worse offset crash result than vy ve safe: holdenas the vy did four years ago and ford’s falcon...
TRANSCRIPT
By MARTON PETTENDY
GM HOLDEN has defended the safety of its new VE Commodore following the four-star crash test rating it received last week from the Australasian New Car Assessment Program (ANCAP), whose test results show the billion-dollar VE recorded a lower frontal offset score than that of the VY Commodore in May 2003.
Information obtained by GoAuto reveals that while its predecessor scored 12.79 points out of 16 in the offset impact test, the all-new Commodore scored just 11.45 points in the same test – meaning it has fallen below the 12.5-point minimum score required by ANCAP to be eligible for five stars overall.
Asked why the 1997 VT Commodore-based VY model performed better in the offset test than the new VE, whose substantial kerb weight gain was largely attributed to its improved chassis strength and crashworthiness, Holden chairman Denny Mooney told GoAuto this week: “You know, I would tell you that, but I don’t have that data sitting in front of me.
“They were right on top of each other. I would tell you that just on that one measure, that those two cars were very similar. They pretty much performed the same,” he said.
As GoAuto reported last week and as predicted by Holden engineering director Tony
Hyde at its launch, the new VE achieved the same four-star ANCAP crash test rating overall as the VY did four years ago and Ford’s Falcon did five years ago. Its score of 27.45 points out of 37 was less than one point ahead of both the AUIII Falcon’s (27.27 points) and the VY Commodore’s (26.74).
While the VE’s offset crash performance fell short of the VY’s, GoAuto has learned the VE has vastly better side impact protection, as indicated by a 3mm reduction in driver door width (compared with 78mm for the VY). The VE scored 15 points out of 16 (losing just one point because the rear door on the struck side opened slightly).
A source has told GoAuto the VE scored just one bonus point over the VY for its seatbelt reminder, but lost the same two points for knee hazards, indicating that the addition of features such as a front passenger seatbelt reminder and/or knee airbags could have made a significant difference to its score without altering the vehicle’s structure.
The source said the passenger cell of the VE was exceptionally strong and there was minimal footwell deformation, as indicated by pedal movement. That showed that the structure of the Commodore was well designed for the offset crash test. However, more work is needed
on reducing the chest and lower leg loads.Toyota’s new Aurion large sedan, which
like the VE comes with stability control across the range but also adds side curtain airbags as standard, came the closest to posting the Australian car industry’s first five-star result, with a score of 30 out of 37.
The Aurion achieved a “high” four-star test result, while both the Falcon and now Commodore recorded a “mid” four-star rating.
Like all Australian car companies, with the exception of those that score and often publish their maximum five-star results, Holden says it acknowledges ANCAP but maintains a single crash test is not as definitive or as consistent as a variety of tests it conducts in-house.
“You know, our bodies are designed to perform in lots of different crashes and if we try to just optimise around one performance criteria it can sub-optimise in the real world,” said Mr Mooney.
“There’s more variation from test to test than there is on what you would have seen from the VZ or VYII and the VE,” he said.
GOAUTO DRIVES THE ALL-NEW MAZDA2
- page 7
Continued next page
VE safe: HoldenHolden defends its billion-dollar car as new evidence shows a worse offset crash result than VY
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Continued from previous page
GM Holden’s national manager media
relations John Lindsay said the company
conducted nearly 80 crash tests during the
VE’s development, as well as more than 5000
computer-simulated barrier tests.
“We acknowledge that ANCAP exists and
that it has a purpose but we don’t design our
cars for ANCAP,” he said.
“ANCAP is only one measure of safety
performance. It is just one element of assessing
a car’s actual safety. People will always do their
own testing, but we do a lot more extensive testing
in a lot more situations, so we feel we have an
overall car that is suited to the real world.”
Mr Lindsay said that current crash test
results cannot be compared with those of older
models.
“The thing is (ANCAP) is not a true
measure of vehicle safety. Comparing between
vehicles is just as misleading. Current data and
feedback shows you cannot compare across
one of our models with one of the older ones
because there are different elements for which
you may or may not get points for.
“The result does not mean that one car is better
than the other for safety. Overall we would say
the VE has a far stiffer body,” he said.
ANCAP chairman Lachlan McIntosh told
GoAuto that Australian car-makers needed to
catch up with the global view on NCAP, which
is one of the world’s only sources of new-
vehicle crash test data that is independent from
the manufacturers’ own (usually secret) crash
test results.
“I think ANCAP generally is disappointed
we’re not seeing the same enthusiasm for fi ve-
star cars from manufacturers that we see in
Europe,” he said.
“Holden tell us they do all those tests, but
they never publish them – the results are never
public ... I’ve been doing this job of chairman
of ANCAP for almost 15 years and Holden has
made those claims for 15 years that they do all
these tests, but we never see the results because
they’re never published.
“There are views that say ANCAP isn’t the
only test – that’s true for electric appliances
and the like, which have water and power star
ratings that encourage the consumer to pick
them up.
“We don’t do just one test. We publish all
the results of all the tests of all the cars we do.
We do an offset frontal, we do a side impact,
we do different models at different times and
the manufacturers have the opportunity to see
them done. They’re public tests.
“The manufacturers are testing their own
cars and not publishing the results. I think their
arguments are fairly feeble.
“To give the manufacturers their worldwide
credit, they’ve really passed by this comment
that NCAP tests don’t matter. That’s not
the case in Europe, the US or Japan and I
don’t think that’s the general view from the
Australian manufacturers – I think it’s the view
of a few people who are left to comment.
“We know that safer cars save lives. We
know that from a national road safety strategy
that we would save about 150 lives a year if
everyone was in the safest car, so it’s important
to move forward on this,” said Mr McIntosh.
Mr McIntosh said ANCAP had expected a
fi ve-star result from the latest round of tests,
and that next year’s redesigned Falcon stood
to gain a valuable marketplace advantage if it
proved to be a fi ve-star car.
“I’d certainly encourage Ford to make a
fi ve-star car. The guys at Ford did a lot of good
work on the Territory, so I’m sure they’ll be
working pretty hard on the Falcon.
“They’ve got a pretty good international
track record and I’d be hoping they will want
to continue that. In the US Ford advertises
it has more high NCAP results than anyone
else,” he said, adding that NCAP crash rating
stickers became mandatory on all new cars in
the US this year.
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CommodoreCommodore safe: Holdensafe: Holden
GM HOLDEN has posted a $146.56 million loss for the 2006 calendar year. It is the second consecutive red-ink result for the Australian car-maker, which lost $144.6 million in 2005.
