The V8 Super car games Championship schedule for next year is an improvement on this year's, but there's no new Singapore event - and Bahrain has dropped off
A truly national V8 Supercar Championship again
V8 Supercars Australia has finally announced its calendar for next year's championship -- and much improved it is, with Western Australia back in the series, Queensland Raceway retained and a much shorter mid-season break than the nine weeks this year.
One Middle East event has been lost, from Bahrain, leaving an early gap in the season before Adelaide's Clipsal 500, and there is no new Singapore round -- although there may be from 2012, but at a new permanent circuit rather than as part of the Singapore Grand Prix.
The championship will have 14 rounds again and be launched with a pre-season test at Sydney's Eastern Creek -- even though a round is no longer held there.
With Perth's Barbagallo Raceway back as the fourth round in early May, the championship becomes truly national again, visiting every Australian state.
After Perth was dropped from this year's schedule just before the season began, the WA government had already committed to assist with an upgrade of the Wanneroo venue, although the biggest changes won't be in place until 2012.
"V8 Supercars looks forward to the new facilities that will be in place in Perth by the time of the 2012 championship event," V8 Supercars Australia chief executive Martin Whitaker said.
The series will begin for the second year at the elaborate Yas Marina circuit in Abu Dhabi in early February, with the next round being Adelaide's Clipsal 500 in mid-March.
A new deal has been struck to retain a round at Ipswich's Queensland Raceway but it moves back in the season to August -- the final event before the endurance rounds.
"We thank both the Queensland Government and the Ipswich City Council for their efforts and assistance getting this venue locked into the championship," Whitaker said.
"The support that we have received from both the government and the council gives us the opportunity of creating a real differentiator for the championship at Queensland Raceway.
"Our plans are to announce an exciting new development in late November."
There had been speculation for some months of the V8 Supercars being added to the Singapore GP program in late September, but that has come to nought.
"We came to the decision, due to commercial and logistical reasons, to concentrate on the new permanent circuit at Changi (near Singapore's airport) which opens in early 2012 rather than the GP in September," Whitaker said.
"The close proximity to the Supercheap Auto Bathurst 1000 and our objective of trying to accommodate Singapore as a full championship round made it very difficult for all parties, particularly our teams, to come to an agreement.
"We look forward to including Singapore in the March-April period of 2012."
Bahrain, the first Middle East venue for the V8 Supercars in 2006 and which this year formed a Gulf region double-header with Abu Dhabi at the start of the season, has dropped off the calendar, supposedly because of congestion in the desert circuit's schedule.
There is no word on whether a Bahrain round will be resurrected beyond 2011, but both sides have spoken kindly of each other.
An announcement from Bahrain said: "The decision not to host the Desert 400 was driven by the constraints of Bahrain International circuit's international racing calendar, as Bahrain prepares to host a GP2 event in February and the opening round of the 2011 Formula One World Championship on March 11-13, 2011."
BIC chief executive Sheik Salman bin Isa Al Khalifa said: "This has been a very big decision for the BIC and could only been achieved thanks to our long-standing partnership with (V8 Supercars chairman) Tony Cochrane and his team at the V8 Supercars Championship Series.
"After four world-class events together, all of us at the BIC are grateful for their understanding of the logistical challenges that faced Bahrain in trying to organise two major international race meetings in the timeframe available.
"The Desert 400 has built innumerable links between the Middle East and the competitors, fans and organisers of the V8 Supercars -- we have many friends in the Australian V8 series and we will continue to track the championship with interest and maintain our great relationship in the future."
V8 Supercar CEO Whitaker, who was recruited from the BIC, said: "Bahrain was the pioneer of V8 Supercars racing in the Middle East.
"The success of the race was the catalyst for developing the double-header with Abu Dhabi, but we fully understand the challenges that Bahrain is now facing with the proximity of the Desert 400 to the opening round of the F1 world championship.
There will always be a really strong affinity and friendship between the Kingdom of Bahrain, Bahrain International Circuit and V8 Supercars and we wish them luck in the future as the circuit continues to lead the development of motorsport and corporate hospitality in the region".
2011 V8 Supercar calendar
February 10-12 - Yas Marina 400, Abu Dhabi
March 17-20 - Clipsal 500 Adelaide (F)
March 24-27 - Australian Grand Prix (non-championship), Albert Park, Melbourne
April 15-17 - ITM 400, Hamilton, New Zealand
May 6-8 - Barbagallo Raceway, Perth, WA (F)
May 20-22 - Winton Motor Raceway, Vic
June 17-19 - SkyCity Triple Crown, Hidden Valley, Darwin, NT
July 8-10 - Sucrogen 400, Reid Park, Townsville (F)
August 19-21 - Queensland Raceway, Ipswich, Q'ld (F)
September 16-18 - L&H 500, Phillip Island, Victoria
October 6-9 - Supercheap Auto 1000, Mt Panorama, Bathurst, NSW (F)
October 21-23 - Armor All Gold Coast 600, Surfers Paradise, Q'ld
November 11-13 - Falken Tasmania Challenge, Symmons Plains, Launceston, Tas
November 18-20 - Norton 360 Challenge, Sandown Raceway, Melbourne, Vic (F)
December 2-4 - Sydney Telstra 500, Homebush, NSW (F)
F = Fujitsu V8 Supercar Series round
NASCAR set for thriller finale
NASCAR is set for its most intense conclusion to its Sprint Cup for years after the latest round on the 4.283km Talladega Superspeedway, where lap averages topped 200mph (320kmh) at times over the weekend -- despite restrictor plates.
With only three races remaining this season -- in Texas, Phoenix and Homestead in Florida -- Jimmie Johnson, champion the past four years, leads Denny Hamlin by 14 points and Kevin Harvick by 38.
Australia's Marcos Ambrose has led the past two Cup races but wound up only 34th at Talladega after a bump late in the race sent him into a spin, damaging his Toyota.
Clint Bowyer edged Richard Childress Racing teammate Kevin Harvick for the win as a last-lap caution froze the field with the Chevrolet drivers almost in a dead heat.
The race produced 87 lead changes -- the second most in NASCAR history.
A multi-car accident -- traditional in the closing stages at Talladega - sent A.J. Allmendinger's Ford flipping across the track as the leaders roared toward the white flag, bringing out the final caution.
Bowyer remains 12th -- and last -- in The Chase for the title after being penalised at the first of the final 10 rounds, but he is only 50 points out of seventh place.
F1 refugee Juan Pablo Montoya finished third at Talladega to complete a Chevrolet sweep of the podium places, followed by David Reutimann and youngster Joey Logano in Toyotas.
Harvick received significant front-end damage with 48 laps to go when Ambrose slid in heavy traffic and turned left into his path.
Harvick hit Ambrose's Camry in the left front and the Chevy looked to be too damaged to remain a contender for victory.
However, Harvick used drafting partners to perfection in the closing stages and hooked up with Reutimann as he challenged for the win.
"It (the contact with Ambrose) definitely didn't help, but we still were able to get up in the right position," Harvick said.
Denny Hamlin's championship hopes looked in jeopardy as he dropped off the lead lap mid-race but he received the free pass, returning him to the lead lap, after the caution flags flew from the Ambrose-Harvick incident.
Hamlin finished ninth -- two places behind Johnson.
Ambrose said his car had been quick "but once again things didn't work out as planned".
"The speed was there to run with the best of them, and we were lining up for a big finish," Ambrose said. "It's a shame about the (late) spin, but that's racing in the pack at Talladega.
"The crew did an awesome job to get the car back out there running (after earlier incidents, including a bump from Bowyer than sent him into Harvick), we tried playing the waiting game, but the cautions never came.
"Even though the season is winding up, we're still giving it everything - bring on Texas next weekend."
NASCAR Sprint Cup after 33 of 36 rounds - Jimmie Johnson (Chevrolet) 6149 points, Denny Hamlin (Toyota) 6139, Kevin Harvick (Chevrolet) 6126, Jeff Gordon (Chevrolet) 5934, Kyle Busch (Toyota) 5919, Carl Edwards (Ford) 5902, Tony Stewart (Chevrolet) 5841, Matt Kenseth (Ford) 5825, Kurt Busch (Dodge) 5796, Jeff Burton (Chevrolet) 5797, Clint Bowyer (Chevrolet) 5788, Greg Biffle (Ford) 5767. Australia's Marcos Ambrose (Toyota) is 26th on 3113 points.
Image: Ipswich 300 2010 Queensland Raceway jamiewhincup.com.au
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Thứ Tư, 28 tháng 3, 2012
Nissan Patrol diesel delayed until 2013
And right-hand drive petrol is at least a year away
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Despite its appearance at the recent 2010 Sydney motor show, the all-new Nissan Patrol, powered by a 5.6-litre petrol V8, is still a year away from local showrooms. And fans of diesel power will have to wait up to three years for the all-new model.
The news was confirmed by the Chief Operating Officer of Nissan, Toshiyuki Shiga, on a recent visit to Australia during the show.
After a speech to the media declaring "Nissan has never been more committed to Australia than it is right now," he later admitted that one of Australia's favourite heavy-duty four-wheel drives had slipped down the priority list because of the Global Financial Crisis, and tough new emissions regulations in Europe.
In the interim, Nissan Australia will continue to sell the current model 3.0-litre turbodiesel Patrol indefinitely.
"The program is alive but it is still under study," Shiga-san told the Carsales Network.
"One of the reasons we are delaying the decision on the diesel is the new emissions regulations in the European market. It is very difficult because it is a heavy vehicle."
The new Patrol is longer, wider, taller and heavier than the Toyota LandCruiser 200 Series and shares some of its underbody and structure with an Infiniti SUV sold in North America and other markets.
The Carsales Network has been told that Nissan is yet to decide which diesel engine to use in the new Patrol. One option is to redevelop Nissan's current 3.0-litre turbodiesel to meet new emissions standards, another option is to use a 3.0-litre turbodiesel V6 from Renault. Shiga-san said, there was also a possibility of utilising a DaimlerChrylser diesel engine.
"We have three choices," he said, "and we discuss these matters."
When asked if there was a chance Nissan may not build a diesel Patrol at all if it becomes too expensive (the only likely markets are Europe and Australia), Shiga-san repeated earlier comments: "The program is still alive. But it is still under study. It will definitely be after 2012. We are only now developing the right hand drive [petrol version]."
The new generation Patrol was developed mainly with the Middle East in mind, which is a left-hand drive, primarily petrol-engined market.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
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Despite its appearance at the recent 2010 Sydney motor show, the all-new Nissan Patrol, powered by a 5.6-litre petrol V8, is still a year away from local showrooms. And fans of diesel power will have to wait up to three years for the all-new model.
The news was confirmed by the Chief Operating Officer of Nissan, Toshiyuki Shiga, on a recent visit to Australia during the show.
After a speech to the media declaring "Nissan has never been more committed to Australia than it is right now," he later admitted that one of Australia's favourite heavy-duty four-wheel drives had slipped down the priority list because of the Global Financial Crisis, and tough new emissions regulations in Europe.
In the interim, Nissan Australia will continue to sell the current model 3.0-litre turbodiesel Patrol indefinitely.
"The program is alive but it is still under study," Shiga-san told the Carsales Network.
"One of the reasons we are delaying the decision on the diesel is the new emissions regulations in the European market. It is very difficult because it is a heavy vehicle."
The new Patrol is longer, wider, taller and heavier than the Toyota LandCruiser 200 Series and shares some of its underbody and structure with an Infiniti SUV sold in North America and other markets.
The Carsales Network has been told that Nissan is yet to decide which diesel engine to use in the new Patrol. One option is to redevelop Nissan's current 3.0-litre turbodiesel to meet new emissions standards, another option is to use a 3.0-litre turbodiesel V6 from Renault. Shiga-san said, there was also a possibility of utilising a DaimlerChrylser diesel engine.
"We have three choices," he said, "and we discuss these matters."
When asked if there was a chance Nissan may not build a diesel Patrol at all if it becomes too expensive (the only likely markets are Europe and Australia), Shiga-san repeated earlier comments: "The program is still alive. But it is still under study. It will definitely be after 2012. We are only now developing the right hand drive [petrol version]."
The new generation Patrol was developed mainly with the Middle East in mind, which is a left-hand drive, primarily petrol-engined market.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Fiat Mio: a car for the people, by the people
Futuristic commuter concept is the result of a massive online collaborative process involving the general public
discount new cars » Get the best price on a new Fiat Peugeot has previously enlisted the help of the general public to come up with a vision for the car of the future, and now Fiat has adopted the same approach to create a mini-commuter concept.
The offbeat Mio concept is a car created online by more than 17,000 people, and revealed at the Sao Paulo motor show in Brazil. The central thrust of the initiative was to make the car more personal.
The Mio measures less than 2.5m in length and its design highlights include covered wheels (to minimise drag and therefore increase efficiency), camouflaged headlights and a huge glasshouse. Inside, there are touch-screen controls and mobile phone integration technology.
The Mio reached fruition after an online collaborative process in which more than 17,000 people were involved, with the central theme being urban mobility and sustainability. It was "designed for a world where the driver can be simply a passenger and can have the vehicle controlled through intelligent means."
Fiat design boss Peter Fassbender was quoted by Autocar magazine as saying: "A good designer tries to realise the wishes of everyone, and with this concept car we were truly working on everybody's behalf."
The Mio's evolution involves several stages, with the first round of questions posed to the Mio community being about features and design. Later, users will be asked for branding and marketing ideas.
Brazil was chosen as the home for Fiat Mio because it's a digitally sophisticated and innovative market, and Fiat's largest after its home turf of Italy. Fiat is also Brazil's No1 car brand, with a market share of around 25 per cent, and the country's fifth-largest advertiser, spending about $80 million a year.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site.
discount new cars » Get the best price on a new Fiat Peugeot has previously enlisted the help of the general public to come up with a vision for the car of the future, and now Fiat has adopted the same approach to create a mini-commuter concept.
The offbeat Mio concept is a car created online by more than 17,000 people, and revealed at the Sao Paulo motor show in Brazil. The central thrust of the initiative was to make the car more personal.
The Mio measures less than 2.5m in length and its design highlights include covered wheels (to minimise drag and therefore increase efficiency), camouflaged headlights and a huge glasshouse. Inside, there are touch-screen controls and mobile phone integration technology.
The Mio reached fruition after an online collaborative process in which more than 17,000 people were involved, with the central theme being urban mobility and sustainability. It was "designed for a world where the driver can be simply a passenger and can have the vehicle controlled through intelligent means."
Fiat design boss Peter Fassbender was quoted by Autocar magazine as saying: "A good designer tries to realise the wishes of everyone, and with this concept car we were truly working on everybody's behalf."
The Mio's evolution involves several stages, with the first round of questions posed to the Mio community being about features and design. Later, users will be asked for branding and marketing ideas.
Brazil was chosen as the home for Fiat Mio because it's a digitally sophisticated and innovative market, and Fiat's largest after its home turf of Italy. Fiat is also Brazil's No1 car brand, with a market share of around 25 per cent, and the country's fifth-largest advertiser, spending about $80 million a year.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site.
Thứ Hai, 26 tháng 3, 2012
Mercedes BIOME: a true nature's child
Three-pointed star creates an ingenious vehicle that grows and thrives like the leaves on a tree
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This outlandish looking contraption is dubbed the 'BIOME' and is Mercedes-Benz's take on a vehicle that's fully integrated into the ecosystem -- from the moment of its creation right through to the end of its service life.
The hovercraft-like device was conceived for the Los Angeles Design Challenge by the designers from the Mercedes-Benz Advanced Design Studios in California.
This year the competition had called for the creation of a vision of a safe and comfortable 2+2 compact car featuring good handling and a first-class design, and with a kerb weight of only 1000lb (around 454kg).
The BIOME is fabricated from an ultralight material called BioFibre and tips the scales at just 875.5lb (around 394kg). Mercedes-Benz says this material is significantly lighter than metal or plastic, yet more robust than steel.
BioFibre is grown from proprietary DNA in the Mercedes-Benz nursery, where it collects energy from the sun and stores it in a liquid chemical bond called BioNectar4534 (yes, we agree, this does sound like it's straight out of a sci-fi movie).
As part of this process, the vehicle is created from two seeds: The interior of the BIOME grows from the DNA in the Mercedes star on the front of the vehicle, while the exterior grows from the star on the rear.
To meet specific customer requirements, the Mercedes star is genetically engineered in each case, and the vehicle "grows" when the genetic code is combined with the seed capsule. The wheels are grown from four separate seeds.
The Mercedes-Benz BIOME is also powered by BioNectar4534, which is stored in the BioFibre material of the chassis, interior, and wheels.
There's never likely to be a shortage of the substance as Mercedes-Benz has developed a technology to equip trees with special receptors that can collect the excess solar energy and turn it into BioNectar4534.
The BIOME's enviro credentials are hard to dispute. Apart from the fact it grows in a completely organic environment from seeds sown in a nursery, out on the road the car games emits pure oxygen (improving air quality in the process).
And rather than rotting away on a scrap heap at the end of its lifespan it can be simply composted or used as building material.
"As the inventor of the motor car, we wanted to illustrate the vision of the perfect vehicle of the future, which is created and functions in complete symbiosis with nature," said Mercedes-Benz Advanced Design Studios boss Hubert Lee.
"The Mercedes-Benz BIOME is a natural technology hybrid, and forms part of our earth's ecosystem. It grows and thrives like the leaves on a tree."
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 Mercedes-Benz
This outlandish looking contraption is dubbed the 'BIOME' and is Mercedes-Benz's take on a vehicle that's fully integrated into the ecosystem -- from the moment of its creation right through to the end of its service life.
The hovercraft-like device was conceived for the Los Angeles Design Challenge by the designers from the Mercedes-Benz Advanced Design Studios in California.
This year the competition had called for the creation of a vision of a safe and comfortable 2+2 compact car featuring good handling and a first-class design, and with a kerb weight of only 1000lb (around 454kg).
The BIOME is fabricated from an ultralight material called BioFibre and tips the scales at just 875.5lb (around 394kg). Mercedes-Benz says this material is significantly lighter than metal or plastic, yet more robust than steel.
BioFibre is grown from proprietary DNA in the Mercedes-Benz nursery, where it collects energy from the sun and stores it in a liquid chemical bond called BioNectar4534 (yes, we agree, this does sound like it's straight out of a sci-fi movie).
As part of this process, the vehicle is created from two seeds: The interior of the BIOME grows from the DNA in the Mercedes star on the front of the vehicle, while the exterior grows from the star on the rear.
To meet specific customer requirements, the Mercedes star is genetically engineered in each case, and the vehicle "grows" when the genetic code is combined with the seed capsule. The wheels are grown from four separate seeds.
The Mercedes-Benz BIOME is also powered by BioNectar4534, which is stored in the BioFibre material of the chassis, interior, and wheels.
There's never likely to be a shortage of the substance as Mercedes-Benz has developed a technology to equip trees with special receptors that can collect the excess solar energy and turn it into BioNectar4534.
The BIOME's enviro credentials are hard to dispute. Apart from the fact it grows in a completely organic environment from seeds sown in a nursery, out on the road the car games emits pure oxygen (improving air quality in the process).
And rather than rotting away on a scrap heap at the end of its lifespan it can be simply composted or used as building material.
