Stronger performance from the diesel engine and the inclusion of ABS are the key changes to the upgraded HiAce for 2011
discount new cars games » Get the best price on a new Toyota
Toyota is facing stronger competition in the VFACTS van segment than it has in years. The company's perennial champ, the HiAce, is losing substantial market share to the Hyundai iLoad, so an upgraded model couldn't come soon enough.
That update has now arrived and provides buyers with plenty of reasons to reconsider the HiAce for their next purchase. There's the added power and torque from the 1KD-FTV turbodiesel engine, for a start. Now boasting peak power of 100kW, the engine is 25 per cent more powerful (an extra 20kW) and delivers 14Nm more torque, taking the new figure up to 300Nm.
Combined with changes to the diff ratio (raised from 3.909:1 to 3.727:1), the turbodiesel variants are now more frugal -- by as much as seven per cent. Toyota claims that the LWB variant with manual transmission has improved fuel economy to the tune of 8.0L/100km in combined-cycle testing -- versus 8.6L/100km previously. CO2 emissions are also reduced; a 15-gram improvement from 225 to 210g/km for this particular variant.
All HiAce models add standard ABS to the equipment list as part of the upgrade. A minor facelift distinguishes the upgraded van from its predecessor and principally consists of changes to the frontal styling (new grille, headlights and front bumper). Inside the HiAce, Toyota has specified Dark Grey interior trim in lieu of the previous Grey. The instrument binnacle has been restyled and automatic variants gain a revised bezel for the shift lever. Finally, buyers of the HiAce Commuter can now opt for an automatic door closer for the sliding door.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Thứ Năm, 29 tháng 3, 2012
Mazda CX-9 now leaner, lighter, brighter
A little more bling for Mazda's large SUV is offset by lower fuel consumption
discount new cars » Get the best price on a new Mazda
Mazda is establishing a tradition of knocking at least 800cc of the combined-cycle fuel consumption for its CX-9 model with each passing year. On its release three years ago, the CX-9 was rated at 13.0L/100km. An upgrade last year reduced that figure to 12.2L/100km and another upgrade announced yesterday has officially lowered the consumption again -- to 11.3L/100km. At this rate, it'll be a zero-emissions vehicle before the 2025 model year.
As Mazda Australia's National Marketing Manager, Alastair Doak was quoted in a press release saying that the CX-9 had sold over 12,000 units since it was launched in Australia, back in 2007, and has been "well received by Australian families".
"We're sure that these latest improvements will also be welcomed by those families who value style but also like to keep an eye on efficiency," he said.
The latest program of running changes to the CX-9 concentrates on "engine combustion control" on the overrun and at idle. Then too, the company has tweaked the four-wheel drive system, reduced friction in the six-speed automatic transmission and specified lighter wheels and tyres that generate lower rolling resistance.
The alloy wheels are new designs, in 18- and 20-inch diameters. Mazda claims that the sportier wheels are also lighter, enhancing the car's ride quality and reducing unsprung weight.
Other than the detail changes to squeeze more kilometres out of each litre of fuel, the CX-9 is mechanically unchanged and the 3.7-litre DOHC V6 continues to pump out 204kW of power and 367Nm of torque. Also unchanged are the CX-9's prices and three-tier model line-up.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
discount new cars » Get the best price on a new Mazda
Mazda is establishing a tradition of knocking at least 800cc of the combined-cycle fuel consumption for its CX-9 model with each passing year. On its release three years ago, the CX-9 was rated at 13.0L/100km. An upgrade last year reduced that figure to 12.2L/100km and another upgrade announced yesterday has officially lowered the consumption again -- to 11.3L/100km. At this rate, it'll be a zero-emissions vehicle before the 2025 model year.
As Mazda Australia's National Marketing Manager, Alastair Doak was quoted in a press release saying that the CX-9 had sold over 12,000 units since it was launched in Australia, back in 2007, and has been "well received by Australian families".
"We're sure that these latest improvements will also be welcomed by those families who value style but also like to keep an eye on efficiency," he said.
The latest program of running changes to the CX-9 concentrates on "engine combustion control" on the overrun and at idle. Then too, the company has tweaked the four-wheel drive system, reduced friction in the six-speed automatic transmission and specified lighter wheels and tyres that generate lower rolling resistance.
The alloy wheels are new designs, in 18- and 20-inch diameters. Mazda claims that the sportier wheels are also lighter, enhancing the car's ride quality and reducing unsprung weight.
Other than the detail changes to squeeze more kilometres out of each litre of fuel, the CX-9 is mechanically unchanged and the 3.7-litre DOHC V6 continues to pump out 204kW of power and 367Nm of torque. Also unchanged are the CX-9's prices and three-tier model line-up.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Thứ Hai, 26 tháng 3, 2012
Renault sparks iAd assault
Renault has created a motoring first with specialist iAd electroinic advertising for its electric car games
discount new cars » Get the best price on a new Renault
Renault is looking to electrify its advertising for the new 100 per cent EV tandem-style city car, the Twizy, by launching Europe's first iAd campaign.
iAd is Apple's new advertising platform for the now ingrained population of iPhone and iPod Touch devices on the market. Specifically it allows application developers to insert advertisement hooks into their code, which in turn allows advertisers to run dynamic campaigns across multiple applications.
Renault's plan? To target young 'early adopter' urbanites, the proposed demographic for the Twizy, an electric two-seater vehicle with four wheels and a steering wheel.
Renault say by launching Twizy's mobile marketing with iAd, it is "acknowledging Apple users as being at the forefront of mobility". Without having to exit the app they're using, Renault says iPhone and iPod touch users can explore -- and explode -- the urban myths about electric vehicles.
According to Renault the iAd has many engaging features including calculating how much a Twizy can charge up while doing activities from getting a haircut to working out, shaking your iPhone or iPod touch to check out various Twizy designs, even pre-reserving a vehicle of your own.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site.
discount new cars » Get the best price on a new Renault
Renault is looking to electrify its advertising for the new 100 per cent EV tandem-style city car, the Twizy, by launching Europe's first iAd campaign.
iAd is Apple's new advertising platform for the now ingrained population of iPhone and iPod Touch devices on the market. Specifically it allows application developers to insert advertisement hooks into their code, which in turn allows advertisers to run dynamic campaigns across multiple applications.
Renault's plan? To target young 'early adopter' urbanites, the proposed demographic for the Twizy, an electric two-seater vehicle with four wheels and a steering wheel.
Renault say by launching Twizy's mobile marketing with iAd, it is "acknowledging Apple users as being at the forefront of mobility". Without having to exit the app they're using, Renault says iPhone and iPod touch users can explore -- and explode -- the urban myths about electric vehicles.
According to Renault the iAd has many engaging features including calculating how much a Twizy can charge up while doing activities from getting a haircut to working out, shaking your iPhone or iPod touch to check out various Twizy designs, even pre-reserving a vehicle of your own.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site.
Price of electric cars to halve in five years
EVs that are $70,000 today could be $35,000 tomorrow, says Mitsubishi, with prices set to tumble as the cost of technology drops
discount new cars » Get the best price on a new Mitsubishi
Mitsubishi, the maker of the first electric car to be sold in Australia, predicts the cost of electric vehicles will halve in the next five years.
Speaking at an end of year function in Melbourne yesterday, the president and CEO of Mitsubishi Australia, Masahiko Takahashi, told the media that the cost of battery technology was improving at a faster rate than the automotive industry had predicted. This means that the second generation of battery-powered electric cars could be a fraction of what they cost today, he implied.
The Mitsubishi i-MiEV electric car costs close to $70,000 once the lease cost is accumulated over a three-year term – and even then the car must be returned to Mitsubishi at the end of the agreement.
"Look at plasma televisions. When they first came out they were outrageously expensive but they fell in price very quickly and that's what will happen with batteries [for electric cars] as well," said Mitsubishi Australia product planner, Chris Maxted.
When asked how long before electric vehicles would be similarly priced to petrol cars, he said: "Five to seven years is about the right timing.
"We can't underestimate how much money is being spent on battery technology. The finance industry has seen it before the auto industry has and they're throwing big money at battery technology. With billions of dollars anything can be achieved," Maxted opined.
The Mitsubishi exec said that cost, driving range and charging time will all improve with the second generation battery technology.
"It all comes down to economies of scale. With volume, anything can be achieved," he said.
Production of the i-MiEV topped 5000 in Japan last month, but the company said sales of its electric car would increase to 40,000 a year within two years – plus it will make 100,000 cars per annum for French carmakers Peugeot and Citroen.
"This has all been down to bring cost down. By dramatically increasing economies of scale you reduce the cost of the technology," he said.
Meanwhile, Mitsubishi also announced it will install Australia's first fast-charger for electric cars in Adelaide later this month. The Fast Charger will top-up i-MiEV's Lithium-ion battery to 80 per cent capacity in just 30 minutes and a 50 per cent charge can be completed in less than 12 minutes. The battery can also be charged from a normal 15 amp domestic household power supply, taking about seven hours to reach full capacity.
Maxted said price and driving range were the biggest hurdles to be overcome by electric cars but the technology is changing rapidly.
"Our longer term strategy over this decade is to get to the point where an electric car is a drivetrain option as simple as choosing between diesel, petrol or EV," he said.
"It is a technology that can be applied to anything. An electric car is just a car. It's not just city cars. The technology is appearing on city cars first but it can be applied to all types of vehicles from sports cars to 4WDs."
He said the car industry needed to remove all compromises from EVs before buyers would embrace them in large numbers.
"Environment is a bit like safety," he said. "Everyone wants it but how much are people prepared to pay in terms of dollars and to change their lifestyle? Probably not much in terms of dollars and they don't want to change their lifestyle, so it's up to us to give them a vehicle they want."
Maxted said there will be hybrid or electric SUVs on sale before the end of this decade.
"SUV buyers in five six or seven years hopefully won't be seen as environmental vandals that some people like to make them out to be," he said.
"If you recharge from renewable energy sources, electric cars are completely clean."
He said the latest estimates predicted driving ranges of up to 800km by the end of this decade.
"I'm not convinced recharging is such a big issue in Australia. As battery performance improves the need for recharge infrastructure diminishes. How many petrol stations would we need if we all had a petrol bowser in our driveway? Electricity is more widely available than petrol."
Meanwhile, Mitsubishi is poised to introduce a Toyota Prius-like plug-in hybrid mid way through next year – but details on the type of vehicle and cost were yet to be announced.
"In many ways plug-in hybrid technology is a stepping stone to full electric cars but we will be in that market as well," Maxted said.
"We hope to have our second generation products out there when others have their first generation electric cars and plug-in hybrids out there," he said.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site.
discount new cars » Get the best price on a new Mitsubishi
Mitsubishi, the maker of the first electric car to be sold in Australia, predicts the cost of electric vehicles will halve in the next five years.
Speaking at an end of year function in Melbourne yesterday, the president and CEO of Mitsubishi Australia, Masahiko Takahashi, told the media that the cost of battery technology was improving at a faster rate than the automotive industry had predicted. This means that the second generation of battery-powered electric cars could be a fraction of what they cost today, he implied.
The Mitsubishi i-MiEV electric car costs close to $70,000 once the lease cost is accumulated over a three-year term – and even then the car must be returned to Mitsubishi at the end of the agreement.
"Look at plasma televisions. When they first came out they were outrageously expensive but they fell in price very quickly and that's what will happen with batteries [for electric cars] as well," said Mitsubishi Australia product planner, Chris Maxted.
When asked how long before electric vehicles would be similarly priced to petrol cars, he said: "Five to seven years is about the right timing.
"We can't underestimate how much money is being spent on battery technology. The finance industry has seen it before the auto industry has and they're throwing big money at battery technology. With billions of dollars anything can be achieved," Maxted opined.
The Mitsubishi exec said that cost, driving range and charging time will all improve with the second generation battery technology.
"It all comes down to economies of scale. With volume, anything can be achieved," he said.
Production of the i-MiEV topped 5000 in Japan last month, but the company said sales of its electric car would increase to 40,000 a year within two years – plus it will make 100,000 cars per annum for French carmakers Peugeot and Citroen.
"This has all been down to bring cost down. By dramatically increasing economies of scale you reduce the cost of the technology," he said.
Meanwhile, Mitsubishi also announced it will install Australia's first fast-charger for electric cars in Adelaide later this month. The Fast Charger will top-up i-MiEV's Lithium-ion battery to 80 per cent capacity in just 30 minutes and a 50 per cent charge can be completed in less than 12 minutes. The battery can also be charged from a normal 15 amp domestic household power supply, taking about seven hours to reach full capacity.
Maxted said price and driving range were the biggest hurdles to be overcome by electric cars but the technology is changing rapidly.
"Our longer term strategy over this decade is to get to the point where an electric car is a drivetrain option as simple as choosing between diesel, petrol or EV," he said.
"It is a technology that can be applied to anything. An electric car is just a car. It's not just city cars. The technology is appearing on city cars first but it can be applied to all types of vehicles from sports cars to 4WDs."
He said the car industry needed to remove all compromises from EVs before buyers would embrace them in large numbers.
"Environment is a bit like safety," he said. "Everyone wants it but how much are people prepared to pay in terms of dollars and to change their lifestyle? Probably not much in terms of dollars and they don't want to change their lifestyle, so it's up to us to give them a vehicle they want."
Maxted said there will be hybrid or electric SUVs on sale before the end of this decade.
"SUV buyers in five six or seven years hopefully won't be seen as environmental vandals that some people like to make them out to be," he said.
"If you recharge from renewable energy sources, electric cars are completely clean."
He said the latest estimates predicted driving ranges of up to 800km by the end of this decade.
"I'm not convinced recharging is such a big issue in Australia. As battery performance improves the need for recharge infrastructure diminishes. How many petrol stations would we need if we all had a petrol bowser in our driveway? Electricity is more widely available than petrol."
Meanwhile, Mitsubishi is poised to introduce a Toyota Prius-like plug-in hybrid mid way through next year – but details on the type of vehicle and cost were yet to be announced.
"In many ways plug-in hybrid technology is a stepping stone to full electric cars but we will be in that market as well," Maxted said.
"We hope to have our second generation products out there when others have their first generation electric cars and plug-in hybrids out there," he said.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site.
Volkswagen engines to heat your home
German energy supplier LichtBlick's deal with Volkswagen bears first fruit with the rollout of a smart new low-emissions sub-grid
discount new cars » Get the best price on a new Volkswagen
German energy supplier LichtBlick begun rolling out its Volkswagen-powered domestic generator network in Hamburg in what it describes as an "innovative, intelligent power and heat supply concept".
Using a modified version of the 2.0-litre petrol four used in Volkswagen's Touran and Caddy models, the system is designed to store heat, a natural by-product of internal combustion, for room and water heating. LichtBlick's calculations show the heat demand threshold to make such domestic power plants viable is about 40,000 kW/h. A single plant would comfortably service a very large home, a building with several flats, small commercial premises and public and social facilities like schools or churches.
The deal with customers is a kind of win-win: LichtBlick retains ownership of the plant and rents 'boiler-room' space from the customer, who stumps up an installation fee 'starting at 5,000 euros'.
If that sounds like a lot of money, it's worth noting LichtBlick estimates their energy consumption will drop by up to 40 percent over a conventional old system. It also buys removal of the old gas heating system, the installation of the new power plant and all servicing, maintenance and repairs.
The company is keeping the early rollout phase close to home in Hamburg – by year's end, it will have about 30 plants operating in and around the city. The early customer base is made up of private building owners and Hamburg's city cleaning department. LichtBlick has already signed deals with a major housing association and a child-care group, and will begin installing plants in their facilities in early 2011.
The company's long-term plan is to network 100,000 of the plants into a massive decentralised virtual power facility with the capacity to match two atomic power plants – a low-emission top-up to mitigate fluctuations power from wind farms and solar facilities.
To that end, its sales and marketing people are already pitching to the cities of Berlin, Bremen, Essen, Leipzig, and Stuttgart, and the wider regions of Braunschweig, Wolfsburg and Salzgitter. The latter two shouldn't be too difficult: Volkswagen is headquartered in Wolfsburg and the engines are produced in Salzgitter, where VW has had a 25-unit test network in operation since the beginning of 2010. If all goes according to plan, other areas will follow from 2011.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site.
discount new cars » Get the best price on a new Volkswagen
German energy supplier LichtBlick begun rolling out its Volkswagen-powered domestic generator network in Hamburg in what it describes as an "innovative, intelligent power and heat supply concept".
Using a modified version of the 2.0-litre petrol four used in Volkswagen's Touran and Caddy models, the system is designed to store heat, a natural by-product of internal combustion, for room and water heating. LichtBlick's calculations show the heat demand threshold to make such domestic power plants viable is about 40,000 kW/h. A single plant would comfortably service a very large home, a building with several flats, small commercial premises and public and social facilities like schools or churches.
The deal with customers is a kind of win-win: LichtBlick retains ownership of the plant and rents 'boiler-room' space from the customer, who stumps up an installation fee 'starting at 5,000 euros'.
If that sounds like a lot of money, it's worth noting LichtBlick estimates their energy consumption will drop by up to 40 percent over a conventional old system. It also buys removal of the old gas heating system, the installation of the new power plant and all servicing, maintenance and repairs.
The company is keeping the early rollout phase close to home in Hamburg – by year's end, it will have about 30 plants operating in and around the city. The early customer base is made up of private building owners and Hamburg's city cleaning department. LichtBlick has already signed deals with a major housing association and a child-care group, and will begin installing plants in their facilities in early 2011.
The company's long-term plan is to network 100,000 of the plants into a massive decentralised virtual power facility with the capacity to match two atomic power plants – a low-emission top-up to mitigate fluctuations power from wind farms and solar facilities.
To that end, its sales and marketing people are already pitching to the cities of Berlin, Bremen, Essen, Leipzig, and Stuttgart, and the wider regions of Braunschweig, Wolfsburg and Salzgitter. The latter two shouldn't be too difficult: Volkswagen is headquartered in Wolfsburg and the engines are produced in Salzgitter, where VW has had a 25-unit test network in operation since the beginning of 2010. If all goes according to plan, other areas will follow from 2011.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site.
MOTORSPORT: Weekend of the giantkillers
Amid amazing race and team turmoil, James Courtney clinches the V8 Super car games crown at a final round in Sydney that tossed up different faces in the winner's circle
So a new V8 Supercar champion, two thrilling races to end the season and a couple of different race winners.
James Courtney has dethroned Jamie Whincup. Another title has been won in a Ford -- although now Courtney is off to drive a Holden next year, as happened with Whincup (and Craig Lowndes) a year ago.
Even now, Courtney's still not confirming it, but it's a certainty that he will line up with the Holden Racing Team next year. And he will do it with a credibility with the fans that he didn't have in his early years in V8 Supercars.
Now he's much more than the guy who danced to celebrity on TV, the former karting and openwheeler ace. Although he won less races for the season than Whincup -- five compared with nine -- he scored points at every one.
There was an ounce of luck in it at the end -- especially getting back out on the track just in time late on Saturday, while Whincup (or his crew) was a fraction later, and that his wheel nut problem on Sunday and the dented nose of his Falcon didn't retard him more -- but there were plenty of hurdles overcome along the way.
Most amazing is that the crew at Dick Johnson Racing remained so focused, professional and disciplined amid all that was going on around them in recent months from the ownership turmoil -- which was finally sorted on the eve of the Sydney Telstra 500.
"The guys in the garage worked their arses off in preparing me the perfect package in the most turbulent of times," Courtney said.
It's a seventh Australian touring car title for Dick Johnson Racing -- the first five of them won by Johnson himself, another by John Bowe 15 years ago, and now this success by Courtney.
