2009 Nissan Murano pricing and specs

Nissan Australia has announced the official pricing and specifications for its second generation Murano SUV.

It boasts an evolutionary design over the original Murano launched five years ago, which Nissan claim spawned the cross over genre.

Local models will receive a more powerful 3.5-litre V6 engine which develops 191kW of power and 336Nm at 4400rpm.

On the combined cycle, the new Murano uses 10.9 litres of petrol per 100kms while producing 259 grams per 100kms of CO2.

    “The basic engine architecture hasn’t changed, but attention to fine detail has helped develop an engine that not only delivers more power, but does so using less fuel and producing fewer emissions.” says Nissan Motor Co. (Australia) Managing Director and CEO, Dan Thompson.

The engine is mated to a revised six-speed Xtronic CVT gearbox which has been optimised for quicker and more intuitive shifts.

Power is transferred to the ground through an intelligent all mode four-wheel-drive system with electronic 4WD selection and lock mode, including Vehicle Dynamic Control (VDC), Active Brake limited Slip and Traction Control System (TCS).

Standard features include push button start, double stitched leather seat trim, leather steering wheel and gear knob, dual zone climate control, cruise control, six-stacker stereo system with MP3 auxiliary input and six speakers plus steering wheel audio controls.

The flagship Ti variant adds front heated seats, a BOSE audio system with 11 speakers including two subwoofers, satellite navigation, reverse parking camera and hands free Bluetooth phone system.

The new Nissan Murano arrives in Australia priced at $45,990 for the ST model and $55,890 for the Ti model.

Revenge Design GTM-R Supercar

Specialty designer and production car maker Revenge Designs, unveiled its GTM-R Super Car today at the 2009 North American International Auto Show in Detroit.

The automaker said the US$145,000 Revenge GTM-R Super Car is powered by a General Motors LS7 engine rated at 376kW.

Fitted with a roll cage, Pirelli tyres and beefy performance brakes it also comes with a remote-controlled air ride adjustable suspension that provides a setting for ride, competition or anti-theft park mode.

Headquartered in northeastern Indiana, Revenge Designs is run by president and CEO Peter Collorafi, a vehicle designer from Queensland, Australia, who has been designing and installing custom modifications for factory-produced vehicles since 1980, including the Revenge GTO that won best Exterior Design at the Spring 2007 SEMA expo.

Nissan GT-R - the new pace car for V8 Supercars

In a move that is certain to bring some irony to the sport, Nissan’s iconic GT-R is coming back to the V8 Supercar series.

Why irony? Well, for those of you old enough to remember, the GT-R simply flogged the home made metal years ago, leading to the infamous “pack of arseholes” quote from Gentleman Jim Richards - not so gentlemanly at the time, though.
Click here if you want to know what we’re on about.

This time, however, the GT-R won’t be racing - although a few of us would like to see how competitive it would be.
The GT-R will be the new V8 Supercar Pace Car for the 2009 series. The reason? Well according to Nissan spokesperson Jeff Fisher, GT-R could use the exposure.

Mr Fisher has said, “We’re looking at numerous ways of giving GT-R continued exposure over the life of the vehicle. The V8 Supercar program could be an appealing way to do that.”

2009 Mercedes-Benz CLK Coupe spied

Here we have our clearest look yet of an almost completely undisguised example of the new generation Mercedes-Benz CLK Coupe.

The new CLK Coupe and Cabriolet is larger and more focussed than its predecessor, closely resembling the new E-Class range rather than the C-Class from which it has been derived.

Current rumours suggest the new generation model will be called the E-Class Coupe rather than the CLK in order to simplifying the current Mercedes-Benz line-up.

The new model has undergone significant refinement to the chassis over the standard C-Class range in order to meet the performance expectations of coupe drivers.

It will however share its engine line-up with the C-Class range, including a flagship V8-powered CLK 500 and obligatory AMG variant.

 

The CLK Coupe is expected to arrive in showrooms by early 2009 with the Cabriolet model to make its debut a few months later.

Motor Trend and Automobile Magazine name the Nissan GT-R “Car of the Year”— But does it deserve the title?

It was an unremarkable but pleasant day this past weekend. I have sumptuously managed to wake up at 1:29 in the afternoon, a feat exceeded only by the previous day’s record of 1:40 P.M. After developing an exceedingly unhealthy outlook on life due to screaming an inordinate amount of abuse at my ancient, mentally diseased Windows ME Edition computer, I got the mail.


Sifting through the usual crap, my spirits are lifted by a little red envelope, courtesy of Netflix. I lifted something away and am pleasantly surprised to see that my Motor Trend has arrived.

Allow me to distill the next few nanoseconds of information processing: I first notice the cool futuristic green background of the magazine, I then identify the hideous Nissan GT-R on the cover, then my eyes flick up to: “CAR OF THE YEAR”. My eyes flick back down. They flick up to the top, to reaffirm that this is indeed Motor Trend. They then repeat their first two flicks.

“NOOOOOO! STUPID MOTHER F%$@#ER!”, I scream and hurl my magazine at the far wall, the sheer velocity ripping it to shreds. What I really do is just stare. And sigh.

If my previous sentences have not yet enlightened you to the fact that I dislike the Nissan GT-R, then here it is: I dislike the Nissan GT-R.

The main reason is because it is ugly. “Nissan has built the world’s ugliest, oversized electric shaver” states a MT editor, and I concur. But that would be like saying I don’t like the Toyota Camry, or the Chrysler Sebring. “Not liking” is not synonymous with “dislike”.