"As the inventor of the motor car, we wanted to illustrate the vision of the perfect vehicle of the future, which is created and functions in complete symbiosis with nature," said Mercedes-Benz Advanced Design Studios boss Hubert Lee.
"The Mercedes-Benz BIOME is a natural technology hybrid, and forms part of our earth's ecosystem. It grows and thrives like the leaves on a tree."
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site.
Spot the difference: it's a MINI facelift
More power, better economy, a different bend in the bumper – and a bigger pricetag
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The most expensive small car in Australia just got a little dearer – but also a little more attractive.
The new MINI has come in for a mid-life makeover, although you can barely see where the surgery took place.
There's a different bend in the front bumper, new LED tail-lights, and much of the silver plastic in the cabin has been replaced by black plastic – and some dials have been replaced by buttons.
But the big news is under the bonnet – and in your wallet.
All the engines have been given a tune-up to either eek a fraction more power out of them or make them slightly more fuel efficient – or both.
The downside is that to save some money in fuel, the cost of each model has risen on average by $400 and $1000 depending on model variant (prices for each model are listed at the bottom of this story).
"We've put about $1500 worth of extra equipment in, so actually it's a better deal," says BMW Australia's PR and corporate communications manager, Piers Scott.
Extra equipment includes Bluetooth wireless phone connection, front fog lights, rain sensing wipers, and floor mats as standard across the new MINI range.
The new model also has a greater spectrum of interior lighting colours than before. Previously, every MINI had a choice of six mood lighting settings. Now, the maker says, advanced LED technology means there are up to 756 different colour combinations.
The car maker says the suspension has been given a mild tune-up as well.
The 1.6-litre petrol engine in the regular MINI Cooper goes up from 88 to 90kW (torque, 160Nm, is unchanged) and has trimmed its average fuel consumption rating from 5.8 to 5.4L/100km.
MINI Cooper S, powered by a 1.6-litre turbocharged petrol engine, goes up from 128 to 135kW (torque, 240 to 260Nm depending on the overboost mode, is unchanged) and has trimmed its average fuel consumption rating from 6.9 to 5.8L/100km.
While the 1.6-litre turbo diesel engine in the MINI Cooper D may be the same capacity as before, but it is an all-new design borrowed from the BMW 1 Series diesel engine family. Power is up from 80 to 82kW but torque is the big improver – up from 240 to 270Nm.
The result is a slightly swifter run to 100km/h (down from 9.9 to 9.7 seconds) and a 0.1L/100km fuel saving to 3.8L/100km. As before, the Cooper D is only available with a six-speed manual transmission (all other MINI models are available with auto or manual). But an all-new 2.0-litre turbo diesel due in March 2011 will be available exclusively with an automatic transmission.
At the launch of the facelifted MINI in Melbourne today the company defended the subtle styling changes saying that it protects the resale values of the cars that are already on the road.
"A lot of customers can't pick the new one from the old one and we see that as a good thing," explained Scott. "The changes are subtle but significant."
Almost 17,000 new MINIs have been sold locally since 2001.
Its record year was in 2007 when the maker switched from the first generation to the second generation model, and 2269 new MINIs were sold.
Since then, MINI has averaged 2000 sales a year but has already overtaken that amount so far this year and is on track for another record in 2010.
Visit the Carsales Network again for our local launch review of the revised MINI range.
Australian pricing for new MINI:
MINI Cooper $31,500
MINI Cooper S $40,500
MINI Cooper D $34,750
MINI John Cooper Works $49,200
MINI Cooper Clubman $34,800
MINI Cooper S Clubman $43,800
MINI John Cooper Works Clubman $51,700
MINI Cooper Cabrio $40,200
MINI Cooper S Cabrio $48,600
MINI John Cooper Works Cabrio $57,300
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
discount new cars » Get the best price on a new MINI
The most expensive small car in Australia just got a little dearer – but also a little more attractive.
The new MINI has come in for a mid-life makeover, although you can barely see where the surgery took place.
There's a different bend in the front bumper, new LED tail-lights, and much of the silver plastic in the cabin has been replaced by black plastic – and some dials have been replaced by buttons.
But the big news is under the bonnet – and in your wallet.
All the engines have been given a tune-up to either eek a fraction more power out of them or make them slightly more fuel efficient – or both.
The downside is that to save some money in fuel, the cost of each model has risen on average by $400 and $1000 depending on model variant (prices for each model are listed at the bottom of this story).
"We've put about $1500 worth of extra equipment in, so actually it's a better deal," says BMW Australia's PR and corporate communications manager, Piers Scott.
Extra equipment includes Bluetooth wireless phone connection, front fog lights, rain sensing wipers, and floor mats as standard across the new MINI range.
The new model also has a greater spectrum of interior lighting colours than before. Previously, every MINI had a choice of six mood lighting settings. Now, the maker says, advanced LED technology means there are up to 756 different colour combinations.
The car maker says the suspension has been given a mild tune-up as well.
The 1.6-litre petrol engine in the regular MINI Cooper goes up from 88 to 90kW (torque, 160Nm, is unchanged) and has trimmed its average fuel consumption rating from 5.8 to 5.4L/100km.
MINI Cooper S, powered by a 1.6-litre turbocharged petrol engine, goes up from 128 to 135kW (torque, 240 to 260Nm depending on the overboost mode, is unchanged) and has trimmed its average fuel consumption rating from 6.9 to 5.8L/100km.
While the 1.6-litre turbo diesel engine in the MINI Cooper D may be the same capacity as before, but it is an all-new design borrowed from the BMW 1 Series diesel engine family. Power is up from 80 to 82kW but torque is the big improver – up from 240 to 270Nm.
The result is a slightly swifter run to 100km/h (down from 9.9 to 9.7 seconds) and a 0.1L/100km fuel saving to 3.8L/100km. As before, the Cooper D is only available with a six-speed manual transmission (all other MINI models are available with auto or manual). But an all-new 2.0-litre turbo diesel due in March 2011 will be available exclusively with an automatic transmission.
At the launch of the facelifted MINI in Melbourne today the company defended the subtle styling changes saying that it protects the resale values of the cars that are already on the road.
"A lot of customers can't pick the new one from the old one and we see that as a good thing," explained Scott. "The changes are subtle but significant."
Almost 17,000 new MINIs have been sold locally since 2001.
Its record year was in 2007 when the maker switched from the first generation to the second generation model, and 2269 new MINIs were sold.
Since then, MINI has averaged 2000 sales a year but has already overtaken that amount so far this year and is on track for another record in 2010.
Visit the Carsales Network again for our local launch review of the revised MINI range.
Australian pricing for new MINI:
MINI Cooper $31,500
MINI Cooper S $40,500
MINI Cooper D $34,750
MINI John Cooper Works $49,200
MINI Cooper Clubman $34,800
MINI Cooper S Clubman $43,800
MINI John Cooper Works Clubman $51,700
MINI Cooper Cabrio $40,200
MINI Cooper S Cabrio $48,600
MINI John Cooper Works Cabrio $57,300
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
High value for revised Alto
Suzuki adds more kit and standard stability control to its frugal sub-light hatch
discount new cars » Get the best price on a new Suzuki
Stability control will feature as standard on the revised 2011 Suzuki Alto range with no change to its list price.
Both the entry-level Alto GL and the up-spec Alto GLX will receive the potentially lifesaving technology in addition to the already standard anti-lock brakes and six airbag package.
Additionally, Alto GL will now include a dashboard-mounted tachometer (previously only on GLX), body-coloured door handles and external mirrors, plus driver's seat height adjustment.
The range topping Alto GLX gains added equipment too scoring alloy wheels and front fog lamps.
"Unlike some of our competitors, we have included the potentially lifesaving technology at no extra charge to customers" said Suzuki Australia's General Manager, Tony Devers.
"At just $12,490 drive-away for the five-speed manual, there is no car that matches the Alto's combination of four-star safety – including six air-bags – and value.
"Customers who prefer not to change gears themselves can drive away with the Alto GL four-speed automatic for just $13,990.
"With this upgrade Suzuki is once again redefining the term 'value for money'
"With a fuel economy of just 4.7 litres per 100 kilometres, Alto has always been one of the cleanest cars on the planet. Now with the addition of
ESP as standard across the range it's also one of the safest."
The revised Suzuki Alto will be in showrooms from December 1.
2011 Suzuki Alto drive-away pricing:
Alto GL $12,490 (man) / $13,990 (auto)
Alto GLX $12,990 (man) / $14,490 (auto)
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
discount new cars » Get the best price on a new Suzuki
Stability control will feature as standard on the revised 2011 Suzuki Alto range with no change to its list price.
Both the entry-level Alto GL and the up-spec Alto GLX will receive the potentially lifesaving technology in addition to the already standard anti-lock brakes and six airbag package.
Additionally, Alto GL will now include a dashboard-mounted tachometer (previously only on GLX), body-coloured door handles and external mirrors, plus driver's seat height adjustment.
The range topping Alto GLX gains added equipment too scoring alloy wheels and front fog lamps.
"Unlike some of our competitors, we have included the potentially lifesaving technology at no extra charge to customers" said Suzuki Australia's General Manager, Tony Devers.
"At just $12,490 drive-away for the five-speed manual, there is no car that matches the Alto's combination of four-star safety – including six air-bags – and value.
"Customers who prefer not to change gears themselves can drive away with the Alto GL four-speed automatic for just $13,990.
"With this upgrade Suzuki is once again redefining the term 'value for money'
"With a fuel economy of just 4.7 litres per 100 kilometres, Alto has always been one of the cleanest cars on the planet. Now with the addition of
ESP as standard across the range it's also one of the safest."
The revised Suzuki Alto will be in showrooms from December 1.
2011 Suzuki Alto drive-away pricing:
Alto GL $12,490 (man) / $13,990 (auto)
Alto GLX $12,990 (man) / $14,490 (auto)
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Tom Walkinshaw dead - what now for HSV?
The man who has owned Holden Special Vehicles, Tom Walkinshaw, died in Britain overnight and clarification is now awaited on what it means for his Australian operations
International automotive entrepreneur Tom Walkinshaw has died, raising questions about the future ownership and direction of Holden Special Vehicles.
Scotsman Walkinshaw has owned and operated HSV for more than two decades.
Walkinshaw, who was 64, had been suffering from cancer.
He had operated automotive engineering and motor racing businesses on behalf of various car games manufacturers in many countries over a long period.
However, his fortunes took a severe hit in 2002 when his Arrows Formula One team collapsed after missing several grands prix under the weight of heavy debts.
HSV remained a core operation for Walkinshaw throughout and beyond those difficulties.
Through his HSV ownership he also operated the Holden Racing Team, although for several years after the Arrows problems the V8 Supercar team was in the hands of superstar Australian driver Mark Skaife.
Apart from his motor businesses, Walkinshaw was a passionate rugby man and chairman of the Gloucester club in Britain.
Among his many roles in motor racing he was at one time chairman of the prestigious British Racing Drivers' Club (BRDC), operator of the Silverstone circuit -- home of the British GP.
He had great success campaigning Jaguar sportscars, winning the Le Mans 24-hour classic in 1988 and 1990.
He also competed successfully with Jaguars at Bathurst before the HSV deal.
In the early 1990s he became the engineering director of the Benetton F1 team and was described today by Reuters as having been "instrumental" in enticing Michael Schumacher to the Italian clothing company's team immediately after his GP debut with Jordan in 1991.
Before Schumacher departed to join Ferrari the Scotsman moved -- or was moved - out of Benetton to the Ligier team, and then in 1996 he acquired Arrows.
By the time it folded in 2002 Arrows had contested 382 GPs without winning any.
News of Walkinshaw's death was breaking in Australia this morning, with statements expected within hours on what it will mean for HSV.
British driver Mark Blundell was one of the first to comment on Walkinshaw's passing, calling it "a great loss to the world of motorsport -- good driver and team owner, RIP".
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site.
International automotive entrepreneur Tom Walkinshaw has died, raising questions about the future ownership and direction of Holden Special Vehicles.
Scotsman Walkinshaw has owned and operated HSV for more than two decades.
Walkinshaw, who was 64, had been suffering from cancer.
He had operated automotive engineering and motor racing businesses on behalf of various car games manufacturers in many countries over a long period.
However, his fortunes took a severe hit in 2002 when his Arrows Formula One team collapsed after missing several grands prix under the weight of heavy debts.
HSV remained a core operation for Walkinshaw throughout and beyond those difficulties.
Through his HSV ownership he also operated the Holden Racing Team, although for several years after the Arrows problems the V8 Supercar team was in the hands of superstar Australian driver Mark Skaife.
Apart from his motor businesses, Walkinshaw was a passionate rugby man and chairman of the Gloucester club in Britain.
Among his many roles in motor racing he was at one time chairman of the prestigious British Racing Drivers' Club (BRDC), operator of the Silverstone circuit -- home of the British GP.
He had great success campaigning Jaguar sportscars, winning the Le Mans 24-hour classic in 1988 and 1990.
He also competed successfully with Jaguars at Bathurst before the HSV deal.
In the early 1990s he became the engineering director of the Benetton F1 team and was described today by Reuters as having been "instrumental" in enticing Michael Schumacher to the Italian clothing company's team immediately after his GP debut with Jordan in 1991.
Before Schumacher departed to join Ferrari the Scotsman moved -- or was moved - out of Benetton to the Ligier team, and then in 1996 he acquired Arrows.
By the time it folded in 2002 Arrows had contested 382 GPs without winning any.
News of Walkinshaw's death was breaking in Australia this morning, with statements expected within hours on what it will mean for HSV.
British driver Mark Blundell was one of the first to comment on Walkinshaw's passing, calling it "a great loss to the world of motorsport -- good driver and team owner, RIP".
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site.
MOTORSPORT: F1 door opens for VW
"Greener" engines are on the way in Formula One, which could be enough to lure Volkswagen, while Renault has reverted to being only an engine supplier in the sport, and there's double vision on Lotus
Turbos -- and fuel efficiency -- in from 2013
Another car manufacturer is out of Formula One as a team entrant, but an even bigger one finally may be enticed to enter -- by the introduction of "green" engines from 2013.
The Volkswagen group has been party to the framing of the new regulations from that year and its motorsport adviser, German former F1 driver Hans-Joachim Stuck, is delighted with them.
This is sure to increase anticipation that VW will enter F1 [Formula 3 car pictured], using either the Audi or Porsche brands. In any case, it may stop short of outright team ownership, perhaps preferring to be purely an engine supplier.
That is what Renault has reverted to, although its name will remain -- for now at least -- on what has been its team in recent years.
F1 has lost BMW, Honda and Toyota in the past couple of years and would welcome another manufacturer, especially VW.
The 2013 engine rules announced in recent days stipulate 1.6-litre, four-cylinder turbos, with fuel efficiency targeted to increase by 35 per cent.
There are plans for advanced "compound" turbos to be introduced in later years and for the power of kinetic energy recovery systems (KERS) to increase from 60kW when reintroduced next year to 120kW in 2013.
The new engines will not do more than 12,000 revs per minute, compared with the existing normally-aspirated V8s that spin at 18,000rpm.
Ferrari is not happy about the new engine rules -- it wanted 1.8-litre V6s if they had to be turbos.
And F1 commercial supremo Bernie Ecclestone wanted to stick with the existing 2.4-litre normally-aspirated V8s.
Among other changes from next year will be the introduction of moveable rear wings in the hope of producing more overtaking -- they will be activated when one car is within a second of another in front of it.
And the written ban on "team orders" has been abolished, although there is still scope for penalties under a clause that forbids "any fraudulent conduct or any act prejudicial to the interests of any competition, or to the interests of motorsport generally".
Ferrari, historically the main user of "team orders", is delighted at the development.
"Finally, we have said goodbye to this pointless hypocrisy. For us, F1 is a team sport. We've always maintained that it should be treated as such," Ferrari team chief Stefano Domenicali said.
British F1 telecaster the BBC's website has kept a close tab on the formulation of the new rules and has a comprehensive wrap on them here, making the point that the changes are "an attempt to mirror the trend towards fuel-efficiency in road cars and to popularise it, increasing public demand for such engines".
However, it does not mention what we understand to be the new limits on the number of engines drivers will be allowed -- five in 2013 and four beyond that, compared with eight this year.
VW has hinted for some time at entering F1 as either an engine supplier or team entrant if a "world engine" was introduced -- and it now seems the way is clear for it from 2013.
European reports suggest an announcement could come even before the start of next season.
"We are delighted and welcome this decision -- this is not just great for F1, but for the whole of motorsport and will push it in right way," Stuck told Motorsport-Total.
Audi's head of engine technology, Ullrich Baretzky, participated in the negotiations that preceded the engine announcement by the Federation Internationale de l'Automobile (FIA).
While Audi is seen in some quarters as the most likely VW brand to promote if the group decides on an F1 campaign, others see Porsche as more obvious.
Porsche's new chief, Matthias Mueller, has told the Westfalen Blatt newspaper: "F1 is a drivers' world championship, with the focus on the sponsors and the manufacturers only secondary. For us, this is a clear drawback. However, if the VW Group was interested, then Porsche would surely be the brand that would work best."
Now it's double vision on Lotus
The entry list for F1 next year has two Lotus teams -- the one that entered the sport this year bearing the legendary Team Lotus name and which didn't score a world championship point, and now Lotus Renault GP.
This is the former Benetton and Renault factory team in which European investment group Genii Capital already held an effectively controlling stake.
Genii now has Lotus Group, the sports car maker owned by Malaysia's Proton, as a partner and sponsor.
This team will field its cars in the black and gold colours that Lotus sported during the days of the John Player tobacco sponsorship.
Team Lotus had also intended running in black and gold next season but instead has decided to stick to green and yellow -- the original Lotus colours, and which team principal Tony Fernandes claims will be more appropriate in view of F1's move towards "green" engines.
Both teams will use Renault engines, as will Red Bull Racing again.
There is a lot of angst already between the two Lotus teams -- and concern on the part of David Hunt, brother of late 1976 world champion James Hunt and who held the rights to the Team Lotus name for years until selling it to Fernandes.
Webber made for Ferrari, says Ecclestone
We're pretty certain Mark Webber will remain with Red Bull Racing next season, as he is contracted, but yet again his name has been linked to Ferrari -- this time by Bernie Ecclestone.
The F1 supremo has said, curiously, in the foreword to the Official Formula 1 Season Review 2010, that the Australian is the kind of driver the Old Man -- the late Enzo Ferrari -- would have approved of, and that he could have been world champion given the right machinery in the past.
"Had Webber been in a good car five years ago, maybe he would have been world champion five years ago," Ecclestone said.
"I think he's a Ferrari driver as he's got the sort of character the Old Man would have liked."
Piquets winners in 'Crashgate' case
Renault has apologised in to Brazilian triple world champion Nelson Piquet and his son, Nelson Junior, who drove for the manufacturer for 18 months, over claims in the infamous "Crashgate" affair that the pair had made up allegations against its team.
Renault has paid a six-figure sum in costs and libel damages.
In a press release issued in September last year Renault accused Piquet Junior and his father of concocting the allegation that the driver had caused a deliberate accident at the 2008 Singapore GP to benefit his teammate, Fernando Alonso.
Renault has now accepted that the allegations "were wholly untrue and unfounded" and withdrawn them "unequivocally".
