Tuesday, September 30, 2008

Peugeot’s bush picnic

NOT content with unveiling a stunning new four-door hybrid luxury GT “coupe”,
currently known only as the “RC…”, Peugeot has revealed it will also use its
home-turf bi-annual motor show to debut what appears to be a production-ready
compact hybrid crossover. Dubbed the “Prologue…”, the second petrol-electric show car to appear from Peugeot in Paris on October 2 is claimed to offer 147kW and “unexpected levels of performance”, yet produces the same meagre 109g/km of CO2 emissions as the RC hybrid sportscar (which delivers a claimed 233kW). The compact five-door crossover concept features trademark swept-back Peugeot headlights and a sweeping roofline with full-length glass roof, but new jewellery items include fresh triangular-shaped tail-lights, a gaping new cross-hatched grille, and chunky SUV-style matt-black highlights in its wing mirrors, side rub strips and bumpers.
Further exaggerating the off-road theme are pronounced wheelarch blisters on
bodysides that seem unusually slabby for a Peugeot hatchback, and what looks like
a tailgate that drops down under the rear hatch, splitting the rear bumper.
The French maker has revealed few other details to accompany these images, other than
describing it as being “derived from the fusion of different worlds” – presumably in reference to its employment of petrol and electric power and, for the first time in a modern Peugeot, its on- and off-road capability. “Anticipating future trends, the
‘Prologue…’ is an innovative combination of ideas at a number of different levels: its architecture, its style, its interior ambience, its modularity, its original high-tech equipment and also its new-generation hybrid technology,” said Peugeot in a
statement released last week.

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Lamborghini’s “new world” breaks cover

LAMBORGHINI has now revealed two teaser detail shots of a model that it describes as "a new world", ahead of its official world debut at the Paris motor show next week.

“It’s not just a new Lamborghini, it’s a new world," said the official Lamborghini press release that accompanied a single image of the car's (carbon-fibre) rear diffuser and central exhaust outlet on September 16.

A second image issued three days later on Friday (September 19), shows a section of the bonnet in profile above the front left wheel, tyre (a 295/30-section 19-inch Pirelli P-Zero, no less) and guard, which features a carbon-fibre front splitter and front side vent garnished with Italian colours.

An entirely new front bumper shut line proves the “new Lamborghini” is not a lightweight “Superleggera” version of the Italian maker’s 2001-based flagship Murcielago LP640, nor another Reventon-style special-edition.

But the new bodyshell’s go-faster front quarter venting supports speculation the car will be an all-new concept that breaks tradition with years of mid-engined Lamborghini models by being a front-engined, four-seat (and perhaps even four-door) rival for cars like Aston Martin’s Rapide and Porsche’s upcoming Panamera.

Some reports have even suggested the all-new Raging Bull model could be based on the latter through the two sports car makers’ separate ties with the Volkswagen Group, which owns Lamborghini and is now a subsidiary of Porsche.

All will be known on October 1, when Lamborghini appears set to do what Ferrari would never dare.

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9-X Air previews small topless Saab sibling

SAAB has signalled its intention to develop an all-new compact model range, widely expected to go by the 9-1 name, when it presented the smooth Volvo C30-sized 9-X BioHybrid hatch concept at the Geneva motor show in March.

Now General Motors’ Scandinavian subsidiary has revealed it plans to evolve the 9-1 series into a complete entry-level model family by announcing the 9-X Air concept, which will preview the 9-1 Convertible when it makes its global debut at the Paris motor show on October 2.

With a redesigned 9-5 flagship sedan finally expected to emerge next year and both an all-new 9-3 and the 9-4X SUV expected to be released in 2010, it’s unlikely the 9-1 hatch will hit the road in production guise before 2011. Some reports suggest the 9-1 could appear before both the redesigned 9-5 and 9-3, but either way we don’t expect to see a road-ready convertible version of Saab’s C30 rival in dealerships until 2012.

And while the Saab 9-1 model family is expected to reside upon a small front-drive next-generation GM platform that’s shared with the Holden/Vauxhaul/Opel Astra, it’s unclear wether its most striking feature, its so-called Canopy Top, will ever see actual rain or sunshine.

Of course, officially, Saab has not acknowledged plans to produce a direct premium hatchback rival for the likes of BMW’s 1 Series, the same company’s Mini Cooper range or the Audi A3, let alone a convertible version there of.

It says the 9-X Air is “an innovative design study exploring what a future open-air Saab could look like”, which also underlines Saab’s history of producing landmark convertible designs – including its first topless model revealed at the Frankfurt motor show exactly 25 years ago.

The four-seater 9-X Air, like the 9-X BioHybrid, features a wraparound glasshouse but this time it also includes the rear screen. Prominent rear pillars define the distinctive silhouette and also mount the flat-folding Canopy Top roof system, as well as the separate recessed rear screen.

Saab claims the design presents a coupe-like look with the roof up and a turbulence-free interior with the top down. Developed from the Targa-top principle, the fabric Canopy Top is said to differ from both a folding metal roof and a folding soft-top by folding away fully automatically into three small sections stored within the boot.

