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The Rev Paul Perkin seemed bewildered by the question: what was his take on the latest scheme for conservative evangelical churches to withhold money from the rest of the Church of England in order to keep it out of the hands of liberals, gay people or women priests?

"I can't talk about that," he said. "You'll have to ask James Paice." Both men are vicars in south London. And both are directors of the company set up last month to implement this scheme, the Southwark Good Stewards Company. It is the latest, and perhaps the most serious, move in a bitter power struggle within the CofE and the wider Anglican communion.

Not contributing to central funds could represent a serious threat to the rest of the CofE, whose cohesion depends in part on a redistribution of money from rich, largely suburban and middle-class parishes to the inner cities and the countryside where congregations are too small and the buildings too old to be economically sustainable.

Although the Good Stewards Company claims not to be separating from the rest of the CofE, this reading is plausible only if you assume it is the rest of the CofE that has separated from Christianity.

The money will be made available only to churches that commit themselves to a rejection not just of homosexuality, but of liberalism: they must sign "in good faith" a declaration that they will "reject the authority of those churches and leaders who have denied the orthodox faith in word or deed … Pray for them and call on them to repent and return to the Lord." Such people include the present archbishop of Canterbury, Rowan Williams.

The involvement of Perkin in this protest brings it very close to the heart of the institutional church. His is one of the most prosperous and well connected parishes in England: St Mark's, Battersea Rise, in south London, which hosted an international meeting of conservative bishops last month. Apart from encouraging others to hold back money, it is also preparing a network of sympathetic lawyers in case the church fights back.

St Mark's has a long history of financial and political links with conservative churches outside England, but it also stands very close to the central networks of the CofE. Until last year, the church's most senior civil servant, William Fittall, who is the secretary general of its governing body, the General Synod, was a regular worshipper there, a licensed reader who sometimes preached for them.

Before last month's meeting, the congregation were treated to a sermon from the archbishop of Sydney, Dr Peter Jensen, one of the leaders of the conservative movement, who said: "The world has invaded the church. So the contest we have, as Bible-based, Bible-believing Christians, is on two fronts. It is against the world, but it is also against those in the church who have come to terms with the world, who have made their peace with the world, who have compromised with the world, who have given up biblical standards in order to be thought well of in the world."

He warned the congregation they would be vilified, discriminated against, and turned into second-class citizens for their beliefs. "Alas, the truth of the matter is that there are occasions in which the church is being used to persecute the church," he said.

Last year, the evangelical parties blocked the appointment as bishop of Southwark of the two liberal candidates, Jeffrey John, who is gay, and Nick Holtam, who is sympathetic to gay marriage. The compromise candidate, Christopher Chessun, has failed to promote any evangelicals in his first year in office. This month 100 of them demanded, and got, a meeting with the bishop to complain about this.

Even those among conservatives who do not support the financial boycott, and they are a majority, now feel aggrieved at the lack of promotion for evangelicals.

And among the others, the dream of financial independence from the rest of the church has been nurtured for years.

The Rev Richard Perkins, who runs a small independent but still Anglican chapel in Southwark, once blogged: "Why would you give money to a corrupt central administration that'll use it to fund ministries which we oppose? … We shouldn't fund heresy. That's disgraceful."

These tensions are mirrored in the wider Anglican communion, which the conservatives hope to control because they far outnumber the liberal churches of the Anglo-Saxon world. They believe they speak for the true CofE, never mind what the archbishop of Canterbury or the synod may decide. They have set up a body calling itself the Anglican Mission in England.

Five retired English bishops, among them Dr Michael Nazir-Ali, the former bishop of Rochester who was the evangelical candidate for archbishop of Canterbury last time, have promised to act as bishops for those clergy who sign up to the pledge not to accept women bishops or tolerate gay people in the church. It is not at all clear that these arrangements are legal, since the authority of the bishops over their clergy is established by the law of England. But any legal battle would be enormously expensive and time consuming. There is no sign that the rest of the Church of England has the stomach for it.

One crisis is approaching rapidly. This summer the synod must decide whether to accept legislation allowing women to become bishops that will not make special provision for their opponents. The present draft is the product of years of wrangling. If it goes through unamended Nazir-Ali predicts that more clergy will come over to his organisation. They will attempt to leave the rest of the CofE, taking their money and their churches with them – all the while claiming, as their rhetoric already suggests, that it is the rest of the church that has left them.

But if the bishops water down the draft to avoid this open split the other side – a great majority of the church – will probably rebel. Campaigners for women bishops threaten to vote the whole measure down rather than accept amendments that would give them a permanent second-class status. The bishops meet later this month to decide and their space for compromise is vanishingly small.