"It's good to see that a small family team can still topple the giants," Courtney said. "The team at DJR deserves this, as they spend every penny wisely.
"I won this for Dick and Ford."
The irony will be that Courtney now leaves Johnson and Ford for HRT.
And the largely overlooked hero is Charlie Schwerkolt, the forklift entrepreneur who came to Johnson's rescue a couple of years ago and kept the sport's oldest team alive and provided the spark for its revival. Schwerkolt's exit was sealed in the deal done just before this event.
Courtney had proclaimed for two months, since before Bathurst, that he was going all out to win races in his first big tilt at the championship.
In reality he combined aggression with craftiness -- able to see at times, and not just on Sunday, that there were occasions when it was best to settle for a bundle of points than risk everything.
As much as Courtney is a worthy champion, Whincup can count himself dreadfully unlucky not to have won a third straight championship. It was through no fault in his driving, but the mistakes of his usually perfect Triple Eight Race Engineering crew in the latter part of the season.
Triple Eight boss Roland Dane felt Courtney was allowed back on to the track in the closing stages of Saturday's race in a car that should not have been allowed, while his team penalised itself by stricter attention to detail.
For the good of the sport Dane did not pursue that line with officials, because thems the breaks and the history books don't allow room for explanations of how championships were lost -- only who won them.
Whincup is taking his dethroning hard, but not unsportingly.
"It was ours for the taking and we lost it," he said. "We had all the ingredients to do the job and we just didn't do it.
"I feel like someone's stolen our plate."
Even at this early stage, Whincup must be the favourite for next year's title -- especially as Dane has recruited Adrian Burgess, the crew chief who has just steered Courtney to glory at DJR.
While the championship outcome was the big picture at the weekend, it was refreshing to see a new winner on Saturday -- youngster Jonathon Webb, at his last round in a DJR-prepared car after the mayhem that erupted in the rain -- and Lee Holdsworth back on top of the podium for the first time this season for Garry Rogers Motorsport on Sunday.
Holdsworth could loom as a title challenger next season.
It is a remarkable achievement that DJR and GRM have finished second and third in the teams' championship against the might of the bigger, better funded teams.
Dane's Triple Eight was the top dog again on that scorecard, with Craig Lowndes contributing strong results as well as Whincup, but DJR and GRM relegated Ford Performance Racing to fourth, while HRT has ended the season only seventh -- behind the Kelly Brothers and Stone Brothers as well.
Young Kiwi Shane van Gisbergen almost notched that elusive breakthrough victory Sunday but the Stones' fuel gamble backfired.
However, van Gisbergen still salvaged a podium behind Holdsworth and Steven Richards, in his last drive for FPR.
So an exciting end to the championship, made more so by Saturday's weather and the unforgiving concrete walls around the Homebush street circuit.
The three-day attendance announced of 166,723 was down on the 180,000 claimed for the first Sydney Telstra 500 last year.
On television, the V8 Supercars thrashed the Australian Open golf but trailed well behind the Test cricket in Adelaide.
The average audience in the five major capital cities for Saturday's race was 360,000, down 11 per cent on last year, while Sunday's 421,000 was a 5 per cent improvement on last year, when the title had already been decided in Whincup's favour.
The Melbourne numbers were particularly soft this time -- 51,000 on Saturday and 67,000 on Sunday, lower than Adelaide both days.
While the quality of racing at the end was high -- the best two races of the season other than the Sunday race at the Gold Coast -- there's scope for it draw better audiences than these.
Might the Sydney round be better at the other end of the season -- on the Australia Day long weekend perhaps, like the old Triple Challenge?
V8 Supercar Championship final driver standings - James Courtney 3055, Jamie Whincup 2990, Mark Winterbottom 2729, Craig Lowndes 2669, Garth Tander 2466, Shane van Gisbergen 2391, Lee Holdsworth 2387, Rick Kelly 2347, Paul Dumbrell 2232, Steven Johnson 2006, Michael Caruso 2004, Russell Ingall 1967, Jonathon Webb 1852, Jason Bright 1642, Steven Richards 1630, Tim Slade 1595, Jason Richards 1547, Todd Kelly 1435, Greg Murphy 1432, Tony D'Alberto 1325, Alex Davison 1317, Will Davison 1236, Fabian Coulthard 1229, Jason Bargwanna 1208, Dean Fiore 1070.
V8 Supercar teams championship - Triple Eight Race Engineering 5659, Dick Johnson Racing 5071, Garry Rogers Motorsport 4486, Ford Performance Racing 4369, Kelly Brothers Racing 3797, Stone Brothers Racing 3753, Holden Racing Team 3702, Paul Morris Motorsport 3455, Brad Jones Racing 3207, Rod Nash Racing 2232.
CAMS-AGPC agreement gives F1 event green light
Amid all the attention on Homebush over the weekend, the Confederation of Australian Motor Sport quietly announced a belated settlement of its long-running dispute with the Australian Grand Prix Corporation.
The parties have reached an agreement that smoothes the way for the Australian F1 GP to proceed next March 24-27 as scheduled.
CAMS has won some concessions, including discounted GP tickets for members of CAMS-affiliated car clubs.
The winners of CAMS national championships this year also will be acknowledged with a parade lap at the GP.
New CAMS chief executive David Morgan said the agreement "ensures that CAMS is compensated for its direct and indirect costs and avoids any need to dip into CAMS reserves".
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site.
So a new V8 Supercar champion, two thrilling races to end the season and a couple of different race winners.
James Courtney has dethroned Jamie Whincup. Another title has been won in a Ford -- although now Courtney is off to drive a Holden next year, as happened with Whincup (and Craig Lowndes) a year ago.
Even now, Courtney's still not confirming it, but it's a certainty that he will line up with the Holden Racing Team next year. And he will do it with a credibility with the fans that he didn't have in his early years in V8 Supercars.
Now he's much more than the guy who danced to celebrity on TV, the former karting and openwheeler ace. Although he won less races for the season than Whincup -- five compared with nine -- he scored points at every one.
There was an ounce of luck in it at the end -- especially getting back out on the track just in time late on Saturday, while Whincup (or his crew) was a fraction later, and that his wheel nut problem on Sunday and the dented nose of his Falcon didn't retard him more -- but there were plenty of hurdles overcome along the way.
Most amazing is that the crew at Dick Johnson Racing remained so focused, professional and disciplined amid all that was going on around them in recent months from the ownership turmoil -- which was finally sorted on the eve of the Sydney Telstra 500.
"The guys in the garage worked their arses off in preparing me the perfect package in the most turbulent of times," Courtney said.
It's a seventh Australian touring car title for Dick Johnson Racing -- the first five of them won by Johnson himself, another by John Bowe 15 years ago, and now this success by Courtney.
"It's good to see that a small family team can still topple the giants," Courtney said. "The team at DJR deserves this, as they spend every penny wisely.
"I won this for Dick and Ford."
The irony will be that Courtney now leaves Johnson and Ford for HRT.
And the largely overlooked hero is Charlie Schwerkolt, the forklift entrepreneur who came to Johnson's rescue a couple of years ago and kept the sport's oldest team alive and provided the spark for its revival. Schwerkolt's exit was sealed in the deal done just before this event.
Courtney had proclaimed for two months, since before Bathurst, that he was going all out to win races in his first big tilt at the championship.
In reality he combined aggression with craftiness -- able to see at times, and not just on Sunday, that there were occasions when it was best to settle for a bundle of points than risk everything.
As much as Courtney is a worthy champion, Whincup can count himself dreadfully unlucky not to have won a third straight championship. It was through no fault in his driving, but the mistakes of his usually perfect Triple Eight Race Engineering crew in the latter part of the season.
Triple Eight boss Roland Dane felt Courtney was allowed back on to the track in the closing stages of Saturday's race in a car that should not have been allowed, while his team penalised itself by stricter attention to detail.
For the good of the sport Dane did not pursue that line with officials, because thems the breaks and the history books don't allow room for explanations of how championships were lost -- only who won them.
Whincup is taking his dethroning hard, but not unsportingly.
"It was ours for the taking and we lost it," he said. "We had all the ingredients to do the job and we just didn't do it.
"I feel like someone's stolen our plate."
Even at this early stage, Whincup must be the favourite for next year's title -- especially as Dane has recruited Adrian Burgess, the crew chief who has just steered Courtney to glory at DJR.
While the championship outcome was the big picture at the weekend, it was refreshing to see a new winner on Saturday -- youngster Jonathon Webb, at his last round in a DJR-prepared car after the mayhem that erupted in the rain -- and Lee Holdsworth back on top of the podium for the first time this season for Garry Rogers Motorsport on Sunday.
Holdsworth could loom as a title challenger next season.
It is a remarkable achievement that DJR and GRM have finished second and third in the teams' championship against the might of the bigger, better funded teams.
Dane's Triple Eight was the top dog again on that scorecard, with Craig Lowndes contributing strong results as well as Whincup, but DJR and GRM relegated Ford Performance Racing to fourth, while HRT has ended the season only seventh -- behind the Kelly Brothers and Stone Brothers as well.
Young Kiwi Shane van Gisbergen almost notched that elusive breakthrough victory Sunday but the Stones' fuel gamble backfired.
However, van Gisbergen still salvaged a podium behind Holdsworth and Steven Richards, in his last drive for FPR.
So an exciting end to the championship, made more so by Saturday's weather and the unforgiving concrete walls around the Homebush street circuit.
The three-day attendance announced of 166,723 was down on the 180,000 claimed for the first Sydney Telstra 500 last year.
On television, the V8 Supercars thrashed the Australian Open golf but trailed well behind the Test cricket in Adelaide.
The average audience in the five major capital cities for Saturday's race was 360,000, down 11 per cent on last year, while Sunday's 421,000 was a 5 per cent improvement on last year, when the title had already been decided in Whincup's favour.
The Melbourne numbers were particularly soft this time -- 51,000 on Saturday and 67,000 on Sunday, lower than Adelaide both days.
While the quality of racing at the end was high -- the best two races of the season other than the Sunday race at the Gold Coast -- there's scope for it draw better audiences than these.
Might the Sydney round be better at the other end of the season -- on the Australia Day long weekend perhaps, like the old Triple Challenge?
V8 Supercar Championship final driver standings - James Courtney 3055, Jamie Whincup 2990, Mark Winterbottom 2729, Craig Lowndes 2669, Garth Tander 2466, Shane van Gisbergen 2391, Lee Holdsworth 2387, Rick Kelly 2347, Paul Dumbrell 2232, Steven Johnson 2006, Michael Caruso 2004, Russell Ingall 1967, Jonathon Webb 1852, Jason Bright 1642, Steven Richards 1630, Tim Slade 1595, Jason Richards 1547, Todd Kelly 1435, Greg Murphy 1432, Tony D'Alberto 1325, Alex Davison 1317, Will Davison 1236, Fabian Coulthard 1229, Jason Bargwanna 1208, Dean Fiore 1070.
V8 Supercar teams championship - Triple Eight Race Engineering 5659, Dick Johnson Racing 5071, Garry Rogers Motorsport 4486, Ford Performance Racing 4369, Kelly Brothers Racing 3797, Stone Brothers Racing 3753, Holden Racing Team 3702, Paul Morris Motorsport 3455, Brad Jones Racing 3207, Rod Nash Racing 2232.
CAMS-AGPC agreement gives F1 event green light
Amid all the attention on Homebush over the weekend, the Confederation of Australian Motor Sport quietly announced a belated settlement of its long-running dispute with the Australian Grand Prix Corporation.
The parties have reached an agreement that smoothes the way for the Australian F1 GP to proceed next March 24-27 as scheduled.
CAMS has won some concessions, including discounted GP tickets for members of CAMS-affiliated car clubs.
The winners of CAMS national championships this year also will be acknowledged with a parade lap at the GP.
New CAMS chief executive David Morgan said the agreement "ensures that CAMS is compensated for its direct and indirect costs and avoids any need to dip into CAMS reserves".
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site.
VFACTS for November: Million plus market in the bag
Light commercial vehicle sales declined last month, but the shortfall was more than counterbalanced by passenger cars and SUVs
Myer and David Jones may have their collective fingers crossed for a late rush of pre-Christmas spending, but for the automotive industry Christmas is already here.
According to VFACTS figures for November, sales rose 1.8 per cent over the same month last year, for a total of 87,342. Passenger vehicles (49,405) were up 2346 units for the month and SUVs (20,806) improved by 2446 sales. Light commercial vehicles (14,668) fell back by 3246 units.
Despite the lack of federal government tax breaks this year, the year-to-date total for 2010 is 948,987 -- setting up the market for an easy coast through December to achieve the magic million. The total for 2010 so far is over 100,000 units (11.8 per cent) ahead of the same point in 2009, which was a year that got off to a slow start, thanks to fears of a GFC-driven recession that never eventuated.
"These figures show new car sales continue to outperform other economic indicators, including retail spending and business investment," FCAI Chief Executive Andrew McKellar said.
"Much of the strength of the market can be attributed to the affordability of new vehicles, evidenced by the healthy sales to private buyers (up 9.6 per cent in November).
"It is now clear that total sales for 2010 will safely exceed one million units -- only the third time this will have been achieved."
As indicated by the increased sales of passenger cars and SUVs, private buyers continue to support the market strongly, partly explaining perhaps why the upswing in these two class of vehicles is mostly centred around smaller, more fuel efficient vehicles (light, small passenger vehicles and compact/medium SUVs). After all, if you're spending your own money on fuel -- and not the company's -- you want it to go as far as possible. But there's more to the mood of the market than just typical bargain-hunting buyers on a post GFC shopping frenzy.
Take Mercedes-Benz for example. The prestige importer has revealed that its C-Class range (C 250 CGi pictured), in year-to-date terms has outsold every medium-segment passenger car other than the Toyota Camry and the Mazda6. For the month of November, the Benz even overtook the Mazda -- and the C-Class usually numbers cars like the BMW 3 Series among its competitors, not the volume sellers from mainstream importers.
"We are not surprised as we have continually focused on keeping the C-Class fresh with product enhancements," said Benz MD, Horst von Sanden. "What does surprise us is that the C-Class is actually the third biggest selling medium car in the Australian market regardless of segment."
It's a similar story with the E-Class, which is a large car competing in the above $70,000 tier, but the sedan models have outsold Nissan's altogether more affordable Maxima and the Skoda Superb, both in year-to-date numbers and sales for last month. The surprising result comes on the back of a 30 per cent pick-up in sales of the E-Class for 2010.
As the year draws to a close, it's proving to be all peaches and cream for Mercedes-Benz. In addition to the strong showing from the C and E-Class models, the company's strategy to reposition the B-Class and drop the A-Class is bearing fruit. Year-to-date sales of the B-Class have reached 1792 -- nearly 50 per cent better than full year 2009 sales of the A- and B-Class models combined. And that's not counting the projected December 2010 sales.
At the other end of the market, the entire 2010 allocation of the SLS AMG has been sold and 40 vehicles have already been delivered.
Other highlights for the month included Subaru's new November sales record of 3378 vehicles, buoyed by the Impreza's performance of 1260 units for the month -- nearly 50 per cent better than Impreza sales during November 2009.
Last month was also the best November in Suzuki's history and the Japanese importer is supremely confident of another annual record for 2010. Most of the company's gains can be traced back to the newly-launched Kizashi mid-sizer and the recently upgraded and repackaged Alto -- which sold double the number of vehicles last month as it did in November 2009.
Yet another November record was broken by Hyundai, the company selling 6220 vehicles last month -- its best result for the penultimate month since launching in Australia back in 1986. Based on year-to-date figures, the importer is 25 per cent ahead of its 2009 tally. Getz managed to secure second spot in the light-car segment, despite the introduction of the i20, which nominally competes for the same sales.
With sales up 11.4 for the year to date, the Mazda3 is setting a cracking pace and has already broken its own sales record -- even without the December sales numbers. The small car's performance is credited with helping the brand on its way to a new annual sales record. For December, the importer only needs to sell 2039 vehicles to break the previous (2008) record of 79,826 vehicles for the year.
The top ten car companies for the year to date are: Toyota (193,778), Holden (122,479), Ford (88,065), Mazda (77,788), Hyundai (74,161), Mitsubishi (57,327), Nissan (57,115), Subaru (37,285), Honda (37,096), Volkswagen (35,269). Barring Honda, all companies have increased sales from last year.
The top ten-selling cars for the month were: Toyota Corolla (4536), Holden Commodore (3771), Toyota Hilux (3241), Mazda3 (2980), Holden Cruze (2721), Ford Falcon (2368), Toyota Yaris (2270), Toyota Camry (2232), Hyundai i30 (1772), Nissan Navara (1733).
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Myer and David Jones may have their collective fingers crossed for a late rush of pre-Christmas spending, but for the automotive industry Christmas is already here.
According to VFACTS figures for November, sales rose 1.8 per cent over the same month last year, for a total of 87,342. Passenger vehicles (49,405) were up 2346 units for the month and SUVs (20,806) improved by 2446 sales. Light commercial vehicles (14,668) fell back by 3246 units.
Despite the lack of federal government tax breaks this year, the year-to-date total for 2010 is 948,987 -- setting up the market for an easy coast through December to achieve the magic million. The total for 2010 so far is over 100,000 units (11.8 per cent) ahead of the same point in 2009, which was a year that got off to a slow start, thanks to fears of a GFC-driven recession that never eventuated.
"These figures show new car sales continue to outperform other economic indicators, including retail spending and business investment," FCAI Chief Executive Andrew McKellar said.
"Much of the strength of the market can be attributed to the affordability of new vehicles, evidenced by the healthy sales to private buyers (up 9.6 per cent in November).
"It is now clear that total sales for 2010 will safely exceed one million units -- only the third time this will have been achieved."
As indicated by the increased sales of passenger cars and SUVs, private buyers continue to support the market strongly, partly explaining perhaps why the upswing in these two class of vehicles is mostly centred around smaller, more fuel efficient vehicles (light, small passenger vehicles and compact/medium SUVs). After all, if you're spending your own money on fuel -- and not the company's -- you want it to go as far as possible. But there's more to the mood of the market than just typical bargain-hunting buyers on a post GFC shopping frenzy.
Take Mercedes-Benz for example. The prestige importer has revealed that its C-Class range (C 250 CGi pictured), in year-to-date terms has outsold every medium-segment passenger car other than the Toyota Camry and the Mazda6. For the month of November, the Benz even overtook the Mazda -- and the C-Class usually numbers cars like the BMW 3 Series among its competitors, not the volume sellers from mainstream importers.
"We are not surprised as we have continually focused on keeping the C-Class fresh with product enhancements," said Benz MD, Horst von Sanden. "What does surprise us is that the C-Class is actually the third biggest selling medium car in the Australian market regardless of segment."
It's a similar story with the E-Class, which is a large car competing in the above $70,000 tier, but the sedan models have outsold Nissan's altogether more affordable Maxima and the Skoda Superb, both in year-to-date numbers and sales for last month. The surprising result comes on the back of a 30 per cent pick-up in sales of the E-Class for 2010.
As the year draws to a close, it's proving to be all peaches and cream for Mercedes-Benz. In addition to the strong showing from the C and E-Class models, the company's strategy to reposition the B-Class and drop the A-Class is bearing fruit. Year-to-date sales of the B-Class have reached 1792 -- nearly 50 per cent better than full year 2009 sales of the A- and B-Class models combined. And that's not counting the projected December 2010 sales.
At the other end of the market, the entire 2010 allocation of the SLS AMG has been sold and 40 vehicles have already been delivered.
Other highlights for the month included Subaru's new November sales record of 3378 vehicles, buoyed by the Impreza's performance of 1260 units for the month -- nearly 50 per cent better than Impreza sales during November 2009.