FULL STORY: CLICK HERE
GMH POSTS $146m LOSS
Holden’s in-house VE side impact test
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JUNE 20, 2007 Page 3
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Germans at warGermans at warAudi hits back at BMW’s claim that it’s not a true rival like Lexus or Benz
By MARTON PETTENDY
AUDI has hit back at BMW’s claim it is not a
luxury car rival because Volkswagen’s premium
vehicle division does not produce rear-wheel
drive cars and that it has infl ated its Australian
sales and market share by discounting.
Managing director Joerg Hofmann used last
week’s launch of the new S3 and TT Roadster
to emphasise the fact Audi was easily the
nation’s fastest-growing premium brand and
to suggest BMW was already discounting its
freshly redesigned, volume-selling 3 Series.
It is the latest salvo in a war of words
between Mr Hofmann and his opposite number
at BMW, new Australian chief Guenther
Seemann – who refused to acknowledge Audi
as a premium car-maker in an interview with
GoAuto, as reported in last week’s edition of
GoAutoNews.
The interview was held after a function
to announce upgrades across BMW’s entire
passenger model range, including the 3 Series.
“Every manufacturer is reacting to us in
different ways – smarter and less smart ways,”
said Mr Hofmann. “We are confi dent and
proud of what we are doing. We are relaxed
because we know we have a great future ahead
of us. But we are never ever arrogant. If you
ask ‘what is the difference between Audi and
some other brands?’– this is a big difference.
“People discount and they are open
discounts. I think it’s a quite strong message
… if somebody puts a big amount of dollars
behind an almost brand-new volume model, a
car which was launched a year ago and is now
already supported by big thousands amounts
of dollars,” he said in reference to BMW’s 3
Series range last week.
Mr Hofmann said Audi dealer profi tability
had increased from 0.8 per cent to 3.0 per cent
in the past three years – “which for a retail
business in Australia is an exceptionally high
number and is by far much higher than most of
our competitors’ returns on sales numbers.
“For us it is very important that we don’t
do discounting. It’s very important that the
customer can believe in a brand, can trust a
brand,” he said.
Fresh from a strategy meeting at the
Ingolstadt HQ of Audi AG, which three
months ago increased its 2015 sales target
from 1.4 to 1.5 million vehicles in a bid to
become the world’s top-selling premium car
brand, Mr Hofmann this week attempted to
put the brakes on the simmering rivalry in
Australia’s lucrative luxury car sector, which
has not grown as fast as the overall new-car
market boom in recent years.Continued next page
BMW’s Guenther Seemann (left) and Audi’s Joerg Hofmann
EDITOR: Terry Martin MANAGING EDITOR: Marton Pettendy JOURNALISTS: Byron Mathioudakis, James Stanford, Tim Britten, David Hassall PRODUCTION AND GRAPHICS: Chris Harris, Luc Britten SUB-EDITORS: Katrina Webb, Georgia O'Connell NEW MODEL DIARY: Lou Paolino
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JUNE 20, 2007 Page 4
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By DAVID HASSALL
WITH Audi charging up sales charts all over
are and two others … premium cars have rear-
wheel drive because of comfort and design.
“From our point of view, it took us many
years to build the trust in our customer when
Audi noAudi no threatthreat
BMW’s true rivals in Australia are Lexus and Mercedes, not Audi: SeemannGuenther Seemann
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June 13, 2007
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newsNo. 38950,000 READERS WEEKLYGermans Germans
at warat warContinued from previous page
“I don’t want to make a story and actually I
don’t care too much for what has been said,”
he told GoAuto. “We are extremely happy
with the exceptional performance our brand is
showing and we are very confi dent that we go
ahead to another record year for Audi – that’s
what I’m talking about and I’m not talking too
much about competition.”
“I don’t want to comment about specifi c
companies. (But) whatever we communicate
is based on fact and the fact is that Audi is
by far the fastest-growing premium brand in
Australia,” he said.
Audi has recorded an outstanding 41 per
cent growth in sales in the fi rst fi ve months
of this year – 10 times more than BMW’s 4.1
per cent increase, which of course comes off
a sales base that is about double that of Audi.
Just ahead of Audi for vehicle sales, Lexus has
also robbed market share from BMW this year
and is 16 per cent up on its 2006 sales.
Mr Hofmann fi red back at BMW’s assertion
that premium vehicles must be rear-wheel drive.
“For me, a premium product has nothing to do
with the drivetrain. I think it’s even boring for
the customer if you offer only one drivetrain.
“As you know, Audi is offering front-wheel
drive, quattro four-wheel
drive and, with the new R8,
we have even mid-engines,
so I think we are offering the
right variety of products to
the customer – and not only
one drivetrain. But I cannot
see at all a link between the
drivetrain and premium.
“There are always pros
and cons for drivetrains and
(in) certain areas of Europe and also here in
Australia where there’s snow, for example,
people go for quattro and would never buy a
rear-drive because it has certain disadvantages
under certain circumstances. So I guess
you have to buy the product that suits your
environment and your circumstances and this
is why we at Audi are offering everything from
front-drive to quattro to mid-engine.”
Mr Hofmann said innovation was more
important to luxury car buyers than which
wheels drove them, and pointed to Audi
technology like quattro AWD, which accounts
for 30 per cent of Audi sales globally, the A8’s
aluminium spaceframe, the MMI multimedia
system and Audi’s direct-injection petrol FSI
and turbo-diesel TDI engines.
“Premium is innovation and as you know Audi
is doing a lot of innovations. Premium is also
about design, and you will agree with us that our
cars have exceptionally beautiful designs, and it’s
about quality and Audi’s build quality is defi nitely
premium and setting standards. Premium is
nothing to do with drivetrain – it has to do with
innovation, design and quality,” he said.
Audi hopes to sell up to 7000 vehicles in
Australia this year, while BMW has also targeted
a new record (of 16,800) to maintain its lead over
Mercedes-Benz in Australian luxury passenger
car sales. In the mid-term, BMW has forecast
20,000 sales in 2011 – which would equate to a
25 per cent increase on 2006’s record 16,034.
FULL STORY: CLICK HEREMore reports - page 14-16
bnwCU
S3071_GAN
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GoAutoNews, June 13, 2007. DOWNLOAD: CLICK HERE
Not rear wheel drive.
The new premium Audi A6 allroad quattro.®
Vorsprung durch Technik www.audi.com.au
JUNE 20, 2007 Page 6
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Critics slam fuel probeCritics slam fuel probeBy JAMES STANFORD
THE Federal government’s new inquiry into
petrol pricing has been attacked this week
by a leading motoring group and the Federal
opposition.
Treasurer Peter Costello announced last week
that the Australian Competition and Consumer
Commission (ACCC) would examine anomalies
between the price of benchmark Singapore
oil and the price consumers are charged at
the pump. It is alleged discrepancies occurred
in January and in the last week of May, with
customers paying more than expected given a
lower Singapore price.