The other is that for some reason, I am inherently predisposed to dislike anything that everyone else adores. Example: when people herald BMW’s 3 Series, I champion Cadillac’s CTS. I also have strong feelings about “herd animals” (the kind of person who will mindlessly park next to you in an empty parking lot). I especially hate those fanatic brand-whores, the ones that flock to whatever has their specific badge, just because it bears that badge.

That sort of thing.

Most GT-R maniacs I’ve met are those cultists who know pretty much zip about the car. They don’t know the performance, the price, or any of the statistics. In a way they remind me of the BMW worshippers— even put the badge on a Pontiac Aztek and the faithful will come.

So I sit down and try to determine exactly why the GT-R wins (it was also Automobile Magazine’s Automobile of the Year). Can it be that my admittedly stubborn disposition is contaminating the realm of rational thought? Can the biased media be unbiased in their choice? Can the common cow or sheep have been right all along about automotive excellence? Well let’s find out. To the disliker of the GT-R, you may wish to re-evaluate the intensity of your feelings due to the following facts. Or not. To the crazed GT-R devotee who dreams perverted dreams of a GT-R , the following will only serve to reaffirm your sniveling love (and may even enlighten you to the facts).

First off, I must give props to Nissan for creating one of the few Japanese cars that look like they deserve to be sold. I certainly don’t think the GT-R is pretty, but Nissan’s Hiroshi Hasegawa, the chief product designer, deserves a stupendous and standing round o’ applause for shattering the mold and producing a controversially designed car (for whenever there is controversy, it means that said design is interesting enough to merit it). In an age of public opinion when “car” + “Japanese” invariably equates to “Prius”, having a sports car that looks the part certainly is refreshing.

Kazutoshi Mizuno, the chief vehicle engineer and chief product specialist of the GT-R, also deserves a standing ovation for bringing this car into being. The GT-R is his baby, for it is Japanese automotive custom to endow the chief vehicle engineer complete control over said vehicle. Most heavily involved with performance and dynamics, my man Mizuno has done made a Nissan supercar (sorta kinda not really) that has turned the performance car world upside down. Way to go.

Now to the main part, the part that has those knowledgeable cult fans screaming their damnfool heads off, and more sensible car journalists look happily bewildered— the performance. I’ll throw some facts out first: 0-60 mph in 3.3 seconds, top speed of 193 mph. Sound good? Now check these out: a V-6 engine, 480 horsepower, 430 pound-feet of torque, 3891 pounds curb weight, EPA estimated 16/21 mpg, $77,840 base price, seating for four. Viewed separately, the first and seconds groups of data associate well. It’s when you mix them together that all hell breaks loose.

For instance, how do supercar statistics mix with large luxury sedan or SUV attributes? How does the GT-R hit 193 mph with only a V-6 engine? For that matter, how does a car weighing more than a Saturn Vue, with the help of less horsepower and torque than a Shelby GT500, outgun to 60 mph a Lamborghini Gallardo LP560-4, and all for cheaper than a BMW M5? How, indeed.

In an interview with Popular Mechanics, Nissan’s design boss, Shiro Nakamura, stated that “The element of functionality is core to the GT-R.” Meaning the design ethos for the GT-R was function over form, which explains its sad deficiency in the “looks” department. However, the car is astonishingly aerodynamic, and its computer formulated shape has a low 0.27 drag coefficient. For those unfamiliar with this measurement (it’s not a horse, pound-foot, time, or speed, the horror) the lower the better. For context, a new Scion xB achieves a 0.32, and a Corvette Z06 gets a 0.28. A much ballyhooed aspect of the GT-R is a kink along the spine of the C-pillar. It’s said to enhance aerodynamics. The front fender louvers are functional, improve airflow, and help cool the demonic, household appliance sounding twin turbo engine.

The body itself is composed of a variety of metals. Fancy forms of steel make up most of what you see, while more steel, aluminum, and carbon fiber are meshed together for stuff like the suspension braces, engine bay, and door insides. The underbody boasts polypropylene, glass-fiber, and more carbon.

The engine is hand built by a single technician in a climate controlled room. The cylinders are plasma coated, and twin IHI turbochargers round out the deal.

Let me now pause and make a confession: I have no idea what I’m talking about. That doesn’t mean the above information is wrong, it is simply too technical for me to understand. I only include it because I sense that it is relevant to the GT-R’s secret. If, like me, you could barely fathom high school chemistry, then feel free to skip the jargon. There will be straightforward car-writing after the technical barrage.

Perhaps the most important part of the GT-R is the transmission. Part of the reason why the GT-R possesses such speedy 0-60 scoots is due to its super short gearing. The advantage of this is that shorter gearing gives the engine more power, or “leverage” over the wheels. The downside is that the transmission must go through more shifts. For example, a Corvette Z06 can hit 60 mph just in first gear; the GT-R reaches the same speed only after two time consuming shifts. To make up for this, Nissan employs the trick of uninterrupted torque during shifts. From what I understand, in a normal car, during the time between clicking the paddle and accelerating in the next gear, the clutch disengages before the next gear shifts in. With the GT-R, power continues to flow, giving a “boost” when the next gear does shift in.

The GT-R features an advanced ATTESA E-TS system. It’s an all wheel drive system that differs from standard kinds in that it can control the amount of torque distributed to each wheel. And though the GT-R is a rear-drive vehicle, up to 50 percent of the torque can be delivered to the front wheels. The ATTESA E-TS system constantly takes measurements and makes decisions based on sensors that measure almost everything, and continuously adjusts the torque flow.

And finally, the GT-R is the world’s first production car to feature “Independent Transaxle 4WD”. Which is basically a rear-mounted transaxle with two independent propeller shafts. Boil those words down and you get “each axle can control tire grip without manipulation from the other”.