Saab says the rear screen between the buttresses then retracts automatically into the underside of the raised tonneau cover to allow stowage of the Canopy Top, before the screen then moves back into position to provide a complete glass surround for the cabin in open-top mode.

This,along with an active wind deflector on top of the windshield header rail, is claimed to minimise buffeting, reduce back drafts and eliminate the need for a wind deflector, while separating the rear screen from the folding top allows the employment of a glass area that is larger than feasible when integrated into a soft-top.

Measuring just 4.43 metres in length, 1.39 metres wide and 1.83 metres high, the 9-X Air also dispenses with a conventional boot. Instead, a spring-loaded storage compartment - large enough to accommodate two golf bags - slides out from underneath the rear lights.

The 9-X Air shares its 1.4-litre turbocharged BioPower hybrid engine with the 9-X BioPower concept, which it says was designed in tandem. Running on E85, it is claimed to produce 147kW, 280Nm of torque, projected average CO2 tailpipe emissions of just 107g/km and fuel consumption of 6.4L/100km (4.9L/100km on straight petrol) – despite 0-100km/h acceleration in a respectable 8.1 seconds.

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S-class spawns hybrid

Benz unveils its first hybrid passenger car, but it is not coming here

MERCEDES-BENZ will launch its first hybrid passenger car in overseas markets during 2009, but the Australian branch of the German manufacturer has told GoAuto this week that it was not engineered for right-hand drive. The S400 BlueHybrid will premiere at the Paris motor show next week – in the same hall as BMW’s first 7-Series hybrid, which uses the same “mild” hybrid technology with a different engine and transmission combination. A Mercedes-Benz Australia/Pacific spokesman said that although the S400 would not be sold Down Under, hybrid power should be available on select sub-S-class Mercedes-Benz cars by 2010. Dubbed the “world’s most economical luxury saloon with a spark-ignition engine”, the S400 BlueHybrid combines a
“thoroughly re-engineered and improved” version of the German marque’s 3.5-litre V6
petrol engine – now producing 205kW (up 5kW) – with a 120V three-phase AC electric
motor that generates 15kW and a “starting torque” of 160Nm. The combined output is
220kW and 385Nm. In another first for a series-production model, the S400 hybrid also uses a high-voltage lithium-ion battery pack, rather than nickel-metal hydride as seen on its most obvious rival, the Lexus LS600hL. Mercedes claims lithium-ion offers a number of advantages, including a higher energy density and better electrical efficiency, together with more compact dimensions and a lower weight.
Driving through a reconfigured version of the 7G-Tronic seven-speed automatic
transmission, the green S400 Blue returns a 7.9L/100km fuel consumption average
– a saving of 2.2L/100km over the S350 upon which the hybrid car is based – and
190g/km of CO2, which represents a 21 per cent reduction. Indeed, the CO2 figure
is claimed to be the world’s lowest in this vehicle and performance class. Acceleration from 0-100km/h is achieved in 7.2 seconds, with top speed reached at an electronically governed 250km/h. Additional weight of the overall system is just 75kg.

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GM celebrates 100 years by revealing the production Chev Volt and its vital stats

GENERAL Motors marked its 100th anniversary this week by officially unveiling the production version of Chevrolet’s Volt plug-in hybrid sedan, which it says will lead the company into its next century of car-making.

Bearing only a vague resemblance to the low-slung concept that emerged under the same name at the 2007 Detroit motor show, the production Volt and its preliminary specifications were presented in Detroit on September 16 by GM chairman and CEO, Rick Wagoner.

The road-going Volt surfaced more than a week ago when pictures of the vehicle, in each case partially obscured by senior GM officials, were made available for 12 minutes on GM’s media website in what appeared to be either a poorly handled media release or a deliberate pre-publicity “leak” ahead of this week’s official unveiling. The result of an official investigation into the matter by GM is yet to be announced.

“Revealing the production version of the Chevy Volt is a great way to open our second century,” said Mr Wagoner this week. “The Volt is symbolic of GM’s strong commitment to the future – just the kind of technology innovation that our industry needs to respond to today’s and tomorrow’s energy and environmental challenges.”

GM’s belated answer to Toyota’s super-successful Prius hybrid, the third generation of which will emerge at the 2009 Detroit show next January and should also eventually feature a “plug-in” recharge function, will enter production at the company’s Detroit-Hamtramck manufacturing facility – “subject to GM successfully negotiating satisfactory government incentives”.

The 2011 Volt is due for release in the US in late 2010 and has been earmarked as a model for global consumption - priced around the same as the current Prius, which costs $37,400 in Australia.

Like the Prius hatch, the Volt sedan is a relatively conventional small family car that, in this case, rides on the same next-generation front-drive Delta platform that will underpin GM’s new Astra, which is reported to have been developed to accommodate fuel cell technology.

It measures 4404mm long (40mm shorter than the current Prius), 1798mm wide (73mm wider), 1430mm high (60mm lower) and rides on a 2685mm wheelbase (15mm shorter). The four-seater Volt, however, offers a boot capacity of just 301 litres, compared to 456 litres for the five-seater Prius.