Last month was also the best November in Suzuki's history and the Japanese importer is supremely confident of another annual record for 2010. Most of the company's gains can be traced back to the newly-launched Kizashi mid-sizer and the recently upgraded and repackaged Alto -- which sold double the number of vehicles last month as it did in November 2009.
Yet another November record was broken by Hyundai, the company selling 6220 vehicles last month -- its best result for the penultimate month since launching in Australia back in 1986. Based on year-to-date figures, the importer is 25 per cent ahead of its 2009 tally. Getz managed to secure second spot in the light-car segment, despite the introduction of the i20, which nominally competes for the same sales.
With sales up 11.4 for the year to date, the Mazda3 is setting a cracking pace and has already broken its own sales record -- even without the December sales numbers. The small car's performance is credited with helping the brand on its way to a new annual sales record. For December, the importer only needs to sell 2039 vehicles to break the previous (2008) record of 79,826 vehicles for the year.
The top ten car companies for the year to date are: Toyota (193,778), Holden (122,479), Ford (88,065), Mazda (77,788), Hyundai (74,161), Mitsubishi (57,327), Nissan (57,115), Subaru (37,285), Honda (37,096), Volkswagen (35,269). Barring Honda, all companies have increased sales from last year.
The top ten-selling cars for the month were: Toyota Corolla (4536), Holden Commodore (3771), Toyota Hilux (3241), Mazda3 (2980), Holden Cruze (2721), Ford Falcon (2368), Toyota Yaris (2270), Toyota Camry (2232), Hyundai i30 (1772), Nissan Navara (1733).
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
GM back on track – maybe
Bruised US auto giant is looking at lifting its European product image via increased motor sport involvement – perhaps including the WRC
General Motors is reportedly close to making a decision that it will put more focus on motor sport as a means of toughening up the image of European brands Vauxhall and Opel.
The recently bailed-out American giant is tossing around the pros and cons of upping its presence in touring car racing, where it already has some involvement, and maybe competing in the World Rally Championship -- although it is reported at this stage that the latter is currently the less attractive option because of higher costs. If it happened, a return to rallying on the world stage would end a 20-plus years' absence for GM.
In circuit racing GM has been enjoying a measure of recent success with US brand Chevrolet. Chevrolet's Cruze took out both the World Touring Car Championship (pictured) and the British Touring Car Championship this year, encouraging the top brass to consider future involvement in the German touring car championship -- the Deutsche Tourenwagen Masters -- as well.
In an article published in The Detroit News, GM's president of European operations, Nick Reilly, said touring-car successes have had a beneficial effect on the Chevrolet brand image.
According to The Detroit News, the concept of a more concerted motor sport effort is underscored by entirely practical considerations: The asking prices of Vauxhall and Opel cars. The company's view is that the image is not as strong as the actual product, which places limitations on how much customers expect, or are prepared to pay. And how much unit profit is pocketed by GM.
GM arch-rival Ford has a long-term involvement in the WRC series, and next year will be fielding a new Fiesta model developed in conjunction with its rally partner M-Sport to replace the Focus RS. Ford says the RS has made it the "most successful manufacturer in world championship history" having scored 75 victories at WRC level.
Ford and Peugeot are currently the only two car manufacturers directly involved in the WRC. Undoubtedly the WRC would be happy to embrace a third.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
General Motors is reportedly close to making a decision that it will put more focus on motor sport as a means of toughening up the image of European brands Vauxhall and Opel.
The recently bailed-out American giant is tossing around the pros and cons of upping its presence in touring car racing, where it already has some involvement, and maybe competing in the World Rally Championship -- although it is reported at this stage that the latter is currently the less attractive option because of higher costs. If it happened, a return to rallying on the world stage would end a 20-plus years' absence for GM.
In circuit racing GM has been enjoying a measure of recent success with US brand Chevrolet. Chevrolet's Cruze took out both the World Touring Car Championship (pictured) and the British Touring Car Championship this year, encouraging the top brass to consider future involvement in the German touring car championship -- the Deutsche Tourenwagen Masters -- as well.
In an article published in The Detroit News, GM's president of European operations, Nick Reilly, said touring-car successes have had a beneficial effect on the Chevrolet brand image.
According to The Detroit News, the concept of a more concerted motor sport effort is underscored by entirely practical considerations: The asking prices of Vauxhall and Opel cars. The company's view is that the image is not as strong as the actual product, which places limitations on how much customers expect, or are prepared to pay. And how much unit profit is pocketed by GM.
GM arch-rival Ford has a long-term involvement in the WRC series, and next year will be fielding a new Fiesta model developed in conjunction with its rally partner M-Sport to replace the Focus RS. Ford says the RS has made it the "most successful manufacturer in world championship history" having scored 75 victories at WRC level.
Ford and Peugeot are currently the only two car manufacturers directly involved in the WRC. Undoubtedly the WRC would be happy to embrace a third.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Top secret: Mitsubishi Triton team in Australia
A trio of experts are interviewing locals about the next generation Triton ute, which is due in about three year's time
discount new cars » Get the best price on a new Mitsubishi
Australia will play a key role in development of the next generation Mitsubishi Triton utility – and locals will get their chance to tell the company exactly what they want in their new pick-up.
Japanese carmaker Mitsubishi has sent a delegation of three of its most senior staff – the chief designer, engineer and product planner of the new Triton – to Australia to gather information that will help shape the next model due in three years.
Mitsubishi chief engineer Kazuhiro Notani and his colleagues arrived in Australia this week and, after meetings at the company's local headquarters in Adelaide, are due to spend the week in Brisbane conducting market research and talking to existing Triton customers – and those who drive rival vehicles.
The president and CEO of Mitsubishi Australia, Masahiko Takahashi, said Australia was the single biggest market for the Triton – even outselling Thailand and Brazil where the ute is also popular. This means that Australia – and local drivers – will be crucial to developing the new model, he said.
"The current vehicle is such a success that we want to make sure we get it absolutely right," he told the Carsales Network.
"We are very proud to have such senior representatives in Australia on this study tour."
Takahashi said the Triton's market share was strongest in Queensland, which is why the team has started by talking to customers in Brisbane.
The Triton team will make regular visits to Australia over the next 12 months as the next model ute takes shape. The team will use the research sessions to better understand how customers use their vehicles and what improvements they'd like.
Mitsubishi recently uprated the towing capacity of the Triton from 2.7 to 3.0 tonnes on most models – but towing capacity is unique to Australia. No other market in our region does this, Takahashi-san said.
"We listen to the customer and we want to deliver for the customer," he said.
Australian ute sales are typically of premium-equipped, double-cab 4WD models whereas the other main markets for the Triton favour the workhorse single cab 2WD model.
The new Triton, whatever shape it takes, is at least three years away from local showrooms. The model pictured is the Triton Panther concept.
Mitsubishi's move to use Australia as a research base follows in the tyre tracks of Ford and Mazda – who based their design and engineering teams here for the new generation Ranger and BT-50 utes.
Meanwhile, though Toyota Australia has refused to comment, the Carsales network believes the next generation Toyota Hilux is being styled in top secret local design studio.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site.
discount new cars » Get the best price on a new Mitsubishi
Australia will play a key role in development of the next generation Mitsubishi Triton utility – and locals will get their chance to tell the company exactly what they want in their new pick-up.
Japanese carmaker Mitsubishi has sent a delegation of three of its most senior staff – the chief designer, engineer and product planner of the new Triton – to Australia to gather information that will help shape the next model due in three years.
Mitsubishi chief engineer Kazuhiro Notani and his colleagues arrived in Australia this week and, after meetings at the company's local headquarters in Adelaide, are due to spend the week in Brisbane conducting market research and talking to existing Triton customers – and those who drive rival vehicles.
The president and CEO of Mitsubishi Australia, Masahiko Takahashi, said Australia was the single biggest market for the Triton – even outselling Thailand and Brazil where the ute is also popular. This means that Australia – and local drivers – will be crucial to developing the new model, he said.
"The current vehicle is such a success that we want to make sure we get it absolutely right," he told the Carsales Network.
"We are very proud to have such senior representatives in Australia on this study tour."
Takahashi said the Triton's market share was strongest in Queensland, which is why the team has started by talking to customers in Brisbane.
The Triton team will make regular visits to Australia over the next 12 months as the next model ute takes shape. The team will use the research sessions to better understand how customers use their vehicles and what improvements they'd like.
Mitsubishi recently uprated the towing capacity of the Triton from 2.7 to 3.0 tonnes on most models – but towing capacity is unique to Australia. No other market in our region does this, Takahashi-san said.
"We listen to the customer and we want to deliver for the customer," he said.
Australian ute sales are typically of premium-equipped, double-cab 4WD models whereas the other main markets for the Triton favour the workhorse single cab 2WD model.
The new Triton, whatever shape it takes, is at least three years away from local showrooms. The model pictured is the Triton Panther concept.
Mitsubishi's move to use Australia as a research base follows in the tyre tracks of Ford and Mazda – who based their design and engineering teams here for the new generation Ranger and BT-50 utes.
Meanwhile, though Toyota Australia has refused to comment, the Carsales network believes the next generation Toyota Hilux is being styled in top secret local design studio.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site.
Thứ Bảy, 24 tháng 3, 2012
CN's disappointments of 2010
Rating our automotive lowlights and personality failures for 2010
Disappointments of the year 2010
At this time of year the Cars games ales Network team likes to let off a little steam. Divulging our biggest disappointments, we rate the manufacturers and personalities that have managed to park themselves firmly below our collective epidermis in 2010.
Mike Sinclair - Editor in Chief
Mark, I take it all back... As a casual watcher of openwheeler racing and F1 in particular, I am far from an expert but it always seemed to me that 'our Mark' was too nice to his opposition. "No bastard in him," I lamented.
Well, this year Webber found the inner bastard and it was grand... Thus my biggest disappointment was the fact he wasn't rewarded with a world championship. (Actually, my biggest disappointment was that not one world rally team rang me up and offered me a driving contract, but complaining about that would just be churlish.)
Ken Gratton - News Editor
Regrettably, among all the cars tested, the disappointment of the year was the Proton S16. The tiny sedan has some of the trappings of a strong-value package, but there are just too many oversights and flaws to justify recommending the cheapy to anyone. This is a vehicle that has no place being sold here when there are other cars in the segment that can be taken seriously.
Leaving aside new cars, the disappointment of the year was coming back to Melbourne's drivers and traffic environment after a couple of trips to Germany. And don't be smug, you people living in other states, Aussie roads seem to be hopelessly inadequate at coping with heavy traffic loads at the best of times and (a minority of) drivers all over the country seem ill-equipped to work with other road users to ease traffic flow.
Part of the problem seems to rest with the way we allow our larger cities to sprawl. The Victorian state government had a decentralisation vision during the 1970s, involving 'green wedges' and satellite cities. This sort of town planning strategy would have created smaller pockets of suburbia -- but still large enough to provide employment and adequate infrastructure -- removed from the metropolis. In effect, the idea would have created smaller cities dotted across the landscape as is the case in Germany, where traffic congestion doesn't seem to be the problem it is here. And house prices might have been kept to a reasonable level. Unfortunately, it seems the Victorian vision from 40 years ago wasn't ever properly implemented.
Melissa McCormick - Production Editor
Unroadworthy cars (check your taillights, people!) and polluting rust buckets that should be grounded NOW! While the rest of us bother with fuel consumption and CO2 ratings, how about the fleet owners of dirty Transits adhere to service requirements and replace long-gone diesel injectors?! And Magna owners: check your rearview mirror after every stomp on the accelerator... You're a rolling smoke stack.
Better than speed-sensitive drivers would be car owners conscientious of basics like functional brake lights and inordinate use of engine oil. And rather than revenue raised by sometimes-faulty cameras, how about cleaning up our roads of vehicles that would otherwise be resigned to a cash-for-clunkers program?
Feann Torr - Staff Journalist
It almost seemed as if Hyundai got a little cocky. At launch the i45 cornered like a soggy sponge. We asked for some test cars to do seven day reviews to get a better idea. They never came. We weren't told why. Then a 'refresh' was announced three months later and the suspension was tweaked to better suit Australian tastes. We'll let you know how that goes...
Mark Webber missing out on the 2010 F1 Driver's Championship was my downer, however. I had a great time watching all the races, especially the qualifying, and with four races to go I thought Webber was a shoe-in to take out the championship. There's always 2011...
Matt Brogan -Staff Journalist
Lotus may well be on the comeback trail, especially if its plethora of new models at this year's Paris Motor Show is anything to go by. But before that happens, models such as the four-seat Evora we drove earlier this year are going to need some serious attention to quality control -- and a reality check on price.
Our test model had numerous mechanical and trim defects, some knocks from the front end and a crooked gear shift among the issues listed on the 12,000km old press car. Inside too, and excusing the obvious packaging concerns (the rear seat is a joke), our Evora had a dodgy boot catch, several loose trim pieces, ill-fitting carpet and a broken engine cover. Even the badge on the key wasn't stuck on straight. If the smaller visible details can't be taken care of then what are we to assume about the rest of the car?
In a general sense, Victoria's over reliance on speed camera safety (or revenue raising, depending on your viewpoint) is really beginning to get on my goat, but not for the reason of the cameras themselves. My main gripe is that because of a 'camera fixes all approach', or is that 'speeding is the cause of every accident approach'; other misdemeanours and even more serious offences go unchecked. Without fail, and on a daily basis, the blatant hogging of the right lane (keep left unless overtaking), use of mobile phones, tailgating, obvious drink/drug driving, the general inattention of road users and the apparent ignorance of even the most simple road rules goes unpoliced.
Joshua Dowling - Contributing Writer
At the risk of getting shot (or worse, attacked on blog forums) please hear me out -- the Ford Falcon GT is my disappointment of 2010. I love -- repeat, love -- the supercharged 5.0-litre V8 engine in the new Ford Falcon GT. I have the utmost respect -- repeat, respect -- for the engineers and engine builders who laboured over and handcrafted this brilliant engine. I sincerely thank -- repeat, sincerely thank -- the bean counters who allowed the engineers to spend the money (all $40 million of it) to create the best Australian-made engine of all time. I am overjoyed -- repeat, overjoyed -- that Ford finally has the upper hand in the power war with Holden for the first time in more than three decades. Ford fans deserve it -- repeat, deserve it -- for all their years of loyalty. It will also give HSV a timely kick up the bum.
But, and it's a big but, there seems to have been no money left to better tune the suspension. The Ford Falcon GT feels floaty, insecure and downright off-putting when you dare to tread above seven-tenths of its ability. The funny thing is, it was Ford that convinced me over the years that a good performance car was not only about straight-line speed. And yet that's the Falcon GT's only real strength (Ford also deserves the cane for putting standard brakes on the GS -- outrageous).
This 'complete package' argument suited Ford because it always had a power deficit. As one colleague aptly put it: who'd have thought HSV would be using Ford's argument to good effect? After all, it's no good having the most power if you can't effectively get it to the ground.
My second disappointment of the year relates to the first. So many motoring scribes and magazines got into such a lather about the Ford GT that they didn't have the courage to reflect their true disappointment about the GT's chassis. The coverlines may have screamed “FPV delivers HSV a haymaker”, but if you speak to the journos who wrote the stories, that wasn't their view at all.
Michael Taylor - International Correspondent
MINI Cooper S Countryman arrived too thirsty and too heavy, with too many other machines doing the same job, better. But you can't go past the Bentley Continental GT. I mean, if you wanted to know whether freezing your designers in the headlights of "brand signatures" would work or not, you only had to look at the last Jaguar XJ, didn't you? Doesn't matter how good it is under the skin, I can't tell the new and old apart.
Gautam Sharma - International Correspondent
This scribe hasn't really found himself behind the wheel of any truly dud cars this year, but if there's one that left a slightly bitter aftertaste, it's the Kia Optima. Perhaps my expectations had risen to unreasonable levels after clapping my peepers on the gorgeous Peter Schryer-penned profile, but the driving experience was distinctly ordinary. The Optima was lumbered with possibly the most lifeless steering I've ever grasped, and the handling lacked any sort of crispness or agility. It certainly wasn't the Mazda6 rival I had been expecting. I should point out, though, that I sampled the Middle East-spec version, which is not representative of the model that will be sold in Oz.
But there's one disappointment that towers above all others in 2010. Mark Webber conducted a near-flawless campaign in the 2010 F1 championship so being pipped at the final hurdle must have been a horrendously crushing blow. But, totally in keeping with the calibre of the man, he accepted it with sublime grace and was among the first to congratulate the victorious Sebastian Vettel. A class act...
Jeremy Bass - Green Motoring Writer
There's plenty of room Down Under for some same old same old about the lack of incentive to keep up with the rest of the west in reducing emissions. Make no mistake: the time will come when climate-science sceptics will take their place alongside those doctors in the Fifties and Sixties who popped up casting doubt on the relationship between smoking and cancer. That's what big business does when it can't be bothered changing its business model to suit the times: it adopts a strategy of picking nits to cast doubt on the social forces and scientific rationales driving change. If they had anything real to work with, they'd have climatologists delivering the news.
Mike McCarthy - Contributing Writer
There's a nagging twinge of disappointment in knowing that contrary to VW vehicles' outstanding presentation and their unanimous reek of class-leading designs and technology, the VW ownership experience seemingly doesn't quite match the Japanese in deed and reputation.
The majority of VW owners may be well pleased with their choice and harbour no concerns about the vehicle's build quality and reliability, nor have issues with the dealer service. But, as John West can attest, there's nothing fishy about quality assurance. It's measured not by however many examples fulfill industry standards and owner expectations, but by those that don't. As things stand, among all the deserved praise heaped upon Volkswagens for the better-than-average ways they look, drive and handle, the bigger picture isn't entirely unsmudged.
Mechanical glitches are not unknown. Ditto for slight tho' irritating body rattles and resonances. Moreover, affected owners report that Volkswagen seems in no mood or hurry to acknowledge such contretemps. Online forums and word of mouth also point to (some) lofty VW dealer service charges and indifferent work quality as bones of contention.
Until Volkswagen finally and firmly gets on top of the after-sales niggles, upgrading of the ownership experience remains a work in progress.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Disappointments of the year 2010
At this time of year the Cars games ales Network team likes to let off a little steam. Divulging our biggest disappointments, we rate the manufacturers and personalities that have managed to park themselves firmly below our collective epidermis in 2010.
Mike Sinclair - Editor in Chief
Mark, I take it all back... As a casual watcher of openwheeler racing and F1 in particular, I am far from an expert but it always seemed to me that 'our Mark' was too nice to his opposition. "No bastard in him," I lamented.
Well, this year Webber found the inner bastard and it was grand... Thus my biggest disappointment was the fact he wasn't rewarded with a world championship. (Actually, my biggest disappointment was that not one world rally team rang me up and offered me a driving contract, but complaining about that would just be churlish.)
Ken Gratton - News Editor
Regrettably, among all the cars tested, the disappointment of the year was the Proton S16. The tiny sedan has some of the trappings of a strong-value package, but there are just too many oversights and flaws to justify recommending the cheapy to anyone. This is a vehicle that has no place being sold here when there are other cars in the segment that can be taken seriously.
Leaving aside new cars, the disappointment of the year was coming back to Melbourne's drivers and traffic environment after a couple of trips to Germany. And don't be smug, you people living in other states, Aussie roads seem to be hopelessly inadequate at coping with heavy traffic loads at the best of times and (a minority of) drivers all over the country seem ill-equipped to work with other road users to ease traffic flow.