Handling-wise, suffice it to say that the GT-R is a beast. Mostly. Predominant flaws include a piggish understeer that can suddenly change into a snapping oversteer if you upset the car around the track, bad ride quality, and the video-game persona of the car. Top speed is 193 mph, but the suspension makes this trip a terribly frightening ride (the “Comfort” setting is an astonishingly boldfaced lie). Even at normal speeds, the GT-R suffers from a below average ride, due to its ultra-stiff suspension.

The remarkably detached, video-game personality of the GT-R has drawn much criticism. That is, when you turn the wheel, the car turns, if you step on the brake, the car stops, and if you step on the other pedal, the car moves. There is no emotion to the car, and driving it is like playing a futuristic Gran Turismo game. Laments a MT tester, “If someone buys a car for more than just pure performance, i.e., emotional feel, the GT-R would be at a disadvantage”.

The interior of this car has received mixed reviews. Some say it looks too cheap and straightforward, the opposition responding with: it’s only 78 K. A Chevy Malibu has a nicer interior comes the response, the GT-R is a pure performance machine and is thus exempt from nice interiors chirps up the opposition, then why do you bitch about the Corvette? comes the riposte.

Whatever. What you like is what you will prefer. While unemotional, the interior gets the job done well enough. A highlight is the Play Station-esque screen that provides fairly useless but hugely entertaining data.

Overall, however, it is what the Nissan GT-R can do that astonishes. Forget the “in spite of” and the “for the money”. Outracing to 60 mph such beasts as a Porsche 911 Turbo, the Gallardo LP560-4, and the Mercedes SLR McLaren is impressive no matter what the vehicle is. Factor in all that should hinder it— nearly two tons, a V-6 engine, measly power and torque numbers, and all for less than 80 K. Getting 21 mpg highway is respectable (cough cough) as well, while four seats even make it somewhat practical. Mix everything together… and the winner is clear. The GT-R is beastly (if somewhat emotionless), shocking, controversial, and in this year’s test of brand new cars… unbeatable. “You don’t have to like it”, writes Automobile Magazine, “You just have to stay the hell out of its way.”

I don’t like the Nissan GT-R. In fact, I wouldn’t be caught dead in one. Even after writing this article, my feelings remain the same. Nevertheless, the GT-R has been chosen twice as this year’s best car because it deserves to be. It has seemingly defied the laws of physics, broke with convention, and most importantly: shattered the current performance car status quo. I don’t like the car, but I acknowledge its merit. Good choice Motor Trend and Automobile Magazine. Congratulations Nissan, and congratulations to the GT-R.

Source: Motor Trend, Automobile Magazine, and Popular Mechanics

2009 Volkswagen Tiguan

Volkswagen Australia has completed the Tiguan range by launching two petrol variants to complement the existing Tiguan TDI which has been available since May.

 The new range puts the Tiguan at a remarkably low starting price of just $33,990,  making Volkswagen a serious contender in the Compact SUV segment in Australia.

To give you a brief overview, both the petrol and diesel variants come with either six-speed manual and automatic transmissions, plus standard equipment across the range includes VWs 4MOTION all-wheel-drive system.

Safety is taken care of by six airbags and Electronic Stabilisation Program (ESP) as standard, this results in a EuroNCAP five-star safety rating.

Other standard features include alloy wheels, roof rails, cruise control and multi-function steering wheel. Options range from Park Assist technology, an electrically operated panoramic glass sunroof and Volkswagen’s new RNS510 satellite navigation system with Rear View Camera (RVCPlus).
The new variants now mean three engine specifications are available, two petrol with TSI technology (125kW and 147kW) and one TDI (103kW).

British Police complete Evolution trilogy

Swaying from the standard police issue diesel hatchback which the British public have become accustomed to, the South Yorkshire Police department has acquired its third consecutive Mitsubishi Evolution pursuit vehicle.

The Evolution X will serve as a Road Crime unit alongside the previous Evolution VIII and IX generation currently in service, dealing in cases involving drug dealers and grand theft auto.

The Mitsubishi Lancer Evolution is a favoured pursuit vehicle due to its effortless handling and performance which minimises the risk of accidents.

With a trilogy of all-paw pursuit cars on offer, the South Yorkshire Police prefer to ‘hunt’ in packs of three, which, Inspector Slack explained is often enough of a deterrent that high-speed chases are avoided.

The sight of three Evolutions in the rear mirror creates such a strong visual impact that the vehicle being pursued will often simply give up the chase and pull over, knowing they won’t be able to out-run the RCU.

The cars also boast the latest in Police hardware and software, with an onboard Automatic Number Plate Recognition (ANPR) system allowing officers to check who the vehicle is registered to and if there is anything remotely suspicious about the vehicle.

2009 BMW 7 Series adds diesel

BMW today announced it would add a third model to the 2009 7 Series line-up, the diesel powered 730d, which will go on sale mid-way through the year.

The 730d will use BMW’s new turbocharged, straight six-cylinder engine, which produces 180kW of power and 540Nm of torque.

The new BMW 730d will accelerate from 0-100km/h in just 7.2 seconds and has a top speed of 245km/h.

Despite the impressive acceleration, the BMW 730d returns the lowest fuel consumption yet in a BMW luxury class vehicle of this type, using just 7.2 litres of diesel for each 100km.

Unfortunately that figure means that it misses out by just 0.2L/100km on a $5400 price saving under the Australian Government’s new Luxury Car Tax regime, which rewards cars that return a fuel consumption of less than 7.0L/100km.


We have to agree with BMW that this level of consumption would be considered impressive even in a small vehicle, let alone a five-metre long luxury car.

In addition the BMW 730d complies with the most stringent Euro5 European emissions legislation thus far proposed.