“I am determined that motorists should have
full confi dence in the price they pay for petrol at
the bowser,” Mr Costello said. “While it is well
understood that the price of petrol is driven by a
range of international price pressures, I want to
ensure that motorists get the most competitive
price when fi lling their vehicles.”
The far-reaching ACCC inquiry is due to
issue its fi ndings on October 15, during the
lead up to the Federal election.
Shadow treasurer Wayne Swan, who has
been calling for such an inquiry for some time,
said the government has only acted because of
poor opinion poll results. “This is a temporary
move basically to stem the political bleeding
that’s hitting the government,” he said,
adding that Mr Costello and Prime Minister
John Howard should have gone further and
introduced other measures.
“What they haven’t done is change the Act,
put a petrol commissioner in the ACCC and
given the petrol commissioner the power to
conduct these investigations whenever they
think they’re necessary,” he said.
RACV spokesman David Cumming said
the inquiry would probably be a waste of
time. “It is window dressing, that’s all,” Mr
Cumming told GoAuto this week, arguing that
the government should instead be looking at
the petrol tax regime. “It doesn’t even debate
what the 38 cents a litre excise is for, or the
unfairness of then putting a GST on top of
the excise,” he said. “The Labor party doesn’t
want to debate this issue either.”
JUNE 20, 2007 Page 7
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By DAVID HASSALL in AUSTRIA
MAZDA has bucked the trend of car-makers
worldwide by building a new model that is
actually smaller than its predecessor with the
second-generation Mazda2.
The new 2 comes to Australia in September
as a fi ve-door hatchback only and is expected
to further boost Mazda Australia’s growing
status on the local market.
It is expected to be priced at around $16,500
– only a couple of hundred dollars more than the
current model’s offi cial price of $16,300 (recently
reduced to $15,490 in the run-out phase).
Standard equipment will include ABS brakes
and power windows and mirrors, all of which
are currently on the options list.
It has front driver and passenger airbags
only, but a safety pack will be offered at
between $1600 and $1700 that includes four
more airbags (side and curtain) as well as
dynamic stability control.
The model line-up will stay the same, starting
with the Neo, then Maxx and the sporty Genki
(which is identifi ed by a bodykit).
A company insider told GoAuto that a three-
door version will be introduced at the Geneva
motor show in March. It should come to
Australia later next year.
There are no fi rm plans – as yet – for a
performance model, but it is being evaluated
and it might even be a turbocharged MPS
version.
What is more certain is that there will not
be a turbo-diesel version (deemed to be not
needed because the petrol engine is so
economical), a hybrid, a sedan, a coupe
(deemed appropriate only for the US,
which is not selling the 2), a cabriolet
or a tallboy (unique to Japan, where the
previous version has struggled).
And we will not be getting the
unusual Miller-cycle engine as this
recently announced unit is purely for the
Japanese domestic market. It was not
offered to foreign markets and Mazda
Australia claims it has no interest in the
“underpowered” 1.4-litre unit.
The second-generation Mazda2 is 15mm
wider than the current model, and sits on the
same wheelbase and about the same track, but is
40mm shorter and some 55mm lower.
If the US had been taking the car, it would
have been bigger, chief designer Ikuo Maeda
told GoAuto.
Mr Maeda also noted that, while he was part
of the team responsible for the fi rst 2, he was
not happy with the fi nal result, describing it as
“just a box”.
The lower roof of the new model has an
obvious effect with reduced (but still more
than acceptable) headroom, but the bigger
issue is a 10 per cent reduction in boot space to
250 litres, down from 280 litres for the current
local-spec hatch.
Considerably funkier inside and out than
the plain model it replaces, the new 2 is also
lighter, faster, cleaner and more economical.
The new model was introduced last week
to Australian motoring media in Vienna, even
before production starts in Japan this week of
cars for our market.
Mazda Australia managing director Doug
Dickson told GoAuto that supply was limited
by Japan’s ongoing production capacity
problems, but said that the new model would
sell around 800-900 units a month initially.
Continued next page
Out of Out of the boxthe box
Mazda has created a curvier, smaller and sweeter light car with the all-new 2
JUNE 20, 2007 Page 8
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Out of the boxOut of the boxContinued from previous page
“We can’t get any more than that unless it falls
below expectation in another country, which
means we could grab their allocation, but we
don’t expect that to happen,” said Mr Dickson.
Mazda’s sales projection is some 50 per cent
up on the current car’s 2007 sales average,
which is in turn 30 per cent up on the same
period last year, but Mr Dickson believes his
faith in the new car is well placed.
While Australian-market 2s retain the
existing 1.5-litre engine, fi ve-speed manual
gearbox and four-speed automatic transmission,
the car is built on an all-new platform that will
also host the next-generation Ford Fiesta.
On paper, the engine has lost 6kW of power
and 4Nm of torque, but that is mostly because
of a change in measurement methods (now
being taken from after the catalytic converter
rather than ahead of it).
In reality, it has dropped only a couple of
kilowatts due to modifi cations to meet Euro IV
emissions standards, but the specs show a drop
from 82kW to 76kW at 6000rpm with
torque dropping from 141Nm to
137Nm at 4000rpm.
While the Europeans claim
an offi cial fuel fi gure of
5.9L/100km, that is based on
95 RON petrol (our premium
unleaded). However, in
Australia it can run on
regular 91-octane unleaded,
which will take the claimed
consumption fi gure to above
6.0L/100km. Nonetheless, it will
be lower than the current model, which is
6.5L/100km for the manual.
Mazda Europe also talks of a 100kg weight
reduction over the outgoing model, but the
more highly specifi ed Australian model will be
only 65kg lighter (the addition of ABS alone
adds a warranted 8-10kg).
Program manager Shigeo Misuno, who
commented that the size reduction returned the
2 to being “a real sub-compact”, said that most
of the weight saving was the result of efforts in
every area of design.
He estimated that 20 per cent was as a result
of the car being smaller, 20 per cent through
features adjustment and some 60 per cent
through “engineering efforts” (half of that
in the body and the rest in suspension, hubs,
powertrain and electronics).
His deputy, Mitsura Wakiie, also told GoAuto
that 22kg was saved in the body, partly because
of size, but also through 53 per
cent use of high-
tensile steel, which
has increased overall
torsional rigidity by
fi ve per cent to improve
handling and steering.
Three extra braces
(under the front subframe,
under the central tunnel and on
top of the rear strut tower) were
added after testing began to further
improve the driving dynamics.
Other weight savings included
13kg in suspension and brakes, 5kg by using
high-tensile steel front seat frames, 5kg by
eliminating the exhaust pre-silencer, 2.9kg in
electricals, 1.9kg with the intake and cooling
system, and 1.0kg in the door speakers.
Mr Wakiie said that these measures had
taken the 2 from being the biggest and heaviest
B-segment car to the lightest.