Other vital statistics include the fitment of MacPherson struts front suspension, a “compound crank twist” solid rear axle, four-wheel disc brakes with full regenerative function, electric power steering and 17-inch forged alloy wheels with special low rolling resistance tyres.

Toyota announced last week that it has begun UK public-road testing of a plug-in system for the Prius and expects to bring forward delivery of its plug-in system from 2010 to late 2009, but GM product chief Bob Lutz has been vocal in his claims that GM and Toyota are not in a race to produce the world’s first rechargeable car because the two designs are so fundamentally different.

Toyota’s plug-in Prius is expected to debut globally in small numbers in late 2009 - around the same time large test fleets of the production Volt will hit the road.

“A plug-in hybrid with a limited range is a very nice thing to have. It’s wonderful that Toyota is working on this. If they have some test fleets out next year that's great. But it’s not the same thing as a Chevy Volt, which is not a plug-in hybrid,” said Mr Lutz on August 28.

“After eight or 11 miles (13 or 18km) it (the Prius) reverts to being a completely normal gasoline-electric hybrid, which means you get about a 25-30 per cent fuel saving, but the point is they do burn fuel.”

Toyota has not revealed its electric-only traveling distance target for the plug-in Prius, which currently employs a 1.5-litre petrol engine that both drives its front wheels and recharges its nickel-metal-hydride battery pack for a limited electric-only range of up to about 18km. The next Prius will improve dramatically on that.

The Volt, meantime, will employ a new 16kWh lithium-ion battery pack that will enable the Volt to travel at least 65km when fully charged.

After that, a small E85-compatible petrol engine turns itself on and charges the electric motor enough to extend its range - but not to charge its battery, as in the Prius, returning fuel consumption of as little as 1.5 litres per 100km. The current Prius officially averages 4.4L/1]00km.

The Volt's battery pack contains 220 lithium-ion cells and delivers the equivalent of about 111kW and 370Nm of instant torque, for a claimed top speed of 160km/h.

GM says that, unlike the Prius, the Volt uses electricity to move the wheels at all times and speeds and, if driven less than 65km a day and recharged nightly, the Volt promises electric-only, emissions-free operation indefinitely.

Once depleted, however, the Volt’s battery needs to be charged via a main outlet, which GM says takes less than three hours with a 240-volt outlet or about eight hours with a 120-volt outlet – less if the battery has not been fully depleted.

According to GM, at US electricity prices (about 10 US cents per kWh), the Volt costs about 80 cents per day to fully charge at peak rates – about one-sixth that of a conventional petrol-powered vehicle.

“When the battery’s energy is depleted, a gasoline/E85-powered engine generator seamlessly provides electricity to power the Volt’s electric drive unit while simultaneously sustaining the charge of the battery,” says GM.

“This mode of operation extends the range of the Volt for several hundred additional miles, until the vehicle’s battery can be charged.”

GM says the finished Volt, which is claimed to herald “a new era of electrification of the automobile by creating a new class of vehicle known as the Extended-Range Electric Vehicle (E-REV)”, is one of the most aerodynamic designs it has ever produced following hundreds of hours of wind tunnel testing.

It claims it will offer the space, comfort, safety and amenity expected of a small four-passenger sedan, with a variety of interior colour, trim and lighting options never before offered in a Chevrolet sedan.

Features include a standard seven-inch touch-sensitive “infotainment center” with integrated gear-shifter, a driver-configurable liquid crystal instrument display, Bluetooth connectivity for phone and music functions, and an optional navigation system with onboard hard drive for map and music storage.

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Court finds Saab Grrrrrreen claims misled

GM HOLDEN has been ordered to train the marketing staff of its subsidiary, Saab Australia, in relation to misleading and deceptive ‘green’ marketing claims after the Federal Court declared that its “Grrrrrrreen” advertising campaign was misleading.

The Federal Court ruling, announced on Thursday (September 18), relates to newspaper and magazine advertisements published between July 27 and September 1 last year, which claimed “Every Saab is green” and “With carbon emissions neutral across the entire Saab range”.

It upheld claims by the Australian Competition and Consumer Commission (ACCC), dating back to January 18, that the advertisements represented to consumers that by planting 17 native trees the company would offset the amount of CO2 produced by any Saab vehicle over the life of that vehicle, when in fact its CO2 output would be offset for only one year.

As part of the settlement of the ACCC’s legal action against GM Holden, trading as Saab Australia, Saab agreed not to republish the original advertisement and to have its marketing staff training reviewed as part of a scheduled review of its trade practices compliance program later this year.

GM Holden has also voluntarily undertaken to initiate the planting of an additional 12,500 native trees through government-approved abatement provider Greenfleet, which Saab estimates will offset the CO2 emissions from all Saabs purchased during the two-week perdiod from when the advertisement was first published until it was replaced by a revised version - for ten years, which is the official average lifespan of a new vehicle in Australia.

The ACCC warned it would take similar action against other companies it deemed to be “greenwashing”.