While pricing will be announced closer to the release of the 730d in June/July next year CarAdvice expects the frugal limo could be a price leader for the 7 Series with a tag f around $200,000.

The 730d will join a range of new 7 Series BMWs, the first the get a new model designation as BMW has exhausted its ‘E’ nomenclature and future models will move to ‘F’ with the 7 Series become the F01.


Tom Noble, General Manager, Marketing at BMW Group Australia. Said;” The new generation 7 Series embodies all our latest innovation, and even with its petrol engines reduces as far as possible fuel use. But the 730d takes fuel economy into a new league, with almost 30 percent less fuel required to cover 100 km compared with the 740i.”

At the beginning of 2009 BMW will launch four petrol models, two with 3.0-litre Twin Turbo, straight-six cylinder engines, the 240kW 740i, and long-wheelbase 740Li, and two models powered by the all new Twin Turbo 300kW V8 engine, in the 750i and long-wheelbase 750Li.

These will be the first time BMW has offered a six-cylinder 7 Series in Australia since the demise of the E32 730i and 735i in 1992. The new, advanced high precision direct injection six combines frugal consumption and exhilarating performance in an engine that will charm and excite its drivers.

BMW claims the 740i and 740Li are the fastest accelerating, most frugal and most powerful cars in their class.

The new Twin Turbo V8 is the first such engine ever from BMW and features a host of innovations, such as direct petrol injection and the installation of the turbochargers in the V- section of the engine between the two rows of cylinders.

Performance from the 4.4-litre 750i and 750Li closely shadows that of the previous generation V12 6.0-litre engine of the flagship 760Li.


The F01 model 7 Series will offer unique features include Brake Energy Regeneration, Integral Active Steering, which can steer the rear wheels as well as the front, enhanced Night Vision with its new human recognition and warning system, Lane Change Warning, Lane Departure Warning, Head-Up Display, Runflat Safety Tyres, Active Cruise Control with Stop & Go Function,Variable Light Distribution and adaptive headlight range control.

Increased safety and manoeuvrability also comes courtesy of System Side View with its front bumper mounted cameras. There’s even an on board integrated owners manual, specific to each individual vehicle, that explains all of the features via the new iDrive system display, with its large high-resolution full colour screen and the new iDrive Controller.


“The new BMW 7 Series will quickly be viewed as the premium car in the segment, not just for its appealing styling or its high performance engines or its unmatched range of standard and customer selectable equipment, but because as a complete package, it is unbeatable,” said Guenther Seemann, Managing Director of BMW Group Australia.

BMW 7 Series pricing
BMW 740i $203,000
BMW 740Li $218,000
BMW 750i $274,000
BMW 750Li $291,000

Questions for Ford CEO Alan Mulally??

If I get to talk to Ford CEO Alan Mulally in the next week or so, I want to know what our readers would like to ask him if they had the chance.

Mulally will face Congress again this week on Thursday and Friday along with GM CEO Rick Wagoner and Chrysler CEO Bob Nardelli. As I sat in last month’s hearings, I found a lot of the questions from our elected officials lacked informed perspective and even, in some cases, basic intelligence.

I am of the opinion that our readers have better questions than most members of Congress.

I plan to ask Mulally, if I have the chance, the five best questions that come through. Please include your name and the kind of car you drive, as I want to tell him who the questions are coming from.

Fire away.

Bleak future for Pontiac G8 in the U.S.

While previous reports predicting the demise of the Commodore-based G8 sedan were denied by Pontiac, almost, new reports have emerged which paint a rather bleak future for the Australian export.

Since the Pontiac G8 sedan was launch in the U.S., just 13,000 have found a home, while 11,000 more unsold G8’s remain in Pontiac’s inventory - representing a 283 day supply.

Poor demand for the Commodore-derived G8 sedan in the U.S., combined with a 16 percent drop in sales closer to home mean the Adelaide assembly line is expected to lay idle for 25 days in the first quarter of 2009.

This closure is on top of the four week pause already planned over the holiday season at Holden’s manufacturing facility.

In addition to this, GM’s current financial woes could see the auto giant sever its ties altogether with Pontiac in order to secure a $25 billion low interest loan from the U.S. government.

Under a restructuring plan presented to congress, GM has outlined that it will focus on its “core brands” of Chevrolet, Buick, GMC and Cadillac.

Pontiac will be shrunk to a “specialty, niche” brand as part of the current proposal - which is unlikely to include the Pontiac G8 sedan, GM President Fritz Henderson told reporters at a briefing today.

Source: LeftLaneNews and Automotive News

Toyota Peugeot Citroën Automobile produces one-millionth vehicle

PSA Peugeot Citroën and Toyota Motor Corporation (TMC) announced that
Toyota Peugeot Citroën Automobile (TPCA) celebrates today the production of
its one-millionth vehicle at its manufacturing plant in Kolin, the Czech Republic.
TPCA President Yasuhiro Takahashi is to present the vehicle—a petrol-powered,
red, five-door Citroën C1—to Kolin Mayor Jiri Buric on 13th December.

This production milestone, which took just three years and nine months to achieve,
highlights an extremely successful collaboration between global automakers PSA Peugeot
Citroën and TMC, the parent companies of TPCA. Since the start of production in 2005,
the three, small, entry-level TPCA-produced models—the Peugeot 107, Citroën C1 and
Toyota AYGO—have experienced growing commercial success, providing an economical
and ecological transport solution particularly well suited to recent changes in the
European market.

Available in either a 3- or 5-door version and with either a petrol or diesel engine, each
vehicle produced at TPCA offers class-leading fuel-efficiency and C02-emission levels.
On 29th November, TPCA began production of a new version of these small, entry-level
passenger vehicles: each model is now sporting several exterior design improvements for
a more dynamic on-road look.

