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    Toyota boosts its Cleaner Motoring Scrappage Scheme

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    • Scrappage scheme customer savings on current Toyota Aygo models increased to £2,000
    • Super-efficient Yaris Hybrid added to the wide range of models accessible through the scheme
    • Toyota’s initiative succeeding in taking older, higher polluting cars off the road with more than 7,000 orders since launch

    Toyota’s scrappage scheme is delivering even greater benefits to customers this summer, with increased savings and more new models to choose from, true to its mission to help take older, higher-polluting cars off the road

    Throughout June, people who wish to replace their old cars with a brand new Toyota Aygo city car will qualify for £2,000 off the price tag – adding an extra £500 to the current offer.

    Aygo is the style-setter in its class, its compact dimensions and lively one-litre engine making it ideal for around-town driving, with the added benefits of low running costs and modest CO2 emissions. And with a host of customisation options and vibrant colour schemes, customers can create just the look they want for their car.

    Yaris Hybrid has been reintroduced to the wide range of Toyota models accessible through the scheme, with a customer saving of £1,500. The first hybrid electric model in the supermini market, Yaris Hybrid offers a winning combination of budget-friendly fuel economy, low emissions, top quality and stylish good looks. It also has a proven reputation for lasting quality and reliability.

    The savings are available for cars ordered between 1 and 30 June and registered by 10 September this year. Even more savings may be enjoyed, as qualifying customers can take advantage of a range of attractive Access Toyota finance offers for their new car purchase, including 0% APR deals, where available and subject to appropriate terms and conditions: https://www.toyota.co.uk/toyota-scrappage-offer

    These new offers are set to add even more momentum to the Toyota scrappage scheme, which has already yielded more than 7,000 orders since its launch last September. Aygo is the top choice for customers, commanding more than 40% of scrappage sales, while overall Toyota is proving the go-to brand as well, with conquest sales accounting for around 65% of the total.


    Mark Roden, Toyota (GB) Operations Director, said: “The response to our scrappage initiative has been excellent, with many customers taking the opportunity to move into cleaner and more efficient Toyota hybrid electric models in place of their old petrol and diesel cars. With the extra incentives we have added for the coming month, we’re expecting this positive momentum to continue, introducing more people to the Toyota brand and the quality of our extensive product line-up.”

    In outline, the scrappage scheme enables owners of cars and commercial vehicles – both petrol and diesel – registered up to and including 30 June 2010, to trade in their vehicle against a qualifying new Toyota car or light commercial vehicle. Customers must have owned their vehicle for a minimum of six months. Other terms and conditions apply, full details are available or from Toyota retailers.

    All vehicles taken off the road through the Toyota scrappage scheme are processed at authorised treatment facilities managed by Autogreen. After the safe removal of all pollutants and the recovery of retrievable parts, shredding and recovery are handled by EMR. Together these processes meet the legal requirement of a minimum 95% recycling by vehicle weight.

    A full list of the Toyota models available to scrappage scheme customers and the savings available is given below.

    Aygo £2,000
    Yaris (petrol) £2,500
    Yaris Hybrid £1,500
    Auris and Auris Hybrid £3,000
    Verso £3,500
    RAV4 and RAV4 Hybrid £2,500
    C-HR £1,000
    Avensis £3,500
    Prius family £2,000
    GT86 £2,000
    Land Cruiser £4,000
    Hilux £2,000
    Proace £2,000
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    The carbon footprint of a new car:
    6 tonnes CO2e: Citroen C1, basic spec
    17 tonnes CO2e: Ford Mondeo, medium spec
    35 tonnes CO2e: Land Rover Discovery, top of the range

    The carbon footprint of making a car is immensely complex. Ores have to be dug out of the ground and the metals extracted. These have to be turned into parts. Other components have to be brought together: rubber tyres, plastic dashboards, paint, and so on. All of this involves transporting things around the world. The whole lot then has to be assembled, and every stage in the process requires energy. The companies that make cars have offices and other infrastructure with their own carbon footprints, which we need to somehow allocate proportionately to the cars that are made.

    In other words, even more than with most items, the manufacture of a car causes ripples that extend throughout the economy. To give just one simple example among millions, the assembly plant uses phones and they in turn had to be manufactured, along with the phone lines that transmit the calls. The ripples go on and on for ever. Attempts to capture all these stages by adding them up individually are doomed from the outset to result in an underestimate, because the task is just too big.

    The best we can do is use so-called input-output analysis to break up the known total emissions of the world or a country into different industries and sectors, in the process taking account of how each industry consumes the goods and services of all the others. If we do this, and then divide by the total emissions of the auto industry by the total amount of money spent on new cars, we reach a footprint of 720kg CO2e per £1000 spent.

    This is only a guideline figure, of course, as some cars may be more efficiently produced than others of the same price. But it's a reasonable ballpark estimate, and it suggests that cars have much bigger footprints than is traditionally believed. Producing a medium-sized new car costing £24,000 may generate more than 17 tonnes of CO2e – almost as much as three years' worth of gas and electricity in the typical UK home.

    Interestingly, the input-outpout analysis suggests that the gas and electricity used by the auto industry itself, including all the component manufacturers as well as the assembly plant, accounts for less than 12% of the total. The rest is spread across everything from metal extraction (33%), rubber manufacture (3%) and the manufacture of tools and machines (5%) through to business travel and stationary for car company employees.

    The upshot is that – despite common claims to contrary – the embodied emissions of a car typically rival the exhaust pipe emissions over its entire lifetime. Indeed, for each mile driven, the emissions from the manufacture of a top-of-the-range Land Rover Discovery that ends up being scrapped after 100,000 miles may be as much as four times higher than the tailpipe emissions of a Citroen C1.

    With this in mind, unless you do very high mileage or have a real gas-guzzler, it generally makes sense to keep your old car for as long as it is reliable – and to look after it carefully to extend its life as long as possible. If you make a car last to 200,000 miles rather than 100,000, then the emissions for each mile the car does in its lifetime may drop by as much as 50%, as a result of getting more distance out of the initial manufacturing emissions.

    When you do eventually replace your car, it obviouslty makes sense to do so with a light, simple and fuel-efficient model: that way you'll be limiting both the manufacturing and the exhaust-pipe emissions. But before you buy, look into car clubs, especially if you live in a city centre: you may save lots of money as well as reducing the number of cars that need to be produced.

    Of course, the exact benefits of new versus old cars, diesel versus hybrids, car clubs versus owning, and so on, are different for each person. To find out the greenest choice for you, check out the new interactive greener car guide at Startuk.org.

    In other words... it is better to make a car and keep it on the road as long as possible... it's less polluting that way!

    Perhaps vehicle manufactures could be encouraged to work out low(er) emission up-grades to existing vehicles as new technology becomes available.  You don't necessarily have to scrap the whole car if an emission upgrade could save from building a new one!  Making it financially attractive to the manufacturers is the problem… although tax incentives have been known to work!

    You cannot take as advice on pollution from a car manufactuer who has a vested interest in selling you a new car; they are driven by profit not by overall pollution statistics.


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