“Companies risk breaching the Trade Practices Act if they give an overall impression to consumers that their product is environmentally friendly when it isn’t,” said ACCC chairman Graeme Samuel in a statement.

“The ACCC will continue to be vigilant on ‘greenwashing’ and will not hesitate to take enforcement action, including Federal Court action, against traders who make false or misleading representations to consumers, as has been demonstrated by this case.”

Saab Australia umbrella group GM Premium Brands issued a statement the same day saying it had agreed to settle the ACCC’s legal proceedings, but pointed out that ACCC’s settlement documents acknowledged Saab did not intend to mislead customers.

“We take our responsibilities as an advertiser very seriously and we welcome the ACCC’s acknowledgement in the settlement documents that we did not intend to mislead consumers about the carbon dioxide offset program,” said the director of GM Premium Brands, Parveen Batish, who in February described the matter as “rather like taking a sledgehammer to crack a small egg”.

According to Saab, the advertisement intended to advise readers that 17 trees would offset one year of CO2 emissions for each car, however “some readers could have interpreted the advertisement to mean that Saab vehicles were carbon dioxide neutral over their life. The revised advertisement described more clearly that the 17 trees would offset carbon dioxide emissions for one year only”.

Saab commenced this carbon dioxide offset program in January 2007 and said that in August 2007 it identified that one advertisement was “not as clear as it could be”.

It said that it amended the advertisement and issued a revised version for publication of its own accord, before the ACCC had issued any guidelines regarding ‘green’ marketing.

“The advertisement was one of a number of promotional materials around the program and was only published for a very short time before we identified it was not as clear as it could be and replaced it," said Mr Batish.

“It is important to reiterate that we had no intention to mislead consumers and we welcome the ACCC’s leadership in recently releasing publications concerning ‘green’ marketing, carbon claims and environmental issues.

“As well as this, Saab has also initiated the planting of an additional 12,500 native trees through Greenfleet. Saab estimates these trees will offset 10 years of CO2 emissions from Saabs purchased during the period the advertisement was first published until it was replaced by the revised version on 12 August 2007.

“We took these steps because we feel it is important to demonstrate how committed we are to building and maintaining a relationship of trust and honesty with our customers,” said Mr Batish.

“When combined with the trees which Saab has already arranged to be planted pursuant to the program, it means that over 47,500 trees have been planted or are scheduled to be planted on Saab’s behalf.”

Mr Batish said that Saab is yet to receive any complaints from any Saab purchasers about the original advertisement, and that he believed environmentally conscious drivers would continue to support Saab, which would continue to drive environmental initiatives for General Motors in Australia.

“Being an environmental leader is extremely important to Saab,” he said. “Saab launched its BioPower range of vehicles last year and is proud to be the first and only car company in Australia to offer drivers a renewable driving alternative.”

Saab’s 9-3 and 9-5 BioPower “flex-fuel” models remain the only production cars available in Australia that can run on E85, despite the fact the 85 per cent ethanol fuel blend remains available only at three filling stations nationally – Rozelle in Sydney and Mawson Lakes and Parkholme in South Australia.

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New Fiesta's full specs revealed

Ford to launch new Fiesta in two weeks with two petrol engines and two transmissions

GOAUTO has obtained full official specifications for Ford Australia’s crucial new light-car, the redesigned WS-series Fiesta hatchback, more than two weeks ahead of its launch at the Sydney motor show on October 9.

As before, the new Fiesta will be available in both three-door and five-door hatch body styles, with three specification grades and two engines on offer – led by a more powerful 1.6-litre DOHC inline Duratec four-cylinder delivering 88kW of power at 6000rpm and 152Nm of torque at 4050rpm (up from 74kW/146Nm).

This time around, however, the 1.6 will be a five-speed manual-only proposition, in which guise it returns a combined-cycle fuel consumption figure of 6.1L/100km and produces 143g/km of CO2 emissions.

And, instead of the 110kW/190Nm 2.0-litre engine that powers the current Fiesta XR4, which will not initially be replaced, the new Duratec 1.6 will be sold alongside a new entry-level 1.4-litre inline four-cylinder engine that produces 71kW at 5750rpm (just 3kW shy of the outgoing 1.6) and 128Nm at 4200rpm.

Mated exclusively to a four-speed automatic transmission, the 1388cc four returns a higher ADR81/01 fuel consumption figure of 6.9L/100km and higher CO2 emissions of 164g/km.

There will be no diesel option, though both 1.4 and 1.6 petrol engines are 91 RON and E10 unleaded fuel-compatible (via a capless refuelling system).

The CL specification grade will replace the LX as the entry-level Fiesta variant, while the LX becomes the midrange variant for both body styles. Previously the midrange variant, the Zetec becomes the flagship version for both body styles, replacing the WQ-series Fiesta XR4 three-door and Ghia five-door.

The CL 1.4 three-door auto should replace the LX 1.6 three-door manual as the entry-level Fiesta variant, and could even undercut the current model’s $15,990 starting price.