TPCA, located approximately 60 kilometres outside Prague, employs approximately
3,500 people and is responsible for the vehicle-production processes of stamping,
welding, painting and assembly. TPCA represents a total investment of €1.3 billion by
PSA Peugeot Citroën and TMC.

Ford to consider selling Volvo

This has been long time coming but Ford Motor Co. has today officially announced that it’s considering the sale of its Volvo Car Corp. unit under review and “strategic options” for the money-losing Swedish brand.

Tough times have hit Ford hard with the U.S. car maker in serious need of cold hard cash. This has let the blue oval to consider the sale of Volvo with the final decision expected to take several more months.


Ford has owned the Swedish manufacturer since 1999 after it paid an enormous $6.45 billion. Currently Volvo isn’t doing all that well, in the first nine months of this year it posted an operating loss of USD $729 million, compared with a loss of USD $164 million for the same period in 2007.

The sale of Volvo would mean Ford would have very few brands under its wings. The company offloaded luxury Jaguar and Land Rover brands to India’s Tata Motors Ltd. earlier this year following the sale of its stock in Aston Martin while it has also agreed to sell about two-thirds of its 33.4 percent stake in Japanese automaker Mazda Motor Corp. for around $538 million.

“Volvo is a strong global brand with a proud heritage of safety and environmental responsibility and has launched an aggressive plan to right-size its operations and improve its financial results, (but) given the unprecedented external challenges facing Ford and the entire industry, it is prudent for Ford to evaluate options for Volvo,” Ford CEO Alan Mulally said in a statement.

However Ford says it will not sell Volvo as a measure of desperation. The company will consider a partial sale or joint venture or if the right buyer doesn’t appear in this tight credit market, Ford could keep Volvo and aim for better results from a leaner operation.

Ford began a restructuring for Volvo in November 2007, part of which includes eliminating about 6,000 jobs.

What does the future hold for Volvo?

Not worth stealing? Think again

It seems car thieves have their eyes on easy prey rather than the expensive tickets, according to recent RACV Insurance claims data.

Cars insured for less than $6000 are the most commonly stolen and the insurance data also reveals the number of thefts increases with vehicle age. Cars more than nine years old are the most popular with thieves, stealing 909 cars last year, 667 of them were recovered. Cars more than 16 years old accounted for more than half these claims.

So it seems the old joke of ‘it’s not worth stealing’ isn’t so true any more with the shiny new expensive numbers off most criminals’ radar. The findings have been attributed to the developing security measures which seem to take leaps and bounds as technology continues to provide better and better methods of deterring potential thieves as well as a reflection of the high number of older cars on the roads. Vehicles under three years old accounted for only 4.5 per cent of claims.

RACV Insurance General Manager Susan Allen said drivers should be aware that cars are most likely to be stolen from railway stations, shopping centres and outside houses. She said increasing the security level of older cars can be as simple as fitting an engine immobiliser.

“Immobilisers…have been proven to be an effective deterrent to those looking for a joyride,” Ms Allen said.

Holden Commodores were the most frequently stolen cars, followed by Ford Falcons and then Toyota Camrys. While thieves weren’t moving as many expensive cars, Ms Allen warned that cars above $26,000 were more likely to have items stolen from them.

Among the most popular items stolen from cars were wheels, hubcaps, bags/briefcases, tools, GPS units, MP3 players and DVD entertainment systems.

Ford saves engine plant - for now

Ford Australia’s decision to save the in-line six-cylinder engine that it has built in Geelong, west of Melbourne, for the more than 40 years is certainly a positive move for the Australian car industry, but it still leaves a lot of unanswered questions.

- David Twomey
As a result of the decision announced by a beaming new Ford Australia president (and Geelong local boy), Marin Burela, flanked by the Victorian premier, John Brumby, and Federal Industry Minister, Senator Kim Carr, the plant will not close in 2010 as planned and the Ford 4.0-litre, six-cylinder engine will be engineered to meet the stricter Euro IV emission standards that come into force that year.
The company says the development means that 400 jobs at Ford will remain, while an estimated 900 jobs in the component industry have also been saved.


“This decision is good news, not only for our employees in Geelong, our suppliers and the surrounding community, but also for the many fans of our I6 engine, which will now be re-engineered to achieve Euro IV emissions standards,” said Mr Burela.

“This is the first step in a broad product investment strategy to reduce emissions and deliver improved fuel economy across our locally built vehicle line-up, including Falcon, Falcon Ute and Territory.”

To carry out the plan Ford Australia, with the blessing of its US parent but no financial help, will stump up $21 million, while the Federal Government will reactivate a previous grant of $13-million that was cancelled when the closure announcements was made, and the Victorian Government will tip in an unspecified amount of money.

Premier Brumby refused to be drawn on how much help the state government was offering but said it was “substantial”.

CarAdvice understands most of the changes needed to bring the engine up to Euro IV were already developed when the decision to close the engine plant was announced, but more recent developments in engine calibration and refined catalyst technology will be incorporated into the new engine.

Ford spokespeople seemed to indicate that the advances had been so significant over the past 18 months that what seemed impossibility then was now achievable.
Mr Burela also made much of developing further powertrain options for the Falcon range but wouldn’t be drawn on just what those options were. He indicated some would be announced in coming months and CarAdvice believes some, at least, will entail much more sophisticated and refined LPG engines, which would give Ford an opportunity to build on the Falcon’s already leading edge in the LPG powered market.

“Our investment will go into developing the engine to meet Euro IV emission standards, standards that currently don’t exist in Australia, standards that will in fact take the whole development process of the engine to a whole new level that will deliver the environmental targets and standards that will make it viable into the next decade,” Mr Burela said.