Former Renault team boss Flavio Briatore was effectively banned from motorsport for life at "Crashgate" but that ruling was overturned last year by a French court and he was in the paddock at several GPs this year.
And in the V8 Supercar off-season...
On the V8 Supercar front:
>> New champion James Courtney's switch from Dick Johnson/Jim Beam Racing to Toll Holden Racing is expected to be confirmed sooner rather than later, although it may be delayed a little by the death of Holden Special Vehicles boss Tom Walkinshaw in Britain overnight.
>> Under the headline 'What a waste: how NSW blew $2m a day', Sydney's Sun-Herald newspaper reported yesterday that "$10 million (was) dropped on the bungled handling of the V8 Supercars contract (for the Sydney Telstra 500 at Homebush) by former minister Ian Macdonald", see here
>> In New Zealand, the Waikato Times has reported, under the headline '$27 million shock for ratepayers', that the staging the Hamilton 400 over the last three years has cost more than double the amount previously understood, see here
>> And The Australian newspaper today reports extensively on V8 Supercar chief Tony Cochrane's views on the sport's TV future, including some rounds perhaps going to secondary digital channels, see here
Variety the little spice in little field
A disappointing entry for the first Eastern Creek Eight-Hour production car race at the weekend, with only 15 starters and eight finishers -- but five different makes of car in the top five.
Jim Hunter, Barton Mawer and Gavin Bullas won in a Subaru WRX STi, completing 249 laps of the Sydney circuit.
Second was the BMW 335i driven by Barry Morcom, Nathan Morcom and Garry Holt.
The pace-setting Mitsubishi Lancers had reliability issues, with all three of Bob Pearson's Pro-Duct Motorsport Lancers retiring with fuel leaks.
The Lancer driven by Glenn Seton and Neil Crompton spectacularly caught fire in the fifth hour.
However, Tony and Klark Quinn claimed third place in their Lancer after leading most of the first 175 laps before a long delay when the car refused to fire after a pitstop.
The Terry Conroy, Bob Hughes, Gerry Burges Honda Intergra Type R finished fourth, ahead of the Richard Gartner, Francious Jouy, Ken Booker, Carl Schembri Renault Clio 197.
Speed sees red over sacking
American driver Scott Speed is suing Red Bull for US$6.5 million after it cut him from its NASCAR campaign.
Speed, who drove for the energy drink maker in F1 before taking up stock car racing, is bitter that his deal was severed after it was extended for next season. However, his results hardly warranted him being retained.
SceneDaily reports on the dispute here
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site.
Turbos -- and fuel efficiency -- in from 2013
Another car manufacturer is out of Formula One as a team entrant, but an even bigger one finally may be enticed to enter -- by the introduction of "green" engines from 2013.
The Volkswagen group has been party to the framing of the new regulations from that year and its motorsport adviser, German former F1 driver Hans-Joachim Stuck, is delighted with them.
This is sure to increase anticipation that VW will enter F1 [Formula 3 car pictured], using either the Audi or Porsche brands. In any case, it may stop short of outright team ownership, perhaps preferring to be purely an engine supplier.
That is what Renault has reverted to, although its name will remain -- for now at least -- on what has been its team in recent years.
F1 has lost BMW, Honda and Toyota in the past couple of years and would welcome another manufacturer, especially VW.
The 2013 engine rules announced in recent days stipulate 1.6-litre, four-cylinder turbos, with fuel efficiency targeted to increase by 35 per cent.
There are plans for advanced "compound" turbos to be introduced in later years and for the power of kinetic energy recovery systems (KERS) to increase from 60kW when reintroduced next year to 120kW in 2013.
The new engines will not do more than 12,000 revs per minute, compared with the existing normally-aspirated V8s that spin at 18,000rpm.
Ferrari is not happy about the new engine rules -- it wanted 1.8-litre V6s if they had to be turbos.
And F1 commercial supremo Bernie Ecclestone wanted to stick with the existing 2.4-litre normally-aspirated V8s.
Among other changes from next year will be the introduction of moveable rear wings in the hope of producing more overtaking -- they will be activated when one car is within a second of another in front of it.
And the written ban on "team orders" has been abolished, although there is still scope for penalties under a clause that forbids "any fraudulent conduct or any act prejudicial to the interests of any competition, or to the interests of motorsport generally".
Ferrari, historically the main user of "team orders", is delighted at the development.
"Finally, we have said goodbye to this pointless hypocrisy. For us, F1 is a team sport. We've always maintained that it should be treated as such," Ferrari team chief Stefano Domenicali said.
British F1 telecaster the BBC's website has kept a close tab on the formulation of the new rules and has a comprehensive wrap on them here, making the point that the changes are "an attempt to mirror the trend towards fuel-efficiency in road cars and to popularise it, increasing public demand for such engines".
However, it does not mention what we understand to be the new limits on the number of engines drivers will be allowed -- five in 2013 and four beyond that, compared with eight this year.
VW has hinted for some time at entering F1 as either an engine supplier or team entrant if a "world engine" was introduced -- and it now seems the way is clear for it from 2013.
European reports suggest an announcement could come even before the start of next season.
"We are delighted and welcome this decision -- this is not just great for F1, but for the whole of motorsport and will push it in right way," Stuck told Motorsport-Total.
Audi's head of engine technology, Ullrich Baretzky, participated in the negotiations that preceded the engine announcement by the Federation Internationale de l'Automobile (FIA).
While Audi is seen in some quarters as the most likely VW brand to promote if the group decides on an F1 campaign, others see Porsche as more obvious.
Porsche's new chief, Matthias Mueller, has told the Westfalen Blatt newspaper: "F1 is a drivers' world championship, with the focus on the sponsors and the manufacturers only secondary. For us, this is a clear drawback. However, if the VW Group was interested, then Porsche would surely be the brand that would work best."
Now it's double vision on Lotus
The entry list for F1 next year has two Lotus teams -- the one that entered the sport this year bearing the legendary Team Lotus name and which didn't score a world championship point, and now Lotus Renault GP.
This is the former Benetton and Renault factory team in which European investment group Genii Capital already held an effectively controlling stake.
Genii now has Lotus Group, the sports car maker owned by Malaysia's Proton, as a partner and sponsor.
This team will field its cars in the black and gold colours that Lotus sported during the days of the John Player tobacco sponsorship.
Team Lotus had also intended running in black and gold next season but instead has decided to stick to green and yellow -- the original Lotus colours, and which team principal Tony Fernandes claims will be more appropriate in view of F1's move towards "green" engines.
Both teams will use Renault engines, as will Red Bull Racing again.
There is a lot of angst already between the two Lotus teams -- and concern on the part of David Hunt, brother of late 1976 world champion James Hunt and who held the rights to the Team Lotus name for years until selling it to Fernandes.
Webber made for Ferrari, says Ecclestone
We're pretty certain Mark Webber will remain with Red Bull Racing next season, as he is contracted, but yet again his name has been linked to Ferrari -- this time by Bernie Ecclestone.
The F1 supremo has said, curiously, in the foreword to the Official Formula 1 Season Review 2010, that the Australian is the kind of driver the Old Man -- the late Enzo Ferrari -- would have approved of, and that he could have been world champion given the right machinery in the past.
"Had Webber been in a good car five years ago, maybe he would have been world champion five years ago," Ecclestone said.
"I think he's a Ferrari driver as he's got the sort of character the Old Man would have liked."
Piquets winners in 'Crashgate' case
Renault has apologised in to Brazilian triple world champion Nelson Piquet and his son, Nelson Junior, who drove for the manufacturer for 18 months, over claims in the infamous "Crashgate" affair that the pair had made up allegations against its team.
Renault has paid a six-figure sum in costs and libel damages.
In a press release issued in September last year Renault accused Piquet Junior and his father of concocting the allegation that the driver had caused a deliberate accident at the 2008 Singapore GP to benefit his teammate, Fernando Alonso.
Renault has now accepted that the allegations "were wholly untrue and unfounded" and withdrawn them "unequivocally".
Former Renault team boss Flavio Briatore was effectively banned from motorsport for life at "Crashgate" but that ruling was overturned last year by a French court and he was in the paddock at several GPs this year.
And in the V8 Supercar off-season...
On the V8 Supercar front:
>> New champion James Courtney's switch from Dick Johnson/Jim Beam Racing to Toll Holden Racing is expected to be confirmed sooner rather than later, although it may be delayed a little by the death of Holden Special Vehicles boss Tom Walkinshaw in Britain overnight.
>> Under the headline 'What a waste: how NSW blew $2m a day', Sydney's Sun-Herald newspaper reported yesterday that "$10 million (was) dropped on the bungled handling of the V8 Supercars contract (for the Sydney Telstra 500 at Homebush) by former minister Ian Macdonald", see here
>> In New Zealand, the Waikato Times has reported, under the headline '$27 million shock for ratepayers', that the staging the Hamilton 400 over the last three years has cost more than double the amount previously understood, see here
>> And The Australian newspaper today reports extensively on V8 Supercar chief Tony Cochrane's views on the sport's TV future, including some rounds perhaps going to secondary digital channels, see here
Variety the little spice in little field
A disappointing entry for the first Eastern Creek Eight-Hour production car race at the weekend, with only 15 starters and eight finishers -- but five different makes of car in the top five.
Jim Hunter, Barton Mawer and Gavin Bullas won in a Subaru WRX STi, completing 249 laps of the Sydney circuit.
Second was the BMW 335i driven by Barry Morcom, Nathan Morcom and Garry Holt.
The pace-setting Mitsubishi Lancers had reliability issues, with all three of Bob Pearson's Pro-Duct Motorsport Lancers retiring with fuel leaks.
The Lancer driven by Glenn Seton and Neil Crompton spectacularly caught fire in the fifth hour.
However, Tony and Klark Quinn claimed third place in their Lancer after leading most of the first 175 laps before a long delay when the car refused to fire after a pitstop.
The Terry Conroy, Bob Hughes, Gerry Burges Honda Intergra Type R finished fourth, ahead of the Richard Gartner, Francious Jouy, Ken Booker, Carl Schembri Renault Clio 197.
Speed sees red over sacking
American driver Scott Speed is suing Red Bull for US$6.5 million after it cut him from its NASCAR campaign.
Speed, who drove for the energy drink maker in F1 before taking up stock car racing, is bitter that his deal was severed after it was extended for next season. However, his results hardly warranted him being retained.
SceneDaily reports on the dispute here
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site.
Opel decision imminent: Holden
General Motors' Australian division prepares for the German brand's arrival
discount new cars » Get the best price on a new Holden
A decision on the return of Opel cars to Australia is imminent, according to Holden boss Mike Devereux.
He told a media gathering in Melbourne on Friday that Holden was in daily and weekly negotiations with the German-based General Motors brand.
An introduction date has not been set but the Carsales Network understands that Opel cars will be in Australia in 2012.
"There is no secret that we are talking to Opel about bringing to Opel to Austalia," said Devereux, "and we continue to talk to them to make sure that if we end up doing it, we make a smart business decision for GM and for Holden. We will make a decision pretty quickly one way or the other."
He again confirmed that Opel cars would not wear Holden badges -- as they did last time -- and would be priced to take-on other European rivals. The Carsales Network also understands that Opel wants to keep the high performance OPC models for itself, rather than badge them as HSV models, as was the case with the Astra VXR.
"Opel would definitely be positioned above Holden, right smack dab at VW," Devereux said.
The Holden boss would not be drawn on whether Holden dealers or stand-alone dealers would be appointed. "I have no comment on how we would go to market," he said.
Devereux's most recent comments mark a stark turnaround in attitude from Holden towards the Opel brand's re-introduction. When Opel boss Nick Reilly told journalists in October that Australia was part of a global export push for the brand, the announcement was initially met with a lukewarm reception. Holden already has mapped out its small-car future with budget-priced, Korean-made vehicles.
"We're talking with them every week, sometimes every day," Devereux said. "We're trying to figure out what the best course is. If we do this we're going to do it right."
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 Holden
A decision on the return of Opel cars to Australia is imminent, according to Holden boss Mike Devereux.
He told a media gathering in Melbourne on Friday that Holden was in daily and weekly negotiations with the German-based General Motors brand.
An introduction date has not been set but the Carsales Network understands that Opel cars will be in Australia in 2012.
"There is no secret that we are talking to Opel about bringing to Opel to Austalia," said Devereux, "and we continue to talk to them to make sure that if we end up doing it, we make a smart business decision for GM and for Holden. We will make a decision pretty quickly one way or the other."
He again confirmed that Opel cars would not wear Holden badges -- as they did last time -- and would be priced to take-on other European rivals. The Carsales Network also understands that Opel wants to keep the high performance OPC models for itself, rather than badge them as HSV models, as was the case with the Astra VXR.
"Opel would definitely be positioned above Holden, right smack dab at VW," Devereux said.
The Holden boss would not be drawn on whether Holden dealers or stand-alone dealers would be appointed. "I have no comment on how we would go to market," he said.
Devereux's most recent comments mark a stark turnaround in attitude from Holden towards the Opel brand's re-introduction. When Opel boss Nick Reilly told journalists in October that Australia was part of a global export push for the brand, the announcement was initially met with a lukewarm reception. Holden already has mapped out its small-car future with budget-priced, Korean-made vehicles.
"We're talking with them every week, sometimes every day," Devereux said. "We're trying to figure out what the best course is. If we do this we're going to do it right."
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Thứ Sáu, 23 tháng 3, 2012
Caterham pricing does the timewarp
Strong Aussie dollar sees Caterham pricing return to 1997
discount new cars » Get the best price on a new Caterham
Caterham has shaved thousands of dollars from every model in the range with pricing now at levels not seen since 1997, thanks to the Australian Dollar currently performing well against the British Pound.
Caterham, Britain's second largest and second oldest car games company after Morgan, will offer its entry-level Caterham Seven Roadsport SV 120 for less than $60,000 drive-away -- a reduction of over $10,000 from last year's sticker price.
Technically speaking, the Caterham range has changed little from the proven formula with the Superlight SV R300 the only model to receive significant upgrades.
For 2011 the track-ready Superlight adds a limited slip differential, dry sump lubrication system, tonneau cover, carbon fibre front guards, aero whisker, track day roll-over bar and battery isolation switch to the already impressive package.
Incidentally, the entire Caterham range is now Euro 5 compliant.
2011 Caterham pricing:
Roadsport SV 120 $54,480 (reduced by 16.1 per cent)
Roadsport SV 175 $73,510 (reduced by 11.4 per cent)
Superlight SV R300 $85,355 (reduced by 7.8 per cent)
CSR 175 $85,435 (reduced by 10.6 per cent)
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
discount new cars » Get the best price on a new Caterham
Caterham has shaved thousands of dollars from every model in the range with pricing now at levels not seen since 1997, thanks to the Australian Dollar currently performing well against the British Pound.
Caterham, Britain's second largest and second oldest car games company after Morgan, will offer its entry-level Caterham Seven Roadsport SV 120 for less than $60,000 drive-away -- a reduction of over $10,000 from last year's sticker price.
Technically speaking, the Caterham range has changed little from the proven formula with the Superlight SV R300 the only model to receive significant upgrades.
For 2011 the track-ready Superlight adds a limited slip differential, dry sump lubrication system, tonneau cover, carbon fibre front guards, aero whisker, track day roll-over bar and battery isolation switch to the already impressive package.
Incidentally, the entire Caterham range is now Euro 5 compliant.
2011 Caterham pricing:
Roadsport SV 120 $54,480 (reduced by 16.1 per cent)
Roadsport SV 175 $73,510 (reduced by 11.4 per cent)
Superlight SV R300 $85,355 (reduced by 7.8 per cent)
CSR 175 $85,435 (reduced by 10.6 per cent)
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Detroit: Chrysler 300 to get new ZF 8-speed auto by year's end
Chrysler's US manufacturing deal for ZF's new transmission bears its first fruit
discount new cars » Get the best price on a new Chrysler
Chrysler has unveiled its new 300 at the North American International Auto Show in Detroit, as we reported earlier this week. But there was one element missing -- the ZF eight-speed automatic transmission Chrysler contracted to source from the German specialist. Buyers of the new 300 will need to wait six months for the eight-speed box, which is being built in the US and will roll out in the Chrysler before year's end.
The deal was worked out between Chrysler and ZF six months ago -- not soon enough for the transmission to be ready for the introduction of the new Chrysler. As it is, the updated 300 has gone to market with the five-speed inherited from the car it supersedes. But on Chrysler's press day at the Detroit show, CEO Olivier Francois said the car will get the new transmission late in 2011. No mention of whether it will come standard or optional, or with which of the three engines -- V8 and V6 petrol and V6 diesel -- it will be offered.
What Francois did say is that the box should make the 300 good for 30 mpg (7.8L/100 km) on the highway cycle.
ZF released the 8HP70 eight-speed auto in 2010 as successor to the six-speed that has dominated the market since 2001. That unit has found its way into millions of vehicles over the decade, most notably high-end Ford product from Aston Martins and Jaguars. Eventually it trickled down locally into high-spec Falcons. Jaguar, now owned by Indian company Tata, has retained it for the new-generation 2010 XJ, but will undoubtedly shift to the eight-speed in time.
The new unit is already in upper-end BMWs, Rolls Royce's upcoming Ghost and Bentley's new Mulsanne. With its potential to deliver mass-market economies of scale, Chrysler's announcement points to a far quicker run downmarket for the eight-speed unit than its six-speed predecessor.
ZF has designed the eight-speed for longevity by maximising its flexibility in accommodating multiple powertrain types. A modular housing allows auto makers to install a torque converter for conventional petrol and diesel engines or electric motors for micro, mild or full hybrid options.
The two extra speeds serve both to pull the ratios closer together and to extend the top ratio by about 15 per cent for better highway cycle fuel economy. ZF designed it to minimise its moving components, helping reduce energy dissipation and slicken up shifts.
At the time of its release, the German manufacturer claimed it reduces fuel consumption by an average six per cent in a conventional petrol or diesel engine, and as much as 25 per cent in hybrid powertrains.
The transmission and the home turf production deal play a critical role in Chrysler's bid to cut overall corporate fuel consumption by more than 25 per cent by 2014. It also opens the door to myriad tax break opportunities from the Indiana city of Kokomo, where the plant is located.
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Chrysler has unveiled its new 300 at the North American International Auto Show in Detroit, as we reported earlier this week. But there was one element missing -- the ZF eight-speed automatic transmission Chrysler contracted to source from the German specialist. Buyers of the new 300 will need to wait six months for the eight-speed box, which is being built in the US and will roll out in the Chrysler before year's end.
The deal was worked out between Chrysler and ZF six months ago -- not soon enough for the transmission to be ready for the introduction of the new Chrysler. As it is, the updated 300 has gone to market with the five-speed inherited from the car it supersedes. But on Chrysler's press day at the Detroit show, CEO Olivier Francois said the car will get the new transmission late in 2011. No mention of whether it will come standard or optional, or with which of the three engines -- V8 and V6 petrol and V6 diesel -- it will be offered.
What Francois did say is that the box should make the 300 good for 30 mpg (7.8L/100 km) on the highway cycle.
ZF released the 8HP70 eight-speed auto in 2010 as successor to the six-speed that has dominated the market since 2001. That unit has found its way into millions of vehicles over the decade, most notably high-end Ford product from Aston Martins and Jaguars. Eventually it trickled down locally into high-spec Falcons. Jaguar, now owned by Indian company Tata, has retained it for the new-generation 2010 XJ, but will undoubtedly shift to the eight-speed in time.