Standard equipment across the range will include twin front airbags and an anti-lock braking system (ABS) with electronic brake-force distribution (EBD), plus air-conditioning, power windows/mirrors, remote central locking, a rear foglight and 15x6.0-inch wheels with 195/50-section tyres.

The midrange LX variant, available only in five-door guise, adds alloy wheels, cruise control and voice-activated Bluetooth connectivity as standard.

Electronic stability control (ESC) with emergency brake assist (EBA), twin front side airbags and a driver’s knee airbag will be standard only in the flagship Zetec variant, and is collectively available as a safety option pack on CL and LX versions. Zetecs also gain 16x6.5-inch alloys (with 195/45-section tyres) as standard.

A 17x7.0-inch alloy with 205/40 R17 rubber will be available, but only a temporary-use (14x5.5-inch) spare wheel will be fitted, with a 175/65-section tyre.

The new “Kinetic Design” Fiesta is on average 40kg lighter than before due to the increased use of high-strength steels – which now form more than half of the body structure and are claimed to make it more torsionally rigid.

Kerb weights for the three-door Fiesta are 1061kg (CL), 1065kg (LX) and 1067kg (Zetec), while the five-door is 10kg heavier at 1071, 1075 and 1077kg respectively.

As a result, for what it’s worth, the five-door Fiesta has a 5kg (525kg) unbraked towing capacity, though all models are rated to tow 900kg with a braked trailer.

All new Fiestas ride on a 3mm longer 2489mm wheelbase, and while the three-door measures 3950mm long (8mm longer in Zetec guise), 1709mm wide and 1481mm high, the five-door is 13mm wider – not longer.

MacPherson strut front and solid beam rear suspension configurations continue, as does a ventilated front disc and drum rear brake set-up, while a new electric power-assisted rack-and-pinion steering system is fitted.

Australia’s supply of the European-designed WS Fiesta will switch from Cologne in Germany to Rayong in Thailand, which has a free trade agreement (FTA) with Australia, from late 2009.

This could allow Ford to make the Fiesta nameplate more price-competitive than ever with direct light-car rivals like Toyota’s top-selling Yaris, the next generation of which could come also to Australia from Thailand, as well as other Japanese-built cars like the Suzuki Swift and Mazda2 - and even Korean-built models like the Hyundai Getz, Kia Rio and Holden Barina.

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Jaguar eyes new XJ flagship

New XJ range-topper here next year as Jaguar Land Rover consolidates under Tata

THE managing director of Jaguar Land Rover in Australia and New Zealand has confirmed that the next-generation XJ flagship sedan is just 12 to 18 months away.

In an exclusive, wide-ranging interview with GoAuto, David Blackhall has also revealed that it is business as usual for the two British brands in Australia following their acquisition by India’s largest car-maker, Tata Motors, and that he intends to position the Jaguar brand closer to Bentley and further away from German rivals like BMW, Mercedes-Benz and Audi.

“We’ll have new XJ in the next brief period of time, in the next 12 to 18 months or whatever and that car I expect to be… positioned significantly upmarket from where the current vehicle is.

“We talk about Jaguar as premium niche. The way I explain this to people is… closer to Bentley than BMW. That’s the territory we’ve got to keep heading towards in my opinion.”

Mr Blackhall conceded the current XJ’s styling was too retrospective to attract larger numbers of premium large sedan buyers, but said Jaguar’s new flagship will rectify this.

“I think everyone concedes the styling (of the current model) could have been different. It’s dynamically one of the best cars you ever could drive (but) the current XJ always for me personally was looking in the rear-view mirror far too much.

“I think the new car will be true to the Jaguar tradition. (But) This car will be a forward-looking car. No question.”

“I don’t have a firm date on it (arriving here) because there are not firm declared dates out of the UK, but they are actively working on the car. I did see some very close to final executions of the car that looked terrific.

“We want it as soon as we can get it. I definitely feel good about it,” he said.

Mr Blackhall said Jaguar’s current entry-level model, the X-Type, still attracted about half of the brand’s sales volume in Australia – much more than in other markets. He said that the $100,000-plus XF may need to be repositioned if Tata decides to discontinue the X-Type beyond 2010.

“Interestingly enough, it sells well especially for us. It still contributes probably about half our volume.

“A job for us will be if there’s a decision made for that car not to continue beyond 2010, then we’re going to have to obviously think about how we structure ourselves and what XF can do for us - what other opportunities there will be with that car.

“But you know that decision as far as we know is not taken yet. We are active on the car, we have a confirmed product plan through 2010 - beyond that it’s not visible to us so…”

Mr Blackhall confirmed an R-badged performance version of the XF sedan was previewed by a prototype at the recent Goodwood Festival of Speed, which should morph into a production version here by mid-2009.

“There’s a plan around a higher performance vehicle (based on the XF), which would logically be an R. There was car that broke cover (at Goodwood) that was not called an R, but it was certainly headed in that direction.

“We’d be very keen to have one and we’d like to get one into Australia as soon as it could be done, so we’re anticipating something would develop out of that prototype that was shown at Goodwood.