Part of the problem seems to rest with the way we allow our larger cities to sprawl. The Victorian state government had a decentralisation vision during the 1970s, involving 'green wedges' and satellite cities. This sort of town planning strategy would have created smaller pockets of suburbia -- but still large enough to provide employment and adequate infrastructure -- removed from the metropolis. In effect, the idea would have created smaller cities dotted across the landscape as is the case in Germany, where traffic congestion doesn't seem to be the problem it is here. And house prices might have been kept to a reasonable level. Unfortunately, it seems the Victorian vision from 40 years ago wasn't ever properly implemented.
Melissa McCormick - Production Editor
Unroadworthy cars (check your taillights, people!) and polluting rust buckets that should be grounded NOW! While the rest of us bother with fuel consumption and CO2 ratings, how about the fleet owners of dirty Transits adhere to service requirements and replace long-gone diesel injectors?! And Magna owners: check your rearview mirror after every stomp on the accelerator... You're a rolling smoke stack.
Better than speed-sensitive drivers would be car owners conscientious of basics like functional brake lights and inordinate use of engine oil. And rather than revenue raised by sometimes-faulty cameras, how about cleaning up our roads of vehicles that would otherwise be resigned to a cash-for-clunkers program?
Feann Torr - Staff Journalist
It almost seemed as if Hyundai got a little cocky. At launch the i45 cornered like a soggy sponge. We asked for some test cars to do seven day reviews to get a better idea. They never came. We weren't told why. Then a 'refresh' was announced three months later and the suspension was tweaked to better suit Australian tastes. We'll let you know how that goes...
Mark Webber missing out on the 2010 F1 Driver's Championship was my downer, however. I had a great time watching all the races, especially the qualifying, and with four races to go I thought Webber was a shoe-in to take out the championship. There's always 2011...
Matt Brogan -Staff Journalist
Lotus may well be on the comeback trail, especially if its plethora of new models at this year's Paris Motor Show is anything to go by. But before that happens, models such as the four-seat Evora we drove earlier this year are going to need some serious attention to quality control -- and a reality check on price.
Our test model had numerous mechanical and trim defects, some knocks from the front end and a crooked gear shift among the issues listed on the 12,000km old press car. Inside too, and excusing the obvious packaging concerns (the rear seat is a joke), our Evora had a dodgy boot catch, several loose trim pieces, ill-fitting carpet and a broken engine cover. Even the badge on the key wasn't stuck on straight. If the smaller visible details can't be taken care of then what are we to assume about the rest of the car?
In a general sense, Victoria's over reliance on speed camera safety (or revenue raising, depending on your viewpoint) is really beginning to get on my goat, but not for the reason of the cameras themselves. My main gripe is that because of a 'camera fixes all approach', or is that 'speeding is the cause of every accident approach'; other misdemeanours and even more serious offences go unchecked. Without fail, and on a daily basis, the blatant hogging of the right lane (keep left unless overtaking), use of mobile phones, tailgating, obvious drink/drug driving, the general inattention of road users and the apparent ignorance of even the most simple road rules goes unpoliced.
Joshua Dowling - Contributing Writer
At the risk of getting shot (or worse, attacked on blog forums) please hear me out -- the Ford Falcon GT is my disappointment of 2010. I love -- repeat, love -- the supercharged 5.0-litre V8 engine in the new Ford Falcon GT. I have the utmost respect -- repeat, respect -- for the engineers and engine builders who laboured over and handcrafted this brilliant engine. I sincerely thank -- repeat, sincerely thank -- the bean counters who allowed the engineers to spend the money (all $40 million of it) to create the best Australian-made engine of all time. I am overjoyed -- repeat, overjoyed -- that Ford finally has the upper hand in the power war with Holden for the first time in more than three decades. Ford fans deserve it -- repeat, deserve it -- for all their years of loyalty. It will also give HSV a timely kick up the bum.
But, and it's a big but, there seems to have been no money left to better tune the suspension. The Ford Falcon GT feels floaty, insecure and downright off-putting when you dare to tread above seven-tenths of its ability. The funny thing is, it was Ford that convinced me over the years that a good performance car was not only about straight-line speed. And yet that's the Falcon GT's only real strength (Ford also deserves the cane for putting standard brakes on the GS -- outrageous).
This 'complete package' argument suited Ford because it always had a power deficit. As one colleague aptly put it: who'd have thought HSV would be using Ford's argument to good effect? After all, it's no good having the most power if you can't effectively get it to the ground.
My second disappointment of the year relates to the first. So many motoring scribes and magazines got into such a lather about the Ford GT that they didn't have the courage to reflect their true disappointment about the GT's chassis. The coverlines may have screamed “FPV delivers HSV a haymaker”, but if you speak to the journos who wrote the stories, that wasn't their view at all.
Michael Taylor - International Correspondent
MINI Cooper S Countryman arrived too thirsty and too heavy, with too many other machines doing the same job, better. But you can't go past the Bentley Continental GT. I mean, if you wanted to know whether freezing your designers in the headlights of "brand signatures" would work or not, you only had to look at the last Jaguar XJ, didn't you? Doesn't matter how good it is under the skin, I can't tell the new and old apart.
Gautam Sharma - International Correspondent
This scribe hasn't really found himself behind the wheel of any truly dud cars this year, but if there's one that left a slightly bitter aftertaste, it's the Kia Optima. Perhaps my expectations had risen to unreasonable levels after clapping my peepers on the gorgeous Peter Schryer-penned profile, but the driving experience was distinctly ordinary. The Optima was lumbered with possibly the most lifeless steering I've ever grasped, and the handling lacked any sort of crispness or agility. It certainly wasn't the Mazda6 rival I had been expecting. I should point out, though, that I sampled the Middle East-spec version, which is not representative of the model that will be sold in Oz.
But there's one disappointment that towers above all others in 2010. Mark Webber conducted a near-flawless campaign in the 2010 F1 championship so being pipped at the final hurdle must have been a horrendously crushing blow. But, totally in keeping with the calibre of the man, he accepted it with sublime grace and was among the first to congratulate the victorious Sebastian Vettel. A class act...
Jeremy Bass - Green Motoring Writer
There's plenty of room Down Under for some same old same old about the lack of incentive to keep up with the rest of the west in reducing emissions. Make no mistake: the time will come when climate-science sceptics will take their place alongside those doctors in the Fifties and Sixties who popped up casting doubt on the relationship between smoking and cancer. That's what big business does when it can't be bothered changing its business model to suit the times: it adopts a strategy of picking nits to cast doubt on the social forces and scientific rationales driving change. If they had anything real to work with, they'd have climatologists delivering the news.
Mike McCarthy - Contributing Writer
There's a nagging twinge of disappointment in knowing that contrary to VW vehicles' outstanding presentation and their unanimous reek of class-leading designs and technology, the VW ownership experience seemingly doesn't quite match the Japanese in deed and reputation.
The majority of VW owners may be well pleased with their choice and harbour no concerns about the vehicle's build quality and reliability, nor have issues with the dealer service. But, as John West can attest, there's nothing fishy about quality assurance. It's measured not by however many examples fulfill industry standards and owner expectations, but by those that don't. As things stand, among all the deserved praise heaped upon Volkswagens for the better-than-average ways they look, drive and handle, the bigger picture isn't entirely unsmudged.
Mechanical glitches are not unknown. Ditto for slight tho' irritating body rattles and resonances. Moreover, affected owners report that Volkswagen seems in no mood or hurry to acknowledge such contretemps. Online forums and word of mouth also point to (some) lofty VW dealer service charges and indifferent work quality as bones of contention.
Until Volkswagen finally and firmly gets on top of the after-sales niggles, upgrading of the ownership experience remains a work in progress.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
CN's auto industry people of 2010
Our pick of the industry's who's who for 2010
Auto industry people of the year 2010
As we recover from the GFC mire, a select few automotive industry personalities have shown determination and leadership to bring a turnaround of sales and substance. Similarly, some shining representatives from the world of motorsport have also won our praises. Here's how the Carsales Network team rate this year's Automotive person of the year.
Mike Sinclair - Editor in Chief
The importance of the role Mark Reuss has played, and continues to play, in the ongoing rehabilitation of General Motors both in Australia and internationally is starting to come into sharper focus. On the podium when GM rang in the start of trading at the NYSE fate the world's largest-ever IPO, Reuss heads up GM's critical domestic division and plays a hugely important role in influencing future product -- and not just for the USA.
Locally new Holden chairman Mike Devereux will in April or May announced Holden's first profit for six years, but perhaps more importantly that announcement will come after first pushing the button on local small car production and, very likely, after confirming strong ongoing exports of Commodore based police cars (and perhaps civi versions). Cruze, the police car, a stable growing employment register at its factory in Adelaide, and ultimately the profit, are all part of a legacy gifted to Devereux and the Holden 'family' by Reuss.
There's a long road ahead both locally and internationally but the GM machine is no longer broken down and parked on the side of it. Reuss has been instrumental in the change. He will one day run the company globally.
Ken Gratton - News Editor
Mark Reuss' meteoric rise through the ranks of the New GM has been truly remarkable and it's a sign of his competence and his career achievements. He has the interests of both Holden and GM at heart; that will benefit both the parent company and the local subsidiary. Since moving from the top job at Holden (MD) about 18 months ago, he has re-cast the upper management at GM and head-hunted Holden's Alan Batey to sell Chevs in the US. Watch what he does in the next couple of years, because sure as the sun rising tomorrow, he'll put into practice some of the lateral thinking he has learned at Holden -- and that can only help the General.
Melissa McCormick - Production Editor
Beneath Wolfgang Durheimer's flowing Hollywood locks lies a glowing brain. Say what you will about the (company-saving) Cayenne or (popular, despite the doubters) Panamera: he's the one behind those cars and who found Porsche new customers... Which means we're now treated to beauties like the Boxster Spyder and, potentially, the awe-inspiring 918 Spyder.
In the latter case Durheimer told me at its reveal in Geneva that Porsche was already committed to production... "We're much closer to our supercar than they are over there," he said, with a dismissive look at the Benz stand with its F800 Style Concept.
The friendly, polite and charming German is heading up Bugatti and Bentley... I just hope the move doesn't end up as my disappointment of 2011...
Feann Torr - Staff Journalist
Mark Webber for not only making the 2010 F1 season one to remember (back-flipping his multi-million dollar F1 car, dueling with Vettel, the controversial 'nanny state' comments) but also for keeping secret his broken shoulder in the last four races of the season.
Most people would take a break (excuse the pun) and holiday in Monaco, but this bloke decided to soldier on and keep the injury under wraps as his body was wracked with G-forces every other weekend.
Matt Brogan - Staff Journalist
The quiet achiever of the local auto sales and marketing world, Volkswagen Australia's Anke Koeckler's results speak for themselves. Volkswagen continues to go from strength to strength in Australia and its Anke and her enthusiastic team who battle hard to make this happen. A swathe of new vehicles have no doubt helped the German brand's success in this country but even so, it takes a bit of nous at the top to move metal, and this is something Anke manages with calm control.
Next year, as VW's new Amarok utility joins the fold, I'm sure we'll continue to see the VW success story continue and it's with interest we watch VW's approach to this product locally. Now, if only we could convince Anke to bring in Scirocco!
Joshua Dowling - Contributing Writer
The grandson of the founder of what is now the world's biggest carmaker, Akio Toyoda, is leading the biggest process change in Toyota's history. Quality and reliability -- not growth -- is once again the priority.
It is a shame that it took the recall of almost 10 million cars this year alone to trigger the company into action. And it is also unfortunate that the company took so long to react -- because it didn't fathom the gravity of the situation, which in itself was part of the problem in the first place. Hopefully the whole dire experience a big enough wake up call for Toyota to put this mess behind it once and for all.
Customers appear to have forgiven the car maker and in Australia its reputation has made almost a full recovery. The true test, however, will come when key models developed during the middle of the recall crisis -- the next-generation Camry sedan and Yaris hatch -- are released in late 2011.
Honourable mention for local automotive man of the year goes to an unlikely candidate who is yet to put any runs on the board in his new role: Clyde Campbell. The former Mercedes-Benz Australia executive is now running Chrysler-Jeep in Australia after a two-year hiatus from the car industry. He deserves accolades for taking on such a tough job with a range of cars that are tough to sell in Australia.
Michael Taylor - International Correspondent
Usually, the talk will be of Allan Mullaly or Martin Winterkorn.
Mullaly's genius was borrowing more money than even GM needed, but getting it done before the crisis. Now he's playing on Ford's perception as the rock-solid US maker beautifully. Winterkorn's genius is managing everything from the sometimes over-ambitious ideas of his boss, Ferdinand Piech; to the egos of his underlings.
For mine, though, Peter Schreyer has done wonders for Kia. Its design chief, he's shown the world once and for all that you don't need to drive an ugly car if you are on a budget. He has navigated notorious corporate politics to give Kia a funky look that's at once aggressive, unashamed and clean, devoid of the chromed tomfoolery that can sometimes plague Hyundai.
Would people have bought Kias without the input from the designer of the Audi TT? Thanks to Schreyer, affordable doesn't have to be ugly, too.
Gautam Sharma - International Correspondent
One of my colleagues perhaps unkindly labelled him a "cruise ship crooner" for his Teflon-smooth demeanour in front of a large crowd, but you've got to hand it to Lotus CEO, Dany Bahar.
The ex-Ferrari exec has rung in the changes left, right and centre since being appointed to the position in September 2009, and he's been the driving force behind the company's bold initiative to take on Porsche across almost all segments. The Paris motor show unveiling of five new concepts had a touch of Hollywood about it (with Mickey Rourke, Stephen Baldwin and Naomi Campbell among those doing the unveiling), but it worked. Everyone was talking about it afterwards, and suddenly Lotus had taken root in the consciousness of many of those who had formerly never even given a passing thought to the brand.
Of course, putting on a show is one thing, creating a profitable business is another, but one gets the feeling there is at least a bit of substance behind the hype. By his own admission, Dany Bahar is not a 'car guy', but he's managed to poach some of the best brains in the business from the likes of Porsche, AMG and Ferrari to help him in his cause. Among these are ex-Ferrari crayon wielder Donato Coco, who has been entrusted with creating the new look of Lotus as it ushers in its 'new era'.
I'm not sure if Bahar hasn't bitten off more than he can chew, but the man deserves credit for having the vision -- and cojones -- to embark on this quest.
Jeremy Bass - Green Motoring Writer
Sebastien Vettel's the obvious one -- at 23 the youngest F1 world champion ever. Mark Webber's another contender for coming pretty close to a spot among the oldest. But -- call me a goose if you must -- for my money top spot on this year's podium goes to one very special guy striking terror in the hearts of the oil and coal lobbies by delivering his unique brand of marketing clout to EV promotional 'charity' Plug In America...
Mike McCarthy - Contributing Writer
Sheer genius, or an utter nutter? Lotus CEO Dany Bahar is easily motoring's biggest shock-and-awe newsmaker of the past year.
Bahar came to the comparatively small but ambitious company after influential upper executive stints at Ferrari and Red Bull. By mid-2010 Bahar was touting a new era in which Lotus will claim its allegedly rightful place among the likes of Porsche, Jaguar and Maserati. Ergo, the 'cottage' Brit brand has embarked upon huge leap upmarket, or a potentially calamitous crash and burn.
Although Lotus has history as an enthusiasts' sportscar marque, previous attempts to lift its products and brand image haven't really hit the heights. But the new plan goes far beyond anything that preceded it. Apart from proposing five striking new or updated model lines from 2012 to 2015, Lotus is pushing the lifestyle angle with a trice-yearly glossy magazine, a retail range of sportwear, testimonial celebrities and the Heritage and brand-building angles. It's also supporting hefty motorsport campaigns.
Regardless, the courageously/foolishly bold attempt to lever Lotus into a much higher league certainly means there's yet more to be heard of (and from) Dany Bahar.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Auto industry people of the year 2010
As we recover from the GFC mire, a select few automotive industry personalities have shown determination and leadership to bring a turnaround of sales and substance. Similarly, some shining representatives from the world of motorsport have also won our praises. Here's how the Carsales Network team rate this year's Automotive person of the year.
Mike Sinclair - Editor in Chief
The importance of the role Mark Reuss has played, and continues to play, in the ongoing rehabilitation of General Motors both in Australia and internationally is starting to come into sharper focus. On the podium when GM rang in the start of trading at the NYSE fate the world's largest-ever IPO, Reuss heads up GM's critical domestic division and plays a hugely important role in influencing future product -- and not just for the USA.
Locally new Holden chairman Mike Devereux will in April or May announced Holden's first profit for six years, but perhaps more importantly that announcement will come after first pushing the button on local small car production and, very likely, after confirming strong ongoing exports of Commodore based police cars (and perhaps civi versions). Cruze, the police car, a stable growing employment register at its factory in Adelaide, and ultimately the profit, are all part of a legacy gifted to Devereux and the Holden 'family' by Reuss.
There's a long road ahead both locally and internationally but the GM machine is no longer broken down and parked on the side of it. Reuss has been instrumental in the change. He will one day run the company globally.
Ken Gratton - News Editor
Mark Reuss' meteoric rise through the ranks of the New GM has been truly remarkable and it's a sign of his competence and his career achievements. He has the interests of both Holden and GM at heart; that will benefit both the parent company and the local subsidiary. Since moving from the top job at Holden (MD) about 18 months ago, he has re-cast the upper management at GM and head-hunted Holden's Alan Batey to sell Chevs in the US. Watch what he does in the next couple of years, because sure as the sun rising tomorrow, he'll put into practice some of the lateral thinking he has learned at Holden -- and that can only help the General.
Melissa McCormick - Production Editor
Beneath Wolfgang Durheimer's flowing Hollywood locks lies a glowing brain. Say what you will about the (company-saving) Cayenne or (popular, despite the doubters) Panamera: he's the one behind those cars and who found Porsche new customers... Which means we're now treated to beauties like the Boxster Spyder and, potentially, the awe-inspiring 918 Spyder.
In the latter case Durheimer told me at its reveal in Geneva that Porsche was already committed to production... "We're much closer to our supercar than they are over there," he said, with a dismissive look at the Benz stand with its F800 Style Concept.
The friendly, polite and charming German is heading up Bugatti and Bentley... I just hope the move doesn't end up as my disappointment of 2011...
Feann Torr - Staff Journalist
Mark Webber for not only making the 2010 F1 season one to remember (back-flipping his multi-million dollar F1 car, dueling with Vettel, the controversial 'nanny state' comments) but also for keeping secret his broken shoulder in the last four races of the season.
Most people would take a break (excuse the pun) and holiday in Monaco, but this bloke decided to soldier on and keep the injury under wraps as his body was wracked with G-forces every other weekend.
Matt Brogan - Staff Journalist
The quiet achiever of the local auto sales and marketing world, Volkswagen Australia's Anke Koeckler's results speak for themselves. Volkswagen continues to go from strength to strength in Australia and its Anke and her enthusiastic team who battle hard to make this happen. A swathe of new vehicles have no doubt helped the German brand's success in this country but even so, it takes a bit of nous at the top to move metal, and this is something Anke manages with calm control.
Next year, as VW's new Amarok utility joins the fold, I'm sure we'll continue to see the VW success story continue and it's with interest we watch VW's approach to this product locally. Now, if only we could convince Anke to bring in Scirocco!
Joshua Dowling - Contributing Writer
The grandson of the founder of what is now the world's biggest carmaker, Akio Toyoda, is leading the biggest process change in Toyota's history. Quality and reliability -- not growth -- is once again the priority.
It is a shame that it took the recall of almost 10 million cars this year alone to trigger the company into action. And it is also unfortunate that the company took so long to react -- because it didn't fathom the gravity of the situation, which in itself was part of the problem in the first place. Hopefully the whole dire experience a big enough wake up call for Toyota to put this mess behind it once and for all.
