also packaged. Glass and body filling are also not a problem.

Salon

The condition here ranges from "just fine" to "pigsty". The owners are very different. Fortunately, finding "live" elements is easy and simple. If you do not pursue improvements in the form of leather interiors with electric drives, then everything is almost for nothing.

Any special difficulties, too, do not remember, everything is done here "for centuries." The most serious problems that the owner will have to face are a completely clogged stove radiator, leaks of pipes with valves, failures of the heater motor and flown out rods. And if there is automatic climate control, then in fact it will be the whole problem.

In the photo: Torpedo Audi 100 (4A, C4) "1990–94

The plastic of the dashboard is also cracking - unfortunately, it is afraid of the sun, and to restore its appearance, you will have to spend money on covering it with leather. There is a non-zero risk that something else made of plastic will crack.

In general, absolutely everything breaks down, but not so often. Numerous buttons are overwritten, light bulbs burn out, leather gearbox and parking brake covers are erased, the floor carpet gets dirty and torn. Locks fail, windows fail. Not surprising for an old car.

Salon usually requires hands, buckets of soapy water and imagination. And knowledge of cheap showdowns in the neighborhood is desirable. And if you're looking for a collector's item, chances are slim, but there is. These cars have enough fanatics, and sometimes they still sell their very well-groomed copies, just do not forget about the risk of running into a "designer".

Electrician

What can you say about the electrical part of the car, which is over 20 years old? Actually, "prepare the money." If for the last ten years no one has changed the starter, alternator, sensors and restored the wiring, then all this is up to you.

Optics will not make you bored either: headlights require money and attention, replacement of connectors, reflectors and glass. Electric door drives and their wiring, microswitches, heated mirrors, glass and seats require no less attention.

Everything separately is inexpensive, but if in bulk, then very decent amounts come out, and if you also do it not yourself, but in the service, then it is easier to pay a loan for Solaris. In general, match your capabilities with desires and requirements.

Unfortunately, rarely any "weaving" will not have a dozen or so long unsolved problems in this area. True, most of them are completely insignificant. The electrical system is more complicated than the Zhiguli one, but nothing fundamental is tied to it, it does not interfere with driving, but is repaired by any electrician almost on the collective farm.

The bulk of the really serious problems are associated with the injection control systems of gasoline engines and the banal limitations of the self-diagnosis systems of old cars. Well, the savings of the owners. Chinese sensors, ignition distributors, high voltage wires and relays can drink a lot of blood. And specialists in this area still need to look. I know one ... True, in Belarus. Cars come to him in such a state that his hair stands on end.

A particular shortage is flow meters of all types, electrical and mechanical. And since the problem is massive, they also solve it quite seriously. So, for the most common "fives" 2,3E, you can buy a whole "factory", but rather a "cooperative" injection control system Invent-Jetronic, which will replace the standard one in all problem points.

True, its price is comparable to the price of a staggered copy of a car, but if you want to drive and do not want to master a new profession, it is quite affordable. It can also be installed on four-cylinder engines, but for them the more popular "upgrade" is the VAZ "January", or simply replacing the flow meter and other sensors with the so-called "Winners sensors" - also a factory product that allows the use of standard VAZ and GAZ instead of a flow meter, DPDZ and others.

In the photo: Audi 100 Avant (4A, C4) "1990–94

Similar products are available for the Digifant, KE-Jetronic and newer Motronic injection systems from Bosch. The price is rather big everywhere, but sometimes this is the best out of the box option, requiring only installation.

Brakes, suspension and steering

No big deal for an old car. So, banal wear and tear and the consequences of poor care. The chances of replacing caliper assemblies due to broken fittings and stripped threads are very high. Of course, the wear of the entire system is usually high, the probability of meeting non-Chinese parts is zero. The tubes are rotting, and on machines with ABS, the resource of the blocks is already running out.

Since everything is inexpensive, it does not present much of a problem, but after the purchase there is usually a lot of hassle and so much, so be careful when examining. Due to their advanced age, there is often a lot of collective farming in the brake system. Cut-out ABS is the rule rather than the exception, and an inoperative "handbrake" is more common than a living. If everything is restored, the braking system is rather weak for a heavy sedan by modern standards.

The suspension is an example of simplicity and reliability. There is a beam in the back and a classic MacPherson strut in front with some tweaks. The front stretcher is also a stabilizer bar. The solution is not the most successful in terms of the resource of its bushings, but it looks beautiful from an engineering point of view.

Front lower arm

price for original

The enemy is one - time. The price of the elements is cheap, and the resource of the original, according to legends, was more than a hundred thousand kilometers. Now, for a long time, Chinese spare parts have been among the cheapest, there is no need to talk about the resource. But if you approach it wisely, then most likely, the suspension will not cause much trouble.

By the way, in good condition the car does not roll at all, you just need to install good shock absorbers, and not drive a twenty-year-old. Handling is, again, highly dependent on the condition of the suspension, as is comfort. All troubles with rut and knocking are usually associated with the style of service. With good spare parts and service, the car pleases with both reinforced concrete stability on a straight line and silence in the cabin.

The steering will not bring any special surprises. Tubes rot, and this is typical for Audi / VW cars of those years, and after runs of 200-300 thousand, the rails are already flowing. And the power steering pumps begin to howl from dirty oil and its low level. The cost of repairs is not high, but in comparison with the price of the car, the amount is significant.

In the photo: Audi 100 (4A, C4) "1990–94

However, this applies to any work on the Audi 100 C 4. For most cars sold on the "secondary", the minimum set of work on the body, interior, suspension and brakes with the cheapest spare parts comes out in 40-60 thousand rubles. Not so expensive, if you do not take into account that this is a third, or even half of the cost of the car. So the "disabled" ride along the roads, from the landfill which is separated only by the owner's unwillingness to change to public transport.

But what about the motors?

I will tell you about engines and transmissions in detail. Initially, this car has excellent engines, but ... you probably already guessed it. Age takes its toll.