The most common concern in purchasing any used vehicle, of course, is the price, interest and payment plan (if applicable). Obtaining a good deal is a matter of deciding what you can afford budget wise. However, one of the most often overlooked facets to used car purchases is not the base price or monthly payments, but the condition of the vehicle, resale value, fuel economy (engine and vehicle size) and repair expenses for parts and labor. Your job stability and frequency of income also plays a major part in determining what is truly affordable for your family budget. Put all of these considerations together before signing that contract, a contract that could have you locked into steep long-term payments, with a vehicle that will soon need extra service and major repair.

Job and Budget Concerns

A permanent, full-time job is the best assurance when entering into a used car contract, or any major purchase. Good to great credit scores are also beneficial, if not a solid requirement. A decent part-time job can be okay, provided you have the added income of another household member who can shoulder some of the financial burden. If you have a job that pays on commission, you will need to know your accurate average draw per month (after taxes), and factor in seasonality income, if it applies. The ideal time to sign a used car contract is when you have just paid off another major expense, like a doctor bill, landscaping modification, room addition, or another car payment. Check your emotions¯obey your logic¯Time your used car purchase when you know, emphatically, that it will not put a strain on your overall budget and expenditures.

Dollars and (Sense)

According to financial expert's rule of thumb: your total debt payments shouldn't be any higher than roughly 36 percent of your gross yearly income. If you make $50,000 per year, your totaled debt payments should not exceed a yearly income of $18,000. This is a base average, but allows for a safe margin for just about any budget. Divide the figure by 12 and it will indicate $1,500 per month. So if your total debts for the month are $1,300, then it leaves room for only a $200 monthly car payment. Avoid contracts that stipulate 60 or 70-month long-term durations. A basic rule of thumb states that you should be able to pay the vehicle off in three years or less. Also try to keep your interest rates down, and this will depend on your credit rating. Anywhere from 5 to 9 percent will be much more digestible than 13 to 19 percent. Get an insurance quote on the vehicle before you make the purchase.

Make Model and Year

Owning a BMW or Audi might give you an ego boost and impress the neighbors, but you will end up paying extra for service, parts and labor down the road. Exotic foreign make vehicles generally have much higher repair costs than domestics, like Ford or Chevrolet. Dealership repairs are even higher, where per-hour labor costs can approach triple digits. Luxury cars equipped with extras like seat warmers, electric antennas, light-sensing headlights, GPS, and other electrical add-ons will most certainly be factored into the price. Ask yourself if you need these options and are willing to pay extra for them. Vehicles that are 3 to 5 years old (generally) are good used car bets, provided the mileage does not exceed around 150,000 miles. The lower the mileage, the better, unless the vehicle has a very poor service record or major visual damage. Consider smaller four-cylinder and V-6 options for engine size. These smaller engines have met with vast improvements in horsepower and fuel economy, even in the last few decades. Refer to the Kelly Blue Book for used value, which can help you determine the best vehicle for resale.

Visual Condition

Tires should be a first consideration when visually inspecting the outside of the vehicle, since replacements can run into the hundreds of dollars. Bald tires show neglect and raise safety issues. The horizontal bridges (or wear bars) should be visually prominent  across the breadth of the tire tread. You would like to have at least half of the original tire tread showing, or between 4/32 to 6/32 of an inch remaining. All navigational lights, brake lights, directional, head and taillights should be operational, with lenses intact. The window panes, especially the front, should be free of blemishes, cracks and chips. Test the structural integrity of the car exterior by knocking on the body panels: doors, fenders, hood, trunk and roof. This simple test can determine if body putty has been used as a repair procedure after an accident.

Major Components and Engine

Have a certified mechanic check the vehicle out before purchase. It's well worth the investment and precaution. Or a potential buyer can perform their own cursory inspection. Look for evidence of major fluid leaks, like transmission fluid, antifreeze, brake fluid, gear and engine oil. Tapping or clacking sounds can point to worn or collapsed hydraulic lifters, or solid lifters in need of adjustment. White-blue smoke can indicate excessive oil consumption, while black smoke and rough idle or starting, can signify excessive fuel consumption. Any noise originating from the front end can point to worn ball joints or A-arm bushings, tie rod ends or other worn suspension parts. A vehicle should not drift or pull as it is driven down a straight, slightly crowned road. Any vehicle pull can denote a worn suspension part or a need for alignment.

Service Records

Obtain the service records of the vehicle beforehand, and find out if the vehicle has been properly serviced at regular intervals. Door jamb stickers can indicate light service intervals, like oil changes and tuneups. Go online to use a vehicle history report, such as Carfax. By listing the vehicle's license plate or VIN (vehicle identification number) in the Carfax database, you can obtain information on the vehicle's sales history, accident record, and major engine and component repair information. Such a vehicle history report will also warn against liens and vehicle theft, verifying that it has a "clean" title.