“Personally, I’d love to see something probably before the halfway mark of next year if I could, but again I don’t have that confirmed by anybody - I am lusting after units.”

In terms of Land Rover, Mr Blackhall said the lightweight compact LRX concept heralded the future of the iconic British off-road brand, but its production future was net yet confirmed.

“There is tremendous effort going into making sure Land Rover’s future is not compromised by being flat-footed.

“Certainly the global SUV slowdown which has affected everybody in the SUV market is impacting Land Rover in the short to medium term, but the answer lies in having products that continue to fulfill the multitude of uses that our customers require them to do, but do it in ways that are acceptable in the company environment.

“I haven’t got a (LRX production) date and as far I know the last time I had any sort of official word on this it was still on the drawing board as a concept and something we’d love to get into the cycle plan.

“Size, light weight, fuel efficiency, alternative solutions - they’re all part of the mix, aren't they? Phil Popham, our global MD, has said LRX represents the future direction as far as we can tell.”

Mr Blackhall said that the Freelander’s idle-stop system would not be seen in Australia any time soon because it is engineered only for a manual transmission at this stage.

He said that, as promised, Tata had made no apparent changes to Jaguar or Land Rover’s future model plans out to 2013.

Left: Jaguar Land Rover Australia/New Zealand boss David Blackhall and Land Rover's LRX concept.

Mr Blackhall said that Jaguar Australia was on target to sell up to 1200 vehicles in 2008 – half of which are expected to be XF models – while Land Rover should finally achieve its stated target of 4500 sales, thanks largely to the Range Sport and Freelander 2.

“If you take our running rates, looking through the first seven to eight months of the year, Jaguar will probably be in the 1100-1200 range and I expect probably a good 500 to 600 of those will be XFs.

“Land Rover we’ve always publicly targeted 4500 (sales) and we think we will get close to that - we’re on a running rate to do that. The only thing that’ll stop us will be if the market continues to be difficult and tanks beyond what we think it will,” he said.

Mr Blackhall said the upside of slower sales in Europe, the UK and US was freer supply of both Jaguar and Land Rover models.

“The UK and European and US situation hasn’t really had a major impact on us so far, but the flipside of the difficulties in the northern hemisphere means that we can get pretty much get plenty of stock when we want it.”

He said the changeover from British to Indian ownership had occurred seamlessly so far, and that the company’s dated information technology (IT) system could benefit from synergies already offered by Tata.

“It’s remarkably calm and smooth. I guess I describe it as totally transparent as we are concerned operationally. I know in the UK there’s probably more routine contact (with Tata), but certainly for us in Australia and NZ and I know from talking to the other managing directors across the globe there’s no operational interface of any consequence whatsoever.

“So the philosophy appears to be very consistent with Mr Tata’s statement that we like to acquire business and have the professionals that are in them run them.

“Locally I have gone on the front foot a bit with the Tata general managers and CEOs that run the other businesses here in Australia, because I think they offer us, as a small operation, some opportunities. They have a very large IT consultancy, Tata Consulting Services, and so were engaging them.

“We have met with them and are doing a bit of preliminary scoping with them to see if they can help us with some local IT challenges.

“The biggest single suggestion we’ve had and the one we think will be most fruitful most quickly is on the IT and systems front. It’s no secret and we’re not on our own, by the way, but most car companies have a patchwork quilt of systems stitched together and ours is no different.

“So you’ve got systems that date back to the Inchcape days, BMW days, Ford days and what I’m saying is we need a properly thought-through IT strategy and Tata can help us on that - that would help me to make our business more efficient.”

Mr Blackhall said Tata could present other opportunities in the area of marketing, via its expansive worldwide hotel chain network.

“We have also met with the GM of the hotel group - they own the Blue Hotel at Woolloomooloo in Sydney and you know that is an interesting discussion.

“We might run a convention there if the price worked out and we might sell some courtesy cars, but the synergies are minimal frankly and as I said operationally there is no engagement at all,” he said, adding that Jaguar would continue to focus on customer-targeted events as its chief form of marketing.

“In the last couple of years we have stopped doing things like going to motor shows and running what I have called broad-based marketing campaigns in favour of highly focused high-end activities. We have a series of XK days running at the moment were we offer people high end experiences that they can’t get any other way.

“It’s something we need to keep working on. We have are having success… with very focused activities that try to build around the Britishness and uniqueness of Jaguar because were are not going to get anywhere trying to take the Germans head-on - it doesn’t work for us.

“My mantra to our team is we have a small enough business that we should know everyone personally and that’s where we’ve got to get to.”

Mr Blackhall said that, from Jaguar Land Rover CEO David Smith downwards, the company had a fresher outlook than it previously did under Ford Motor Company ownership.

He said Jaguar Land Rover Australia/New Zealand continued to be owned by the UK entity, despite the change in shareholding at global holding company level.

“The UK team is walking around with its chest stuck out a lot more in my opinion, saying ‘we run this business now’ and the delegated signing authorities and all that sort of stuff all stop with David Smith, who is the CEO. There is no reference to anybody outside of that.