Customers appear to have forgiven the car maker and in Australia its reputation has made almost a full recovery. The true test, however, will come when key models developed during the middle of the recall crisis -- the next-generation Camry sedan and Yaris hatch -- are released in late 2011.
Honourable mention for local automotive man of the year goes to an unlikely candidate who is yet to put any runs on the board in his new role: Clyde Campbell. The former Mercedes-Benz Australia executive is now running Chrysler-Jeep in Australia after a two-year hiatus from the car industry. He deserves accolades for taking on such a tough job with a range of cars that are tough to sell in Australia.
Michael Taylor - International Correspondent
Usually, the talk will be of Allan Mullaly or Martin Winterkorn.
Mullaly's genius was borrowing more money than even GM needed, but getting it done before the crisis. Now he's playing on Ford's perception as the rock-solid US maker beautifully. Winterkorn's genius is managing everything from the sometimes over-ambitious ideas of his boss, Ferdinand Piech; to the egos of his underlings.
For mine, though, Peter Schreyer has done wonders for Kia. Its design chief, he's shown the world once and for all that you don't need to drive an ugly car if you are on a budget. He has navigated notorious corporate politics to give Kia a funky look that's at once aggressive, unashamed and clean, devoid of the chromed tomfoolery that can sometimes plague Hyundai.
Would people have bought Kias without the input from the designer of the Audi TT? Thanks to Schreyer, affordable doesn't have to be ugly, too.
Gautam Sharma - International Correspondent
One of my colleagues perhaps unkindly labelled him a "cruise ship crooner" for his Teflon-smooth demeanour in front of a large crowd, but you've got to hand it to Lotus CEO, Dany Bahar.
The ex-Ferrari exec has rung in the changes left, right and centre since being appointed to the position in September 2009, and he's been the driving force behind the company's bold initiative to take on Porsche across almost all segments. The Paris motor show unveiling of five new concepts had a touch of Hollywood about it (with Mickey Rourke, Stephen Baldwin and Naomi Campbell among those doing the unveiling), but it worked. Everyone was talking about it afterwards, and suddenly Lotus had taken root in the consciousness of many of those who had formerly never even given a passing thought to the brand.
Of course, putting on a show is one thing, creating a profitable business is another, but one gets the feeling there is at least a bit of substance behind the hype. By his own admission, Dany Bahar is not a 'car guy', but he's managed to poach some of the best brains in the business from the likes of Porsche, AMG and Ferrari to help him in his cause. Among these are ex-Ferrari crayon wielder Donato Coco, who has been entrusted with creating the new look of Lotus as it ushers in its 'new era'.
I'm not sure if Bahar hasn't bitten off more than he can chew, but the man deserves credit for having the vision -- and cojones -- to embark on this quest.
Jeremy Bass - Green Motoring Writer
Sebastien Vettel's the obvious one -- at 23 the youngest F1 world champion ever. Mark Webber's another contender for coming pretty close to a spot among the oldest. But -- call me a goose if you must -- for my money top spot on this year's podium goes to one very special guy striking terror in the hearts of the oil and coal lobbies by delivering his unique brand of marketing clout to EV promotional 'charity' Plug In America...
Mike McCarthy - Contributing Writer
Sheer genius, or an utter nutter? Lotus CEO Dany Bahar is easily motoring's biggest shock-and-awe newsmaker of the past year.
Bahar came to the comparatively small but ambitious company after influential upper executive stints at Ferrari and Red Bull. By mid-2010 Bahar was touting a new era in which Lotus will claim its allegedly rightful place among the likes of Porsche, Jaguar and Maserati. Ergo, the 'cottage' Brit brand has embarked upon huge leap upmarket, or a potentially calamitous crash and burn.
Although Lotus has history as an enthusiasts' sportscar marque, previous attempts to lift its products and brand image haven't really hit the heights. But the new plan goes far beyond anything that preceded it. Apart from proposing five striking new or updated model lines from 2012 to 2015, Lotus is pushing the lifestyle angle with a trice-yearly glossy magazine, a retail range of sportwear, testimonial celebrities and the Heritage and brand-building angles. It's also supporting hefty motorsport campaigns.
Regardless, the courageously/foolishly bold attempt to lever Lotus into a much higher league certainly means there's yet more to be heard of (and from) Dany Bahar.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Japanese EV boasts retro-tech to match its looks
The cost of this vintage-look EV's exclusivity isn't just in the price - it's also in the battery, the performance and the range
If a product's integrity is to be gauged by its looks, Japanese company Takayanagi's "new" Miluira EV is a product of great integrity indeed.
The single seat baby, styled in the manner of something from the Gatsby era, is as old-tech as it looks. Yes, it's all electric, which on the surface of things makes it thoroughly 21st century. But don't be fooled -- under that miniature vintage exterior beats a heart more yester-tech than granddaddy's fob watch. More antiquated, even, than it even needs to be.
Despite the immensity of effort going into the development of lighter, faster-charging, more durable, longer range batteries using lithium-ion and lithium-polymer formulae, Takayanagi has chosen to go with a power pack comprising four lead-acid batteries. Yes, lead-acid -- they're the ones you've been huffing and puffing and sweating to get in and out of your engine bay for the last century or more.
The car's not big, at just 2180mm long and just 1280mm wide, and weighing just 350kg. Its 72 volt battery pack, mounted under a seat resembling a one-bum chesterfield, drives a pair of electric motors, each delivering of a maximum 1.75kW. That's good for a range of up to 35km at speeds of up to 60km/h before needing a recharge (bear in mind manufacturer supplied range figures are inevitably rather optimistic).
Recharging, incidentally, takes about 12 hours on a standard Japanese domestic power point.
What the Miluira does have going for it is that it's a pretty little thing. And so it ought to be with a list price of 6.3 million yen AUS$75,787). That's two Nissan LEAFs or Mitsubishi i-MiEVs, with change. Or about eight Tata Indica Vistas, just released by the Indian outfit in the US and Europe.
If this sounds ridiculous, bear in mind that most of the world's most expensive wristwatches use traditional mechanical movements less accurate than a $10 quartzer from Bangkok markets. And Bristol, maker of some of the world's most pointlessly exclusive and costly cars, lives on using Chrysler engines designed by Leonardo da Vinci's brother Tony.
And if all that doesn't sound exclusive enough, you can tell your friends there's a waiting list for the Miluira. It ships in March 2011.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
If a product's integrity is to be gauged by its looks, Japanese company Takayanagi's "new" Miluira EV is a product of great integrity indeed.
The single seat baby, styled in the manner of something from the Gatsby era, is as old-tech as it looks. Yes, it's all electric, which on the surface of things makes it thoroughly 21st century. But don't be fooled -- under that miniature vintage exterior beats a heart more yester-tech than granddaddy's fob watch. More antiquated, even, than it even needs to be.
Despite the immensity of effort going into the development of lighter, faster-charging, more durable, longer range batteries using lithium-ion and lithium-polymer formulae, Takayanagi has chosen to go with a power pack comprising four lead-acid batteries. Yes, lead-acid -- they're the ones you've been huffing and puffing and sweating to get in and out of your engine bay for the last century or more.
The car's not big, at just 2180mm long and just 1280mm wide, and weighing just 350kg. Its 72 volt battery pack, mounted under a seat resembling a one-bum chesterfield, drives a pair of electric motors, each delivering of a maximum 1.75kW. That's good for a range of up to 35km at speeds of up to 60km/h before needing a recharge (bear in mind manufacturer supplied range figures are inevitably rather optimistic).
Recharging, incidentally, takes about 12 hours on a standard Japanese domestic power point.
What the Miluira does have going for it is that it's a pretty little thing. And so it ought to be with a list price of 6.3 million yen AUS$75,787). That's two Nissan LEAFs or Mitsubishi i-MiEVs, with change. Or about eight Tata Indica Vistas, just released by the Indian outfit in the US and Europe.
If this sounds ridiculous, bear in mind that most of the world's most expensive wristwatches use traditional mechanical movements less accurate than a $10 quartzer from Bangkok markets. And Bristol, maker of some of the world's most pointlessly exclusive and costly cars, lives on using Chrysler engines designed by Leonardo da Vinci's brother Tony.
And if all that doesn't sound exclusive enough, you can tell your friends there's a waiting list for the Miluira. It ships in March 2011.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Thứ Sáu, 23 tháng 3, 2012
Family is Prius priority
Hybrid Toyota gains two new family members, above and below current third-generation model
discount new cars » Get the best price on a new Toyota
Detroit's 2011 NAIAS motor show was the chosen venue for Toyota's unveiling of its maxi-hybrid, the Prius v.
With a wheelbase virtually identical to that of a Camry and a massive aft-of-rear-seat load capacity measuring no less than 971 litres, the extended Prius v (v for versatility, says Toyota) is claimed to offer 50 per cent greater cargo space than the smaller, current model.
Although the new car is based on the third-generation Prius platform, Toyota says it was designed from the ground up as an evolution of, rather than a stretched-wheelbase version of the current car. Certainly, while there is no mistaking the origins of the Prius v's styling, it appears there is no panel interchangeability between the two.
To be precise, the Prius v measures 155mm longer, 30mm wider, 85mm higher and 78mm longer in wheelbase than the (current) third-generation Prius.
The couple distance in the new model is quoted at 965mm, while a high seating position contributes to generous front and rear legroom.
Versatility is helped along with a sliding, 60-40 split-fold rear seat that is able to recline as much as 45 degrees., as well as a flat-folding front passenger seat that enables loading of super-lengthy items.
No weight figure is quoted in Toyota's press statement, but the obviously heavier Prius v uses the same engine spec as the current model (1.8 litres, 100kW combined petrol-electric total output) and is quoted with an average fuel consumption in the US equivalent to 5.9L/100km. The third-generation model claims 3.9L/100km. The Prius v offers the choice of four driving modes: Normal, Power, Eco and EV.
Aerodynamics have slipped back a bit, but the Cd figure is still perfectly reasonable at 0.29 (Cd 0.24 for the standard Prius).
In addition to the Prius v, Toyota also unveiled the Prius c Concept city car in Detroit.
Tighter, thriftier and cleaner than any other Prius models, the Concept is a decidedly funky five-door hatch aimed at a lower price point making it "the most value-oriented hybrid in the US market."
The Prius c Concept will be directed towards "young singles and couples who want an eco-sensitive, high-mileage, fun-to-drive Prius."
While the Prius v is scheduled to go on sale in the US in the second half of this year, the Prius c Concept is due for its US launch in the first half of 2012. There's no word yet on the Prius v for Australia, but the Prius c is possibly the small hybrid model mentioned to the local press by Toyota Australia's senior executive director of sales and marketing, David Buttner, last week.
Toyota also had its "plug-in" Prius, which offers around 20km of battery-only motivation before conventional hybrid technology kicks in, on display in Detroit.
Read the latest Cars games ales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
discount new cars » Get the best price on a new Toyota
Detroit's 2011 NAIAS motor show was the chosen venue for Toyota's unveiling of its maxi-hybrid, the Prius v.
With a wheelbase virtually identical to that of a Camry and a massive aft-of-rear-seat load capacity measuring no less than 971 litres, the extended Prius v (v for versatility, says Toyota) is claimed to offer 50 per cent greater cargo space than the smaller, current model.
Although the new car is based on the third-generation Prius platform, Toyota says it was designed from the ground up as an evolution of, rather than a stretched-wheelbase version of the current car. Certainly, while there is no mistaking the origins of the Prius v's styling, it appears there is no panel interchangeability between the two.
To be precise, the Prius v measures 155mm longer, 30mm wider, 85mm higher and 78mm longer in wheelbase than the (current) third-generation Prius.
The couple distance in the new model is quoted at 965mm, while a high seating position contributes to generous front and rear legroom.
Versatility is helped along with a sliding, 60-40 split-fold rear seat that is able to recline as much as 45 degrees., as well as a flat-folding front passenger seat that enables loading of super-lengthy items.
No weight figure is quoted in Toyota's press statement, but the obviously heavier Prius v uses the same engine spec as the current model (1.8 litres, 100kW combined petrol-electric total output) and is quoted with an average fuel consumption in the US equivalent to 5.9L/100km. The third-generation model claims 3.9L/100km. The Prius v offers the choice of four driving modes: Normal, Power, Eco and EV.
Aerodynamics have slipped back a bit, but the Cd figure is still perfectly reasonable at 0.29 (Cd 0.24 for the standard Prius).
In addition to the Prius v, Toyota also unveiled the Prius c Concept city car in Detroit.
Tighter, thriftier and cleaner than any other Prius models, the Concept is a decidedly funky five-door hatch aimed at a lower price point making it "the most value-oriented hybrid in the US market."
The Prius c Concept will be directed towards "young singles and couples who want an eco-sensitive, high-mileage, fun-to-drive Prius."
While the Prius v is scheduled to go on sale in the US in the second half of this year, the Prius c Concept is due for its US launch in the first half of 2012. There's no word yet on the Prius v for Australia, but the Prius c is possibly the small hybrid model mentioned to the local press by Toyota Australia's senior executive director of sales and marketing, David Buttner, last week.
Toyota also had its "plug-in" Prius, which offers around 20km of battery-only motivation before conventional hybrid technology kicks in, on display in Detroit.
Read the latest Cars games ales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Front-drive X-TRAIL to lead an advance?
Word from the front: Nissan plans incursion on FWD RAV4 and Outlander market share with new X-TRAIL variant
discount new cars » Get the best price on a new Nissan
The product planners at Nissan have knocked half a grand off the price of the front-wheel drive X-TRAIL -- measured against the new variant's direct competitors.
Priced at $28,490 (with a preliminary driveaway price of $27,990), the entry-level X-TRAIL ST 2WD is $500 less than the RAV4 and Outlander equivalents. According to Nissan's marketing team, the new entry-level FWD model offers additional equipment also, placing it ahead of both the Mitsu and Toyota models.
There are 17-inch alloys fitted to the basic Nissan (trumping the Toyota's 16-inch steel wheels and the Outlander's 16-inch alloys). Up against the RAV4, the Nissan also offers a leather-bound steering wheel, a trip computer, six-disc CD audio system, dual side-impact airbags, side-curtain airbags and Bluetooth controls on the steering wheel. The Outlander lacks the Nissan's telescopic steering column adjustment, the additional airbags and the six-disc CD audio. Both the competitors make do with five-speed manual transmissions, whereas the X-TRAIL comes with a six-speeder.
The X-TRAIL FWD is powered by a smaller 2.0-litre engine that develops 102kW of power and 198Nm of torque. Fuel consumption is 8.5L/100km for the manual variant or 8.4L/100km with the optional CVT, which adds $2500 to the purchase price.
Equipped with the CVT as the default transmission, the higher-grade X-TRAIL ST-L is powered by the same engine and is priced at $34,990 and features, as standard, leather trim, electrically-adjustable heated front seats, cargo blind, privacy glass, climate control and front fog lights.
"The arrival of the new Nissan X-TRAIL in 2WD form gives Nissan the firepower to make a significant impact in the increasingly popular Compact SUV segment," said Dan Thompson, CEO of Nissan.
"We are confident that our specification advantage, combined with a dynamite $27,990 Driveaway launch price position will vault the Nissan X-TRAIL to the top of the shopping list for couples and families in the market for a practical and flexible vehicle of this type."
Nissan will crank up a media campaign -- entitled 'Wanna Live?' -- to introduce the new X-TRAIL variants before the end of this month.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
discount new cars » Get the best price on a new Nissan
The product planners at Nissan have knocked half a grand off the price of the front-wheel drive X-TRAIL -- measured against the new variant's direct competitors.
Priced at $28,490 (with a preliminary driveaway price of $27,990), the entry-level X-TRAIL ST 2WD is $500 less than the RAV4 and Outlander equivalents. According to Nissan's marketing team, the new entry-level FWD model offers additional equipment also, placing it ahead of both the Mitsu and Toyota models.
There are 17-inch alloys fitted to the basic Nissan (trumping the Toyota's 16-inch steel wheels and the Outlander's 16-inch alloys). Up against the RAV4, the Nissan also offers a leather-bound steering wheel, a trip computer, six-disc CD audio system, dual side-impact airbags, side-curtain airbags and Bluetooth controls on the steering wheel. The Outlander lacks the Nissan's telescopic steering column adjustment, the additional airbags and the six-disc CD audio. Both the competitors make do with five-speed manual transmissions, whereas the X-TRAIL comes with a six-speeder.
The X-TRAIL FWD is powered by a smaller 2.0-litre engine that develops 102kW of power and 198Nm of torque. Fuel consumption is 8.5L/100km for the manual variant or 8.4L/100km with the optional CVT, which adds $2500 to the purchase price.
Equipped with the CVT as the default transmission, the higher-grade X-TRAIL ST-L is powered by the same engine and is priced at $34,990 and features, as standard, leather trim, electrically-adjustable heated front seats, cargo blind, privacy glass, climate control and front fog lights.
"The arrival of the new Nissan X-TRAIL in 2WD form gives Nissan the firepower to make a significant impact in the increasingly popular Compact SUV segment," said Dan Thompson, CEO of Nissan.
"We are confident that our specification advantage, combined with a dynamite $27,990 Driveaway launch price position will vault the Nissan X-TRAIL to the top of the shopping list for couples and families in the market for a practical and flexible vehicle of this type."
Nissan will crank up a media campaign -- entitled 'Wanna Live?' -- to introduce the new X-TRAIL variants before the end of this month.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Detroit: Electric Gullwing two years from production
AMG has nominated 2013 for the commencement of production of the electric SLS supercar
Mercedes-Benz performance arm AMG has announced plans to start production of the all-electric version of its SLS AMG Gullwing in 2013.
First revealed to the press in mid-2009, the SLS AMG E-CELL will use four compact synchronous electric motors producing a combined 392 kW of power and 880 Nm of torque, working at up to 12,000 rpm. To keep unsprung weight down, AMG has placed the motors on the axles close to but not on the wheels. Torque goes to the wheels through a single transmission on each axle.
Power comes from a liquid-cooled, 400V Li-ion 48 kWh battery pack. Comprising 324 Li-ion polymer cells, it will handle motor loads of up 480 kW. A combination of intelligent parallel switching between battery modules and targeted energy recuperation from braking maximises the efficiency of energy transactions, helping boost the power pack's safety and durability.
Benz designed the SLS from clean-sheet to accommodate an all-electric powertrain, with the two transmission units and the motors sitting as low as possible to keep its centre of gravity low, and the motors placed as close as possible to each corner. Battery components are distributed in a large H configuration, from in front of the firewall, down the centre tunnel to behind the seats.
As a result, the zero-emissions SLS not only keeps its weight low, but balances it out horizontally for a handling formula to match its petrol-engined sibling.
To make room for the extra drive-shafts up front, the petrol car's double wishbone front suspension gives way to an independent multi-link affair with pushrod damper struts. The conventional mechanical hydraulics in the rack-and-pinion steering box have been replaced by electro-hydraulic power assistance.
Benz hasn't yet confirmed it for standard production, but the E CELL prototype uses the two-piece carbonfibre ceramic brakes, offered as an option on the existing V8 model. It delivers extremely short stopping distances, a precise actuation point and outstanding fade resistance, even under extreme operating conditions. Hugely fade-resistant under the most extreme track conditions and 40 per cent lighter than the standard cast iron discs, they also improve handling qualities by reducing unsprung weight, with added benefits in ride comfort. Lighter front wheels also boost steering response, particularly in cornering at speed. AMG has also remapped the ABS and ESP systems to accommodate changes in vector dynamics that go with the shift from RWD to AWD.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Mercedes-Benz performance arm AMG has announced plans to start production of the all-electric version of its SLS AMG Gullwing in 2013.