He added that Ford Australia was actively working with companies that form its local supply chain, who had thought the engine was dead and buried.
“It’s an incredible day for our suppliers, who have supported us through thick and thin, many of whom have felt the pain and the difficulties that the industry has suffered as a whole over the years and certainly over the last few months,” Mr Burela said.

“We will continue to source components from those suppliers and we are talking with them as we speak about what this will mean to them.”

Mr Burela began his plan to save the engine plant with late night phone calls to Senator Carr, within days of getting the top Ford Australia job.

The two men agreed to meet and discuss the plan as soon as Mr Burela arrived in Australia and as Senator Carr said “it was all done in six weeks.”


Mr Burela refused to be drawn on the future of the Ford Falcon and its rear-wheel-drive platform but did indirectly indicate that the decision to stick with the in-line six-cylinder engine meant that the current FG Falcon would probably be around longer than originally planned, and could be expected to remain in production until about 2015.

Just how many years the decision will eventually mean for the huge plant that dominates the entrance into the Victorian coastal city is still unclear but Mr Burela has shown that he can think outside the square, that he is quite well connected when it comes to dealing with the political forces in power and he can take tough decisions, both cutting the workforce where he believes it needs cutting but at the same time saving an iconic Australian engine and its manufacturing plant.

Massive $1 billion electric car charging grid planned for San Francisco Bay Area

We've mentioned Project Better Place before, the company that plans to create a network of charging stations and battery exchange locations for electric cars in Denmark, Israel and Australia. Backed by super-rich investors, now it's planning an ambitious expansion into the San Francisco Bay area. The idea is to build a $1 billion network of 250,000 charging ports like you see here, 200 battery-swap stations, and a driver service center.

The remarkable aspect of this grand scheme is that most of this infrastructure is targeted to be operational by 2012. The three big-city (San Francisco, Oakland and San Jose) Bay Area mayors are on board with the idea, especially since this high-tech goodness won't cost them a cent. They will offer incentives for companies to install the chargers, and offered to expedite building permits to speed things along.

Meanwhile, Better Place will sell Renault-Nissan cars as part of the plan, and car companies such as GM and Toyota are interested in the idea, too. Tesla says its upcoming Model S sedan will be compatible with the swappable batteries and charging stations, adding that its battery will charge in the time it takes to fill a car's tank with gas. Better Place's remarkable move shows that the electric car scenario could fall into place quicker than anyone thought.

Mercury News, via Treehugger

Chinese auto giants are geared up to buy out GM and Chrysler

Detroit’s Big Three automakers may need to send a special “no thank you” card to the Chinese people if they end up receiving their requested $25 billion bailout bridge loan from American taxpayers. Chinese carmakers SAIC and Dongfeng have plans to acquire GM and Chrysler, the auto manufacturing giants in China, such as Shanghai Automotive Industry Corporation (SAIC) and Dongfeng Motor Corporation, have the capability and intention to buy some assets of the two crisis-plagued American automakers.

In 2007, the Shanghai Automotive Industry Corporation (SAIC) purchased Nanjing Automobile Group, becoming China's largest manufacturer of automobiles. Now they are aggressively expanding into the global market and the situation in the U.S. is just too good to pass up.

Via

How many cars will solvency take?

In its quest to secure the billions of dollars in help it needs to avoid bankruptcy protection, General Motors has developed a simple narrative. "We got caught," said David Paterson, the man charged with selling the GM story in Canada - caught by the financial meltdown and by a collapse in demand for new cars.

As GM folks tell it, the turnaround was speeding along before the crisis hit. The company had shed tens of thousands of workers and killed dead brands like Oldsmobile. It had squeezed the United Auto Workers, curbing absurd union schemes like the infamous jobs bank, which pays laid-off workers to sit around playing Yahtzee. New models like the Chevrolet Volt held the promise of better sales. Then - wham - the bottom fell out. Is it GM's fault that Wall Street got out of control? Of course not.

The point of this chronology is to impart a message: GM is not drifting. It has a plan. And as soon as the auto market comes back to normal, it will be a viable business again because of that plan. Therefore, it's worth it for taxpayers to grant a rescue loan to tide them over. So let's give GM credit for the progress it has made, then ask the inconvenient question: What's "normal" if car dealers can no longer offer abnormally cheap car loans?

The key number here is 17, as in 17 million. The world's auto companies sold that many vehicles in the U.S. every year from 1999 through 2006 (save for one year, when they sold 16.9-million). In 2007, sales were about 16.5 million.

Then came the calamity of 2008. The latest forecast is that sales will come in around 14 million, but even that flatters the truth of how quiet it is in the showrooms. In October, sales plunged by nearly one-third. That translates to an adjusted annual total of less than 11 million cars and trucks. That's why GM and Chrysler have been brought to the brink, but even healthier auto makers like Nissan and Toyota are suffering.

Blame the recession? Yes, but also blame the end of easy money. The Detroit Three spent years training their customers not to buy vehicles without a subsidy - usually in the form of 2-per-cent or zero-per-cent loans. They also taught them not to bother saving for one, because no down payment was required. (Your columnist, when buying a Pontiac Vibe five years ago, was practically admonished by the salesman for putting $2,000 toward the purchase. Didn't I have a better use for the money, he wanted to know?)

Those days are gone now, probably for a long time. Cheap financing is still available, but mostly for those with good ratings and some cash in their wallets. A salesman at a Toronto GM dealership says that on a $20,000 vehicle, customers are often asked to put down $3,000 or $4,000. The problem, he says, is that people who want those cars usually don't have a lot of cash - which is why they're shopping for cheap wheels in the first place.