The new unit is already in upper-end BMWs, Rolls Royce's upcoming Ghost and Bentley's new Mulsanne. With its potential to deliver mass-market economies of scale, Chrysler's announcement points to a far quicker run downmarket for the eight-speed unit than its six-speed predecessor.
ZF has designed the eight-speed for longevity by maximising its flexibility in accommodating multiple powertrain types. A modular housing allows auto makers to install a torque converter for conventional petrol and diesel engines or electric motors for micro, mild or full hybrid options.
The two extra speeds serve both to pull the ratios closer together and to extend the top ratio by about 15 per cent for better highway cycle fuel economy. ZF designed it to minimise its moving components, helping reduce energy dissipation and slicken up shifts.
At the time of its release, the German manufacturer claimed it reduces fuel consumption by an average six per cent in a conventional petrol or diesel engine, and as much as 25 per cent in hybrid powertrains.
The transmission and the home turf production deal play a critical role in Chrysler's bid to cut overall corporate fuel consumption by more than 25 per cent by 2014. It also opens the door to myriad tax break opportunities from the Indiana city of Kokomo, where the plant is located.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Australian factory that turns rubbish into petrol will be world's first
Holden-Caltex facility inches closer to reality, but is still at least four years away
The Melbourne factory that will do the automotive equivalent of turning water into wine -- turn household waste into fuel-grade ethanol -- will be a world first if it gets the go-ahead.
The Australia consortium which includes the Victorian government, fuel company Caltex, car maker Holden and waste management company Veolia, is expected to take another year to raise the required capital -- said to be close to $400 million. The factory itself will then take a further three years to complete construction.
But, despite the high cost and long lead time, officials representing the project told Australian journalists in Detroit overnight that the Australian factory -- to be built on the outskirts of Melbourne at a location that is yet to be determined -- will be the first ethanol refinery of its type in the world.
Although there are two ethanol factories in North America that use similar technology -- with a third to be built in the coming years -- they are primarily powered by woodchips and other biomass. The Australian plant, however, will primarily be fuelled by household and municipal waste, from nappies to old car tyres, the first to do so in commercial quantities.
The new Australian joint venture factory plans to produce 200 million litres of ethanol annually from trash. The other three main ethanol factories in Australia, which derive the fuel additive from sugarcane, produce about 400 million litres annually, or about 2.2 per cent of Australia's fuel supply.
North American biofuel specialist Coskata, which invented the technology and is a lead partner in the Australian factory, says its revolutionary method of turning waste into ethanol is at least three times more effective than burning sugarcane to create the fuel additive.
A tonne of sugarcane crop waste typically produces about 85 litres of ethanol, according to figures supplied by the Shell oil company in Brazil, one of the world's biggest producers of ethanol. But Coskata says one tonne of municipal waste typically produces between 320 and 400 litres of ethanol, depending on the quality of the waste.
"When you make ethanol from sugarcane, you're only extracting the cellulose, the sugar, which at best is half of the crop," said Wes Bolsen, the vice president of Coskata based in Chicago, and a bio-fuels consultant to the White House. "But when we make ethanol from biomass or waste, we take the lot because we want the carbon, so we get a much bigger return from what we burn. That's what's so exciting about this technology."
Bolsen also said the Coskata process was much cheaper than creating ethanol from sugarcane.
"Our entire ethanol production cost is equal to or only slightly more than the cost to just get the sugars in some cases," he said. "It costs about 25 cents per litre just to extract the cellulose from sugarcane, not including all the other processes that have to take place afterwards. With our system, it costs between 25 and 40 cents to do the whole process. That's total cost, maintenance, everything, top to bottom."
He said the cost to produce ethanol could be even cheaper in Australia because the factory will get paid to take the municipal waste.
"In North America, we pay for the wood chips, but the brilliant part about the Australian factory is that it will get paid to take the waste, so that also brings the cost down."
In an attempt to increase ethanol production in Australia, the Federal Government has waived the 38 cents a litre fuel excise on ethanol while producers get established, but it is unclear how long this exemption will remain.
While E10 fuel -- regular unleaded blended with ethanol -- has been rolled out across Australia in recent years, oil company Caltex is in the process of installing up to 100 pumps across Australia that can dispense E85 fuel -- regular unleaded petrol that's been mixed with between 70 and 85 per cent ethanol (depending on the season). Until recently, there were fewer than 10 pumps across Australia dispensing E85.
For now, though, in Australia only a handful of cars are able to run on E85.
Swedish car maker Saab has had "Bio Power" E85 models available since 2008 (the 9-5 sedan and wagon with a 2.3 turbo engine, and the 9-3 sedan, wagon and convertible with the 2.0 turbo engine).
Since late 2009, the Dodge Journey 2.7 V6 people mover and Chrysler Sebring 2.7 V6 convertible have been able to run on E85 (as identified by their yellow fuel caps). The new Dodge Caliber small sedan and Jeep Grand Cherokee 4WD, both due later this year, are also expected to run on E85.
And on models made since October 2010, the Holden Commodore 3.0 V6 and 6.0 V8 -- in sedan, ute or wagon guise -- have been able to run on E85.
E85 cars are still able to run on regular unleaded, E10 and premium unleaded -- or any combination of the above, including any E85 that may be swilling around in the tank -- because the car's engine management computer constantly monitors the quality of fuel going through the system, and makes adjustments accordingly.
But E85 should not be used in cars not specially designed for it, and it is difficult to retro-fit the technology.
Holden's E85 expert Richard Marshall says: "[E85] won't cause an immediate engine failure like putting petrol in a diesel car would, but it is certainly not good. E85 in a car not prepared for it will damage the fuel system because the material is not compatible and, ultimately, the fuel pump and its ancillaries will fail. The hardware in the engine won't be harmed but the engine will run very rough, especially on a cold morning. If you accidentally put E85 in a car not prepared for it you will notice a rough idle. Stop the engine and drain the tank."
A statement from Caltex says: "At this stage, very few cars on Australian roads are capable of running on high ethanol blend fuels like [E85]. This fuel is not suitable for use in any motor vehicles other than those designed or modified specifically to use it. Caltex only endorses the use of Bio E-Flex in vehicles originally manufactured to use fuels containing up to 85 per cent ethanol."
There is one other issue with E85 -- the car will consume 33 per cent more fuel than when running on regular unleaded because, although it has a higher octane rating, ethanol has less energy density.
But, Holden says, there are environmental benefits: C02 tailpipe emissions are reduced by between 2 and 10 per cent depending on driving style and the fuel mix.
Holden spokeswoman Emily Perry said the Australian consortium was in the process of looking at appropriate sites for the local Coskata factory, but it was too early to speculate the likely location.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
The Melbourne factory that will do the automotive equivalent of turning water into wine -- turn household waste into fuel-grade ethanol -- will be a world first if it gets the go-ahead.
The Australia consortium which includes the Victorian government, fuel company Caltex, car maker Holden and waste management company Veolia, is expected to take another year to raise the required capital -- said to be close to $400 million. The factory itself will then take a further three years to complete construction.
But, despite the high cost and long lead time, officials representing the project told Australian journalists in Detroit overnight that the Australian factory -- to be built on the outskirts of Melbourne at a location that is yet to be determined -- will be the first ethanol refinery of its type in the world.
Although there are two ethanol factories in North America that use similar technology -- with a third to be built in the coming years -- they are primarily powered by woodchips and other biomass. The Australian plant, however, will primarily be fuelled by household and municipal waste, from nappies to old car tyres, the first to do so in commercial quantities.
The new Australian joint venture factory plans to produce 200 million litres of ethanol annually from trash. The other three main ethanol factories in Australia, which derive the fuel additive from sugarcane, produce about 400 million litres annually, or about 2.2 per cent of Australia's fuel supply.
North American biofuel specialist Coskata, which invented the technology and is a lead partner in the Australian factory, says its revolutionary method of turning waste into ethanol is at least three times more effective than burning sugarcane to create the fuel additive.
A tonne of sugarcane crop waste typically produces about 85 litres of ethanol, according to figures supplied by the Shell oil company in Brazil, one of the world's biggest producers of ethanol. But Coskata says one tonne of municipal waste typically produces between 320 and 400 litres of ethanol, depending on the quality of the waste.
"When you make ethanol from sugarcane, you're only extracting the cellulose, the sugar, which at best is half of the crop," said Wes Bolsen, the vice president of Coskata based in Chicago, and a bio-fuels consultant to the White House. "But when we make ethanol from biomass or waste, we take the lot because we want the carbon, so we get a much bigger return from what we burn. That's what's so exciting about this technology."
Bolsen also said the Coskata process was much cheaper than creating ethanol from sugarcane.
"Our entire ethanol production cost is equal to or only slightly more than the cost to just get the sugars in some cases," he said. "It costs about 25 cents per litre just to extract the cellulose from sugarcane, not including all the other processes that have to take place afterwards. With our system, it costs between 25 and 40 cents to do the whole process. That's total cost, maintenance, everything, top to bottom."
He said the cost to produce ethanol could be even cheaper in Australia because the factory will get paid to take the municipal waste.
"In North America, we pay for the wood chips, but the brilliant part about the Australian factory is that it will get paid to take the waste, so that also brings the cost down."
In an attempt to increase ethanol production in Australia, the Federal Government has waived the 38 cents a litre fuel excise on ethanol while producers get established, but it is unclear how long this exemption will remain.
While E10 fuel -- regular unleaded blended with ethanol -- has been rolled out across Australia in recent years, oil company Caltex is in the process of installing up to 100 pumps across Australia that can dispense E85 fuel -- regular unleaded petrol that's been mixed with between 70 and 85 per cent ethanol (depending on the season). Until recently, there were fewer than 10 pumps across Australia dispensing E85.
For now, though, in Australia only a handful of cars are able to run on E85.
Swedish car maker Saab has had "Bio Power" E85 models available since 2008 (the 9-5 sedan and wagon with a 2.3 turbo engine, and the 9-3 sedan, wagon and convertible with the 2.0 turbo engine).
Since late 2009, the Dodge Journey 2.7 V6 people mover and Chrysler Sebring 2.7 V6 convertible have been able to run on E85 (as identified by their yellow fuel caps). The new Dodge Caliber small sedan and Jeep Grand Cherokee 4WD, both due later this year, are also expected to run on E85.
And on models made since October 2010, the Holden Commodore 3.0 V6 and 6.0 V8 -- in sedan, ute or wagon guise -- have been able to run on E85.
E85 cars are still able to run on regular unleaded, E10 and premium unleaded -- or any combination of the above, including any E85 that may be swilling around in the tank -- because the car's engine management computer constantly monitors the quality of fuel going through the system, and makes adjustments accordingly.
But E85 should not be used in cars not specially designed for it, and it is difficult to retro-fit the technology.
Holden's E85 expert Richard Marshall says: "[E85] won't cause an immediate engine failure like putting petrol in a diesel car would, but it is certainly not good. E85 in a car not prepared for it will damage the fuel system because the material is not compatible and, ultimately, the fuel pump and its ancillaries will fail. The hardware in the engine won't be harmed but the engine will run very rough, especially on a cold morning. If you accidentally put E85 in a car not prepared for it you will notice a rough idle. Stop the engine and drain the tank."
A statement from Caltex says: "At this stage, very few cars on Australian roads are capable of running on high ethanol blend fuels like [E85]. This fuel is not suitable for use in any motor vehicles other than those designed or modified specifically to use it. Caltex only endorses the use of Bio E-Flex in vehicles originally manufactured to use fuels containing up to 85 per cent ethanol."
There is one other issue with E85 -- the car will consume 33 per cent more fuel than when running on regular unleaded because, although it has a higher octane rating, ethanol has less energy density.
But, Holden says, there are environmental benefits: C02 tailpipe emissions are reduced by between 2 and 10 per cent depending on driving style and the fuel mix.
Holden spokeswoman Emily Perry said the Australian consortium was in the process of looking at appropriate sites for the local Coskata factory, but it was too early to speculate the likely location.
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Thứ Năm, 22 tháng 3, 2012
What's in the works for Optima?
Kia is considering a raft of new drivetrains for its mid-size sedan
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There's an insatiable global demand for the new Kia Optima, we're told -- a demand barely slaked by the best efforts of the South Korean factory building the car. games
The ratio of demand to supply will balance out once the American market establishes its own plant in Georgia to manufacture the car. In the meantime, the one factory assembling the Optima is producing the cars at the fastest possible rate... and limited to one basic specification powered by the 2.4-litre Theta II direct-injected petrol engine for Australia.
Kia never planned for the Optima to be a one-trick pony, and according to National Public Relations Manager for Kia Australia, Kevin Hepworth, there's an opportunity begging for the Optima range to be expanded in the local market with a range of different drivetrains.
A new 2.0-litre 'NU' engine is to go into production in May or June, Hepworth told the Carsales Network during the promotional event for the new car.
"It would make a perfect fleet car [in the Optima]," he said, "but you have to get it [first]." It's not certain how long and hard Kia would pester the factory for such a variant -- with the low profit margins that go hand-in-hand with fleet vehicles.
Hepworth seemed more interested in the possibility of a turbocharged engine for the Optima. Hybrid power is a possibility too for the Australian market. Production of the petrol/electric Optima is due to commence in April and Kia will decide then whether the car will be engineered for right-hand drive application also -- which would leave the door open for the Optima Hybrid to reach Australia.
One version we're fairly unlikely to see here -- although it does exist -- is a diesel variant. As we reported earlier, there are two turbodiesel engines available for the Optima, one of which will be marketed in New Zealand. There's no automatic option to go with either diesel, which would limit the sales appeal of the compression-ignition Optima, and Hepworth was doubtful that either one (1.7 or 2.0-litre) would make it here. He also explained that Kia has set aside as much diesel output as it can currently spare for its SUVs. There's little left over for auto-driving right-hand drive markets that only import a handful a year.
For the handful of drivers willing to give the Optima a go with diesel power that's sad, because the torque of a 2.0-litre turbodiesel -- allied to the Optima's excellent six-speed automatic transmission if possible -- would elevate what is already an impressive car to a whole new level of competence.
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discount new cars » Get the best price on a new Kia
There's an insatiable global demand for the new Kia Optima, we're told -- a demand barely slaked by the best efforts of the South Korean factory building the car. games
The ratio of demand to supply will balance out once the American market establishes its own plant in Georgia to manufacture the car. In the meantime, the one factory assembling the Optima is producing the cars at the fastest possible rate... and limited to one basic specification powered by the 2.4-litre Theta II direct-injected petrol engine for Australia.
Kia never planned for the Optima to be a one-trick pony, and according to National Public Relations Manager for Kia Australia, Kevin Hepworth, there's an opportunity begging for the Optima range to be expanded in the local market with a range of different drivetrains.
A new 2.0-litre 'NU' engine is to go into production in May or June, Hepworth told the Carsales Network during the promotional event for the new car.
"It would make a perfect fleet car [in the Optima]," he said, "but you have to get it [first]." It's not certain how long and hard Kia would pester the factory for such a variant -- with the low profit margins that go hand-in-hand with fleet vehicles.
Hepworth seemed more interested in the possibility of a turbocharged engine for the Optima. Hybrid power is a possibility too for the Australian market. Production of the petrol/electric Optima is due to commence in April and Kia will decide then whether the car will be engineered for right-hand drive application also -- which would leave the door open for the Optima Hybrid to reach Australia.
One version we're fairly unlikely to see here -- although it does exist -- is a diesel variant. As we reported earlier, there are two turbodiesel engines available for the Optima, one of which will be marketed in New Zealand. There's no automatic option to go with either diesel, which would limit the sales appeal of the compression-ignition Optima, and Hepworth was doubtful that either one (1.7 or 2.0-litre) would make it here. He also explained that Kia has set aside as much diesel output as it can currently spare for its SUVs. There's little left over for auto-driving right-hand drive markets that only import a handful a year.
For the handful of drivers willing to give the Optima a go with diesel power that's sad, because the torque of a 2.0-litre turbodiesel -- allied to the Optima's excellent six-speed automatic transmission if possible -- would elevate what is already an impressive car to a whole new level of competence.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
First pics: Ferrari FF 'wagon'
Maranello confirms unveilling of its revolutionary concept model at upcoming Geneva Motor Show
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Ferrari first revealed its plans was to unveil a unique shooting brake model a fornight ago. Now comes confirmation from Maranello that a new GT sports car concept will indeed be unveiled at the upcoming Geneva Motor Show.
Dubbed Ferrari FF -- an acronym for four seats and four-wheel drive – the all-new Pininfarina designed model represents a decisive break in tradition for the Italian sports car maker. Said to combine shattering supercar performance with incredible versatility, superb comfort and sophisticated elegance, FF features the company's first ever four-wheel drive system.
The in-house developed 4RM four-wheel drive system weighs 50 per cent less than conventional rivals' systems. According to Ferrari the new system has enabled the FF to offer perfect weight distribution (53 per cent over the rear axle).
4RM also integrates all of Ferrari FF's electronically-controlled dynamic systems -- including the latest magnetorheological damping system (SCM3) and Brembo ceramic brakes -- allowing it to adapt to "all terrains and all conditions" via continuous and intuitive torque distribution to all four wheels.
Powered by Ferrari's direct injection 6.3-litre (492kW/683Nm ) V12 engine, FF is mated exclusively to a transaxle dual-clutch F1 transmission for 0-100km/h times of just 3.7 seconds.
The new car also promises exceptional standards of passenger space, comfort, in-car spec and equipment -- comfortably accommodating four people and their luggage. FF boasts a 450-litre cargo capacity that is extendable to 800-litres with the rear seats flipped forward.
As with every model in the prancing horse range, FF will offer a vast array of personalisation options and accessories including six model-specific exterior colours and sumptuous interior trims.
The FF will make its official debut at the Geneva Motor Show (March 3 to 13) and is scheduled to arrive in Australia early in 2012, when full local pricing and specification will be announced.
TECHNICAL SPECIFICATIONS
Engine
Overall displacement: 6262cc
Cylinders: V12 (65-degree)
Power: 492kW @ 8000rpm
Torque: 683Nm @ 6000rpm
Dimensions and weight
Length: 4907mm
Width: 1953mm
Height: 1379mm
Weight: 1790kg (dry)
Weight distribution: 47:53 (front-to-rear)
Weight/power ratio: 2.7 kg/CV
Performance
Maximum speed: 335 km/h
0-100 km/h: 3.7 seconds
Fuel consumption: 15.4L/100km (combined)
CO2 emissions: 360g/km
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 Ferrari
Ferrari first revealed its plans was to unveil a unique shooting brake model a fornight ago. Now comes confirmation from Maranello that a new GT sports car concept will indeed be unveiled at the upcoming Geneva Motor Show.
Dubbed Ferrari FF -- an acronym for four seats and four-wheel drive – the all-new Pininfarina designed model represents a decisive break in tradition for the Italian sports car maker. Said to combine shattering supercar performance with incredible versatility, superb comfort and sophisticated elegance, FF features the company's first ever four-wheel drive system.
The in-house developed 4RM four-wheel drive system weighs 50 per cent less than conventional rivals' systems. According to Ferrari the new system has enabled the FF to offer perfect weight distribution (53 per cent over the rear axle).