Although Mazda Europe (which gets our
1.5-litre engine for the fi rst time) listed its
target rivals as the VW Polo, Renault Clio,
Peugeot 207 and Nissan Micra, Mr Dickson
said that the Australian rivals are basically
Japanese, including the class-leading Toyota
Yaris, Honda Jazz and Suzuki Swift.
The new platform contains numerous
measures to improve noise, vibration and
harshness (NVH) as well as extra stiffness and
collision protection.
Although many of the major components
– the MacPherson strut front suspension,
torsion beam rear axle and electric steering
– are basically the same architecture as before,
every component is completely new, obviously
with incremental improvements throughout.
The car does not yet have a Euro NCAP
crash rating, but the company expects it will
score fi ve stars.
While the previous model was developed by
Ford at Dunton in England, this time Mazda
took control of the platform development and
“invited the Ford engineers” to Hiroshima to
provide their input.
The next Fiesta – with Ford’s own styling
– will again be powered by the 1.6-litre Sigma
engine, which develops about the same power
as the Mazda 1.5.
Styling is clearly one of the new 2’s strong suits
and, although it is obviously still aimed at young
women, especially Japanese, designer Maeda-
san believes it has a more general appeal.
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JUNE 20, 2007 Page 9
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Father and son, Mazda old and new. And a wish...
By DAVID HASSALL in AUSTRIA
IF THERE is any justice in this world, then
Ikuo Maeda will one day get to build a new
Mazda RX-7 sportscar and take one home to
show his dad.
And the story would ideally have the old
man turn to his son and say, “I know we have
not always seen eye to eye in these things, but
I want you to know I am proud of you, my
son”.
You see, the senior Mazda stylist’s father
is not just your ordinary elderly Japanese
pensioner, but Matasaburo Maeda, the long-
retired designer of the very fi rst RX-7 that
shook the world when it appeared in 1978.
Although the son also became a car designer,
they had opposite views on styling and often
argued.
“We decided very early not to talk about
styling, otherwise there would be arguments,”
said Mr Maeda, who is now a young 48 years
old. “We still don’t talk about it.”
Although he says he is unconcerned about
not receiving parental approval for the work
he does – which includes the acclaimed RX-8
and the new Mazda2 – the sadness in his eyes
betrays his soul.
In a more refl ective moment, he admits he
would love to design a new RX-7 and have his
father like it. Any son will understand.
You get the feeling that the RX-7 means a
lot to Mazda as a corporation, representing the
ultimate Zoom Zoom expression, even though
it disappeared before that expression even
came into being.
For Maeda-san, it means even more. Not
only did his father design that iconic fi rst
model, but it was also the fi rst car he ever
owned.
Two days before discovering that his father
designed the original car, he told GoAuto how
much he would love to design one for the 21st
century, how it would have to have two seats
and a rotary engine, but perhaps mounted mid-
ship for ultimate balance and handling.
And you get the feeling it would be the
real-deal because this is not just a market-
driven Japanese executive talking, but a real
enthusiast.
After all, Mr Maeda drives a Lotus Elise,
races sportscars (Lotus, Toyota MR2 and
Mazda MX-5 at various times); loves Alfa
Romeo styling and would like to own an Aston
Martin Vantage. But he doubts it will happen.
He thinks there would be a market for a
pure RX-7 sportscar. Many Mazda people
agree and would also love to see it happen,
but no-one seems able to mount the necessary
business case.
Let’s just hope there are enough enthusiasts
and romantics in Hiroshima to one day overrule
the bean-counters and make Maeda-san’s
dream come true. And we want to be there
when he takes it home for his father to see.
Ikuo Maeda with the original design sketches of RX-7 (left) and RX-8
DesignerDesigner’’s RX-heavens RX-heaven
JUNE 20, 2007 Page 10
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On the track, on the road, and in your
dealership, Mobil 1 is the name that
stands for performance.
By BYRON MATHIOUDAKIS in SWEDEN
MORE than just a nip and tuck, the 2008 9-3
is a virtual re-skin of the four-year-old range,
with Saab-fi rst all-wheel drive availability for
the sedan and wagon leading the charge.
On sale from November and launched to
Australian media in Sweden last week, the
revised 9-3 will also offer a second, sportier
diesel variant – dubbed TTiD and producing
132kW – as well as a revised Holden-sourced
2.8-litre petrol V6 turbo on higher-end models.
These add to a host of signifi cant mechanical
and engineering upgrades – including six-speed
gearboxes for all models – that are designed
to lift the 9-3’s performance, dynamic and
refi nement qualities.
The recently released 110kW 1.9-litre TiD
diesel option continues, as do the 110kW and
129kW 2.0-litre four-cylinder petrol engine
models that power the majority of 9-3 sedan,
wagon and convertible versions.
However, the BioPower ethanol powertrain,
destined for overseas 9-3 models as well as
some Australian-bound 9-5s from now on, will
not be made available in this country, at least
for the time being.
Saab claims that up to 70 per cent of the
9-3’s sedan body is changed, with everything
forward of the A-pillar being new.
According to Saab designer Simon Padian,
a wider and more aggressive look was sought,
so larger headlights and a deeper grille design
mirroring the successful Aero X concept car’s
visage has been incorporated in the new nose.
A reshaping of the front and rear bumper,
with matching air diffuser designs and the
inclusion of round foglights, are meant to add
a more modern veneer. Aerodynamics also
improves slightly.
Yet retro Saab 900 trademarks can be found
in the clamshell bonnet and fl ared wheelarches.
Less clutter is the aim of the elimination of
body moulding rubber and inserts along the
fl anks, restyled doorhandles (except for the
convertible), new tail-lights, and repositioning
of badges and garnishes. Fewer changes were
wrought inside, as Saab implemented a revamped
dashboard fascia and trim earlier this year as part
of the outgoing 9-3’s MY07 freshen-up.
The big news is what lies beneath the latest
9-3.
Saab’s Cross-Wheel Drive (XWD) set-
up, supplied by Sweden’s Haldex fi rm, will
underpin all future models from now on –
including the next 9-5 and new 9-4X crossover
(2008), and 2009’s 9-1 small-car series.
Being fully automatic and on-demand, XWD
can send up to 100 per cent of torque to the rear
wheels, but only transmits between fi ve and 10
per cent in normal cruising conditions.
Continued next page
Saab to debut ‘XWD’ on select 9-3 models from November launch
9-3 now AWD9-3 now AWD
JUNE 20, 2007 Page 11
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9-3 now AWD9-3 now AWD
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Continued from previous page
Functioning with the vehicle’s ESP and ABS
systems, it features a “Power Take-off Unit” in
the front fi nal-drive that sends drive down to a
Rear Drive Module (RDM) via a three-piece
“anti wind-up” prop shaft fi tted with a Torque
Transfer Device (TTD).