The auto makers' financing arms, like General Motors Acceptance Corp. (GMAC), are also rejecting more customers, putting them in the hands of banks charging 7 or 8 per cent. Bank of Nova Scotia, Royal Bank and several other institutions do the business, but some banks, like HSBC and Wells Fargo, have pulled back.

So here's the $25-billion question: In the era of tighter money, how far will sales bounce back? "The ability to get back to 17½ [million U.S. sales] without cheap financing is near zero," says Dennis DesRosiers, Canada's top automotive consultant. Still, he's optimistic. "Can they get back, though, to 15½ million, perhaps 16 [million]? Probably. Would that be enough to give the vehicle companies the ability to manage through this crisis on their own? Probably."

But there is a "nightmare scenario," Mr. DesRosiers says. There are approximately 240 million U.S. residents who are old enough to drive, and already a slightly larger number of vehicles in the nation's garages, for an ownership rate of just over 100 per cent. This could drop. "Canada's ownership is only 74 per cent," Mr. DesRosiers says. "So could the U.S. get along with 90-per-cent ownership rather than 100-per-cent ownership? Absolutely. It would be a cultural shift."

Let's do some quick math. Suppose the debt crisis causes more Americans to take the bus. Assume the ownership rate dips, and the number of U.S. vehicles drops by 5 per cent, to about 233 million. Then suppose they begin hanging on to their cars a year or two longer, so that only 6 per cent of them replace their vehicles in any given year (instead of 7 per cent).

The result? U.S. auto sales of 14 million. Would that be enough to keep GM, Ford and Chrysler alive? I don't know. But I do know that Stephen Harper and Dalton McGuinty should be asking the question before they sign up for a few billion in loan guarantees to Detroit.

In this age, fuel efficiency is the new zero-to-60 time. It’s more socially relevant

Hyundai Motor America announced today that it will be able to achieve a fleet average of 35 miles per gallon by 2015, five years ahead of the timetable for new fuel economy regulations. The company revealed its fuel economy goals at the Los Angeles Auto Show, where it unveiled Hyundai’s first gas-electric hybrid vehicle, the Hyundai Sonata sedan—slated for the North American market in 2010.

“We’re taking fuel efficiency higher and faster than any other carmaker. We’re going to pass Toyota and Honda by 2015,” said John Krafcik, vice president of product development at Hyundai Motor America,

Hyundai Aims for 35 mpg Average by 2015

Hyundai’s fuel efficiency campaign—dubbed “Hyundai Blue Drive”—features a range of advanced technologies, including hybrids powered by lithium batteries, turbocharged gasoline direct injection, and eventually plug-in hybrids and fuel cell electric vehicles. But in keeping with its brand, Hyundai will also focus on near-term, low-cost fuel efficiency strategies—such as low-rolling-resistance tires, enhanced aerodynamics, and revised engine calibrations—to offer the highest mpg at the lowest cost. Next year, Hyundai will introduce these measures in “blue versions” of its Accent and Elantra models, allowing the company to price the higher-mpg models lower than conventional models.

A base-level Hyundai Accent sells for approximately $11,000, and offers combined fuel economy of 30 mpg. An "Accent Blue" could conceivably sell for below $10,000, with mpg in the mid-30s.

   

“In this age, fuel efficiency is the new zero-to-60 time. It’s more socially relevant”

John Krafcik
vice president of product development at Hyundai Motor America

“We don’t think you should have to be rich to afford a high efficiency vehicle,” said Krafcik. “That’s a backwards approach.” Krafcik believes there is a new wave of consumers willing to make significant compromises—such as reducing vehicle weight by riding without a spare tire, swapping power windows and door locks for manual cranks, and trading the smoothest ride for lower tire resistance—in order to maximize miles-per-gallon. Maybe it's time for the return of the econobox, 21st century-style?

Krafcik compared today’s breed of efficiency enthusiasts with yesterday’s muscle car fans who opted for performance over comfort. “In this age, fuel efficiency is the new zero-to-60 time,” he said. “It’s more socially relevant.”
The Sonata Hybrid’s Lithium Batteries

Hyundai developed its own homegrown hybrid architecture for use in the Sonata. The technical design, known as a parallel hybrid system, will serve as the foundation for future hybrid drive vehicles introduced by Hyundai. In a parallel hybrid, the wheels are turned by power coming directly from the gasoline engine, the electric motor, or both together, as conditions demand. This approach is similar to the design used by Toyota and Ford.

The more significant innovation is the use of a lithium polymer battery system provided by Hyundai’s battery supplier, LG Chem. According to Hyundai, the lithium batteries deliver the same power as today’s hybrid nickel metal hydride batteries—but with 30 percent less weight, 50 percent less volume and 10 percent greater efficiency.

Despite industry concerns about the price and availability of lithium batteries, Krafcik said it wasn’t a hard decision to make the move to lithium. He admits that Hyundai is late to the hybrid market—the Sonata is about two years away from dealerships—and expressed the desire to demonstrate a leadership position with its first hybrid entry. “We asked ourselves where the technology is going to be in five years,” he said. “And how we can get to that end point ahead of time.”

GMC and Pontiac Announce Pricing for 2009 Sierra Hybrid and G3

GMC and Pontiac today announced pricing for two new models arriving in dealerships in early 2009, further reinforcing the channel’s reputation for value combined with efficiency and capability. The model introductions and MSRPs (including destination freight charge) include:

* The GMC Sierra Hybrid pickup truck, which combines the fuel efficiency of a midsize sedan with uncompromised full-size truck capability, $39,365 (including $975 DFC) for 2WD models with the 3HA package and $45,500 (including DFC) with the 3HB package
* The all-new Pontiac G3 hatchback, $14,995 (including $660 DFC)

GMC Sierra Hybrid

The 2009 Sierra Hybrid joins the Chevrolet Silverado Hybrid as the only full-size hybrid pickup trucks on the market. Equipped with GM’s two-mode hybrid system, Sierra Hybrid is offered in the crew cab body style and is also available with 4WD.