4RM also integrates all of Ferrari FF's electronically-controlled dynamic systems -- including the latest magnetorheological damping system (SCM3) and Brembo ceramic brakes -- allowing it to adapt to "all terrains and all conditions" via continuous and intuitive torque distribution to all four wheels.
Powered by Ferrari's direct injection 6.3-litre (492kW/683Nm ) V12 engine, FF is mated exclusively to a transaxle dual-clutch F1 transmission for 0-100km/h times of just 3.7 seconds.
The new car also promises exceptional standards of passenger space, comfort, in-car spec and equipment -- comfortably accommodating four people and their luggage. FF boasts a 450-litre cargo capacity that is extendable to 800-litres with the rear seats flipped forward.
As with every model in the prancing horse range, FF will offer a vast array of personalisation options and accessories including six model-specific exterior colours and sumptuous interior trims.
The FF will make its official debut at the Geneva Motor Show (March 3 to 13) and is scheduled to arrive in Australia early in 2012, when full local pricing and specification will be announced.
TECHNICAL SPECIFICATIONS
Engine
Overall displacement: 6262cc
Cylinders: V12 (65-degree)
Power: 492kW @ 8000rpm
Torque: 683Nm @ 6000rpm
Dimensions and weight
Length: 4907mm
Width: 1953mm
Height: 1379mm
Weight: 1790kg (dry)
Weight distribution: 47:53 (front-to-rear)
Weight/power ratio: 2.7 kg/CV
Performance
Maximum speed: 335 km/h
0-100 km/h: 3.7 seconds
Fuel consumption: 15.4L/100km (combined)
CO2 emissions: 360g/km
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Kia Optima lives up to its name
New mid-size family sedan combines panache and value in a formidable package
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Kia is expressly chasing market share in this country -- and it doesn't care whose toes it must tread on to get there. Even parent company Hyundai is fair game, as the new Optima confirms.
"With Optima, Kia is not only giving Australian buyers not only an outstanding vehicle, but the opportunity to experience prestige motoring, at unrivalled value," announced Kia's local COO Tony Barlow, during the local media launch last week. "Optima is a stunning design statement and a remarkable drive experience..."
Imported in just the one level of trim, the Optima shares mechanicals with the Hyundai i45 and is priced at $36,990. That's $1000 lower than the top-spec i45, but with additional kit, Australianised suspension/steering and a swoopy (0.29Cd) style that garners plaudits wherever the car goes.
The only real downside for the importer is that it just can't obtain enough supply from the factory. Global production at the company's Hwasung plant in South Korea is flat-out building the Optima for other markets already. Kia in Australia is limited to 1000 units initially, but local management anticipates that the car may sell up to 5000 units a year once supply issues are ironed out. In the meantime, there may be a delay of months for the colour and specification of the buyer's choice.
Kia expects those buyers will be mainly aged 35 to 50 years, married, male (70 per cent) with one or two kids. White-collar employees, they'll be interested in technology but tending to be risk averse and conservative. The Optima's combination of packaging, value and driving dynamics is bound to make a splash in this demographic.
For the local market, the Optima, which replaces the slow-selling Magentis, rides on re-worked suspension and steering, but sticks with the i45's direct-injected 2.4-litre Theta II four-cylinder petrol engine. Also inherited from the Hyundai is the Optima's sequential-shift six-speed automatic transmission, driving to the front wheels. Kia claims that the Optima delivers class-leading power (148kW) and torque (250Nm). Only the i45 -- with the same engine -- and Honda's Accord Euro can match the Kia for power. The Hyundai develops the same torque figure of course.
Fuel consumption is 7.9L/100km in combined cycle, with CO2 emissions rated at 189g/km. Kia claims that fuel consumption can be lowered as much as 9.1 per cent through the Optima's Active Eco system, a facility that monitors and regulates engine, transmission and climate control for the best possible outcome (ie: the most frugal use of fuel).
Although rated a mid-size car, the Optima is longer than any of its obvious VFACTS medium segment rivals -- including the i45 -- and only loses out to the i45 and Honda's Accord Euro in width. For wheelbase the Optima beats all comers other than the i45, naturally. At 505 litres of luggage capacity, the Optima is comparable with locally-built large cars, although it can't top the boot space of the Toyota Camry, the Mazda6 and the i45.
Standard equipment for the Optima Platinum includes 18-inch alloy wheels shod with Kumho 225/45 R18 tyres, cruise control with steering wheel controls, electric windows/mirrors (with auto-up/down for the front windows), panoramic sunroof, smart-key entry with push-button starting, auto door locking on the move, full leather trim, eight-adjustable powered driver's seat with two-position memory, four-way adjustable powered front-passenger's seat, 60/40 split-folding rear seat, colour TFT display (3.5-inch) for seven-function trip computer (located in instrument binnacle), Bluetooth connectivity, duazl-zone climate control, ventilated driver's seat, front-seat warming, cooling glovebox and Infinity brand eight-speaker six-disc CD audio system with MP3 compatibility and USB/aux input.
Metallic paint, priced at $450, is the only option and Kia is yet to introduce a satellite navigation feature for the Optima, although it's in the works.
Expected to achieve a five-star ANCAP rating, the Optima bundles together the following standard safety features: Static cornering lights, rear parking sensors, reversing camera (display in the mirror), stability control, ABS/EBD, Brake Assist, traction control, Hill-start Assist Control (HAC), active front headrests, HID headlights, LED day running lights, LED tail lights and front/rear fog lights. According to Kia, the faster response time of the LED tail lights reduces reaction time for the driver behind by between 170 and 200m/secs, freeing up an extra 5.6m-long patch of braking distance.
Inside the Optima is trimmed in black, but Kia offers buyers a choice from the following seven exterior colours: Snow White Pearl, Bright Silver, Ebony Black, Platinum Graphite, Satin Metal, Santorini Blue and Spicy Red.
The Optima is now available to order and TV commercials for the new car are already being broadcast during the Australian Open, which is sponsored by Kia.
Watch out for our launch review of the new car in coming days or read our first drive in Korea.
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 Kia
Kia is expressly chasing market share in this country -- and it doesn't care whose toes it must tread on to get there. Even parent company Hyundai is fair game, as the new Optima confirms.
"With Optima, Kia is not only giving Australian buyers not only an outstanding vehicle, but the opportunity to experience prestige motoring, at unrivalled value," announced Kia's local COO Tony Barlow, during the local media launch last week. "Optima is a stunning design statement and a remarkable drive experience..."
Imported in just the one level of trim, the Optima shares mechanicals with the Hyundai i45 and is priced at $36,990. That's $1000 lower than the top-spec i45, but with additional kit, Australianised suspension/steering and a swoopy (0.29Cd) style that garners plaudits wherever the car goes.
The only real downside for the importer is that it just can't obtain enough supply from the factory. Global production at the company's Hwasung plant in South Korea is flat-out building the Optima for other markets already. Kia in Australia is limited to 1000 units initially, but local management anticipates that the car may sell up to 5000 units a year once supply issues are ironed out. In the meantime, there may be a delay of months for the colour and specification of the buyer's choice.
Kia expects those buyers will be mainly aged 35 to 50 years, married, male (70 per cent) with one or two kids. White-collar employees, they'll be interested in technology but tending to be risk averse and conservative. The Optima's combination of packaging, value and driving dynamics is bound to make a splash in this demographic.
For the local market, the Optima, which replaces the slow-selling Magentis, rides on re-worked suspension and steering, but sticks with the i45's direct-injected 2.4-litre Theta II four-cylinder petrol engine. Also inherited from the Hyundai is the Optima's sequential-shift six-speed automatic transmission, driving to the front wheels. Kia claims that the Optima delivers class-leading power (148kW) and torque (250Nm). Only the i45 -- with the same engine -- and Honda's Accord Euro can match the Kia for power. The Hyundai develops the same torque figure of course.
Fuel consumption is 7.9L/100km in combined cycle, with CO2 emissions rated at 189g/km. Kia claims that fuel consumption can be lowered as much as 9.1 per cent through the Optima's Active Eco system, a facility that monitors and regulates engine, transmission and climate control for the best possible outcome (ie: the most frugal use of fuel).
Although rated a mid-size car, the Optima is longer than any of its obvious VFACTS medium segment rivals -- including the i45 -- and only loses out to the i45 and Honda's Accord Euro in width. For wheelbase the Optima beats all comers other than the i45, naturally. At 505 litres of luggage capacity, the Optima is comparable with locally-built large cars, although it can't top the boot space of the Toyota Camry, the Mazda6 and the i45.
Standard equipment for the Optima Platinum includes 18-inch alloy wheels shod with Kumho 225/45 R18 tyres, cruise control with steering wheel controls, electric windows/mirrors (with auto-up/down for the front windows), panoramic sunroof, smart-key entry with push-button starting, auto door locking on the move, full leather trim, eight-adjustable powered driver's seat with two-position memory, four-way adjustable powered front-passenger's seat, 60/40 split-folding rear seat, colour TFT display (3.5-inch) for seven-function trip computer (located in instrument binnacle), Bluetooth connectivity, duazl-zone climate control, ventilated driver's seat, front-seat warming, cooling glovebox and Infinity brand eight-speaker six-disc CD audio system with MP3 compatibility and USB/aux input.
Metallic paint, priced at $450, is the only option and Kia is yet to introduce a satellite navigation feature for the Optima, although it's in the works.
Expected to achieve a five-star ANCAP rating, the Optima bundles together the following standard safety features: Static cornering lights, rear parking sensors, reversing camera (display in the mirror), stability control, ABS/EBD, Brake Assist, traction control, Hill-start Assist Control (HAC), active front headrests, HID headlights, LED day running lights, LED tail lights and front/rear fog lights. According to Kia, the faster response time of the LED tail lights reduces reaction time for the driver behind by between 170 and 200m/secs, freeing up an extra 5.6m-long patch of braking distance.
Inside the Optima is trimmed in black, but Kia offers buyers a choice from the following seven exterior colours: Snow White Pearl, Bright Silver, Ebony Black, Platinum Graphite, Satin Metal, Santorini Blue and Spicy Red.
The Optima is now available to order and TV commercials for the new car are already being broadcast during the Australian Open, which is sponsored by Kia.
Watch out for our launch review of the new car in coming days or read our first drive in Korea.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Thứ Năm, 15 tháng 3, 2012
First Ferrari 'Opus' book sold - in Sri Lanka
Only 19 of the diamond-encrusted $275,000 books remain, including one in Australia which is locked in a two-way bidding war between Perth and Sydney Ferrari fans
prestige new cars » Get the best price on a new Ferrari
The first of Ferrari's $275,000 books has been sold – but not to someone in the biggest markets for the sports car games maker such as Europe, North America or China.
An unnamed Ferrari enthusiast in Sri Lanka, where Ferraris are not even sold as new vehicles and a dealer is yet to be appointed, has bought the first diamond-encrusted Opus less than a fortnight after it went on sale.
Meanwhile two local Ferrari fans – one in Sydney and another in Perth – are locked in a two-way battle for the sole Australian edition which was on display during the Qantas Australian Formula One Grand Prix in Melbourne at the weekend.
The 852-page tome (called the Enzo Diamante) covered in 1500 diamonds totaling 32 carats, and packaged in a 50cm x 50cm carbon-fibre box, covers the entire history of Ferrari and as yet unpublished photos from founder Enzo Ferrari's private residence.
There are four versions of the book: the $3520 Classic (of which 4100 have been made), the $6545 Cavallino Rampante (of which 500 have been made), the $34,925 Enzo edition (of which 400 have been made) and the aforementioned $275,000 Enzo Diamante (of which 20 have been made).
All editions have identical content – including up to 20,000 photos – but come with different packaging.
The more exclusive editions come with autographs from former Ferrari F1 champions as well as signatures from drivers in the 2011 series, Fernando Alonso and Felipe Massa.
The first Enzo edition printed was in Australia for the Grand Prix. Having already been signed by the Ferrari F1 team and company boss Luca Montezemelo, Australian F1 powerbroker Ron Walker became the first person outside Ferrari to add his signature, which was later joined by other Australians including former F1 driver Vern Schuppan, former motorcycle champ Mick Doohan, and LeMans winner Geoff Brabham, who signed the book in Sydney today (see photo).
The autographed edition of what Ferrari calls its bible will travel to every F1 GP this year as well as other special events before being auctioned to charity.
Ferrari Australia says it has sold "more than a dozen" of the Opus books but did not specify how many of each version.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site.
prestige new cars » Get the best price on a new Ferrari
The first of Ferrari's $275,000 books has been sold – but not to someone in the biggest markets for the sports car games maker such as Europe, North America or China.
An unnamed Ferrari enthusiast in Sri Lanka, where Ferraris are not even sold as new vehicles and a dealer is yet to be appointed, has bought the first diamond-encrusted Opus less than a fortnight after it went on sale.
Meanwhile two local Ferrari fans – one in Sydney and another in Perth – are locked in a two-way battle for the sole Australian edition which was on display during the Qantas Australian Formula One Grand Prix in Melbourne at the weekend.
The 852-page tome (called the Enzo Diamante) covered in 1500 diamonds totaling 32 carats, and packaged in a 50cm x 50cm carbon-fibre box, covers the entire history of Ferrari and as yet unpublished photos from founder Enzo Ferrari's private residence.
There are four versions of the book: the $3520 Classic (of which 4100 have been made), the $6545 Cavallino Rampante (of which 500 have been made), the $34,925 Enzo edition (of which 400 have been made) and the aforementioned $275,000 Enzo Diamante (of which 20 have been made).
All editions have identical content – including up to 20,000 photos – but come with different packaging.
The more exclusive editions come with autographs from former Ferrari F1 champions as well as signatures from drivers in the 2011 series, Fernando Alonso and Felipe Massa.
The first Enzo edition printed was in Australia for the Grand Prix. Having already been signed by the Ferrari F1 team and company boss Luca Montezemelo, Australian F1 powerbroker Ron Walker became the first person outside Ferrari to add his signature, which was later joined by other Australians including former F1 driver Vern Schuppan, former motorcycle champ Mick Doohan, and LeMans winner Geoff Brabham, who signed the book in Sydney today (see photo).
The autographed edition of what Ferrari calls its bible will travel to every F1 GP this year as well as other special events before being auctioned to charity.
Ferrari Australia says it has sold "more than a dozen" of the Opus books but did not specify how many of each version.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site.
Brand 'journey' for Lexus
Japanese manufacturer awaits new product to cement in place its performance/hybrid marketing strategy
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The Lexus CT200h bookmarks a new era for the Japanese prestige brand.
During the launch of the new hybrid hatch, Lexus Chief Executive Tony Cramb explained it quite succinctly: "CT reinforces our hybrid commitment."
Cramb went on to explain that there has been no vehicle as small as the CT200h in the Australian product range since the first-generation IS200 of 1999. Demonstrating the progress the company has made since the release of the IS200, the CT200h is lighter, faster, uses half the fuel and is more spacious inside than the rear-drive IS200.
It's a prime example of what the company has in store for the future and it fits the brand's two-pronged product marketing strategy of performance and hybrid, providing a point of distinction from other brands. While the German prestige brands in this country have pinned their hopes on diesel as a frugal alternative to conventional petrol engines, Lexus is committed to promoting hybrid drivetrain alternatives.
But Audi, BMW and Mercedes-Benz aren't the only companies battling with Lexus for luxury market share. There are other European marques selling cars here. Volvo, for instance, has made no secret of its determination to recapture market share lost to Lexus in the past. Saab is making a return to Australia, with the 9-4X SUV possibly a rival for the Lexus RX.
And while it's not a European marque, Nissan-owned Infiniti sees itself as more European in character than Lexus, which has globally enjoyed stronger sales success in America over the years. Cramb told the Carsales Network that he was confident Lexus will cope with the re-emergence of Saab, the resurgence of Volvo and the confirmed start up for Infiniti.
"From my point of view, I think competition is good," he said. "I have a fundamental philosophy that the more competition there is, the stronger it makes us all.
"I think it's good that Infiniti's coming in, because at this point in time, the market's dominated by the Europeans and us, so we... are the fourth luxury marque and we have aspirations higher than that."
Cramb believes Audi is the hot ticket in town at the moment, but a lot of that is a matter of having new product entering the market on a near constant basis. Certainly the introduction of the Q5 model helped the German prestige importer to sell more vehicles in 2009 than it had in 2008, despite the decline in consumer confidence at that time.
"Audi... they're in a purple patch in their product life cycle at the moment -- and they have a couple more to come, so they're a very strong competitor and doing a really good job at the moment, but it's a pretty cyclical business and it will come and go," he said.
"So far as [Volvo and Saab are concerned], they're kind of on our radar, but not really in our sights. Volvo is doing a terrific job at the moment, on the back of some good product, but we don't really see ourselves competing with them, directly. We're more aimed up at Mercedes, BMW and Audi."
Is there a lesson for Lexus in Audi's cash-intensive marketing and promotion?
"The secret to Audi's success is the product; there are lots of different variants," Cramb replied. "There's no doubt that they're throwing all kinds of marketing money at it, but if you don't have the substance, in the end that's a waste of money, right?"
To illustrate the position for Lexus, Cramb cited the AGP Celebrity Challenge (pictured), which was "a fairly major undertaking" for the company. The implication seems to be that the money was well spent for a new product line like the CT200h.
"It's the sort of marketing that brings attention to a little brand like Lexus -- and puts us in a position that we're not traditionally put in."
"At the same time, the key to this business is great product and we've got a pipeline of great product... for the foreseeable product plan future we've got a new car every year -- at least one..."
So if the CT200h marks a change of pace for the Lexus brand, how then does the rest of the product range fit in with the image Lexus wants to project?
"I think we're on a journey with the brand image. I refer to us as a brand on the move, so I think we've got a very proud history, but we just turned 21 this year -- and I think it's a nice kind of analogy. We're sort of coming of age, as a brand.
"And while we're very proud of our history, we're very excited about the future. I think the development on the performance side of the business is one stream that's kind of haloed by the LFA -- and our other stream, if you like, at the moment is hybrid.
"We're looking to be unique and innovative, we're not looking to copy the competition; we're looking at going our own way. Our brand will develop as we launch more and more good cars," Cramb concluded.
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 Lexus
The Lexus CT200h bookmarks a new era for the Japanese prestige brand.
During the launch of the new hybrid hatch, Lexus Chief Executive Tony Cramb explained it quite succinctly: "CT reinforces our hybrid commitment."
Cramb went on to explain that there has been no vehicle as small as the CT200h in the Australian product range since the first-generation IS200 of 1999. Demonstrating the progress the company has made since the release of the IS200, the CT200h is lighter, faster, uses half the fuel and is more spacious inside than the rear-drive IS200.
It's a prime example of what the company has in store for the future and it fits the brand's two-pronged product marketing strategy of performance and hybrid, providing a point of distinction from other brands. While the German prestige brands in this country have pinned their hopes on diesel as a frugal alternative to conventional petrol engines, Lexus is committed to promoting hybrid drivetrain alternatives.
But Audi, BMW and Mercedes-Benz aren't the only companies battling with Lexus for luxury market share. There are other European marques selling cars here. Volvo, for instance, has made no secret of its determination to recapture market share lost to Lexus in the past. Saab is making a return to Australia, with the 9-4X SUV possibly a rival for the Lexus RX.