First revealed to the press in mid-2009, the SLS AMG E-CELL will use four compact synchronous electric motors producing a combined 392 kW of power and 880 Nm of torque, working at up to 12,000 rpm. To keep unsprung weight down, AMG has placed the motors on the axles close to but not on the wheels. Torque goes to the wheels through a single transmission on each axle.
Power comes from a liquid-cooled, 400V Li-ion 48 kWh battery pack. Comprising 324 Li-ion polymer cells, it will handle motor loads of up 480 kW. A combination of intelligent parallel switching between battery modules and targeted energy recuperation from braking maximises the efficiency of energy transactions, helping boost the power pack's safety and durability.
Benz designed the SLS from clean-sheet to accommodate an all-electric powertrain, with the two transmission units and the motors sitting as low as possible to keep its centre of gravity low, and the motors placed as close as possible to each corner. Battery components are distributed in a large H configuration, from in front of the firewall, down the centre tunnel to behind the seats.
As a result, the zero-emissions SLS not only keeps its weight low, but balances it out horizontally for a handling formula to match its petrol-engined sibling.
To make room for the extra drive-shafts up front, the petrol car's double wishbone front suspension gives way to an independent multi-link affair with pushrod damper struts. The conventional mechanical hydraulics in the rack-and-pinion steering box have been replaced by electro-hydraulic power assistance.
Benz hasn't yet confirmed it for standard production, but the E CELL prototype uses the two-piece carbonfibre ceramic brakes, offered as an option on the existing V8 model. It delivers extremely short stopping distances, a precise actuation point and outstanding fade resistance, even under extreme operating conditions. Hugely fade-resistant under the most extreme track conditions and 40 per cent lighter than the standard cast iron discs, they also improve handling qualities by reducing unsprung weight, with added benefits in ride comfort. Lighter front wheels also boost steering response, particularly in cornering at speed. AMG has also remapped the ABS and ESP systems to accommodate changes in vector dynamics that go with the shift from RWD to AWD.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Thứ Năm, 22 tháng 3, 2012
BMW sets price for 1 Series M
There's good news: high-output 1 Series is priced below $100K... and there's bad news: only 100 cars are coming to Australia
discount new cars » Get the best price on a new BMW
BMW will offer Aussie buyers the 250kW 1 Series M Coupe for $99,900 from June. That might seem a lot for such a small car games, even one that delivers V8-levels of performance from its 3.0-litre inline six -- but what price collectability? With just 100 units being shipped to Australia, buyers will have to move almost as fast as the car itself to snap one up.
The small car with the big heart will reach 100km/h in 4.9 seconds after launch, thanks to the combination of light overall weight and the muscular, twin-turbo engine, producing 500Nm of torque. In normal operating mode the engine channels 450Nm of torque through the lightweight six-speed manual transmission, but will find an extra 50Nm on overboost.
Even when it's standing still, the 1 Series M Coupe features visual cues to convey the car's purpose -- including flared wheel arches and 'M' detailing, such as the side gills and four exhaust pipes. Standard alloy wheels comprise a Y-spoke design measuring 245/35 front and 265/35 rear. While the body is 55mm wider than a 135 M Sport, the track at the front is wider still at 71mm extra. The track at the rear is 44mm.
In contrast with its straightline performance, the 1 Series M uses 9.6 litres of fuel for each 100km travelled in combined-cycle testing. CO2 emissions measure 224g/km in the same test.
Just three colours will be available: Alpine White -- a solid colour -- and two metallics: Sapphire Black or Valencia Orange.
Inside, the 1 Series M Coupe is kitted out with 'Boston' black leather, featuring orange stitching. Coordinating Alcantara trim is also applied throughout the cabin -- for instrument panel hood, handbrake and gearshift gaiters, dashboard and door caps -- and features the same orange stitching.
Among the standard features for the 1 Series M Coupe are: adaptive bi-xenon headlights, LED tail lights, climate control, 300-Watt 10-speaker harman/kardon audio system, Professional navigation system with voice control, high resolution 8.8-inch display and 12 GB memory for audio files, internet functionality and a remote alarm system.
In addition the standard specification list includes upgraded Bluetooth connectivity for the reproduction of emails, appointments, tasks and SMS messages through the high-res display, provided the car is not on the move. When the car is in motion, these items can be read to the driver through the audio system speakers.
"This is the first time the high performance BMW M badge has been applied to the 1 Series range in a return to what BMW has always done best: building the perfectly balanced sports coupé," said BMW Australia MD, Phil Horton.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
discount new cars » Get the best price on a new BMW
BMW will offer Aussie buyers the 250kW 1 Series M Coupe for $99,900 from June. That might seem a lot for such a small car games, even one that delivers V8-levels of performance from its 3.0-litre inline six -- but what price collectability? With just 100 units being shipped to Australia, buyers will have to move almost as fast as the car itself to snap one up.
The small car with the big heart will reach 100km/h in 4.9 seconds after launch, thanks to the combination of light overall weight and the muscular, twin-turbo engine, producing 500Nm of torque. In normal operating mode the engine channels 450Nm of torque through the lightweight six-speed manual transmission, but will find an extra 50Nm on overboost.
Even when it's standing still, the 1 Series M Coupe features visual cues to convey the car's purpose -- including flared wheel arches and 'M' detailing, such as the side gills and four exhaust pipes. Standard alloy wheels comprise a Y-spoke design measuring 245/35 front and 265/35 rear. While the body is 55mm wider than a 135 M Sport, the track at the front is wider still at 71mm extra. The track at the rear is 44mm.
In contrast with its straightline performance, the 1 Series M uses 9.6 litres of fuel for each 100km travelled in combined-cycle testing. CO2 emissions measure 224g/km in the same test.
Just three colours will be available: Alpine White -- a solid colour -- and two metallics: Sapphire Black or Valencia Orange.
Inside, the 1 Series M Coupe is kitted out with 'Boston' black leather, featuring orange stitching. Coordinating Alcantara trim is also applied throughout the cabin -- for instrument panel hood, handbrake and gearshift gaiters, dashboard and door caps -- and features the same orange stitching.
Among the standard features for the 1 Series M Coupe are: adaptive bi-xenon headlights, LED tail lights, climate control, 300-Watt 10-speaker harman/kardon audio system, Professional navigation system with voice control, high resolution 8.8-inch display and 12 GB memory for audio files, internet functionality and a remote alarm system.
In addition the standard specification list includes upgraded Bluetooth connectivity for the reproduction of emails, appointments, tasks and SMS messages through the high-res display, provided the car is not on the move. When the car is in motion, these items can be read to the driver through the audio system speakers.
"This is the first time the high performance BMW M badge has been applied to the 1 Series range in a return to what BMW has always done best: building the perfectly balanced sports coupé," said BMW Australia MD, Phil Horton.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
MOTORSPORT: F1 driver's career in doubt after crash
Robert Kubica's crash in a rally in Italy has raised questions about how the Renault F1 team allowed him to participate in such an event amid testing of its new car for the grand prix world championship season
Polish ace may keep hand but out at least a year
The career of one of Formula One's most outstanding talents, Polish driver Robert Kubica, is in jeopardy after a crash in a minor car rally in Italy.
Kubica underwent seven hours of surgery on the multiple fractures to his right arm and leg, although early fears that his hand may have to be amputated have eased.
Kubica crashed his Super 2000 Skoda Fabia less than 5km into the Ronde di Andora event near Genoa.
A barrier pierced the right hand side of the car, perhaps through the footwell.
The 26-year-old -- winner of the 2008 Canadian Grand Prix and fastest in F1 testing at Valencia in Spain last week in his new Renault -- is unlikely to race in a grand prix this season, which starts in Bahrain in five weeks.
Three more pre-season tests are scheduled, the first of them at the end of this week.
Speculation is running hot about a replacement for Kubica in the Renault team, now largely owned by investment group Genii and also backed by the Proton-owned Lotus marque.
Two Germans -- veteran Nick Heidfeld and youngster Nico Hulkenberg -- appear to be the frontrunners, although Brazilian Bruno Senna is the team's nominated reserve driver.
Renault's other race driver is Russian Vitaly Petrov, who will be entering only his second season.
Like Petrov, Senna has only one year's F1 experience, with Hispania Racing Team, while Frenchman Romain Grosjean, who started seven races for Renault in 2009, is another reserve in the Regis stable.
The talented Heidfeld, who found himself without a race drive this year, has been around F1 longer than Australia's Mark Webber, yet somehow has never won a GP, despite an outstanding finishing record.
The highly rated Hulkenberg amazingly lost his Williams drive after his debut season last year to a Venezuelan rookie Pastor Maldonado, who brought massive sponsorship to the team.
Hulkenberg is the Force India team's reserve driver at the minute, but -- under the supervision of Michael Schumacher's long-time manager Willi Webber -- is likely to have an "out" clause in the event he receives an offer of a race drive elsewhere.
Kubica's accident has raised questions about the wisdom of an F1 team, especially one that has won world titles and has serious aspirations about returning to those heights soon, allowing a driver to take part in a rally, particularly between the first and second F1 pre-season tests.
Renault team principal Eric Boullier defended it, "because rallying is in his (Kubica's) heart".
"Rally driving is vital for Robert and his state of mind ... we know the risks and so does he," Boullier said. "We don't want a robot or corporate driver. Robert is a person we love dearly -- we are extremely sad and obviously shocked.
"Whether it's a Lotus, a Renault or a Skoda, it doesn't make any difference. We've let him do it because rallying is what he loves to do. Rallying is vital for Robert and for his sanity. Besides that, there is a reciprocal agreement. We knew the risks and so did he."
While last year's Renault did not allow Kubica to be among the five contenders for the world title for most of the season, his performances have consistently earned him accolades as among the most talented of drivers in an era of enormous depth in F1.
Poland's first F1 driver, he survived a massive crash while driving a BMW-Sauber in Montreal in 2007, only to return there a year later and win the Canadian GP.
Italy's ANSA news agency reported that the Skoda he crashed yesterday had been taken in by police for checks, while a wet asphalt road that had tree roots sticking out was the most likely cause of the crash. Co-driver Jakub Gerber emerged unhurt but Kubica was trapped in the car for an hour.
"We were on the first four kilometres of the first special stage," Gerber said. "I was looking at the (pace) notes and didn't notice that the car was skidding. Only when we crashed I saw Robert holding his arm, and after a few moments he lost consciousness. Robert isn't just a great driver, he is a friend. I just hope he can recover soon."
When finally extracted, Kubica was flown by helicopter to the Santa Corona Hospital in Pietra Ligure, where Spanish dual world champion and Ferrari driver Fernando Alonso showed up to speak to doctors, although it was unknown if he got to see his close friend Kubica.
Dr Igor Rossello, a hand specialist, said it would take several days to assess the success of the surgery but warned that Kubica would need up to a year to recover.
"We need to wait for a week at least to verify whether the hand survives," Dr Rossello was quoted saying by Italian media.
"The nerve lesions are the ones that leave us with the most question marks over the recovery of functions. Rehabilitation will be relatively long. He came here with multiple traumas, with several associated injuries. He won't necessarily have to undergo further surgery on the hand, but he will if needed."
Dr Rossello admitted that motor racing competitors often recovered from injury far quicker than forecast. Asked for a timeframe on Kubica, he said: "One year is the best provision."
"I think it is quite difficult now, but you never know. Drivers are always very special patients. I have a lot of motorbike patients and they heal in a much faster way -- faster than normal people."
Kubica already has titanium bolts in one arm after a road accident in 2003 in which he was a passenger.
"Robert is very strong and he will do it (pull through well)," his manager Daniele Morelli said.
Williams will be on stock market before season
The Williams F1 team has pressed the button promptly on its plan for a stock market float.
It was confirmed at the weekend that almost 27.4 per cent of the company will be offered to investors between this Wednesday and February 28. The shares are expected to be listed on the Frankfurt Stock Exchange on March 2.
It is ironic that such an iconic British team's float will be on a German exchange after the falling out between Williams and BMW last decade. Sir Frank Williams will remain the majority and controlling shareholder in the team. The wheelchair-bound Williams, now in his late 60s, has been at pains to stress that the float is about securing the long-term future of the team, rather than a quick cash boost.
"For some years I have been considering how to secure the long-term ownership of Williams such that it will remain true to the aims with which Patrick [Head] and I established the team back in 1977," Williams said.
"My goal then was to race in F1 as an independent constructor. This was and is my great passion and I will race for as long as I continue to be blessed with good health. It is also my desire that the team is in good shape to go on racing long after I am gone.
"To that end, it is prudent and necessary to plan for an ownership structure that will enable Williams to be an independent constructor, owned and staffed by people committed to F1 and to the sound business practices which have supported us over three decades.
"I have concluded that the option which will best achieve this is to broaden our shareholder base with public shareholders, while having a stable core of long-term investors closely involved in the running of the team. This will ensure stability, good governance and will, I believe, enable us to attract and retain the best people and partners."
The Williams approach contrasts with that of V8 Supercars Australia, which appears to be on a course to solicit bids for up to 51 per cent of itself -- the 25 per cent owned by Sports and Entertainment Ltd, and represented by V8SA chairman Tony Cochrane, and a collective 26 per cent from the V8 Supercar teams, leaving them with 49 per cent.
The danger in taking in a majority shareholder, especially if it were to be a private equity fund, is that the teams could find themselves at some point in the future having lost control of their destiny.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Polish ace may keep hand but out at least a year
The career of one of Formula One's most outstanding talents, Polish driver Robert Kubica, is in jeopardy after a crash in a minor car rally in Italy.
Kubica underwent seven hours of surgery on the multiple fractures to his right arm and leg, although early fears that his hand may have to be amputated have eased.
Kubica crashed his Super 2000 Skoda Fabia less than 5km into the Ronde di Andora event near Genoa.
A barrier pierced the right hand side of the car, perhaps through the footwell.
The 26-year-old -- winner of the 2008 Canadian Grand Prix and fastest in F1 testing at Valencia in Spain last week in his new Renault -- is unlikely to race in a grand prix this season, which starts in Bahrain in five weeks.
Three more pre-season tests are scheduled, the first of them at the end of this week.
Speculation is running hot about a replacement for Kubica in the Renault team, now largely owned by investment group Genii and also backed by the Proton-owned Lotus marque.
Two Germans -- veteran Nick Heidfeld and youngster Nico Hulkenberg -- appear to be the frontrunners, although Brazilian Bruno Senna is the team's nominated reserve driver.
Renault's other race driver is Russian Vitaly Petrov, who will be entering only his second season.
Like Petrov, Senna has only one year's F1 experience, with Hispania Racing Team, while Frenchman Romain Grosjean, who started seven races for Renault in 2009, is another reserve in the Regis stable.
The talented Heidfeld, who found himself without a race drive this year, has been around F1 longer than Australia's Mark Webber, yet somehow has never won a GP, despite an outstanding finishing record.
The highly rated Hulkenberg amazingly lost his Williams drive after his debut season last year to a Venezuelan rookie Pastor Maldonado, who brought massive sponsorship to the team.
Hulkenberg is the Force India team's reserve driver at the minute, but -- under the supervision of Michael Schumacher's long-time manager Willi Webber -- is likely to have an "out" clause in the event he receives an offer of a race drive elsewhere.
Kubica's accident has raised questions about the wisdom of an F1 team, especially one that has won world titles and has serious aspirations about returning to those heights soon, allowing a driver to take part in a rally, particularly between the first and second F1 pre-season tests.
Renault team principal Eric Boullier defended it, "because rallying is in his (Kubica's) heart".
"Rally driving is vital for Robert and his state of mind ... we know the risks and so does he," Boullier said. "We don't want a robot or corporate driver. Robert is a person we love dearly -- we are extremely sad and obviously shocked.
"Whether it's a Lotus, a Renault or a Skoda, it doesn't make any difference. We've let him do it because rallying is what he loves to do. Rallying is vital for Robert and for his sanity. Besides that, there is a reciprocal agreement. We knew the risks and so did he."
While last year's Renault did not allow Kubica to be among the five contenders for the world title for most of the season, his performances have consistently earned him accolades as among the most talented of drivers in an era of enormous depth in F1.
Poland's first F1 driver, he survived a massive crash while driving a BMW-Sauber in Montreal in 2007, only to return there a year later and win the Canadian GP.
Italy's ANSA news agency reported that the Skoda he crashed yesterday had been taken in by police for checks, while a wet asphalt road that had tree roots sticking out was the most likely cause of the crash. Co-driver Jakub Gerber emerged unhurt but Kubica was trapped in the car for an hour.
"We were on the first four kilometres of the first special stage," Gerber said. "I was looking at the (pace) notes and didn't notice that the car was skidding. Only when we crashed I saw Robert holding his arm, and after a few moments he lost consciousness. Robert isn't just a great driver, he is a friend. I just hope he can recover soon."
When finally extracted, Kubica was flown by helicopter to the Santa Corona Hospital in Pietra Ligure, where Spanish dual world champion and Ferrari driver Fernando Alonso showed up to speak to doctors, although it was unknown if he got to see his close friend Kubica.
Dr Igor Rossello, a hand specialist, said it would take several days to assess the success of the surgery but warned that Kubica would need up to a year to recover.
"We need to wait for a week at least to verify whether the hand survives," Dr Rossello was quoted saying by Italian media.
"The nerve lesions are the ones that leave us with the most question marks over the recovery of functions. Rehabilitation will be relatively long. He came here with multiple traumas, with several associated injuries. He won't necessarily have to undergo further surgery on the hand, but he will if needed."
Dr Rossello admitted that motor racing competitors often recovered from injury far quicker than forecast. Asked for a timeframe on Kubica, he said: "One year is the best provision."
"I think it is quite difficult now, but you never know. Drivers are always very special patients. I have a lot of motorbike patients and they heal in a much faster way -- faster than normal people."
Kubica already has titanium bolts in one arm after a road accident in 2003 in which he was a passenger.
"Robert is very strong and he will do it (pull through well)," his manager Daniele Morelli said.
Williams will be on stock market before season
The Williams F1 team has pressed the button promptly on its plan for a stock market float.
It was confirmed at the weekend that almost 27.4 per cent of the company will be offered to investors between this Wednesday and February 28. The shares are expected to be listed on the Frankfurt Stock Exchange on March 2.
It is ironic that such an iconic British team's float will be on a German exchange after the falling out between Williams and BMW last decade. Sir Frank Williams will remain the majority and controlling shareholder in the team. The wheelchair-bound Williams, now in his late 60s, has been at pains to stress that the float is about securing the long-term future of the team, rather than a quick cash boost.
"For some years I have been considering how to secure the long-term ownership of Williams such that it will remain true to the aims with which Patrick [Head] and I established the team back in 1977," Williams said.
"My goal then was to race in F1 as an independent constructor. This was and is my great passion and I will race for as long as I continue to be blessed with good health. It is also my desire that the team is in good shape to go on racing long after I am gone.
"To that end, it is prudent and necessary to plan for an ownership structure that will enable Williams to be an independent constructor, owned and staffed by people committed to F1 and to the sound business practices which have supported us over three decades.
"I have concluded that the option which will best achieve this is to broaden our shareholder base with public shareholders, while having a stable core of long-term investors closely involved in the running of the team. This will ensure stability, good governance and will, I believe, enable us to attract and retain the best people and partners."
The Williams approach contrasts with that of V8 Supercars Australia, which appears to be on a course to solicit bids for up to 51 per cent of itself -- the 25 per cent owned by Sports and Entertainment Ltd, and represented by V8SA chairman Tony Cochrane, and a collective 26 per cent from the V8 Supercar teams, leaving them with 49 per cent.