EPA-estimated fuel economy for 2WD models is 21 mpg city and 22 on the highway; 4WD models are estimated at 20 mpg in city and highway driving. That mileage, combined with a 26-gallon (98 L) fuel tank, delivers a cruising range of more than 500 miles with 2WD models and more than 470 miles with 4WD models

Production begins in December of 2008, with delivery to dealers expected in early 2009.

Towing capacity is rated at 6,100 pounds (2,767 kg). A $2,200 federal tax credit is currently available to many customers who purchase the Sierra Hybrid.

A well-equipped pickup

Sierra Hybrid 3HA models include popular equipment such as the heavy-duty trailering package; StabiliTrak electronic stability control; locking rear differential; EZ Lift tailgate and lock; 18-inch wheels; cloth seats; XM Satellite Radio and OnStar. Also included are automatic climate control, steering wheel audio controls and Bluetooth phone capability.

Equipment that is specific to the hybrid model includes:

* 6.0-liter V-8 engine (332 hp / 247 kW)
* Low rolling resistance tires
* Hybrid ornamentation
* Soft tonneau cover
* Head curtain side-impact air bags

In addition, a Sierra Hybrid 3HB model is offered. It includes all of the 3HA content as well as leather bucket seats with six-way driver and passenger power; Power Flow navigation with Bose audio and rear-seat controls; rear park assist; power adjustable pedals and a three-piece hard tonneau cover. MSRP is $45,500 (including destination charge).

Pontiac G3

The all-new Pontiac G3 hatchback arrives in dealer showrooms in March 2009 and becomes Pontiac’s fourth vehicle achieving highway fuel economy of 32 miles per gallon or higher.

The G3 combines sporty styling, quick handling and is surprisingly well-equipped, with standard air conditioning, four air bags (two frontal and two side-impact air bags) and the OnStar safety and security system. With an EPA-estimated 34 miles per gallon highway and the lowest starting price of any Pontiac, the G3 emphasizes value without compromising a fun driving experience.

All Pontiac and GMC models are covered by GM’s five-year, 100,000-mile powertrain warranty, and three-year, 36,000-mile bumper-to-bumper warranty. Additionally, Sierra Hybrid models come with an eight-year/100,000-mile hybrid component warranty.

US auto chiefs plead for a bailout

The chiefs of the "Big Three" US car makers have gone to Congress to plead with lawmakers to save their industry, despite fading hopes for a quick bailout.

The chiefs of the "Big Three" US car makers have gone to Congress to plead with lawmakers to save their industry, despite fading hopes for a quick congressional bailout.

The chairmen and CEOs of General Motors, Ford and Chrysler will testify to the Senate Banking, Housing and Urban Affairs Committee on Tuesday as Democrats mount a long-odds bid to pass a $US25 billion ($A39 billion) rescue package.

Their testimony, to be followed by an appearance before a House of Representatives panel on Wednesday, comes with millions of jobs threatened as the industry's crippling losses are exacerbated by the deepening economic crisis.

Ford CEO Alan Mulally, Chrysler boss Robert Nardelli and Richard Wagoner of General Motors will testify to the committee, under the chairmanship of Democrat Chris Dodd who has already cast doubt a bailout can pass this week.

On Monday, Democratic Senate leaders opened a "lame duck" session vowing to fight for a new $US25 billion loan program for the auto industry.

Senior party members condemned the reluctance of the White House and Republican leaders to siphon off the money from a $US700 billion finance industry bailout which has already been approved.

Senate Majority leader Harry Reid hit out at Treasury Secretary Henry Paulson for refusing to adapt the huge bailout to aid the auto industry, on which millions of jobs depend.

"All it would take is one stroke of a pen and that problem would be solved," Reid said.

"We are seeing a potential meltdown in the auto industry, with consequences that could directly impact millions of American workers and cause further devastation to our economy."

But the White House got in a pre-emptive strike before lawmakers reported for work saying the special rescue funds for banks were not the answer, calling on Congress to adapt an existing $US25 billion auto industry loan program.

"The administration does not want US automakers to fail, and in fact we support assistance to automakers," Bush's press secretary Dana Perino said.

But "we believe this assistance should come from the program created by Congress that was specifically designed to assist the automakers - from the $US25 billion Department of Energy loan program," she added.

"This is the appropriate funding to use for automakers rather than seeking an additional $US25 billion from the TARP program" - the Troubled Asset Relief Program, as the bailout is known.

"The TARP program was never intended by Congress to assist automakers or other sectors of the economy - it was solely intended to deal with what is an ongoing credit crisis in our financial sector."

Democratic leaders would need at least 10 Republican votes to pass the bail-out in the Senate and overcome the minority's obstruction tactics with a 60-seat filibuster proof majority.

Perino pointed out that any attempt to reopen the TARP program would not make it through the Senate, and said the White House was working with Senate Republican minority leader Mitch McConnell on the issue.

But John Engler, CEO of the National Association of Manufacturers trade association backed plans to tap the finance industry bailout.

"The auto industry is in dire need of relief today, and such relief should be seen as a critical component in our overall effort to restore confidence to consumers and investors, and stabilise the economy," he said.

Wagoner has warned GM needs cash in the coming weeks to prevent a devastating bankruptcy at the nation's largest automaker and cannot wait until president-elect Barack Obama - who has promised to bail out the sector - takes office in January.