“In the Ford system as you probably understand there was always someone in Dearborn who wanted to look at whatever was happening and the authority level stretched all the way up to Mr Mulally.

“Well that’s not longer the case. I think there’s recognition that we’re a small business in the context of the global car business - you know, 300,000 units a year is tiny. We need to be nimble and we need to run the business ourselves and make it work - make good business decisions and deliver.

“So, yes, I get a feeling of much more self-containment - we’re flying the plane, it’s up to us now and we’ve got to do a good job, you know.”

Used Cars, Used Cars Sale

Monday, September 22, 2008

ANCAP Crash Test - Ford Focus (LHD) without side

Focus (LHD) without side curtain airbags 5 dr hatch - June 2008 Occupant Protection
32.46 out of 37
Pedestrian Protection Rating
15.41 out of 36
Category Small Cars Variant 5 dr hatch Engine Size 1.6 litre Kerb Weight 1250 Airbags Dual front & side airbags Tested Vehicles Built 2004 Crash Test Date
June 2008 Tested By
Euro NCAP


Important note: The left-hand-drive European model with side curtains was tested by Euro NCAP. Australasian specifications may vary and therefore models sold in Australasia might provide different levels of protection to those described on this page. Australasian models have 2 or 2.5 litre engines.

Model History and Safety Features

The Ford Focus was introduced in Australia and New Zealand during 2005. Side curtains became standard in New Zealand early in 2007. Curtains are standard on the Australian XR5 variant and became optional on all other Australian variants from mid-2007. Side (thorax) airbags for both front seats and an intelligent seat belt reminder for the driver seat became standard on all models from March 2008.
Dual front airbags and antilock brakes (ABS) with electronic brake distribution (EBD) are standard equipment. Electronic stability control is standard or optional on all Australian variants but is only available on the Zetec variant in New Zealand.
The front seat belt buckles are mounted on the seats and the upper anchorages are adjustable. These features improve the fit of the seat belt. Pre-tensioners are fitted to the front seat belts to reduce slack in the event of a crash. These seat belts also have load limiters. A three point seat belt is fitted to the centre rear seat. This provides better protection than a two point (lap) seat belt.

Occupant protection: 4 Stars



The Ford Focus scored 15.66 out of 16 in the offset crash test. The passenger compartment held its shape well. There was a slight risk of serious chest injury for the driver.

The vehicle scored 15.80 out of 16 in the side impact crash test.

Frontal offset crash test (v4.1)

Body region scores out of 4 points each: Head/neck 4 pts, chest 3.66 pts, upper legs 4 pts, lower legs 4 pts.
The passenger compartment held its shape well in the offset crash test. The accelerator pedal moved rearwards by 51 mm. The brake pedal moved downwards 16mm. The steering wheel hub moved forwards 62mm, downwards 39mm and sideways 4mm. The front ("A") pillar moved 15mm rearwards. All doors remained closed during the crash and could be opened with normal effort after the crash.
The airbag cushioned the head of the driver and contact was stable. There were no knee hazards.

Side impact crash test (v4.1)

Body region scores out of 4 points each: Head 4 pts, chest 3.80 pts, abdomen 4 pts, pelvis 4 pts.

The side crash test rating is based on a Euro NCAP test of a vehicle with head-protecting side curtains. The base model Focus in Australia does not have side curtains but ANCAP was provided with evidence that the same results can be expected for this model. It was not eligible for the optional pole test which earned the curtain-equipped model an extra 2 points and a 5 star rating. A separate ANCAP rating is available for the curtain-equipped Focus.

Pedestrian protection rating

Tests on the bonnet showed that it offered good protection where a child's head might most likely strike it. It also protected adult heads, though less well. However, the protection offered at the bonnet's leading edge and by the Focus's bumper was found to be flawed.

Modifiers - Offset test scores

Head - No deduction
Chest - No deduction
Upper leg Variable & conc. loading - No deduction
Lower leg - No deduction
Foot score - Score 4 points

Note: Steering column and pedal movements are
measured relative to the driver's seat.

Other Modifiers Chest: No deduction

Safety Features

Driver airbag

S

Antilock (ABS) brakes / Electronic brake distribution

S/S/O

Passenger front airbag

S

Electronic stability control (ESC, VSC, DSc, ESP, VSA)

O (V NZ) #

Side airbags, front seats - chest protection

S#

3 point centre rear seat belt

S

Side airbags, front seats - head protection

O# (S NZ)

Active head restraints - front seats

X

Side aribags, rear seats - head protection

O# (S NZ)

Intelligent seat belt reminder - driver

S*

Driver knee airbag

X

Intelligent seat belt reminder - front passenger

X*

Front seat belt pretensioners

S/X

Rear seat belt status indicator

X

Key:
? = Fitted to vehicle that was crash tested (where not standard)
S = Standard on all variants
O = optional on base variant. May be standard on higher variants
V = not available on base variant but standard or optional on higher variants
X = not available on any variant.
* = not available on the Australian model
# ESC required by ANCAP for 5 star rating from 2008.