And while it's not a European marque, Nissan-owned Infiniti sees itself as more European in character than Lexus, which has globally enjoyed stronger sales success in America over the years. Cramb told the Carsales Network that he was confident Lexus will cope with the re-emergence of Saab, the resurgence of Volvo and the confirmed start up for Infiniti.
"From my point of view, I think competition is good," he said. "I have a fundamental philosophy that the more competition there is, the stronger it makes us all.
"I think it's good that Infiniti's coming in, because at this point in time, the market's dominated by the Europeans and us, so we... are the fourth luxury marque and we have aspirations higher than that."
Cramb believes Audi is the hot ticket in town at the moment, but a lot of that is a matter of having new product entering the market on a near constant basis. Certainly the introduction of the Q5 model helped the German prestige importer to sell more vehicles in 2009 than it had in 2008, despite the decline in consumer confidence at that time.
"Audi... they're in a purple patch in their product life cycle at the moment -- and they have a couple more to come, so they're a very strong competitor and doing a really good job at the moment, but it's a pretty cyclical business and it will come and go," he said.
"So far as [Volvo and Saab are concerned], they're kind of on our radar, but not really in our sights. Volvo is doing a terrific job at the moment, on the back of some good product, but we don't really see ourselves competing with them, directly. We're more aimed up at Mercedes, BMW and Audi."
Is there a lesson for Lexus in Audi's cash-intensive marketing and promotion?
"The secret to Audi's success is the product; there are lots of different variants," Cramb replied. "There's no doubt that they're throwing all kinds of marketing money at it, but if you don't have the substance, in the end that's a waste of money, right?"
To illustrate the position for Lexus, Cramb cited the AGP Celebrity Challenge (pictured), which was "a fairly major undertaking" for the company. The implication seems to be that the money was well spent for a new product line like the CT200h.
"It's the sort of marketing that brings attention to a little brand like Lexus -- and puts us in a position that we're not traditionally put in."
"At the same time, the key to this business is great product and we've got a pipeline of great product... for the foreseeable product plan future we've got a new car every year -- at least one..."
So if the CT200h marks a change of pace for the Lexus brand, how then does the rest of the product range fit in with the image Lexus wants to project?
"I think we're on a journey with the brand image. I refer to us as a brand on the move, so I think we've got a very proud history, but we just turned 21 this year -- and I think it's a nice kind of analogy. We're sort of coming of age, as a brand.
"And while we're very proud of our history, we're very excited about the future. I think the development on the performance side of the business is one stream that's kind of haloed by the LFA -- and our other stream, if you like, at the moment is hybrid.
"We're looking to be unique and innovative, we're not looking to copy the competition; we're looking at going our own way. Our brand will develop as we launch more and more good cars," Cramb concluded.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
GT-R has no weight issues: Mizuno
Engineers for the GT-R didn't focus on reducing weight for the new model because company experts say it's good as is
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It's no secret weight is the enemy of performance, but the creator of the R35 GT-R says his supercar can carry the load.
In attendance at this week's launch of the MY11 GT-R, Nissan's Chief Vehicle Engineer Kazutoshi Mizuno wearily fielded the obvious question about weight with a reminder that the "GT-R is a multi-performance supercar."
That includes good performance in all conditions, for all drivers, at all times: "Anyone, anytime, anywhere" is the company's current slogan for the GT-R.
Nissan's customers for the GT-R include those living in snowy, sandy conditions.
"Tyre contact, pressures and the conditions are the most important factors for control," he said. "An F1 can't perform in the snow; it's too light.
"Other car designers develop a car as a unit. I develop the car's essentials. I decide the tyre size. The most effective contact pressure decides the amount of kilograms we should include; for the best tyre grip. From these situations I calculate and decide car weight.
"Always [motoring] journalists say: "Lighter is better, lighter is better..." I don't necessarily think so. The most effective tyre contact is essential, and it's these essentials that decide things like weight."
He argues that if the GT-R had been trimmed to match or better its apparent rival, the Porsche 911 Turbo, the car's performance "wouldn't be better, but worse."
"Maybe on a dry road or track but not on the snow, and its 0-100km/h acceleration time wouldn't be as good."
Asking Aussie journalists to reconcile with markets that are affected by snow might be a big ask, but accommodating our roads isn't the highest priority on Nissan's agenda: Rather, its wealthy, influential local buyers -- for example a revered doctor living in Hokkaido -- and expanding interests in the Middle East with its sandy roads are of more interest.
Nissan claims the GT-R's sprint time is now three seconds, and a lap of the Nurburgring can be done in 7min24sec.
Mizuno says downforce also makes a fast car, and is arguably more important than controlling weight. And downforce in part relies on tyre grip load: weight...
The Nissan engineer says the GT-R can carry more corner speed, at 10km difference to the Porsche Turbo. "It's a way to make a message."
According to Mizuno the GT-R weighs 1730kg; over the Porsche by "about 100kg".
"But actual clocked lap time is very different," he was quick to add.
Mizuno says the Porsche isn't even on the GT-R's radar in terms of development benchmarks.
"Already that [argument] is finished," he said. "All our standard models can already get 7:24 or under... There's no comparison."
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
discount new cars » Get the best price on a new Nissan
It's no secret weight is the enemy of performance, but the creator of the R35 GT-R says his supercar can carry the load.
In attendance at this week's launch of the MY11 GT-R, Nissan's Chief Vehicle Engineer Kazutoshi Mizuno wearily fielded the obvious question about weight with a reminder that the "GT-R is a multi-performance supercar."
That includes good performance in all conditions, for all drivers, at all times: "Anyone, anytime, anywhere" is the company's current slogan for the GT-R.
Nissan's customers for the GT-R include those living in snowy, sandy conditions.
"Tyre contact, pressures and the conditions are the most important factors for control," he said. "An F1 can't perform in the snow; it's too light.
"Other car designers develop a car as a unit. I develop the car's essentials. I decide the tyre size. The most effective contact pressure decides the amount of kilograms we should include; for the best tyre grip. From these situations I calculate and decide car weight.
"Always [motoring] journalists say: "Lighter is better, lighter is better..." I don't necessarily think so. The most effective tyre contact is essential, and it's these essentials that decide things like weight."
He argues that if the GT-R had been trimmed to match or better its apparent rival, the Porsche 911 Turbo, the car's performance "wouldn't be better, but worse."
"Maybe on a dry road or track but not on the snow, and its 0-100km/h acceleration time wouldn't be as good."
Asking Aussie journalists to reconcile with markets that are affected by snow might be a big ask, but accommodating our roads isn't the highest priority on Nissan's agenda: Rather, its wealthy, influential local buyers -- for example a revered doctor living in Hokkaido -- and expanding interests in the Middle East with its sandy roads are of more interest.
Nissan claims the GT-R's sprint time is now three seconds, and a lap of the Nurburgring can be done in 7min24sec.
Mizuno says downforce also makes a fast car, and is arguably more important than controlling weight. And downforce in part relies on tyre grip load: weight...
The Nissan engineer says the GT-R can carry more corner speed, at 10km difference to the Porsche Turbo. "It's a way to make a message."
According to Mizuno the GT-R weighs 1730kg; over the Porsche by "about 100kg".
"But actual clocked lap time is very different," he was quick to add.
Mizuno says the Porsche isn't even on the GT-R's radar in terms of development benchmarks.
"Already that [argument] is finished," he said. "All our standard models can already get 7:24 or under... There's no comparison."
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Thứ Ba, 13 tháng 3, 2012
New Ranger in deep water
Ford's new global-spec wading test demonstrates Ranger can go deeper than its competitors
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Ford Australia has proved its locally-developed Ranger has what it takes to tackle high water scenarios.
Testing Ranger 4x4 and 4x2 Hi-Rider models – even when fully loaded – Ford demonstrated its new commercial champion can wade through a class-leading 80cm of water. Engineers tested the Ranger over a range of water depths, and at various speeds, simulating both offroad fording, such as through creeks or rivers, and extended wet weather driving through longer puddles on sealed surfaces.
The new water bath at Ford's You Yangs testing facility in Victoria has angled sides to carefully replicate the effect of a bow wave that forms at the front of a vehicle as it pushes through a body of water and can be filled at height intervals of 50mm.
"When we go through the water bath, we're looking out for every possible functional failure in the vehicle," explained Tom Dohrmann, the development engineer in charge of Ranger's water management.
"The most critical one would be if water was sucked through the air intake into the engine, resulting in hydro-lock, which can bend the piston's connecting rods and potentially destroy the entire engine. We have to protect against such failures so that our customers can go deeper without causing catastrophic damage to their engines."
To help it 'go deep', Ford engineers concentrated on finding strategic positions for key components, such as the engine's air intake, alternator, transmission, fuel tank and differential breather hoses. Even smaller ancillary items like Ranger's acoustic parking sensors were carefully positioned and waterproofed.
"We're very proud of how deep the Ranger can go," said Dohrmann.
"When faced with a water crossing, you'll be able to drive it into the water deeper than the competition can, through the water, out of the water and onto safe ground."
discount new cars » Get the best price on a new Ford
Ford Australia has proved its locally-developed Ranger has what it takes to tackle high water scenarios.
Testing Ranger 4x4 and 4x2 Hi-Rider models – even when fully loaded – Ford demonstrated its new commercial champion can wade through a class-leading 80cm of water. Engineers tested the Ranger over a range of water depths, and at various speeds, simulating both offroad fording, such as through creeks or rivers, and extended wet weather driving through longer puddles on sealed surfaces.
The new water bath at Ford's You Yangs testing facility in Victoria has angled sides to carefully replicate the effect of a bow wave that forms at the front of a vehicle as it pushes through a body of water and can be filled at height intervals of 50mm.
"When we go through the water bath, we're looking out for every possible functional failure in the vehicle," explained Tom Dohrmann, the development engineer in charge of Ranger's water management.
"The most critical one would be if water was sucked through the air intake into the engine, resulting in hydro-lock, which can bend the piston's connecting rods and potentially destroy the entire engine. We have to protect against such failures so that our customers can go deeper without causing catastrophic damage to their engines."
To help it 'go deep', Ford engineers concentrated on finding strategic positions for key components, such as the engine's air intake, alternator, transmission, fuel tank and differential breather hoses. Even smaller ancillary items like Ranger's acoustic parking sensors were carefully positioned and waterproofed.
"We're very proud of how deep the Ranger can go," said Dohrmann.
"When faced with a water crossing, you'll be able to drive it into the water deeper than the competition can, through the water, out of the water and onto safe ground."
Great Wall rendered for 2011
X240 and V240 models receive a facelift, extra equipment
discount new cars » Get the best price on a new Great Wall
Great Wall has upgraded its X240 SUV and V240 Utility models for 2011, revised styling and added equipment bringing even greater value to the model range, which still enjoys the same low price.
The X240 four-wheel drive SUV receives a more streamlined front fascia including new sheet metal and a new grille. Inside, Bluetooth connectivity, steering wheel-mounted remote audio controls, touch screen audio system with DVD player, reversing camera, headlamp delay and rain sensing wipers are all added to the spec sheet, and all as standard fit.
Unchanged is X240's driveaway price of $23,990.
Dual cab V240 utility models also gain a new fascia with new front panels, bonnet and grille. Inside, the workhorse adds convenient steering wheel-mounted remote audio controls.
On road, the 4x2 V240 dual cab is priced from the reduced price of $22,990 while 4x4 models start at $25,990.
"Great Wall has had a very promising start in Australia, selling its 10,000th car games here last month some 18 months after launch," said Ric Hull, the managing director of Ateco Automotive, the importer and distributor of Great Wall in Australia.
"These upgrades and the extra value they add, along with the price decrease on the utility, will help us sell another 10,000 great wall vehicles in 2011."
All Great Wall vehicles are covered by a comprehensive three-year/100,000km warranty with 24/7 roadside assist.
Footnote: It's the policy of Ateco Automotive, the distributor of Great Wall in Australia, to withhold vehicles for evaluation by the press.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
discount new cars » Get the best price on a new Great Wall
Great Wall has upgraded its X240 SUV and V240 Utility models for 2011, revised styling and added equipment bringing even greater value to the model range, which still enjoys the same low price.
The X240 four-wheel drive SUV receives a more streamlined front fascia including new sheet metal and a new grille. Inside, Bluetooth connectivity, steering wheel-mounted remote audio controls, touch screen audio system with DVD player, reversing camera, headlamp delay and rain sensing wipers are all added to the spec sheet, and all as standard fit.
Unchanged is X240's driveaway price of $23,990.
Dual cab V240 utility models also gain a new fascia with new front panels, bonnet and grille. Inside, the workhorse adds convenient steering wheel-mounted remote audio controls.
On road, the 4x2 V240 dual cab is priced from the reduced price of $22,990 while 4x4 models start at $25,990.
"Great Wall has had a very promising start in Australia, selling its 10,000th car games here last month some 18 months after launch," said Ric Hull, the managing director of Ateco Automotive, the importer and distributor of Great Wall in Australia.
"These upgrades and the extra value they add, along with the price decrease on the utility, will help us sell another 10,000 great wall vehicles in 2011."
All Great Wall vehicles are covered by a comprehensive three-year/100,000km warranty with 24/7 roadside assist.
Footnote: It's the policy of Ateco Automotive, the distributor of Great Wall in Australia, to withhold vehicles for evaluation by the press.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Inside Targa - Mr Mustang
We talk to one of Targa Tasmania's most seasoned racers, Len Cattlin about his regular involvement in the popular event
Targa legend Len Cattlin is renowned for his rapid mega-dollar Mustangs but unfortunately after speaking to the Carsales Network mid-way through Leg Four of Targa 2011, his orange Boss 302's engine bent a valve. Game over... But for Cattlin, Targa is not just about going fast in his Mustang...
Q: Why Targa, and not another form of motorsport?
A: Both (wife) Gayle and myself get a lot of personal enjoyment out of it and we do it together. Targa is one of the few things you have to be committed to one another to do. Two days ago we had a couple of mistakes with the notes and with the driver and you learn to compensate and be more forgiving with one another. Over time, it's made us stronger as a couple. We been together for 37 years and enjoy each other's company but Targa just highlights it.
Q: So Targa is the ultimate form of marriage counselling?
A: It is because if she does it wrong, by God we're in trouble and if I do it wrong we're also in trouble. You rely on each other and that's what we like about it and we meet couples of a similar ilk; we've made great associations over the last 12 years.
Q: But your Mustang would be a weapon on the track, why do road rallies?
A: I did circuit racing years ago. You buy performance in circuit racing, the more money you tip in the more up the front you are and it didn't interest me in the end. The people aren't the same. Targa people just welcome you into their hearts.
Q: Targa is much more dangerous than circuit racing, though; you don't find 30-metre gum trees in the exits of corners on the track... And you would be doing well over 200km/h on long straights?
A: Yeah we are, and you think of that and that's why people say I should put a paid navigator in for one Targa but that's not what I'm doing it for; I do it to do it with Gayle. And yes, we could be quicker and I take fewer risks because of Gayle, but I'm doing it because I've got a partner, not because I'm trying to be number one.
Q: This orange Mustang is your third for Targa?
A: Yeah, we built the yellow Mustang for 1999 then we had the green car and now the orange car, which is in a much higher state of tune than the other two. The yellow car was very similar to the orange car, the green car had very limited modifications and the orange car is fully modified.
Q: It's almost a V8 Supercar under the body?
A: The components are very similar, if not the same as a V8 Supercar's, which I find is cheaper over time and the components last longer.
Q: You've got a trick brake setup and over 600 horsepower (447kW)?
A: Yeah, it's got a lot of power. The front calipers run four different individual pads, so you can adjust the brakes but that doesn't mean to say that I'm good enough to use them (laughs).
Q : It's great to have the power and the car obviously handles well with adjustable V8 Supercar-style suspension, but is it the ideal car for Targa or are you just a Mustang head?
A: I work in cars all day and the last thing I want is to be in a car I don't like. If a Porsche that I don't like is going to be quicker, I won't be in it. I like Mustangs.
Q: What's your best result on Targa?
A: I dunno... I think third (in Classic). I don't know, I become a bit blasé about it; I only look at number one. We've won in Queensland and Targa Newfoundland and we've had a few seconds but here it doesn't matter.
Q: Targa is a pretty serious rally if you want it to be?
A: It is, the speeds you get up to... On some stages I'd look down and we'd be going 240km/h and the car is <fast>. You think “Gee whiz! Think about this!” and you pull back a bit but some boys don't; they're on it. But we're going alright.
Q: How long do you think you'll continue doing Targa?
A: I'm going to try and build another car next year, probably a little Torana, and get my girls Kelly and Christie, involved. The girls want to have a crack at it and they're old enough.
Q : And you'll stop and just crew for them?
A : I wouldn't mind it... I think I've done enough with this car in this field. You can't win Classic unless you bring a Porsche and that's not me, so I'll build a car for the girls.
Q : And what will become of the big orange Boss 302?
A : We'll make the car a bit more versatile so we can do more meetings and do the Bathurst sprints at the end of the year.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Targa legend Len Cattlin is renowned for his rapid mega-dollar Mustangs but unfortunately after speaking to the Carsales Network mid-way through Leg Four of Targa 2011, his orange Boss 302's engine bent a valve. Game over... But for Cattlin, Targa is not just about going fast in his Mustang...
Q: Why Targa, and not another form of motorsport?
A: Both (wife) Gayle and myself get a lot of personal enjoyment out of it and we do it together. Targa is one of the few things you have to be committed to one another to do. Two days ago we had a couple of mistakes with the notes and with the driver and you learn to compensate and be more forgiving with one another. Over time, it's made us stronger as a couple. We been together for 37 years and enjoy each other's company but Targa just highlights it.
Q: So Targa is the ultimate form of marriage counselling?
A: It is because if she does it wrong, by God we're in trouble and if I do it wrong we're also in trouble. You rely on each other and that's what we like about it and we meet couples of a similar ilk; we've made great associations over the last 12 years.
Q: But your Mustang would be a weapon on the track, why do road rallies?
A: I did circuit racing years ago. You buy performance in circuit racing, the more money you tip in the more up the front you are and it didn't interest me in the end. The people aren't the same. Targa people just welcome you into their hearts.
Q: Targa is much more dangerous than circuit racing, though; you don't find 30-metre gum trees in the exits of corners on the track... And you would be doing well over 200km/h on long straights?
A: Yeah we are, and you think of that and that's why people say I should put a paid navigator in for one Targa but that's not what I'm doing it for; I do it to do it with Gayle. And yes, we could be quicker and I take fewer risks because of Gayle, but I'm doing it because I've got a partner, not because I'm trying to be number one.
Q: This orange Mustang is your third for Targa?
A: Yeah, we built the yellow Mustang for 1999 then we had the green car and now the orange car, which is in a much higher state of tune than the other two. The yellow car was very similar to the orange car, the green car had very limited modifications and the orange car is fully modified.
Q: It's almost a V8 Supercar under the body?
A: The components are very similar, if not the same as a V8 Supercar's, which I find is cheaper over time and the components last longer.
Q: You've got a trick brake setup and over 600 horsepower (447kW)?
A: Yeah, it's got a lot of power. The front calipers run four different individual pads, so you can adjust the brakes but that doesn't mean to say that I'm good enough to use them (laughs).