The danger in taking in a majority shareholder, especially if it were to be a private equity fund, is that the teams could find themselves at some point in the future having lost control of their destiny.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
VW's new Passat fired up by pint-sized force for evil?
2012 Volkswagen Passat commercial unveiled at US Super Bowl
discount new cars » Get the best price on a new Volkswagen
America's Super Bowl -- the final game and high point of the American football season -- usually offers a unique platform to launch some pretty outstanding commercials, and this year's no exception.
Volkswagen has taken the chance to present its new Passat to a potential 100 million viewers. The Star Wars-themed ad, featuring the new Passat, takes the playful angle of a child's use of 'the force' as the young boy dressed as film villain Darth Vader attempts to control the family dog, washing machine and Dad's new car.
Underscored by the film's 'Imperial March', the ad climaxes with the boy stunned that his skills have finally worked as Dad starts the car via remote from inside the house.
"The Super Bowl is a TV event with one of the highest viewer totals in the world. We intend to take this opportunity to present our latest models to a very wide audience and to heighten the emotional associations of the Volkswagen brand," said Volkswagen US head of marketing, Luca de Meo.
"There are very few occasions when commercial spots can attract such levels of attention as at the Super Bowl. The originality of our commercials will help make the game an unforgettable TV experience."
This year's Super Bowl activities are part of a comprehensive campaign in preparation for the US launch of the Passat. The campaign also includes a takeover of the main YouTube channel the day after the final.
discount new cars » Get the best price on a new Volkswagen
America's Super Bowl -- the final game and high point of the American football season -- usually offers a unique platform to launch some pretty outstanding commercials, and this year's no exception.
Volkswagen has taken the chance to present its new Passat to a potential 100 million viewers. The Star Wars-themed ad, featuring the new Passat, takes the playful angle of a child's use of 'the force' as the young boy dressed as film villain Darth Vader attempts to control the family dog, washing machine and Dad's new car.
Underscored by the film's 'Imperial March', the ad climaxes with the boy stunned that his skills have finally worked as Dad starts the car via remote from inside the house.
"The Super Bowl is a TV event with one of the highest viewer totals in the world. We intend to take this opportunity to present our latest models to a very wide audience and to heighten the emotional associations of the Volkswagen brand," said Volkswagen US head of marketing, Luca de Meo.
"There are very few occasions when commercial spots can attract such levels of attention as at the Super Bowl. The originality of our commercials will help make the game an unforgettable TV experience."
This year's Super Bowl activities are part of a comprehensive campaign in preparation for the US launch of the Passat. The campaign also includes a takeover of the main YouTube channel the day after the final.
Chủ Nhật, 18 tháng 3, 2012
Peppery Porsche's price proliferation
Production changes see 2011 Cayenne models face a modest list price increase
prestige new cars » Get the best price on a new Porsche
Unspecified changes at a manufacturing level have forced Porsche to pass on additional costs to buyers of its 2011 Cayenne SUV models.
The modest increases range between $500 and $5100 with specification and equipment levels unchanged from those found in last year's range.
"[The price increase resulted] from factory pressure to accommodate changes in production costs [for] Cayenne," Porsche Cars games Australia's marketing boss, Paul Ellis explained to the Carsales Network.
The changes to Cayenne's price sheet does not affect other models in Porsche's MY11 line-up with Boxster, Cayman, 911 and Panamera pricing unchanged.
2011 Porsche Cayenne pricing:
Cayenne: $104,000 (was $103,500)
Cayenne Diesel: $105,000 (was $104,500)
Cayenne S: $148,700 (was $147,900)
Cayenne S Hybrid: $160,800 (was $159,900)
Cayenne Turbo: $245,000 (was $239,900)
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
prestige new cars » Get the best price on a new Porsche
Unspecified changes at a manufacturing level have forced Porsche to pass on additional costs to buyers of its 2011 Cayenne SUV models.
The modest increases range between $500 and $5100 with specification and equipment levels unchanged from those found in last year's range.
"[The price increase resulted] from factory pressure to accommodate changes in production costs [for] Cayenne," Porsche Cars games Australia's marketing boss, Paul Ellis explained to the Carsales Network.
The changes to Cayenne's price sheet does not affect other models in Porsche's MY11 line-up with Boxster, Cayman, 911 and Panamera pricing unchanged.
2011 Porsche Cayenne pricing:
Cayenne: $104,000 (was $103,500)
Cayenne Diesel: $105,000 (was $104,500)
Cayenne S: $148,700 (was $147,900)
Cayenne S Hybrid: $160,800 (was $159,900)
Cayenne Turbo: $245,000 (was $239,900)
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
SPY PICS: Jaguar XF rework
Spy shots capture new Jaguar XF with XK styling influences in readiness for a mid-year launch
discount new cars » Get the best price on a new Jaguar
Jaguar continues to work on a facelift for its XF series that is expected to go to market in the second half of this year.
This time around, the Carparazzi spy shots show the mid-size cat to have acquired a new-look front clearly influenced by its bigger-brother XJ, particularly in the headlight area.
Using BMW-style camouflage intended to draw the eye away from the true forms underneath, the XF pictured here combating some seriously snow-clad roads in Europe appears to be all but production-ready with its absence of add-on fake cladding.
No pictures of the interior were captured at the time of the photo shoot, but Carparazzi reckons a few tweaks are likely, probably including changes in the dash area.
Likewise the engines. No speculation at this stage other than the likelihood of a four-cylinder turbodiesel, along with technical upgrades to the existing engine lineup designed to improve performance, economy and exhaust emissions.
The Ford developed 2.2-litre four-cylinder turbodiesel seen in Land Rover Evoque could make it into the XF facelift, giving Jaguar a presence in the healthy 2.0-litre turbodiesel segment of the luxury market.
Significantly, the upcoming XF facelift could be a the launch pad for the rumoured wagon version expected in some quarters to be introduced at the same time as the sedan -- although other sources suggest it won't appear until 2012.
-- with Carparazzi
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
discount new cars » Get the best price on a new Jaguar
Jaguar continues to work on a facelift for its XF series that is expected to go to market in the second half of this year.
This time around, the Carparazzi spy shots show the mid-size cat to have acquired a new-look front clearly influenced by its bigger-brother XJ, particularly in the headlight area.
Using BMW-style camouflage intended to draw the eye away from the true forms underneath, the XF pictured here combating some seriously snow-clad roads in Europe appears to be all but production-ready with its absence of add-on fake cladding.
No pictures of the interior were captured at the time of the photo shoot, but Carparazzi reckons a few tweaks are likely, probably including changes in the dash area.
Likewise the engines. No speculation at this stage other than the likelihood of a four-cylinder turbodiesel, along with technical upgrades to the existing engine lineup designed to improve performance, economy and exhaust emissions.
The Ford developed 2.2-litre four-cylinder turbodiesel seen in Land Rover Evoque could make it into the XF facelift, giving Jaguar a presence in the healthy 2.0-litre turbodiesel segment of the luxury market.
Significantly, the upcoming XF facelift could be a the launch pad for the rumoured wagon version expected in some quarters to be introduced at the same time as the sedan -- although other sources suggest it won't appear until 2012.
-- with Carparazzi
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Mazda's SKY-High compression
The SKYACTIV technology Mazda will shortly put into production is out-of-the-box thinking, but how will it shape up with low-octane fuel?
discount new cars » Get the best price on a new Mazda
Mazda faces a small but important matter to resolve this year. Will the company's first iteration of SKYACTIV-G technology run 13:1 compression, or 14:1 in the Aussie market?
The super-frugal petrol engine is scheduled to go on sale before the end of the year and will deliver a major leap in fuel efficiency. But the magnitude of that leap will depend in part on compression ratio. Through the use of an innovative '4-2-1' exhaust system with long manifold runners that channel cooled exhaust into cylinders on the intake stroke, Mazda has found a means of reducing uncontrolled detonation ('knock') to the point where the compression ratio can be bumped up to 14:1 -- a number practically inconceivable in production cars before now.
However, that number 14 is dependent on the combustion of premium (95 RON) unleaded petrol. In Australia, where most drivers continue to buy regular unleaded (91 RON), the high-efficiency engine's compression must be reduced to 13:1. That much was explained to the Carsales Network by Mazda's visiting Executive Officer in charge of Product Planning and Powertrain Development, Kiyoshi Fujiwara.
Fujiwara-san, out here for Mazda's Technology Forum showcasing the company's SKYACTIV development program, explained that the difference in fuel consumption between 14 and 13:1 wouldn't be that great -- about "three to four per cent".
All the same, that's not as great a difference as the percentage difference in price -- at the bowser -- between regular unleaded and the premium fuel. For owners, the 91 RON alternative would likely be more economical than the 95 RON fuel, despite higher consumption. And as a fellow journalist noted, petrol retailers often discount the lower-cost fuel, but rarely discount premium unleaded.
All of this is getting ahead of the field, suggests Steve Maciver, Mazda's Public Relations Manager. The company is yet to make a decision as to whether it will go with the lower- or higher compression for the first SKYACTIV-G model to be sold here -- anticipated by many to be the Mazda2.
"No final decision has been made on that essentially, but for that engine to run at its [optimum] -- at a 14:1 compression ratio -- [Fujiwara-san] is right in saying that you have to use premium unleaded.
Would Mazda stipulate its vehicle buyers use 95 RON unleaded in order to bring in the more frugal version? There's a precedent in the recent past, but the current Mazda6 did revert to 91 RON subsequently.
"One thing to note is that [when] the current generation Mazda6 came on board, that was originally running off premium, 95 RON," replied Maciver.
"What we did there is we managed to get some changes done so we could then run that car on 91. Obviously, as far as possible, we are keen to have customers running on 91 if possible -- but again, there has to be a decision made...
"Our line-up of passenger cars has consistently run on regular unleaded -- and that probably wasn't the norm with Mazda6 when we moved to premium. More than anything it's a decision to keep our product line-up as consistent as possible."
The compression ratio conundrum is in a whole different league from pumping 91 octane fuel into a Peugeot or a Volkswagen -- and leaving it to the engine management system to detune the engine on the fly in order to handle the lower-quality fuel. There are potential durability problems involved in running an inappropriate fuel in an engine with an extremely high compression ratio.
"We can only recommend to customers what they put in the car," Maciver responds to that.
"Obviously everything is engineered to specific tolerances -- and when we bring a product into the country, we provide a recommended schedule, in terms of what fuels and what lubricants you put into that car. If we recommend that you have to run a car on 95, we would be expecting customers to put 95 into the car..."
In other words, use the wrong fuel and your warranty may be void. Use the wrong fuel beyond the warranty period and your engine may be void. But decision made or not, the odds seem to be in favour of Mazda going with the lower-compression engine when the new technology arrives.
SKYACTIV-G explained
The 'G' in SKYACTIV-G stands for 'gasoline' (or petrol, as we know it). It distinguishes the petrol engine technology developed as part of the SKYACTIV program from the diesel SKYACTIV-D development under the same banner.
Mazda first named its marketing plans for the future 'Sustainable Zoom-Zoom' back in 2007. SKYACTIV is, in essence, the engineering side of that coin. It encapsulates the idea that "'Fun to drive' remains absolutely fundamental to Mazda," as local Mazda MD Doug Dickson explained it to the press earlier in the week.
SKYACTIV-G delivers a 15 per cent improvement in fuel economy against a current engine of the same displacement. In fact, according to Mazda, its fuel efficiency is on a par with a diesel engine of similar capacity. Keeping in mind the 'Zoom-zoom' element of the new engine technology, the SKYACTIV-G also produces around 15 per cent more torque at mid-and high-range revs.
A much higher compression ratio is the major contributor to the fuel efficiency gains. Mazda has achieved this principally through a 4-2-1 exhaust system. Just like tuned extractors from the good old days, the exhaust manifold comprises runners that merge from four to two to one, as the name suggests. This results in longer runners, which cool the exhaust gas faster and reduce the primary shock wave that builds up in conventional manifolds and pushes exhaust gas from individual cylinders back into the cylinder while the exhaust valve remains open. The air drawn into the cylinder for the next power stroke is displaced by the residual exhaust gas in a conventional engine and manufacturers set the compression ratio relatively low to reduce uncontrolled detonation (knock) to a minimum. Not only can knock reduce the engine's durability in the longer term, it also reduces torque when required.
By contrast, Mazda's innovative exhaust system employs runners 600mm long, but in a loop to fit within relatively compact packaging.
"The layout of the engine in the engine compartment is quite interesting..." said Steve Maciver on that point. "It's tilted slightly backwards. One of the ways of [controlling combustion temperatures and thermal efficiency] is to try and cool down the exhaust gases and the in-cylinder temperatures before we have that combustion; we get a cleaner combustion that way.
"[The] 4-2-1 manifold system is longer than an existing set-up. To allow that to fit into the new chassis, the new car, the engine is tilted slightly backwards... and that allows for the flow of exhaust gases to run more smoothly."
With the new system the primary shock wave from one cylinder takes longer to reach another on the intake stroke through the manifold -- and the exhaust gas is cooler, allowing for a higher compression ratio. The one downside of this is that 'light-off' time for the catalytic converter takes longer, because the gas is cooler -- the converter being further removed from the engine by the long runners of the manifold. Mazda has overcome this though, by specifying pistons with a cavity in the crown, and combining that with a particular formulation of stratified fuel/air charge around the spark plug, thanks in part to the direct-injection system employed.
SKYACTIV-G is just one pillar of the SKYACTIV program. Keep an eye out for our upcoming first drive review of the next-generation Mazda6 prototype, and a feature on the new, cleaner technology.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
discount new cars » Get the best price on a new Mazda
Mazda faces a small but important matter to resolve this year. Will the company's first iteration of SKYACTIV-G technology run 13:1 compression, or 14:1 in the Aussie market?
The super-frugal petrol engine is scheduled to go on sale before the end of the year and will deliver a major leap in fuel efficiency. But the magnitude of that leap will depend in part on compression ratio. Through the use of an innovative '4-2-1' exhaust system with long manifold runners that channel cooled exhaust into cylinders on the intake stroke, Mazda has found a means of reducing uncontrolled detonation ('knock') to the point where the compression ratio can be bumped up to 14:1 -- a number practically inconceivable in production cars before now.
However, that number 14 is dependent on the combustion of premium (95 RON) unleaded petrol. In Australia, where most drivers continue to buy regular unleaded (91 RON), the high-efficiency engine's compression must be reduced to 13:1. That much was explained to the Carsales Network by Mazda's visiting Executive Officer in charge of Product Planning and Powertrain Development, Kiyoshi Fujiwara.
Fujiwara-san, out here for Mazda's Technology Forum showcasing the company's SKYACTIV development program, explained that the difference in fuel consumption between 14 and 13:1 wouldn't be that great -- about "three to four per cent".
All the same, that's not as great a difference as the percentage difference in price -- at the bowser -- between regular unleaded and the premium fuel. For owners, the 91 RON alternative would likely be more economical than the 95 RON fuel, despite higher consumption. And as a fellow journalist noted, petrol retailers often discount the lower-cost fuel, but rarely discount premium unleaded.
All of this is getting ahead of the field, suggests Steve Maciver, Mazda's Public Relations Manager. The company is yet to make a decision as to whether it will go with the lower- or higher compression for the first SKYACTIV-G model to be sold here -- anticipated by many to be the Mazda2.
"No final decision has been made on that essentially, but for that engine to run at its [optimum] -- at a 14:1 compression ratio -- [Fujiwara-san] is right in saying that you have to use premium unleaded.
Would Mazda stipulate its vehicle buyers use 95 RON unleaded in order to bring in the more frugal version? There's a precedent in the recent past, but the current Mazda6 did revert to 91 RON subsequently.
"One thing to note is that [when] the current generation Mazda6 came on board, that was originally running off premium, 95 RON," replied Maciver.
"What we did there is we managed to get some changes done so we could then run that car on 91. Obviously, as far as possible, we are keen to have customers running on 91 if possible -- but again, there has to be a decision made...
"Our line-up of passenger cars has consistently run on regular unleaded -- and that probably wasn't the norm with Mazda6 when we moved to premium. More than anything it's a decision to keep our product line-up as consistent as possible."
The compression ratio conundrum is in a whole different league from pumping 91 octane fuel into a Peugeot or a Volkswagen -- and leaving it to the engine management system to detune the engine on the fly in order to handle the lower-quality fuel. There are potential durability problems involved in running an inappropriate fuel in an engine with an extremely high compression ratio.
"We can only recommend to customers what they put in the car," Maciver responds to that.
"Obviously everything is engineered to specific tolerances -- and when we bring a product into the country, we provide a recommended schedule, in terms of what fuels and what lubricants you put into that car. If we recommend that you have to run a car on 95, we would be expecting customers to put 95 into the car..."
In other words, use the wrong fuel and your warranty may be void. Use the wrong fuel beyond the warranty period and your engine may be void. But decision made or not, the odds seem to be in favour of Mazda going with the lower-compression engine when the new technology arrives.
SKYACTIV-G explained
The 'G' in SKYACTIV-G stands for 'gasoline' (or petrol, as we know it). It distinguishes the petrol engine technology developed as part of the SKYACTIV program from the diesel SKYACTIV-D development under the same banner.
Mazda first named its marketing plans for the future 'Sustainable Zoom-Zoom' back in 2007. SKYACTIV is, in essence, the engineering side of that coin. It encapsulates the idea that "'Fun to drive' remains absolutely fundamental to Mazda," as local Mazda MD Doug Dickson explained it to the press earlier in the week.
SKYACTIV-G delivers a 15 per cent improvement in fuel economy against a current engine of the same displacement. In fact, according to Mazda, its fuel efficiency is on a par with a diesel engine of similar capacity. Keeping in mind the 'Zoom-zoom' element of the new engine technology, the SKYACTIV-G also produces around 15 per cent more torque at mid-and high-range revs.
A much higher compression ratio is the major contributor to the fuel efficiency gains. Mazda has achieved this principally through a 4-2-1 exhaust system. Just like tuned extractors from the good old days, the exhaust manifold comprises runners that merge from four to two to one, as the name suggests. This results in longer runners, which cool the exhaust gas faster and reduce the primary shock wave that builds up in conventional manifolds and pushes exhaust gas from individual cylinders back into the cylinder while the exhaust valve remains open. The air drawn into the cylinder for the next power stroke is displaced by the residual exhaust gas in a conventional engine and manufacturers set the compression ratio relatively low to reduce uncontrolled detonation (knock) to a minimum. Not only can knock reduce the engine's durability in the longer term, it also reduces torque when required.
By contrast, Mazda's innovative exhaust system employs runners 600mm long, but in a loop to fit within relatively compact packaging.
"The layout of the engine in the engine compartment is quite interesting..." said Steve Maciver on that point. "It's tilted slightly backwards. One of the ways of [controlling combustion temperatures and thermal efficiency] is to try and cool down the exhaust gases and the in-cylinder temperatures before we have that combustion; we get a cleaner combustion that way.
"[The] 4-2-1 manifold system is longer than an existing set-up. To allow that to fit into the new chassis, the new car, the engine is tilted slightly backwards... and that allows for the flow of exhaust gases to run more smoothly."
With the new system the primary shock wave from one cylinder takes longer to reach another on the intake stroke through the manifold -- and the exhaust gas is cooler, allowing for a higher compression ratio. The one downside of this is that 'light-off' time for the catalytic converter takes longer, because the gas is cooler -- the converter being further removed from the engine by the long runners of the manifold. Mazda has overcome this though, by specifying pistons with a cavity in the crown, and combining that with a particular formulation of stratified fuel/air charge around the spark plug, thanks in part to the direct-injection system employed.