On the move, TTD dishes out torque
between the front and rear continuously via a
valve that increases or reduces pressure on wet
clutch plates, and uses data from the ESP and
ABS sensors that measure speed, yaw rate and
steering angle to counterbalance oversteer and
understeer for better stability and roadholding.
The major innovation with XWD is that
when the driver accelerates from standstill, the
clutch plates are forced together under hydraulic
pressure to activate the RDM, resulting in a “pre-
emptive” actuation of AWD without having to
wait for sensors to detect slippage fi rst before
kicking in the rear wheels, as virtually all other
current on-demand systems do.
According to Saab’s global platform
engineering manager Tomas Camen, the
advantage here is AWD the instant you need
it – Audi Torsen differential-style – without
having to rely on a weighty and energy-wasting
constant 4WD set-up.
The new 9-3 is the fi rst vehicle for now to
feature this latest-generation (Mk IV) Haldex
AWD system. XWD also comes with an optional
active rear electronic limited-slip differential
(eLSD), allowing alternating torque transfer
between the rear wheels. It is unclear whether
Saab Australia will offer – let alone standardise
– eLSD for our 9-3s at this time.
Interestingly, the GM Epsilon platform
that underpins the current Opel Vectra was
designed from the beginning to accommodate
all-wheel drive. Nevertheless, Saab has fi tted a
new rear subframe to accommodate the RDM,
implemented revised suspension geometry and
new wheel hubs for the drive shafts.
Today XWD is limited to just the top-line V6
models, but Saab insiders said it would trickle
down as an option to all other powerplants.
Other new-to-9-3 innovations include a Sport
mode on the six-speed automatic gearbox with
software that “aligns gear selection more closely
with the intentions of the driver”, resulting in
faster acceleration or engine braking via gear
“holding” methods when desired.
On the engine front, the 1.9-litre TTiD
is a development of the twin-cam 16-valve
common-rail turbo-diesel unit GM co-devised
with Fiat. It produces 132kW of power and
400Nm of torque via a segment-fi rst two-stage
turbocharging system.
Saab’s fi gures put the TTiD sedan’s fuel
consumption at 5.9L/100km, while delivering
in-gear performance “on par” with the revised
2.8-litre V6 turbo. For XWD applications, that
engine’s power and torque outputs increase to
206kW and 400Nm respectively in European
specifi cation. The front-drive version gets a
4kW increase to 188kW.
Last but not least, all 9-3s now benefi t from
suspension upgrades that see retuned dampers
for more balanced handling and reduced noise
transmission, according to Mr Camen. On
a quest to quell the latter, Saab’s engineers
also combed through the 9-3 to plug gaps and
install more insulation (including in the dash,
rear-seat and fl oor sections) while new engine
mounts were designed, primarily to help
quieten all diesel applications.For a more detailed report and
drive impressions, go to www.goauto.com.au from this Friday.
JUNE 20, 2007 Page 12
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By TIM BRITTEN
AT THE launch of the eighth-generation Honda
Civic sedan in 2006, the motoring press almost
indignantly decried the edgy hatchback version’s
non-appearance as part of the new range.
Honda’s response generally was that, yes, we
would like to see it here too, but unfortunately
Australia is not at the top of the world market
pecking order and we’ll just have to wait.
Honda Australia is making no secret of its
desire to see the fi ve-door here and senior
director Lindsay Smalley says it is now
expected here “within 18 months”.
In some ways, the arrival of the Type R
Civic hatchback into Australia takes a little of
the pressure off.
On sale next month priced from $39,990,
the British-built three-door hot hatch is a
derivative of the fi ve-door and thus gives us
our fi rst taste of what Honda’s high-style Civic
might be like.
This will come as the rebuilt Swindon factory
in the UK, which manufactures CR-Vs (for
Europe) as well as three- and fi ve-door Civics,
gears up to churn out as many as 250,000
vehicles a year to meet the extraordinary
demand Honda has experienced with the slick
and practical hatch.
So the Type R, even though it
will add only about 100 a month
to local Civic sales, meets the
needs of those wanting something
a little more sporty from Honda.
It gives the local product range a
racing edge it has not experienced
since the Type R Integra made its
exit from the market in September
2004 (the Integra itself was
quietly discontinued locally late
last year).
The Civic Type R aims to
compete with the likes of the
Mazda3 MPS, Ford Focus XR5,
Holden Astra Sri Turbo and Mini Cooper S.
Where the Japanese Civic Type R is a pared-
down, weight-reduced four-door sedan that
barely stops short of being race-ready, our Type R
is based on the shorter wheelbase fi ve-door hatch
which differs in quite a few ways from the sedan
we know here, not the least of which is its use of
a torsion-beam rear axle in place of the sedan’s
double-wishbone independent back end.
Dimensionally, the hatch is different too,
measuring 265mm shorter overall and running
a wheelbase that, at 2635mm, is 65mm shorter
than the stretched-out sedan. The Type R hatch
also sits a little higher than the sedan and is
fractionally wider in body and front and rear
track measurements. Understandably, the Type
R is heavier than the Civic Sport sedan, but not
by much.
The practicality of the hatch is underlined by
the fact that it offers, even in the coupe-style
Type R, a good boot able to contain as much
as 485 litres with all seats in place, and 1352
litres to the window line when the split-fold
rear seats are down.
And the wheelbase, even though not as
lengthy as the sedan, is still quite good for its
class, meaning there is ample room in the back
seat as well.Continued next page
CivicCivic 18+R
Honda unleashes Australia’s fi rst Civic Type R - and it’s a British bulldog!
JUNE 20, 2007 Page 13
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INTELLIGENT MOLECULES FOR ACTIVEAND CONTINUOUSPROTECTION
Continued from previous page
However the practical aspects of the sporty
Civic do not count quite as highly as the tech
specs.
Here, the new three-door Civic bristles with
the best of Honda technology to ensure it delivers
what the respected Type R nameplate promises.
The engine is a higher-tuned version of the
2.0-litre alloy four-cylinder seen in the sedan,
punching out a healthy 148kW at 7800rpm
(comparing with 114kW at 6200rpm for the
sedan), along with a respectable 193Nm at
what, at fi rst, seems like a peaky 5600rpm until
Honda tells you that 90 per cent of peak torque
is already on hand by 2500rpm.
Honda has been using advanced valve
control technology for longer than most car-
makers and in this case the Type R engine gets
variable timing for the inlet valves, as well as
variable lift for both inlet and exhaust valves
via twin-profi le camshafts that increase lift at
higher rpm.
The result is a tractable bottom end for easy
around-town driving and an eager top end
that allows the Type R to spin willingly to an
8000rpm redline.
This engine is coupled to a close-ratio six-
speed transmission – no auto is offered – that
extracts the most out of the eager 2.0-litre.