Q : It's great to have the power and the car obviously handles well with adjustable V8 Supercar-style suspension, but is it the ideal car for Targa or are you just a Mustang head?
A: I work in cars all day and the last thing I want is to be in a car I don't like. If a Porsche that I don't like is going to be quicker, I won't be in it. I like Mustangs.
Q: What's your best result on Targa?
A: I dunno... I think third (in Classic). I don't know, I become a bit blasé about it; I only look at number one. We've won in Queensland and Targa Newfoundland and we've had a few seconds but here it doesn't matter.
Q: Targa is a pretty serious rally if you want it to be?
A: It is, the speeds you get up to... On some stages I'd look down and we'd be going 240km/h and the car is <fast>. You think “Gee whiz! Think about this!” and you pull back a bit but some boys don't; they're on it. But we're going alright.
Q: How long do you think you'll continue doing Targa?
A: I'm going to try and build another car next year, probably a little Torana, and get my girls Kelly and Christie, involved. The girls want to have a crack at it and they're old enough.
Q : And you'll stop and just crew for them?
A : I wouldn't mind it... I think I've done enough with this car in this field. You can't win Classic unless you bring a Porsche and that's not me, so I'll build a car for the girls.
Q : And what will become of the big orange Boss 302?
A : We'll make the car a bit more versatile so we can do more meetings and do the Bathurst sprints at the end of the year.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Fuel prices to soar?
Average petrol prices have hit a 30-month high in Australia, and there could be more pain on the way due to Middle Eastern and North African unrest
Latest data from the Australian Institute of Petroleum (AIP) shows the average national price of unleaded petrol rose by 0.3 cents a litre to 143.9 cents a litre in the week ending April 10.
That’s a 30-month high, and we’re likely to get squeezed a lot more in the next month or so -- economists are forecasting $1.50 a litre -- as concerns continue about the threats to oil supply caused by the problems in the Middle East and North Africa.
According to the AIP data, the average metropolitan price rose by 0.5 cents a litre to 143.5 cents a litre last week, while the regional average price remained at 144.8 cents a litre, AIP data shows.
And those prices would be higher except for the trailblazing Australian dollar, which as we write this is buying 105.08 US cents. But it can only do so much heavy lifting, and over the past fortnight the price of a Singapore barrel, the key index for Australia, has also surged.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
Latest data from the Australian Institute of Petroleum (AIP) shows the average national price of unleaded petrol rose by 0.3 cents a litre to 143.9 cents a litre in the week ending April 10.
That’s a 30-month high, and we’re likely to get squeezed a lot more in the next month or so -- economists are forecasting $1.50 a litre -- as concerns continue about the threats to oil supply caused by the problems in the Middle East and North Africa.
According to the AIP data, the average metropolitan price rose by 0.5 cents a litre to 143.5 cents a litre last week, while the regional average price remained at 144.8 cents a litre, AIP data shows.
And those prices would be higher except for the trailblazing Australian dollar, which as we write this is buying 105.08 US cents. But it can only do so much heavy lifting, and over the past fortnight the price of a Singapore barrel, the key index for Australia, has also surged.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at the carsales mobile site
SHANGHAI AUTO SHOW: Geely unveils China's first hot hatch
A hot little number: 1.3 turbo and twin clutch transmission
Geely is about to prove that the Chinese automotive industry can build fun cars -- not only affordable cars.
The EC6 hatch, unveiled at Auto Shanghai yesterday, had an original design and two important new developments: a 1.3-litre turbo engine and a six-speed twin-clutch transmission similar to those used in the Volkswagen Golf GTI.
According the data in the Chinese-only press information, the cute as a button EC6 has a five star China NCAP safety rating, "multiple" airbags and 16-inch wheels.
In the metal it looks about as big as a MINI but has hints of Mazda2 and Suzuki Swift in what is, generally, an original design.
It is not clear if the EC6 is destined for right-hand drive, but West Australia-based Geely importer John Hughes is understood to have put his hand up for the vehicle -- and a number of others.
Geely also unveiled the IG concept car, a gullwing hatchback with solar panels on the roof to power the air-conditioning. It was available with a frugal 1.0-litre petrol engine or a fully electric powertrain.
But it was for motor show display only at this stage.
However, on the Geely production car games wish list are:
The EC7 sedan and hatch (Corolla rivals);
The EX8 small SUV (a small RAV4 rival);
The GS coupe convertible (similar to the Peugeot CC);
The SX6 softroader (a Mitsubishi Outlander rival).
At this stage Geely vehicles are only sold in West Australia but the distributor plans to introduce them in the eastern states later this year.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Geely is about to prove that the Chinese automotive industry can build fun cars -- not only affordable cars.
The EC6 hatch, unveiled at Auto Shanghai yesterday, had an original design and two important new developments: a 1.3-litre turbo engine and a six-speed twin-clutch transmission similar to those used in the Volkswagen Golf GTI.
According the data in the Chinese-only press information, the cute as a button EC6 has a five star China NCAP safety rating, "multiple" airbags and 16-inch wheels.
In the metal it looks about as big as a MINI but has hints of Mazda2 and Suzuki Swift in what is, generally, an original design.
It is not clear if the EC6 is destined for right-hand drive, but West Australia-based Geely importer John Hughes is understood to have put his hand up for the vehicle -- and a number of others.
Geely also unveiled the IG concept car, a gullwing hatchback with solar panels on the roof to power the air-conditioning. It was available with a frugal 1.0-litre petrol engine or a fully electric powertrain.
But it was for motor show display only at this stage.
However, on the Geely production car games wish list are:
The EC7 sedan and hatch (Corolla rivals);
The EX8 small SUV (a small RAV4 rival);
The GS coupe convertible (similar to the Peugeot CC);
The SX6 softroader (a Mitsubishi Outlander rival).
At this stage Geely vehicles are only sold in West Australia but the distributor plans to introduce them in the eastern states later this year.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
NEW YORK AUTO SHOW: Impreza hatch breaks cover
Japanese car maker launches sophisticated AWD hatchback in New York, but the arrival date in Oz is yet to be confirmed
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Subaru staff were handing out 3D glasses at the launch of the new Impreza in New York. They needn't have bothered.
The stylish new Impreza hatch is hardly the sort of car to blend in with the wallpaper. It's all angles, curves and general chunkiness that will divide opinion, but the new car can't be called bland.
Taking inspiration from the company's Liberty models, the new 2012 Subaru Impreza range has been given a 'TBA' arrival in Australia, with Subaru Australia's National Corporate Affairs Manager David Rowley telling the Carsales Network that ideally the car would have been available in the last quarter of the year.
However due to the recent natural disasters in Japan, the supply of components has meant manufacturing has slowed down, and it's now likely we won't see the fresh-faced new Impreza models on local soil until early 2012. Mr Rowley explained that the Gunma plant in Japan where the Australia-bound Imprezas are manufactured has been unaffected by the catastrophic earthquakes, citing logistical bottlenecks, such as a damaged docks and roads, as to the cause of the delays.
One thing is certain though -- Subaru has taken criticism of its interiors onboard and has crafted an improved cabin with more sophistication than the current models'. Sitting in the driver's seat, there are more soft-touch materials in evidence and though there are still some harsher materials and plastics in evidence, it's a more refined and pleasant place to sit.
Sitting in the driver's seat, Subaru has added a high resolution colour LCD screen to the centre stack which together with Bluetooth telephony and dual zone climate control as standard (on US models), lends the cabin a more sophisticated air. The new 6.1-inch touchscreen sat nav system is available as an option on entry-level and mid level models in the US, adding voice control and the ability to send/receive SMS text messages, though whether this system will be available in Australia is not yet clear.
It's also a perceptibly roomier car inside, particularly in the rear seat, which will appeal to family buyers. Though the new MY12 Subaru Impreza hatch model is similar in size to its predecessor, the wheelbase has been extended from 2621mm to 2644mm, which together with improved packaging results in improved interior space.
Walking around the new Impreza hatch at the New York auto show, it's clear that the new design elements have been inspired by the Liberty's styling, with the angular headlights and curved wheel arches a tip of the hat to the Impreza's upmarket sibling.
The overall body shape of the hatch is suitably fresh, and the rear end of the vehicle has a more original -- if somewhat angular -- appearance when compared to its predecessor. Like the sedan version, the 2012 Subaru Impreza hatch will be powered by a new version of the 2.0-litre boxer petrol engine, which will deliver improved fuel economy but no power gains, with outputs remaining at 110kW/196Nm.
Two gearboxes are offered, a CVT and a five-speed manual transmission, and Subaru's all-wheel drive layout is retained on all models. Safety levels have been improved according to the car maker, so expect another five-star ANCAP safety rating to be awarded when the new Impreza arrives in Australia.
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 subaru
Subaru staff were handing out 3D glasses at the launch of the new Impreza in New York. They needn't have bothered.
The stylish new Impreza hatch is hardly the sort of car to blend in with the wallpaper. It's all angles, curves and general chunkiness that will divide opinion, but the new car can't be called bland.
Taking inspiration from the company's Liberty models, the new 2012 Subaru Impreza range has been given a 'TBA' arrival in Australia, with Subaru Australia's National Corporate Affairs Manager David Rowley telling the Carsales Network that ideally the car would have been available in the last quarter of the year.
However due to the recent natural disasters in Japan, the supply of components has meant manufacturing has slowed down, and it's now likely we won't see the fresh-faced new Impreza models on local soil until early 2012. Mr Rowley explained that the Gunma plant in Japan where the Australia-bound Imprezas are manufactured has been unaffected by the catastrophic earthquakes, citing logistical bottlenecks, such as a damaged docks and roads, as to the cause of the delays.
One thing is certain though -- Subaru has taken criticism of its interiors onboard and has crafted an improved cabin with more sophistication than the current models'. Sitting in the driver's seat, there are more soft-touch materials in evidence and though there are still some harsher materials and plastics in evidence, it's a more refined and pleasant place to sit.
Sitting in the driver's seat, Subaru has added a high resolution colour LCD screen to the centre stack which together with Bluetooth telephony and dual zone climate control as standard (on US models), lends the cabin a more sophisticated air. The new 6.1-inch touchscreen sat nav system is available as an option on entry-level and mid level models in the US, adding voice control and the ability to send/receive SMS text messages, though whether this system will be available in Australia is not yet clear.
It's also a perceptibly roomier car inside, particularly in the rear seat, which will appeal to family buyers. Though the new MY12 Subaru Impreza hatch model is similar in size to its predecessor, the wheelbase has been extended from 2621mm to 2644mm, which together with improved packaging results in improved interior space.
Walking around the new Impreza hatch at the New York auto show, it's clear that the new design elements have been inspired by the Liberty's styling, with the angular headlights and curved wheel arches a tip of the hat to the Impreza's upmarket sibling.
The overall body shape of the hatch is suitably fresh, and the rear end of the vehicle has a more original -- if somewhat angular -- appearance when compared to its predecessor. Like the sedan version, the 2012 Subaru Impreza hatch will be powered by a new version of the 2.0-litre boxer petrol engine, which will deliver improved fuel economy but no power gains, with outputs remaining at 110kW/196Nm.
Two gearboxes are offered, a CVT and a five-speed manual transmission, and Subaru's all-wheel drive layout is retained on all models. Safety levels have been improved according to the car maker, so expect another five-star ANCAP safety rating to be awarded when the new Impreza arrives in Australia.
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
SHANGHAI AUTO SHOW: No end in sight to SUV boom
Audi says there are still unexplored niches in the softroader world
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Audi -- which was late to cash-in on the SUV boom but has since embraced the rise of recreational wagons -- believes there is no end to our passion for faux-wheel-drives.
As the German car maker unveiled its third SUV in as many years, the Q3, it warned that there are still new ways to pique our interest in high-riding cars.
The head of Audi's future vehicle development, Roman Schindlmaister, told the Carsales Network at the Shanghai Motor Show yesterday: "In my opinion the SUV boom will go on. But, he warned, "you have to build the right SUV".
He hinted that Audi had dusted off its old Steppenwolf concept (pictured) -- a bizzare, high-riding Audi TT with chunky tyres and rugged looks -- and was looking at other models in the Audi range that could be converted into a "cross-over" vehicle. That is, part-car, part wannabe SUV.
When asked about reviving the Steppenwolf concept or a vehicle like it, he said: "It was a serious study for us but I think the idea wasn't finished ... maybe we are [again] thinking of this.
"We are thinking about new derivatives, making maybe a mix with some niches or whatever. But I can't give you ... our ideas. You will have to be surprised. We will surprise you."
He said the popularity for small, medium and large SUVs would remain as long as car makers found ways to make them more economical.
He said it would not be long before small and medium SUVs had hatchback-like fuel consumption -- and said the company was taking drastic measures to slash weight from the Audi mothership, the Q7 4WD.
"There is a market for ... SUVs like we have to day, like the Q3 and also the Q5, but you have to build an intelligent SUV," he said.
"What we are doing now is thinking about our Q7 ... we are planning to bring it down about 300kg."
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 Audi
Audi -- which was late to cash-in on the SUV boom but has since embraced the rise of recreational wagons -- believes there is no end to our passion for faux-wheel-drives.
As the German car maker unveiled its third SUV in as many years, the Q3, it warned that there are still new ways to pique our interest in high-riding cars.
The head of Audi's future vehicle development, Roman Schindlmaister, told the Carsales Network at the Shanghai Motor Show yesterday: "In my opinion the SUV boom will go on. But, he warned, "you have to build the right SUV".
He hinted that Audi had dusted off its old Steppenwolf concept (pictured) -- a bizzare, high-riding Audi TT with chunky tyres and rugged looks -- and was looking at other models in the Audi range that could be converted into a "cross-over" vehicle. That is, part-car, part wannabe SUV.
When asked about reviving the Steppenwolf concept or a vehicle like it, he said: "It was a serious study for us but I think the idea wasn't finished ... maybe we are [again] thinking of this.
"We are thinking about new derivatives, making maybe a mix with some niches or whatever. But I can't give you ... our ideas. You will have to be surprised. We will surprise you."
He said the popularity for small, medium and large SUVs would remain as long as car makers found ways to make them more economical.
He said it would not be long before small and medium SUVs had hatchback-like fuel consumption -- and said the company was taking drastic measures to slash weight from the Audi mothership, the Q7 4WD.
"There is a market for ... SUVs like we have to day, like the Q3 and also the Q5, but you have to build an intelligent SUV," he said.
"What we are doing now is thinking about our Q7 ... we are planning to bring it down about 300kg."
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
Thứ Hai, 12 tháng 3, 2012
All-electric F1 series?
FIA boss Jean Todt is backing electric power in high-level racing
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Jean Todt, former Scuderia Ferrari F1 team boss turned Federation Internationale de l'Automobile (FIA) boss is broadening the motor sport peak body’s sights to eventually include an electric car racing schedule alongside conventional Formula One.
Autoblog reports that Todt wants to start on lower-key events using go-karts and smaller single-seat vehicles and work up towards a full-scale all-electric F1 series. The FIA announced recently that it’s already in negotiations with the European Commission to develop an EV racing series.
Formula One boss Bernie Ecclestone reportedly doesn’t share Todt’s interest in the idea, but there are two reasons to believe he might come around. Firstly, the auto industry is in the very earliest phase of an unstoppable expansion into alternative power sources, one which will eventually see interest in IC drop off, albeit not for some decades yet. Secondly, F1 plays a valuable – not to mention lucrative – role as test bed for the advancement of automotive technologies. With so many stakeholders sinking so much into making electric power viable, it’s not inconceivable that a racing series could play an important part in that process.
Ecclestone might note, too, that the idea has already attracted the attention of parties less interested in his sport than himself. First hand up to express interest was that of Mitsubishi. The Japanese company’s president, Osamu Masuko, normally not a fan of motor sports, sees enough commercial merit in the idea to enthuse about it publicly.
“The development costs for electric vehicles seem much lower than for gasoline cars, and it would also contribute to the technological development of cars that are already on the market,” he told Japan Today.
Peugeot, meanwhile, has set a new record for electric power around the Nurburgring with its EX1 sportster. First unveiled at 2010 Paris motor show, the EX1, a radical open-top two-seater that looks half car half motorcycle, completed a 20.8km lap of the Nordschliefe circuit in 9 minutes 1.338 seconds, demolishing the 9:51 record set in 2010 by a modified MINI E. And that was in conditions driver Stephane Caillet described as ‘unfavourable’.
Weighing less than a tonne, the EX1 uses two electric motors – one front, one rear – putting out an aggregate of 240kW and 480Nm.
Good for 0-100km/h in around 3.5 seconds and a top speed of 260km/h, it had already broken six speed records for a vehicle in its weight category: 1/8 mile (8.89sec), 1/4 mile (14.4s), 500m (16.81s), 1/2 mile (23.85s), 1000m (28.16s), and 1 mile (41.09s).
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 Peugot
Jean Todt, former Scuderia Ferrari F1 team boss turned Federation Internationale de l'Automobile (FIA) boss is broadening the motor sport peak body’s sights to eventually include an electric car racing schedule alongside conventional Formula One.
Autoblog reports that Todt wants to start on lower-key events using go-karts and smaller single-seat vehicles and work up towards a full-scale all-electric F1 series. The FIA announced recently that it’s already in negotiations with the European Commission to develop an EV racing series.
Formula One boss Bernie Ecclestone reportedly doesn’t share Todt’s interest in the idea, but there are two reasons to believe he might come around. Firstly, the auto industry is in the very earliest phase of an unstoppable expansion into alternative power sources, one which will eventually see interest in IC drop off, albeit not for some decades yet. Secondly, F1 plays a valuable – not to mention lucrative – role as test bed for the advancement of automotive technologies. With so many stakeholders sinking so much into making electric power viable, it’s not inconceivable that a racing series could play an important part in that process.
Ecclestone might note, too, that the idea has already attracted the attention of parties less interested in his sport than himself. First hand up to express interest was that of Mitsubishi. The Japanese company’s president, Osamu Masuko, normally not a fan of motor sports, sees enough commercial merit in the idea to enthuse about it publicly.
“The development costs for electric vehicles seem much lower than for gasoline cars, and it would also contribute to the technological development of cars that are already on the market,” he told Japan Today.
Peugeot, meanwhile, has set a new record for electric power around the Nurburgring with its EX1 sportster. First unveiled at 2010 Paris motor show, the EX1, a radical open-top two-seater that looks half car half motorcycle, completed a 20.8km lap of the Nordschliefe circuit in 9 minutes 1.338 seconds, demolishing the 9:51 record set in 2010 by a modified MINI E. And that was in conditions driver Stephane Caillet described as ‘unfavourable’.
Weighing less than a tonne, the EX1 uses two electric motors – one front, one rear – putting out an aggregate of 240kW and 480Nm.
Good for 0-100km/h in around 3.5 seconds and a top speed of 260km/h, it had already broken six speed records for a vehicle in its weight category: 1/8 mile (8.89sec), 1/4 mile (14.4s), 500m (16.81s), 1/2 mile (23.85s), 1000m (28.16s), and 1 mile (41.09s).
Read the latest Carsales Network news and reviews on your mobile, iPhone or PDA at carsales' mobile site...
A6 premiere at AIMS
Audi's large sedan gets its first Aussie showing in Melbourne during the first week of July
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The first public unveiling of the new Audi A6 will take place in Melbourne at this year's Australian International Motor Show (AIMS).