SKYACTIV-G is just one pillar of the SKYACTIV program. Keep an eye out for our upcoming first drive review of the next-generation Mazda6 prototype, and a feature on the new, cleaner technology.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Thứ Bảy, 17 tháng 3, 2012
What is SKYACTIV?
Are car companies looking a little too far into the future? Mazda's engineers think so
discount new cars » Get the best price on a new Mazda
Car manufacturers find themselves confronted with tough targets to reduce greenhouse-gas emissions and fossil fuel use over the next few years. As a consequence many manufacturers have latched onto futuristic ideas like hybrid-drive, battery-electric vehicles and fuel cells.
Mazda is different however. The Japanese manufacturer believes there's plenty of development potential left in internal combustion drivetrains. As we've reported previously, Mazda is going its own way with a raft of 'known quantity' solutions that have come to the fore over years of internal combustion engine development. The engineering program resulting from Mazda's 'sustainable zoom-zoom' philosophy is named 'SKYACTIV' and it embraces affordable fixes that can collectively reduce the fuel consumption of Mazda's product range by 30 per cent, between now and 2015.
As a taste of what SKYACTIV holds in store, Mazda shipped out a TPV (Technical Prove-out Vehicle) for a brief drive program around Melbourne's Sandown Racing Circuit earlier this week (pictured). Practically every facet of SKYACTIV development short of the SKYACTIV-G (petrol) engine was incorporated in the TPV.
The car (pictured) is a mule -- a current Mazda6 'top hat' on a new platform that is 50mm longer and about 120kg lighter than an equivalent variant from the current range. It's powered by the SKYACTIV-D diesel engine, which runs a remarkably low compression ratio of 14:1 -- roughly the same as the SKYACTIV-G petrol engine. With the lower compression ratio, the engine can make do with lighter internals (pistons, conrods, crankshaft) since these don't need to withstand the same pressures as turbodiesel engines running 18:1 or higher. The lighter mass of the reciprocating and rotating parts allows a higher rev range for the new engine. During the drive around Sandown, the diesel was consistently reaching 5500rpm, although Kiyoshi Fujiwara, the company's powertrain development guru, said that the recommended maximum speed for the engine was 5200rpm.
SKYACTIV is a four-fold approach, mostly centred around finding efficiency gains from: existing internal-combustion technology (petrol, diesel), transmission (epicyclic automatic, manual), body and chassis. By honing existing technology, it's a cheaper alternative to hybrids and battery-electric vehicles that require additional hardware, some of which impose a substantial cost on the production of the car -- lithium-ion batteries being one example.
According to Mazda, SKYACTIV is a 'building block' strategy that can combine with 'electric devices' -- hybrids and EVs -- to reduce global fossil fuel consumption and greenhouse gas emissions. The company's idle-stop is one link between the internal combustion technology and hybrid-drive systems. A guiding element in the SKYACTIV program is that the engines developed will be compatible with both idle-stop and hybrid-drive systems. Hybrids are the link to EVs and fuel-cell vehicles. Mazda believes, as do other manufacturers, that the majority of road transport will remain powered by internal-combustion engines for the next decade. That was why the SKYACTIV program focuses principally on improving internal combustion technology.
Engines
The typical internal-combustion-engine (ICE) car is only around 30 per cent efficient. According to Mazda, future technological developments might yield ICE engines up to 60 per cent efficient. This will result from HCCI technology (Homogeneous Charge Compression Ignition) -- a next-generation technology that employs lean-burn combustion in an engine with a super-high compression ratio to reduce NOx and CO2 emissions beyond the levels possible with today's technology. HCCI, which is possibly better known by the Mercedes-Benz name 'DiesOtto', is still some way off from real-world application, but it's just over the horizon.
Four types of energy loss contribute to the ICE's lack of efficiency: Exhaust, Cooling, Mechanical and pumping. In the early stages of the SKYACTIV program, Mazda engineers settled on compression ratio as the best means of controlling the level of efficiency loss in both petrol (SKYACTIV-G) and diesel (SKYACTIV-D) engines, but while the tactic was to raise compression as high as possible in the petrol engine, the diesel required a lower compression ratio. The ideal solution was a ratio of 14:1 for both.
SKYACTIV-G is aimed at increasing thermal efficiency through raising the compression ratio and reducing residual exhaust gases in each cylinder during the intake stroke. Fuel economy is improved to around the same level as a current-generation diesel of the same capacity. The petrol engine also gains from low-friction components for the crankshaft, pistons, conrods, the valvetrain, oil pump and water pump.
SKYACTIV-D (the diesel engine with two-stage turbocharger), relies on its lower compression ratio to allow engineers the opportunity to adjust ignition timing so that the engine meets current and coming emissions standards, while delivering a 20 per cent improvement in fuel consumption. Power delivery is smoother too, says Mazda, and the engine isn't hobbled with turbo lag as current generation engines can be. Importantly, the new diesel meets Euro 6, US Tier2/Bin 5 and Japan's Post New Long-Term Emission Regulations -- without aftertreatment systems.
Soot and NOx emissions occur when heterogeneous combustion takes place in localised parts of the combustion chamber. This is due to the very high temperatures when the piston reaches Top Dead Centre. To overcome this and meet diesel emission standards, manufacturers have opted for combustion to be timed with the descent of the piston on the power stroke, when internal temperatures are slightly cooler, but the downside is that the engine uses more fuel than desireable.
SKYACTIV-D's lower compression ratio ensures cooler temperatures in the combustion chambers, even at Top Dead Centre. Fuel can be injected at that point in the cycle and, because combustion is slower, there's an opportunity for the fuel and oxygen to burn in a leaner ratio, right across the combustion chamber.
The lower compression ratio places a lower level of stress on the engine's internal components, as mentioned already. During Mazda's Technical Forum, the press were able to lift pistons and crankshafts of current engines and compare them for weight against the SKYACTIV-D equivalents. There was no doubt that the newer components were lighter and that weight reduction was clearly evident just from manhandling them.
These lighter parts lead to lower reciprocating and rotating mass, which provides the means for the engine to reach speeds not normally associated with diesels -- speeds above 5000rpm. The engine block too, has been lightened by 25kg, to reduce the weight the car is carrying around -- and consequently reduce fuel use. In addition, the crankshaft journal diameter is reduced from 60mm to 52mm, reducing friction and increasing efficiency.
One factor working against low-compression diesels in the past was the degree of difficulty associated with cold starting. Mazda claims to have overcome this through specifying multi-hole piezo injectors and a variable valve lift mechanism. The piezo injectors deliver the fuel very precisely and the variable valve lift mechanism allows exhaust gas to be drawn back into the cylinder during the cold-starting intake stroke. This warms the combustion chamber in anticipation of the next fuel/air charge to be drawn into the chamber.
Transmissions
Mazda is working on more efficient transmissions in the two most popular forms: manual and epicyclic auto. SKYACTIV-DRIVE, as the auto is known, will be offered in two forms, one capable of handling up to 270Nm of torque and the other rated up to 460Nm. Mazda estimates the fuel reduction using this type of transmission will be in the region of four to seven per cent. Being a six-speeder, it offers an immediate benefit over the auto boxes Mazda currently offers in its product range. Added to that, the SKYACTIV-DRIVE units incorporate a greater range of damper-clutch operation, locking up the torque converter over a range 64 per cent greater than the company's current five-speed auto.
Among the upgraded features that set the SKYACTIV-DRIVE transmission apart from current-generation automatics are: compact torus, more durable clutch, a direct linear solenoid in the actuator and a mechatronic module within the transmission to carry out the functions of separate hydraulic control device and external ECU. In combination, these features reduce fuel consumption naturally, but also help the transmission to meet Mazda's various design criteria. The company claims that the transmission offers the launch feel of a CVT or conventional epicyclic box and the direct in-gear feel of a dual-clutch transmission.
SKYACTIV-MT is the manual transmission developed through the SKYACTIV program. As for the automatic equivalent, the manual is rated for two different torque figures: 270 and 460Nm. Both gearboxes are designed to confer the same "crisp" shift quality of the MX-5, without being any heavier to operate. Among the various ways of achieving this, Mazda opted for a system with the first gear placed at the top of the cluster, exploiting the gear's weight through the shifter to ease quick shifting into higher gears. Other elements enhancing shift quality included: a lock-ball-type synchroniser, shift-load canceller and slide ball bearing.
Mazda has devised ways of reducing the overall size of the transmissions, as well as cutting out weight and efficiency losses due to internal friction. The smaller unit (up to 270Nm) features two shafts, whereas the larger transmission is based around three shafts. To keep dimensions compact, the larger transmission features a common gear for second and third (as is the case too with the smaller transmission), plus a common first/reverse gear that allowed the engineers to dispense with a separate idle shaft for reverse. All up, the larger transmission's geartrain is 3kg lighter.
Body and Chassis
Reducing weight in the body and chassis for the sake improving fuel efficiency was a case of straightening and extending structural members for SKYACTIV models. By taking out the 'deflections' in the structural members and making 'discontinuous' members continue, Mazda engineers have found a way of lightening the platform without detracting from crash safety.
Where box sections and subframes curved over suspension mounting locations in the current cars, the SKYACTIV team has straightened out those members, which are often constituent parts of the multi-load crash structure.
Mazda has also determined that a dual brace system (joining framework directly to the body) and creating a circular structure for reinforcement adds to the car's total structural integrity. The roof rail section is to be bonded (by welding) to the rear frame and use of high-tensile strength steel will rise from 40 per cent in current models to 60 per cent for the next-generation SKYACTIV models.
The chassis and underpinnings of SKYACTIV models will further reduce fuel consumption, but not at the expense of driver satisfaction, Mazda claims. Electric power steering reduces power take-off from the engine and the front and rear suspension subframes are lighter, but offering enhanced rigidity. Finally, Mazda will do away with welded flanges in its cross member joins, instead having the narrower, lower section welded in place, sitting within the upper section.
The engineering involved in the cross-member joining calls for different manufacturing work-arounds, but that's symptomatic of the whole SKYACTIV program. It's holistic, but also realistic, as far as technological advances go.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
discount new cars » Get the best price on a new Mazda
Car manufacturers find themselves confronted with tough targets to reduce greenhouse-gas emissions and fossil fuel use over the next few years. As a consequence many manufacturers have latched onto futuristic ideas like hybrid-drive, battery-electric vehicles and fuel cells.
Mazda is different however. The Japanese manufacturer believes there's plenty of development potential left in internal combustion drivetrains. As we've reported previously, Mazda is going its own way with a raft of 'known quantity' solutions that have come to the fore over years of internal combustion engine development. The engineering program resulting from Mazda's 'sustainable zoom-zoom' philosophy is named 'SKYACTIV' and it embraces affordable fixes that can collectively reduce the fuel consumption of Mazda's product range by 30 per cent, between now and 2015.
As a taste of what SKYACTIV holds in store, Mazda shipped out a TPV (Technical Prove-out Vehicle) for a brief drive program around Melbourne's Sandown Racing Circuit earlier this week (pictured). Practically every facet of SKYACTIV development short of the SKYACTIV-G (petrol) engine was incorporated in the TPV.
The car (pictured) is a mule -- a current Mazda6 'top hat' on a new platform that is 50mm longer and about 120kg lighter than an equivalent variant from the current range. It's powered by the SKYACTIV-D diesel engine, which runs a remarkably low compression ratio of 14:1 -- roughly the same as the SKYACTIV-G petrol engine. With the lower compression ratio, the engine can make do with lighter internals (pistons, conrods, crankshaft) since these don't need to withstand the same pressures as turbodiesel engines running 18:1 or higher. The lighter mass of the reciprocating and rotating parts allows a higher rev range for the new engine. During the drive around Sandown, the diesel was consistently reaching 5500rpm, although Kiyoshi Fujiwara, the company's powertrain development guru, said that the recommended maximum speed for the engine was 5200rpm.
SKYACTIV is a four-fold approach, mostly centred around finding efficiency gains from: existing internal-combustion technology (petrol, diesel), transmission (epicyclic automatic, manual), body and chassis. By honing existing technology, it's a cheaper alternative to hybrids and battery-electric vehicles that require additional hardware, some of which impose a substantial cost on the production of the car -- lithium-ion batteries being one example.
According to Mazda, SKYACTIV is a 'building block' strategy that can combine with 'electric devices' -- hybrids and EVs -- to reduce global fossil fuel consumption and greenhouse gas emissions. The company's idle-stop is one link between the internal combustion technology and hybrid-drive systems. A guiding element in the SKYACTIV program is that the engines developed will be compatible with both idle-stop and hybrid-drive systems. Hybrids are the link to EVs and fuel-cell vehicles. Mazda believes, as do other manufacturers, that the majority of road transport will remain powered by internal-combustion engines for the next decade. That was why the SKYACTIV program focuses principally on improving internal combustion technology.
Engines
The typical internal-combustion-engine (ICE) car is only around 30 per cent efficient. According to Mazda, future technological developments might yield ICE engines up to 60 per cent efficient. This will result from HCCI technology (Homogeneous Charge Compression Ignition) -- a next-generation technology that employs lean-burn combustion in an engine with a super-high compression ratio to reduce NOx and CO2 emissions beyond the levels possible with today's technology. HCCI, which is possibly better known by the Mercedes-Benz name 'DiesOtto', is still some way off from real-world application, but it's just over the horizon.
Four types of energy loss contribute to the ICE's lack of efficiency: Exhaust, Cooling, Mechanical and pumping. In the early stages of the SKYACTIV program, Mazda engineers settled on compression ratio as the best means of controlling the level of efficiency loss in both petrol (SKYACTIV-G) and diesel (SKYACTIV-D) engines, but while the tactic was to raise compression as high as possible in the petrol engine, the diesel required a lower compression ratio. The ideal solution was a ratio of 14:1 for both.
SKYACTIV-G is aimed at increasing thermal efficiency through raising the compression ratio and reducing residual exhaust gases in each cylinder during the intake stroke. Fuel economy is improved to around the same level as a current-generation diesel of the same capacity. The petrol engine also gains from low-friction components for the crankshaft, pistons, conrods, the valvetrain, oil pump and water pump.
SKYACTIV-D (the diesel engine with two-stage turbocharger), relies on its lower compression ratio to allow engineers the opportunity to adjust ignition timing so that the engine meets current and coming emissions standards, while delivering a 20 per cent improvement in fuel consumption. Power delivery is smoother too, says Mazda, and the engine isn't hobbled with turbo lag as current generation engines can be. Importantly, the new diesel meets Euro 6, US Tier2/Bin 5 and Japan's Post New Long-Term Emission Regulations -- without aftertreatment systems.
Soot and NOx emissions occur when heterogeneous combustion takes place in localised parts of the combustion chamber. This is due to the very high temperatures when the piston reaches Top Dead Centre. To overcome this and meet diesel emission standards, manufacturers have opted for combustion to be timed with the descent of the piston on the power stroke, when internal temperatures are slightly cooler, but the downside is that the engine uses more fuel than desireable.
SKYACTIV-D's lower compression ratio ensures cooler temperatures in the combustion chambers, even at Top Dead Centre. Fuel can be injected at that point in the cycle and, because combustion is slower, there's an opportunity for the fuel and oxygen to burn in a leaner ratio, right across the combustion chamber.
The lower compression ratio places a lower level of stress on the engine's internal components, as mentioned already. During Mazda's Technical Forum, the press were able to lift pistons and crankshafts of current engines and compare them for weight against the SKYACTIV-D equivalents. There was no doubt that the newer components were lighter and that weight reduction was clearly evident just from manhandling them.
These lighter parts lead to lower reciprocating and rotating mass, which provides the means for the engine to reach speeds not normally associated with diesels -- speeds above 5000rpm. The engine block too, has been lightened by 25kg, to reduce the weight the car is carrying around -- and consequently reduce fuel use. In addition, the crankshaft journal diameter is reduced from 60mm to 52mm, reducing friction and increasing efficiency.
One factor working against low-compression diesels in the past was the degree of difficulty associated with cold starting. Mazda claims to have overcome this through specifying multi-hole piezo injectors and a variable valve lift mechanism. The piezo injectors deliver the fuel very precisely and the variable valve lift mechanism allows exhaust gas to be drawn back into the cylinder during the cold-starting intake stroke. This warms the combustion chamber in anticipation of the next fuel/air charge to be drawn into the chamber.
Transmissions
Mazda is working on more efficient transmissions in the two most popular forms: manual and epicyclic auto. SKYACTIV-DRIVE, as the auto is known, will be offered in two forms, one capable of handling up to 270Nm of torque and the other rated up to 460Nm. Mazda estimates the fuel reduction using this type of transmission will be in the region of four to seven per cent. Being a six-speeder, it offers an immediate benefit over the auto boxes Mazda currently offers in its product range. Added to that, the SKYACTIV-DRIVE units incorporate a greater range of damper-clutch operation, locking up the torque converter over a range 64 per cent greater than the company's current five-speed auto.
Among the upgraded features that set the SKYACTIV-DRIVE transmission apart from current-generation automatics are: compact torus, more durable clutch, a direct linear solenoid in the actuator and a mechatronic module within the transmission to carry out the functions of separate hydraulic control device and external ECU. In combination, these features reduce fuel consumption naturally, but also help the transmission to meet Mazda's various design criteria. The company claims that the transmission offers the launch feel of a CVT or conventional epicyclic box and the direct in-gear feel of a dual-clutch transmission.
SKYACTIV-MT is the manual transmission developed through the SKYACTIV program. As for the automatic equivalent, the manual is rated for two different torque figures: 270 and 460Nm. Both gearboxes are designed to confer the same "crisp" shift quality of the MX-5, without being any heavier to operate. Among the various ways of achieving this, Mazda opted for a system with the first gear placed at the top of the cluster, exploiting the gear's weight through the shifter to ease quick shifting into higher gears. Other elements enhancing shift quality included: a lock-ball-type synchroniser, shift-load canceller and slide ball bearing.
Mazda has devised ways of reducing the overall size of the transmissions, as well as cutting out weight and efficiency losses due to internal friction. The smaller unit (up to 270Nm) features two shafts, whereas the larger transmission is based around three shafts. To keep dimensions compact, the larger transmission features a common gear for second and third (as is the case too with the smaller transmission), plus a common first/reverse gear that allowed the engineers to dispense with a separate idle shaft for reverse. All up, the larger transmission's geartrain is 3kg lighter.
Body and Chassis
Reducing weight in the body and chassis for the sake improving fuel efficiency was a case of straightening and extending structural members for SKYACTIV models. By taking out the 'deflections' in the structural members and making 'discontinuous' members continue, Mazda engineers have found a way of lightening the platform without detracting from crash safety.
Where box sections and subframes curved over suspension mounting locations in the current cars, the SKYACTIV team has straightened out those members, which are often constituent parts of the multi-load crash structure.
Mazda has also determined that a dual brace system (joining framework directly to the body) and creating a circular structure for reinforcement adds to the car's total structural integrity. The roof rail section is to be bonded (by welding) to the rear frame and use of high-tensile strength steel will rise from 40 per cent in current models to 60 per cent for the next-generation SKYACTIV models.
The chassis and underpinnings of SKYACTIV models will further reduce fuel consumption, but not at the expense of driver satisfaction, Mazda claims. Electric power steering reduces power take-off from the engine and the front and rear suspension subframes are lighter, but offering enhanced rigidity. Finally, Mazda will do away with welded flanges in its cross member joins, instead having the narrower, lower section welded in place, sitting within the upper section.
The engineering involved in the cross-member joining calls for different manufacturing work-arounds, but that's symptomatic of the whole SKYACTIV program. It's holistic, but also realistic, as far as technological advances go.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Đăng ký:
Bài đăng (Atom)