I’m sure Honda gets their money back from Takata (or whoever is managing their current concerns), but Honda still has to pay the dealerships to do the work in the meantime. Not that Honda has a choice in the matter, but that’s probably a fair chunk of cash sitting in the accounts payable tray.

If the engine wasn’t sucking oil up like an oil derrick, however, the next 13-most-common issues were all still engine related anyway. You’d probably lose all faith in the Suburban line if you thought you were getting a steal on a used ’07 as a first-time Suburban owner.

Pulse width modulation addresses many of these shortcomings. With a PWM system, the computer calls for certain pressures based on throttle position, load, and many other factors. At idle it might command only 30 psi, but the instant you snap the throttle open, the computer will call for an increase to 60 psi or whatever pressure is needed to supply the engine with sufficient fuel for the situation. Once back at idle, the pressure can drop again. The computer feeds this information to a controller that monitors the actual fuel pressure and also controls the power going to the fuel pump. This controller varies the amount of pressure not by means of a special regulator (although a regulator is present), but instead controls the pressure by turning on and off the pump, sometimes milliseconds at a time. Put another way, a fuel pump in a PWM system might only have a 20 percent duty cycle at idle, or a 50 percent at part throttle cruising around town. It’s only at wide open throttle that the pump is operating at 100 percent.

It’s had: Auto Transmission issues, jamming in gear (fixed by replacing filter) Fuel economy issues (suspect leaking injector, fix to come) Brake issues (dud booster, at mechanic to get replaced this week)

Reducing engine-out emissions cuts tailpipe emissions in the crucial period before catalyst light-off and reduces the need for costly aftertreatment systems. This reduces emissions in regulated testing including RDE (Real Driving Emissions). At the end of 2016, Delphi Technologies entered production with its industry first 350 bar GDi system, which reduces exhaust particulates by up to 70 percent compared with industry-standard 200 bar systems.

You may be wondering why the Mercedes G-Class made it to this list. After all, it’s a fairly reliable, multi-utility truck that can almost go anywhere (supposedly), right? The G-Class doesn’t know what it is supposed to be anymore – and sometimes, two things just don’t mix. It came from a line of worldwide-workhorses.

Engine Type: Single Cylinder, 2-StrokeDisplacement: 143.99 ccBore/Stroke: 58/54.5 mmStarter: Electric, Lithium Ion 12 V 2 Ah / KickstarterTransmission: 6 Gears, Wide RatioFuel System: TPI, Dell’Orto 39 mm Throttle BodyLubrication: Electronically Regulated Oil PumpPrimary Ratio: 23:73Final Drive: 13:50Cooling: Liquid CoolingClutch: Wet Multi-Disc Clutch, Brembo HydraulicsIgnition: Continental EMSFrame: Central Double-Cradle Type 25CrMo4 SteelSubframe: AluminumHandlebar: NEKEN, Aluminum Ø 28/22 mmFront Suspension: WP XPLOR USD Ø 48 mmRear Suspension: WP XPLOR Shock with PDS

But a U.S. auto safety advocate called Kia’s measures inadequate and said the product improvement campaign should instead be a recall that is overseen by NHTSA.

For even more immediate upgrades, NERO injectors can be found which give the player the choice of more health, sprinting stamina, or focus (a slow down ability for precise aiming). Despite the measured pace, by the end of the game, all of these options work together to make the player sufficiently powerful to take on anything thrown at them.

Jury is still out for me on VW’s EA888 TSI. So far no carbon problems, but it only has 40000 miles. Time will tell.

This is why I bought a used oddball hybrid that was sold and registered in a CARB state to get the extended hybrid warranty.

I have a Skoda Yeti SE Outdoor, registered March 2016, with 36,000 miles. Skoda extras include skinny wheel, rear dog guard frame and ladder bars. The PCP ends in March 2019 (email arrived February). I was going to pay the lump sum and keep the car for another 12  months until I retire and then re-assess my options. I love the ‘different’ look, the flexibility of the car and driving it. But anti diesel rhetoric, higher diesel costs and falling sales are making me wonder if I should change it for a petrol engined car: a low mileage 2018 Yeti 1.2 turbo petrol DSG. I have also test-driven two others I like; a new Mazda CX-3 SE-L Nav automatic at only £19,000. It seems they want to get rid of them before the new Mazda 3 arrives. Also, a 2018 Volvo V40 T3 R Design automatic Nav plus (9,500 miles) at £17,000. I understand that a new V40 is due in 2019, hence the lower price. Both cars were enjoyable to drive and acceptable as alternatives to the Yeti. The Mazda is obviously smaller but that inconvenience can be accepted and I like its non-tub look. My question is, should I keep my Yeti for another 12 months and save the PCP payments I would normally spend to put towards a replacement in 2020. Or am I panicking about depreciation on my diesel Yeti and should sell this March? (PS – Following general advice in past Saturday Telegraph articles from Honest John,  I put a pair of all season tyres on the front of my Yeti ( 225 17R ) and it has definitely improve road grip.)