The upshot is that the Type R Civic will reach
100km/h from a standstill in a respectably swift
6.6 seconds and stop the clocks over a standing
400-metre sprint in just 14.8 seconds.
The Type R’s suspension is set to squat
15mm lower than the regular hatch, and the
tracks have been bumped out by 20mm, while
extra reinforcements in the body and the more
rigidly mounted steering aim at giving a more
racetrack-oriented fl avour. The brakes, with
four-channel ABS, electronic brake-force
distribution and emergency brake assist, are
sizable 300mm ventilated discs at the front
with solid 260mm rear discs.
We are not yet familiar with the hatch’s
styling in Australia, so the Type R Civic will
look a lot different to the sleek and low-slung
sedan. The hot hatch looks fairly mundane
from the front, but is pert and cheeky in side
profi le and distinctively boy-racer from the
back, where the triangular twin exhaust outlets
and high-set spoiler add to the slightly fussy,
over-detailed styling.
The same applies inside, where the hatch
picks up the two-level dash theme of the sedan
and adds nicely grippy sports seats, “drilled”
fl oor pedals and a leather-rimmed three-spoke
steering wheel with buttons for operating the
radio and the standard cruise control.
Given its pricing, the Type R is equipped
pretty much as you would expect with dual
front and side airbags, full-length curtain
airbags, climate control air-conditioning,
cruise control and, in contrast with some other
hot hatches today, standard, switchable VSA
electronic stability control.
For Honda, sporty, spirited driving
experiences are back on the agenda.
DRIVE IMPRESSIONS: CLICK HERE
CivicCivic 18+R
JUNE 20, 2007 Page 14
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GoAutonewsSUBSCRIBE FREE: www.mellor.net
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Audi won’t name the S3’s rivals - but it is sure to take aim at 130i and R32
S3 runs hotS3 runs hot
By PHILIP LORD
AUDI Australia has released its new high-
performance S3 hatch, fi nally closing the gap
in the second-generation A3 model range left
by the departure of the original S3 in 2003.
The new S3 promises boosted levels of
power and equipment in a bigger body for a
lower price than its predecessor.
The S3 is the performance fi gurehead for
Audi’s A3 range, which was fi rst launched in
Australia in its current iteration in 2004. At
$65,500, the new S3 sells for $1920 less than
the S3 it replaces.
Like the previous S3, the new model is
based on the two-door A3 bodyshell. The key
points of difference between it and a standard
A3 are the high-output turbocharged four-
cylinder engine, six-speed close-ratio manual
transmission and upgraded brakes.
The S3 shares the quattro AWD system with
other A3s.
The successor to the original S3 is 55mm
longer, 2mm wider, 16mm lower and has a
wheelbase 59mm longer. Interior dimensions
are improved, with 29mm of additional rear
legroom and more shoulder room (up 42mm in
the front, 23mm in the rear).
Audi Australia’s managing director Joerg
Hofmann admitted last week that the S3
was very much a “niche vehicle”. While the
previous model sold just 380 units in its four-
year run (of a total 32,000 units worldwide),
Mr Hofmann forecast Audi would sell 100 of
the new S3 each year.
Audi believes it can glean the extra sales with
the new model’s better value and performance
plus improvements made to the Audi dealer
network.
Management was reluctant to name the S3’s
competitors, but the closest in price, dimensions
and design is the S3’s cousin, the Volkswagen
Golf R32. It will also rival BMW’s 130i.
The new S3 uses its own version of the
Volkswagen Group’s TFSI 2.0-litre powerplant,
producing 188kW and 330Nm, improvements of
23kW and 50Nm over the 1.8-litre engine in the
previous S3. Audi quotes a 0-100km/h time of
5.9 seconds and an electronically governed top
speed of 250km/h. It also quotes a 9.2L/100km
fuel consumption fi gure.
The same engine is used in lower states
of tune in various other Volkswagen Group
products, such as the Audi TT, A3 and
A4, plus the Volkswagen Golf, Jetta
and Passat.
For the S3, the engine
has reinforced pistons,
conrods, bearings and
engine block to sustain
the extra loadings placed
on it. Compression ratio is
high for a turbocharged
engine at 9.8:1, and
compared with the 147kW TFSI engine’s 0.9
bar boost, a bigger turbo is bolted on the S3
producing 1.2 bar.
The S3 destined for Australia actually uses
a detuned version of this engine, with fully
fl edged European spec S3s producing 195kW
and 350Nm. The result is a quoted 0-100km/h
time of 5.7 seconds, 0.2 seconds quicker than
the Australian version.
According to Audi, the Australian market
S3 engine is a “hot country” engine (which
also includes South Africa and parts of South
America). Accordingly, an additional radiator
was fi tted and engine software mapping
modifi ed. The Australian S3’s quoted outputs
are while running on either 95 RON or 98
RON premium unleaded.
The suspension sits 25mm lower than the
standard A3, and brake discs are ventilated 17-
inch diameter front and rear. The S3’s brakes
also use specifi c high-performance brake pad
material. The 18-inch alloy wheels are shod
with 225/40R18 tyres, but the spare wheel is
an 80km/h speed-limited steel space-saver.
Visually, the S3 is distinguished from other
A3 models by its aluminium-look side mirror
housings (a signature feature of the previous
model), single frame grille, Xenon headlights
(with daytime driving lights), roof spoiler, and
deeper front and rear bumper bars and side
skirts. Twin oval rear exhaust pipe outlets cap
off the visual cues.Continued next page
JUNE 20, 2007 Page 15
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Continued from previous pageThe interior features silk nappa leather
seats, plus aluminium-look pedals, gearknob and air vents, “piano” fi nish dash, centre console and door inlays (brushed aluminium or birchwood are no-cost options). The S3 also has a Bose eight-speaker, 195W, MP3-compatible six-disc in-dash stacker sound system, dual-zone climate control, cruise
control and a multi-function three-spoke steering wheel.
Safety features are numerous, and include front and front side airbags, side curtain airbags front and rear, ABS brakes (with EBD and brake assist) and stability and traction control. The front side airbags are not available with the optional sports front seats.
Key options are satellite navigation
($5300), racing-style leather front seats ($6700), a fl at-bottom multi-function steering wheel ($700), dynamic cornering lights ($800), heated front seats ($800) and a sunroof ($1850). Metallic paint costs an additional $1300, while two-tone silk nappa seats is an additional $400.
For drive impressions, go to www.goauto.com.au from this afternoon.
By PHILIP LORD
FOLLOWING the introduction of the new
second-generation TT Coupe last year, Audi
Australia last week released the soft-top
version, the TT Roadster.
This new TT convertible is lighter and more
powerful than the model it replaces and, for the
fi rst time, offers the option of a six-cylinder
powerplant and a sophisticated suspension
damping system.