Audi's large, luxury sedan has made its global debut elsewhere (with the hybrid version going on display in Detroit early this year), but AIMS, in the first week of July, will be the first opportunity most Aussies will have to see the A6 up close.
“The Audi A6 is significant because it features many innovations which epitomise developments in the industry – both in safety and environmental aspects,” said AIMS director Russ Tyrie.
“It features an array of new assistance, multimedia and safety systems, and is packed with innovative technology.”
The importer is yet to reveal whether the hybrid variant will be sold in Australia -- and the portents aren't outstanding in light of Audi's commitment to selling both diesel and TFSI (petrol) variants of the A6 here. Although the hybrid is good for combined output of 180kW and 560Nm from its petrol/electric drivetrain, it also adds weight to a car that Audi has worked hard to lighten in this latest generation.
“As with all new Audi models, we have applied the absolute latest technology to the new A6,” said Audi Australia managing director, Uwe Hagen.
“Everything from infotainment to safety and efficiency has been improved – for example fuel consumption has been dramatically reduced across the range, by as much as 19 per cent in some cases.
“I’m really looking forward to announcing specifications and pricing in Melbourne. I’m confident that the A6 really will take its market segment by storm – it is a deeply impressive vehicle in a market where impressions matter.”
The Australian International Motor Show will be held at the Melbourne Convention and Exhibition Centre from 6pm Friday, 1 July.
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 Audi
The first public unveiling of the new Audi A6 will take place in Melbourne at this year's Australian International Motor Show (AIMS).
Audi's large, luxury sedan has made its global debut elsewhere (with the hybrid version going on display in Detroit early this year), but AIMS, in the first week of July, will be the first opportunity most Aussies will have to see the A6 up close.
“The Audi A6 is significant because it features many innovations which epitomise developments in the industry – both in safety and environmental aspects,” said AIMS director Russ Tyrie.
“It features an array of new assistance, multimedia and safety systems, and is packed with innovative technology.”
The importer is yet to reveal whether the hybrid variant will be sold in Australia -- and the portents aren't outstanding in light of Audi's commitment to selling both diesel and TFSI (petrol) variants of the A6 here. Although the hybrid is good for combined output of 180kW and 560Nm from its petrol/electric drivetrain, it also adds weight to a car that Audi has worked hard to lighten in this latest generation.
“As with all new Audi models, we have applied the absolute latest technology to the new A6,” said Audi Australia managing director, Uwe Hagen.
“Everything from infotainment to safety and efficiency has been improved – for example fuel consumption has been dramatically reduced across the range, by as much as 19 per cent in some cases.
“I’m really looking forward to announcing specifications and pricing in Melbourne. I’m confident that the A6 really will take its market segment by storm – it is a deeply impressive vehicle in a market where impressions matter.”
The Australian International Motor Show will be held at the Melbourne Convention and Exhibition Centre from 6pm Friday, 1 July.
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Wireless charging has magnetic appeal for EV buyers
Cabled EV charging systems have the jump, but electromagnetic wireless alternatives can complement and potentially overtake them
In the mid-1990s, PC maker Compaq published a full-page ad in major newspapers spruiking its new wireless power supply. Packed with jargon, trademarks and diagrams, it proved a convincing act until someone noticed it was April 1.
Turns out the ad wasn’t merely witty, but unwittingly prescient. Fifteen years on, you can find wireless charge mats for mobile phones, iPods and the like at any Dick Smith. They’re also found under some electric toothbrushes.
And now, with climate change, peak oil and legislators worldwide pushing auto makers and buyers alike towards battery electric vehicles, some of the industry’s biggest names are sinking serious dollars into putting similar technology in cars, garages and public parking spaces.
Nissan has been talking up wireless EV charging for a couple of years. The company’s first announcements came around the mid-2009 appearance of its production Leaf EV. At that time, despite the rising excitement about EVs in media and motor shows, research was flagging problems ahead, with Nissan’s UK study revealing 61 per cent of potential buyers were put off by the inconvenience of recharging (pictured). Announcements were common that makers were readying their EVs for high voltage rapid-charge cabled systems; Nissan took it a step further by announcing it was also working on wireless inductive systems.
Not much has changed in the consumer research. Indeed studies have turned up so much in the way of continued resistance to EVs that the term ‘range-anxiety’ has been absorbed into the industry lexicon.
This year, Toyota has announced a development deal with WiTricity, a company emanating from the research labs of the Massachusetts Institute of Technology (MIT), while BMW has done the same things with German electronics giant Siemens. It’s likely that in coming years we’ll hear more of names like Evatran, Momentum Dynamics and HaloIPT alongside Better Place, the company that’s consumed most of the media mindshare to date with its cabled charging and battery-swap systems.
This new gang – even the ones without Siemens’s and MIT’s brand power – is attracting plenty of attention and cash for an idea that potentially clears away many of the obstacles blocking the electric car’s path to acceptance. Evatran’s Plugless Power system, for example, is currently undergoing testing in Google’s fleet at the IT giant’s headquarters in Mountain View, California.
Charging issues the chief point of consumer resistance to EVs
Either of the two wireless technologies being investigated potentially provides a neat solution to a number of the problems slowing battery power’s headway into the global auto market. Those issues are well researched and documented: essentially, batteries are slower to fill up than petrol tanks, even using high-voltage rapid charging facilities, and faster to empty.
In day-to-day life terms, it translates into this: as things are, you spend all night charging up from a domestic plug in the carport, and you’re lucky to get more than 100 or 150 kilometres max out of it the next day. Lithium-ion technology is still early in its developmental arc, but progress is slow. Researchers estimate that as things are at present, a battery good for more than 200km would double the price of a mass-market vehicle.
Many a deal has been struck around the world working towards networks of wired charging points, but they have their problems. Not least, they’re vulnerable to vandalism and simultaneously liable to send an unfortunate vandal into orbit with a 415-volt whack. And even with rapid-charge facilities, it still takes far longer to fill a battery than the two or three minutes we’re used to at the petrol pump.
At any rate, drivers are not likely to be happy about leaving their car plugged into a charge point in a public place for an eight-hour working day – let alone overnight, when we consider inner city terrace suburbs where street parking is the norm and off-street parking is restricted to the plum end of the property market.
Wireless charging’s answer to problems with cabled systems
On paper at least, the advantages of wireless over cabled systems are manifold. Because wireless charging generates no heat there’s no fire risk, and because it works by magnetism rather than radiation, there’s no anxiety (at least yet...) about health risks. It uses no moving parts and no physical connections, dramatically reducing its maintenance costs – Rolls-Royce cited this as an important consideration in setting up its 102EX electric show car for it. And with the right economies of scale, it’s also prospectively easy and cost-effective to retrofit receiver units to vehicles.
The absence of physical connections and moving parts makes full automation easy, too. More so because it’s safe and economical to run the transmission units in always-on mode – they only use power during coupling time with a vehicle. Its automation potential also makes it easy to integrate data communications systems into it that extend to ‘smart’ payment and reporting systems.
At the way-out-there end of the development scale lies the potential to embed transmission infrastructure along stretches of road, allowing vehicles to charge on the move.
All that and there’s little transmission efficiency difference between wireless and cabled systems (efficiency here refers to the rate of power shrinkage between transmitter and receiver). Developers claim to have closed the efficiency gap considerably in just a couple of years. In early 2009, researchers at the Korea Advanced Institute of Science and Technology reported efficiency rates of up to 80 per cent transmitting across a 1cm gap from an embedded power line. Within a few months, the team was powering a bus at efficiency levels of up to 60 per cent across a 12 cm gap.
More recently, UK developer HaloIPT has claimed power losses of just 10 per cent, putting it on a par with most plug-in systems, and without their complex electronic circuitry. The company’s system is capable of coupling coils up to 400mm apart and up to 250mm off centre.
Momentum Dynamics, meanwhile, claims its technology charges a vehicle much faster off a 240V grid than a cabled system. It’s developed its receiver coils for retrofitting to a wide variety of vehicles with undersides up to 60cm above the road surface.
The downside
The main downside, as UK analyst Toby Procter pointed out in a recent article published by his firm, Trend Tracker, is that most of the technologies are yet to undergo real-world testing. And while hardware integration between send and receive coils is simple, transmitter installation costs could prove problematic. This is reflected in what Procter cites as a likely infrastructure scenario to emerge: one that opts for affordable cable-based systems in homes and other private charge points where plugs and wires present little problem, and wireless systems in public spaces.
The problem here is that local governments, most of whom operate on tight budgets, may take some persuading of its merits, given how much more work it takes to bury a wireless charging coil under a parking spot than erect a cabled stump next to it. If there’s a clear sell, it lies in the near-zero maintenance costs mitigating the up-front slug, but those selling the idea face entrenched competition from cable vendors who, with several years’ jump on them, are already well into rolling out their own networks.
Establishing standards
At this early stage in the development of a technology ultimately dependent for success on standardisation, most makers are still working with operating standards and protocols developed in-house and unique to their product.
“Each manufacturer has developed their own protocols, their own security subscription schemes and the units aren’t interoperable,” John Rosinski, spokesman for one such firm, Pennsylvania-based Momentum Dynamics, told Procter in a recent interview.
“So a car driver moving around a city or through an area might have to have several subscriptions.” So embryonic is the technology, Rosinski told Procter, that the US government hasn’t yet worked out which agency should be tasked with addressing it, let alone got to the nuts and bolts.
In the next phase, these manufacturers begin jockeying to have their solution implemented as the industry standard. Overseeing that process is SAE International, the engineering profession’s global peak body. Charged with the development and worldwide implementation of standards and guidelines for such matters, SAE launched a taskforce late in 2010 “to establish performance and safety limits for wireless power transfer for automotive applications while establishing a minimum interoperability requirement”, according to its statement announcing its convening. This involves a look in depth at the two wireless charging technologies in play – inductive and magnetic resonance – assessing the pros and cons of each and interoperability issues.
After setting to work early this year under the leadership of BMW executive Jesse Schneider, the team aims to come up with first draft guidelines by year’s end. Schneider told media through SAE’s statement that field data requirements mean it will likely be 2012 or 2013 before a full balloted standard is finalised and published.
How does wireless charging work?
In a word, magnetically. Both technologies leverage the natural magnetic fields surrounding every object, which are strengthened under charge. Inductive coupling uses an electromagnetic field between two objects in close proximity as the medium for transferring energy between them. A charging station or mat beneath the vehicle sends energy to the vehicle receiving unit, which collects it and stories it in its batteries.
Magnetic resonance ‘strong coupling’ uses the oscillating nature of magnetic fields to pair objects on discovery of a common frequency. When they do, it’s possible for the transmitter coil to convert electrical energy into a magnetic field, transfer it into the orbit of the receiver coil, which converts it back to electricity and dispatches it to the battery.
Arguments continue over cost differences, but the wireless advocates are at a distinct disadvantage having to prove the efficacy of their technologies in the face of cabled system suppliers who have already won contracts and begun rolling out their networks. That said, the electric mobility industry is in its infancy, meaning it’s so dynamic and unpredictable that even each-way bets are fraught with risk. Among all the ideas being flung around, however, this one has a clear enough value proposition to guarantee it a place in the not too distant future.
In the mid-1990s, PC maker Compaq published a full-page ad in major newspapers spruiking its new wireless power supply. Packed with jargon, trademarks and diagrams, it proved a convincing act until someone noticed it was April 1.
Turns out the ad wasn’t merely witty, but unwittingly prescient. Fifteen years on, you can find wireless charge mats for mobile phones, iPods and the like at any Dick Smith. They’re also found under some electric toothbrushes.
And now, with climate change, peak oil and legislators worldwide pushing auto makers and buyers alike towards battery electric vehicles, some of the industry’s biggest names are sinking serious dollars into putting similar technology in cars, garages and public parking spaces.
Nissan has been talking up wireless EV charging for a couple of years. The company’s first announcements came around the mid-2009 appearance of its production Leaf EV. At that time, despite the rising excitement about EVs in media and motor shows, research was flagging problems ahead, with Nissan’s UK study revealing 61 per cent of potential buyers were put off by the inconvenience of recharging (pictured). Announcements were common that makers were readying their EVs for high voltage rapid-charge cabled systems; Nissan took it a step further by announcing it was also working on wireless inductive systems.
Not much has changed in the consumer research. Indeed studies have turned up so much in the way of continued resistance to EVs that the term ‘range-anxiety’ has been absorbed into the industry lexicon.
This year, Toyota has announced a development deal with WiTricity, a company emanating from the research labs of the Massachusetts Institute of Technology (MIT), while BMW has done the same things with German electronics giant Siemens. It’s likely that in coming years we’ll hear more of names like Evatran, Momentum Dynamics and HaloIPT alongside Better Place, the company that’s consumed most of the media mindshare to date with its cabled charging and battery-swap systems.
This new gang – even the ones without Siemens’s and MIT’s brand power – is attracting plenty of attention and cash for an idea that potentially clears away many of the obstacles blocking the electric car’s path to acceptance. Evatran’s Plugless Power system, for example, is currently undergoing testing in Google’s fleet at the IT giant’s headquarters in Mountain View, California.
Charging issues the chief point of consumer resistance to EVs
Either of the two wireless technologies being investigated potentially provides a neat solution to a number of the problems slowing battery power’s headway into the global auto market. Those issues are well researched and documented: essentially, batteries are slower to fill up than petrol tanks, even using high-voltage rapid charging facilities, and faster to empty.
In day-to-day life terms, it translates into this: as things are, you spend all night charging up from a domestic plug in the carport, and you’re lucky to get more than 100 or 150 kilometres max out of it the next day. Lithium-ion technology is still early in its developmental arc, but progress is slow. Researchers estimate that as things are at present, a battery good for more than 200km would double the price of a mass-market vehicle.
Many a deal has been struck around the world working towards networks of wired charging points, but they have their problems. Not least, they’re vulnerable to vandalism and simultaneously liable to send an unfortunate vandal into orbit with a 415-volt whack. And even with rapid-charge facilities, it still takes far longer to fill a battery than the two or three minutes we’re used to at the petrol pump.
At any rate, drivers are not likely to be happy about leaving their car plugged into a charge point in a public place for an eight-hour working day – let alone overnight, when we consider inner city terrace suburbs where street parking is the norm and off-street parking is restricted to the plum end of the property market.
Wireless charging’s answer to problems with cabled systems
On paper at least, the advantages of wireless over cabled systems are manifold. Because wireless charging generates no heat there’s no fire risk, and because it works by magnetism rather than radiation, there’s no anxiety (at least yet...) about health risks. It uses no moving parts and no physical connections, dramatically reducing its maintenance costs – Rolls-Royce cited this as an important consideration in setting up its 102EX electric show car for it. And with the right economies of scale, it’s also prospectively easy and cost-effective to retrofit receiver units to vehicles.
The absence of physical connections and moving parts makes full automation easy, too. More so because it’s safe and economical to run the transmission units in always-on mode – they only use power during coupling time with a vehicle. Its automation potential also makes it easy to integrate data communications systems into it that extend to ‘smart’ payment and reporting systems.
At the way-out-there end of the development scale lies the potential to embed transmission infrastructure along stretches of road, allowing vehicles to charge on the move.
All that and there’s little transmission efficiency difference between wireless and cabled systems (efficiency here refers to the rate of power shrinkage between transmitter and receiver). Developers claim to have closed the efficiency gap considerably in just a couple of years. In early 2009, researchers at the Korea Advanced Institute of Science and Technology reported efficiency rates of up to 80 per cent transmitting across a 1cm gap from an embedded power line. Within a few months, the team was powering a bus at efficiency levels of up to 60 per cent across a 12 cm gap.
More recently, UK developer HaloIPT has claimed power losses of just 10 per cent, putting it on a par with most plug-in systems, and without their complex electronic circuitry. The company’s system is capable of coupling coils up to 400mm apart and up to 250mm off centre.
Momentum Dynamics, meanwhile, claims its technology charges a vehicle much faster off a 240V grid than a cabled system. It’s developed its receiver coils for retrofitting to a wide variety of vehicles with undersides up to 60cm above the road surface.
The downside
The main downside, as UK analyst Toby Procter pointed out in a recent article published by his firm, Trend Tracker, is that most of the technologies are yet to undergo real-world testing. And while hardware integration between send and receive coils is simple, transmitter installation costs could prove problematic. This is reflected in what Procter cites as a likely infrastructure scenario to emerge: one that opts for affordable cable-based systems in homes and other private charge points where plugs and wires present little problem, and wireless systems in public spaces.
The problem here is that local governments, most of whom operate on tight budgets, may take some persuading of its merits, given how much more work it takes to bury a wireless charging coil under a parking spot than erect a cabled stump next to it. If there’s a clear sell, it lies in the near-zero maintenance costs mitigating the up-front slug, but those selling the idea face entrenched competition from cable vendors who, with several years’ jump on them, are already well into rolling out their own networks.
Establishing standards
At this early stage in the development of a technology ultimately dependent for success on standardisation, most makers are still working with operating standards and protocols developed in-house and unique to their product.
“Each manufacturer has developed their own protocols, their own security subscription schemes and the units aren’t interoperable,” John Rosinski, spokesman for one such firm, Pennsylvania-based Momentum Dynamics, told Procter in a recent interview.
“So a car driver moving around a city or through an area might have to have several subscriptions.” So embryonic is the technology, Rosinski told Procter, that the US government hasn’t yet worked out which agency should be tasked with addressing it, let alone got to the nuts and bolts.
In the next phase, these manufacturers begin jockeying to have their solution implemented as the industry standard. Overseeing that process is SAE International, the engineering profession’s global peak body. Charged with the development and worldwide implementation of standards and guidelines for such matters, SAE launched a taskforce late in 2010 “to establish performance and safety limits for wireless power transfer for automotive applications while establishing a minimum interoperability requirement”, according to its statement announcing its convening. This involves a look in depth at the two wireless charging technologies in play – inductive and magnetic resonance – assessing the pros and cons of each and interoperability issues.
After setting to work early this year under the leadership of BMW executive Jesse Schneider, the team aims to come up with first draft guidelines by year’s end. Schneider told media through SAE’s statement that field data requirements mean it will likely be 2012 or 2013 before a full balloted standard is finalised and published.
How does wireless charging work?
In a word, magnetically. Both technologies leverage the natural magnetic fields surrounding every object, which are strengthened under charge. Inductive coupling uses an electromagnetic field between two objects in close proximity as the medium for transferring energy between them. A charging station or mat beneath the vehicle sends energy to the vehicle receiving unit, which collects it and stories it in its batteries.
Magnetic resonance ‘strong coupling’ uses the oscillating nature of magnetic fields to pair objects on discovery of a common frequency. When they do, it’s possible for the transmitter coil to convert electrical energy into a magnetic field, transfer it into the orbit of the receiver coil, which converts it back to electricity and dispatches it to the battery.
Arguments continue over cost differences, but the wireless advocates are at a distinct disadvantage having to prove the efficacy of their technologies in the face of cabled system suppliers who have already won contracts and begun rolling out their networks. That said, the electric mobility industry is in its infancy, meaning it’s so dynamic and unpredictable that even each-way bets are fraught with risk. Among all the ideas being flung around, however, this one has a clear enough value proposition to guarantee it a place in the not too distant future.
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