Injury Measurements

Refer to the information sheet "How the test are done"

Offset Crash Test
at 64 km/h

(v4.1)

Side Impact
Crash at
50 km/h

(v4.1)


Driver

Passenger

Driver

Head

HIC

280

158

65

Acceleration (g for 3ms)

39.9

31.3

27.9

Head Injury Criterion (HIC) is a measure of the potential for head injury. At a HIC of 1000 one in 6 adults will suffer from life-threatening injury to their brain.

Neck

Shear (kN)

0.61

0.43

-

Tension (kN)

1.23

0.68

-

Extension (Nm)

14.0

13.3

-

Chest

Acceleration (g for 3ms)

-

-

-

Compression (mm)

24.38

19.83

23.01

Viscous Criterion (m/s)

0.07

0.04

0.18

Chest compression of 75 or more, or chest acceleration of 90 or more indicates poor protection from serious chest injury.

Abdomen

Force (kN)


0.820

Pelvis

Force (kN)


1.950

Upper Legs

Force Left (kN)

0.14

1.96

-

Force Right (kN)

0.14

0.36

-

Knee Disp. Left (mm)

0.00

1.52

-

Knee Disp. Right (mm)

0.00

0.00

-

An upper leg axial force of 10.9 or more indicates poor protection from serious upper leg (femur) injury.

Lower Legs

Force Left (kN)

1.35

1.62

-

Force Right (kN)

1.49

1.58

-

Index (upper/lower) Left

0.35/0.27

0.19/0.14

-

Index (upper/lower) Right

0.38/0.20

0.24/0.2

-

A lower leg index of 1.2 or more indicates poor protection from serious lower leg (tibia) injury.

Bonus points (maximum 5):

Pole test:

Not eligible

Seat belt reminders:

1





Pedestrian rating

Child head impacts

9.41

Upper leg impacts

2

Adult head impacts

4

Lower leg impacts

0

Total (out of 36)

15.41 out of 36

















Used Cars, Used Car Finance, Used Cars Sale, Used Cars Clearance

Wednesday, September 17, 2008

Tips to select Best Used Cars

Used cars can prove to be huge savings provided probable customers conduct adequate research prior to finalizing a deal. This is a prerequisite or else the stake could prove to be costly. The demand for used cars is growing for the simple reason that showroom prices could be very high. This has proportionately boosted the number of cheaters who tend to trade doubtful and faulty used cars by classifying them as “affordable and best used cars”. Prior to completing a used car deal, clients may choose to indulge in comparison-shopping to uncover the best used car brands.

When company launch new car models, market happening and consumer demands decide their fate. The best-used cars are possibly to be those that are seen more on the roads. This is the easiest method clients can implement when choosing from the ten best-used cars. The Internet can assist in finding reliable best-used car sources. They put forward a wide range of used car types along with their price tags. This includes small cars, entry mid-sized cars, luxury cars, full-sized cars, coupes, and different sports utility vehicles (SUV). Apart from the type of car, clients may choose to be careful about the manufacturers.

Brands such as Chevrolet, Ford, Lincoln, Toyota, Lexus, Honda, and Porsche are well reputed. In case clients choose to buy used vehicles from individuals, the outcome may or may not be assured. This is because they may wish to hide significant facts. It is sensible to consult with experienced mechanics to determine the value and efficiency of a used car. When customers choose from ten best-used cars, it gives them a extensive range of options and allows people to find an reasonably priced vehicle that fits in an individual’s budget. The logical explanation behind selecting from the ten-best used cars is to save money and avoid being involved in long-term auto loans.

Tuesday, September 2, 2008

Why Certified Used Car Dealers are better?

Have you ever gone to your local car dealer with butterflies in your stomach because you don’t know what will be their rate for repairs? That happened to me last week. Because of that, it has made me think about spending in one of the many certified used cars at a local dealership. I know the majority of mechanics are simply trying to make a truthful living, but the few that are out to dodge people give others a bad name. Here are a few tips and tricks you should consider when you visit your mechanic so you won’t feel like you’re getting “ripped off” when you push away.

Examine the parts – One way to ensure the mechanic is really replacing parts instead of just saying they are is to ask them to see the old parts. That way, you know they are getting rid of the previous parts in order to change them.

Test drive before leaving – Before you sign for the completed repairs, take your car for a small test drive. Make sure to check the things the mechanic was supposed to fix. For example, if you took your car in to get the brakes repaired, make sure they work well before paying for the repairs.

Ask questions – Mechanics understand that repairs can be expensive. When they show the first written estimate, ask if there are any less costly alternative that you can use. Is it possible to use used or refurbished parts instead of new? Or is everything listed absolutely required? It never hurts to ask.

Look for reasonable prices – Realistic prices are different than “too good to be true” prices. Many auto shops present bargains that are not possible to meet simply to bring customers to their facility. If the price is “too good,” expect them to find other things that need to be mended.

You can forget about getting cheated by a shady mechanic by getting one of the certified used cars at your local Used Car Dealer. The authorised vehicles come with extensive warranties and guarantees that take the worry and disappointment out of dealing with mechanics.