The fi rst-generation TT Roadster sold 606
units between 2001 and 2006, with an entry-
level front-wheel drive 140kW 1.8-litre turbo
four-cylinder and a quattro 164kW turbo four.
The new model arrives in front-wheel drive,
2.0 TFSI for $77,500 or 3.2-litre V6 quattro
for $92,900. These represent $5000 and $4000
premiums respectively over equivalent TT
Coupe models.
Audi believes it will fi nd more than 150
buyers per year willing to sign up for the new
TT Roadster, with 70 percent favouring the 2.0
TFSI and the balance choosing the 3.2 V6.
Both the 2.0 TFSI, a turbocharged and
intercooled 147kW/280Nm inline four-cylinder,
and the 3.2 V6, a 184kW/320Nm 15-degree V6,
use Audi’s S-tronic paddle-shift six-speed dual
clutch automatic. The TFSI drives the front
wheels only and the 3.2 V6 has the quattro
on-demand four-wheel drive system. Manual
transmission versions for both TFSI and V6,
available overseas, were not considered for
Australia due to a lack of local demand.Continued next page
The new TT Roadster is lighter, stronger, more dynamic - and offers a V6
TT R: driverTT R: driver’’s cars car
Muscular S3 stares down the 130i and R32 Golf with new-found power, equipment
JUNE 20, 2007 Page 16
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Our technology speaks any language.At Delphi, you’ll discover a depth and breadth of technologies unrivaled anywhere. You’ll also discover a company uniquely positioned to take automotive technology where it’s never gone before. With offi ces in 34 countries, Delphi’s engineering expertise is always nearby, ready to meet any challenge. Behind our leading-edge technologies is something even more important: people with a passion for excellence and a commitment to meet your needs creatively and effi ciently. You’ll fi nd us all over the world, and at www.delphi.com or call (03) 9551 8700.
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Continued from previous page
Audi claims the 2.0 TFSI will accelerate to
100km/h in 6.5 seconds and reach a maximum
speed of 237km/h. The 3.2 V6 is quoted at
5.9 seconds for the 0-100km/h sprint and is
electronically limited to 250km/h.
Fuel consumption is claimed at 7.8L/100km
for the 2.0 TFSI and 9.5L/100km for the 3.2 V6.
The new TT Roadster has a far stiffer
structure than before, up 120 per cent over its
predecessor, according to Audi. The Roadster’s
body comprises 58 per cent aluminium and
42 per cent steel, with the use of aluminium
predominantly at the front of the car for
improved front/rear balance.
Audi claims that the bare Roadster shell weighs
just 251kg, and that if it were built entirely of
steel it would be 45 percent heavier. Unladen
weight of the 2.0 TFSI is 1315kg
and the 3.2 V6 is 1490kg.
The TT Roadster’s body
is built and painted at Audi’s
Ingolstadt plant in Germany and then shipped to
the Gyor plant in Hungary for fi nal assembly.
The new TT Roadster is 137mm longer,
78mm wider and 8mm taller than before, with
a 46mm addition to the wheelbase.
The interior offers 29mm more shoulder
room than before, and at 250 litres there is
up to 70 litres more boot space in the new TT
Roadster. The previous model had 220 litres
of boot capacity with the roof up, but, when
folded, the roof encroached on the boot cavity,
reducing luggage capacity to 180 litres.
The TT Roadster’s standard electro-hydraulic
soft-top takes 12 seconds to open or close and
can be operated at speeds of up to 30km/h.
Aerodynamics of the TFSI with the roof up
is 0.32Cd, improved from a
0.34Cd fi gure for the previous
model. Audi claims that thanks
to undercarriage and other
improvements, frontal lift is reduced by 50 per
cent at the front and 40 percent at the rear. Like
its Coupe sibling, the TT Roadster features an
automatically extending rear spoiler, which
raises at 120km/h and retracts again at 80km/h.
The standard features list for the new
Roadster is extensive: front and side airbags,
ABS brakes, ESP traction and stability control,
EDL, EBD and BA, anti-theft alarm, microdot
security marking, auto-dimming rear vision
mirror, cruise control, climate control, electric
heated seats and fl at-bottom sports steering
wheel. The 2.0 TFSI has Valetta leather seats
while the 3.2 V6 has Fine Nappa leather. The
2.0 TFSI runs on 17-inch alloy wheels while
the 3.2 V6 has 18-inch alloys.
Audi offers its Audi Magnetic Ride for the
fi rst time as a $3000 option on both the 2.0
TFSI and 3.2 V6. This system employs an
electrical current to thicken a special shock-
absorber oil that is mixed with metal fi lings.
When the electric current is activated by the
driver via a console button, the oil thickens and
slows through the damper to stiffen the shock
absorbers and improve handling.
Other options include Impluse leather in
Chennai brown ($4000), a Bose 12-speaker
255W surround sound system ($1300), and
satellite navigation ($4200). For drive impressions, go to
www.goauto.com.au in the coming days.
TT R: driverTT R: driver’’s cars car
PRICING:2.0 TFSI $77,5003.2 V6 quattro $92,900
JUNE 20, 2007 Page 17
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responsible for Service and Parts operations and profit.
Candidates will have an operations, technical and administration
background, competent computer skills, strong work ethic, highly developed time management
and organisational skills.
The client is willing to remunerate ‘above market’, to attract the
right candidate.
Receive more details in confidence by contacting Colin Brown on
(03) 5968 6811 or email [email protected]
MELBOURNEWESTERN SUBURBS
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NEW ALFA STYLING CHIEFTHE Fiat Group has
continued to reshape
its styling departments,
announcing last week
that the design chief of
Fiat, Lancia and Light
Commercial Vehicles
Frank Stephenson has
moved across to head up
the Alfa Romeo studio. He
will report directly to the recently appointed
“head of style” for all Fiat Group Automobiles
brands and Maserati, Lorenzo Ramaciotti.
Mr Stephenson replaces Wolfgang Egger,
who earlier this year became the new head
of Audi’s design studio – the job left vacant
by Mr Egger’s former boss at Alfa, Walter de
Silva, who had stepped up to become the chief
of design for the entire Volkswagen Group.
In 2002, the Moroccan-born Mr Stephenson
moved from BMW – for whom he styled
the original X5 and the reborn Mini, among
others – to Ferrari (which has Fiat as its major
shareholder), helping shape the F430 Spider
and the 599 GTB Fiorano. He went to Fiat/
Lancia cars and LCVs in April 2005 and is
credited with designing the new Fiat Bravo/
Ritmo small-medium hatchback, which will
make its Australian debut (as the Ritmo) at
the Sydney motor show in October.
If you have any car industry personnel announcements, please email them to
Terry Martin at
Frank Stephenson
HONOURS FOR TOM PHILLIPS, IVAN JAMESFORMER Mitsubishi Motors Australia
president Tom Phillips was awarded a
Member of the Order of Australia (AM) at
the Queen’s Birthday Honours last week
in recognition of his “service to business
through the automotive industry, and to the
community”.
Mr Phillips was president and CEO of
Mitsubishi Australia between June 2000
and October 2005, defecting from rival
Japanese brand Toyota where he was
director of sales and marketing.
The Queenslander joined the automotive
industry with General Motors in 1965 and
had a two-year stint as general manager at
York Motors in Sydney (1986-1988) before
joining Toyota Australia as general manager
of sales. He held that post for almost nine
years before heading sales and marketing in
January 1997.
At Mitsubishi, Mr
Phillips was charged with
delivering the Aussie-built
380 large car to market,
which he succeeded
in doing, but along the
way was forced to close
Mitsubishi’s Lonsdale
engine plant in Adelaide,
which employed 650
people. He also became
the public face of a
corporate confi dence
advertising campaign.
Also on the honours roll
was automotive industry
veteran Ivan James, who
became an Offi cer of the Order of Australia
(AO) for “service to the manufacturing
industry, particularly the automotive
component sector and through the Australian
Industry Group, and to the community through
church and overseas aid organisations”.
Mr James is chairman of Automotive
Components Limited (ACL), a company he
was instrumental in creating following the
collapse of the Repco Manufacturing Group
(RMG) in 1986. Mr James was a director of
RMG at the time, but following its takeover
by Ariadne he initiated a management
buyout of Repco’s Engine Parts division
and used it to form ACL.
Mr James is a former national president
of the Australian Industry Group (2001-
2003) and the Federation of Automotive
Product Manufacturers.
Tom Phillips
Ivan James
JUNE 20, 2007 Page 18
John Mellor's
GoAutonewsSUBSCRIBE FREE: www.mellor.net
FORD EYES JAG, LR SALETHE Ford Motor Co has confi rmed that it
was working with “outside fi nancial advisers”
to determine the future of its British luxury
brands Jaguar and Land Rover.
US industry journal Automotive News last
week quoted Ford spokesman John Gardiner
as saying “we’re not ruling anything in or out
– we’re investigating options in terms of all
the possible actions”. The report said sources
had revealed the advisers included HSBC,
Goldman Sachs and Morgan Stanley.
Furthermore, the website of the Wall Street
Journal also reported this week that Ford has
held discussions with private equity group
Cerberus Capital Management about the sale
of Jaguar and Land Rover. However, the report
said the discussions were “inconclusive”.
Last month, Cerberus agreed to purchase 80
per cent of Chrysler from DaimlerChrysler AG.
Speculation has now intensifi ed on Ford’s
intentions with Volvo, the only other member
of its Premier Automotive Group now that the
US auto giant has agreed to sell Aston Martin.
CHEAPER NEW C-CLASS MERCEDES-BENZ has announced ultra-
sharp pricing for the redesigned C-class sedan
range that goes on sale in Australia from late
July. Prices for the new W204 C-class line-up
start at $56,990 (plus on-roads) for the C200
Kompressor Classic sedan auto – $1500 less
than W203 C180K Classic it replaces, despite
offering more standard features and a higher-
output (135kW/250Nm) version of the same
supercharged 1.8-litre four.
FULL STORY: CLICK HERE
IS-F, TRD POWER-PLAYSTOYOTA’S luxury division Lexus has
confi rmed its forthcoming IS-F high-
performance sedan will reach Australia in the
second half of 2008.
Unveiled at the Detroit auto show in January,
the IS-F will feature a 300kW/474Nm 5.0-litre
V8 engine mated to an eight-speed sequential-
manual gearbox.
Meanwhile, Toyota has confi rmed GoAuto’s
report in March that its TRD Aurion would rely
on a new-generation Eaton supercharger to meet
the company’s stated power minimum benchmark
of 235kW from its blown 3.5-litre V6.
As reported, TRD has turned to Melbourne-
based Harrop Engineering Australia, which has
exclusive rights to the new-generation twin-
vortices Eaton supercharger. Toyota also said
this week that Perth-based Orbital Engineering
Co has been acting as engine calibration partner
with TRD. The sports sedan is due for release
in the third quarter.
CHRYSLER, GETRAG DEALCHRYSLER and Getrag have agreed to build
a new plant in the United States specifi cally
to produce fuel-saving DSG-style dual-clutch
transmissions for future Chrysler models.
The US car-maker and the German supplier
announced on Monday that the new joint-
venture plant will be built in Tipton, Indiana,
at a cost of $US530 million ($A630 million)
and will have the capacity to produce 700,000
transmissions a year. Under the terms of the
joint investment, Getrag will operate the new
plant and employ about 1050 Chrysler Group
workers. Construction of the 75,000 square-
metre plant begins next week, with production
scheduled to start in 2009.
PROTON DEALER BOOSTMALAYSIAN brand Proton Cars this week
announced the appointment of a new dealer in
the Victorian regional city of Geelong – Blood
Proton, which is part of the Brian Blood Motor
Group – and has revealed to GoAuto that
several other dealers will be appointed in the
coming months.
Proton’s national retail network currently
stands at 29, and will expand further with the
opening of Overs City Proton in Sydney (Mascot)
in July and with no less than four others in Sydney
by the fourth quarter (for a total of seven).
“Discussions are taking place with three
different organisations in Sydney for new
dealers in the south, in the hills district, the
south west and in the north,” a spokesman
told GoAuto this week, adding that Proton
management was also working to secure a new
dealer in both Adelaide and Perth. These are
both due to open in the fourth quarter.
We sell a car every two and a half minutes.
IF YOU can imagine it, the Mini becomes even more desirable in its second iteration. With a sharper defi nition of all it previously stood for, a classier interior and even better road performance, the
new R56 Mini shows that improvements can be wrought even on a car so tightly locked in to a revered past. The big change is that the Cooper version, once a little disappointing
in terms of engine performance, now has a raspy edge that at least makes it sound the part - even if the fi gures don’t indicate any accelerative advances. The reality is that the Cooper actually feels quicker on the road, and so it should because the all-new engine includes a lot of BMW technology to improve general and mid-range response. It’s quite a bit more economical and cleaner too, which counts for a lot.
GoAuto’s latest car review www.goauto.com.au
Mini Cooper three-door hatch
JUNE:Audi TT Roadster redesignAudi S3 hatch redesignBMW 1 Series engine upgradeBMW 5 Series faceliftBMW 7 Series Sport/Exec variantsDodge Nitro SUVFord XR4 hatch variantHonda Civic Type R variantLand Rover Freelander SUV redesignMahindra Pik-Up utility range
New model diary: CLICK HERE
Launch Padbrought to you by
CAR REVIEW: CLICK HERE
Audi S3
Dodge Nitro
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