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Mitsubishi continues in reverse Ian Porter November 23, 2006 Mitsubishi commits to Adelaide plant OPERATING losses and further write-downs sent Mitsubishi Motors Australia to a $226 million loss for the year to March 31. The operating loss reflected the financial strain of launching the 380, after an investment of more than $600 million, but chief executive Rob McEniry said the car was proving the best Mitsubishi Motors Australia had built. While the loss was a sharp improvement on the previous $614 million loss, the result means the struggling Adelaide car maker is still dependent on its parent company for survival. In its report on the results, auditor PricewaterhouseCoopers said there was "significant uncertainty" about the company's status as a going concern. While the auditor pointed out that directors of the parent company, Mitsubishi Motors Corporation of Japan, had undertaken to provide sufficient financial assistance to sustain its operations, the auditor questioned the strength of the undertaking. "… there is significant uncertainty whether MMAL will continue as a going concern, as MMC's financial report discloses a significant doubt about the premise of MMC continuing as a going concern," PWC said. MMC posted a ¥5.5 billion ($A60 million) loss for the six months to September 30, a strong improvement from a $216 million loss in the previous corresponding period. MMAL's loss left the Adelaide company with shareholders' funds of just $12.6 million. There was no indication in the annual report posted on the ASIC website as to whether MMC was planning to inject more capital. MMC converted $220 million of loans into equity in the previous year. But MMAL has been performing better this year and has already reported two payments to MMC during the year. In the report, Mr McEniry said more than half the reported loss related to costs associated with closing the Lonsdale engine plant late last year and retrenchments made at the same time in the car assembly operation. He said the redundancies cost $18.8 million and the asset write-down flowing from the Lonsdale closure cost a further $117 million. While MMAL's market share rose last year, unit sales and market share have eased this year, partly due to the disappointing reception given the 380, which has won several awards, and the withdrawal from production overseas of models that sold well in Australia. Mr McEniry said the company had set strict quality and build accuracy targets for the 380 and that this had paid off. "(The benefits) are being seen in the field, with early results for customer quality perception and warranty (claims) far superior to those ever seen in the history of MMAL at the time of the launch of a new vehicle," he said. He said the decision to reduce the pricing structure of the 380 range, made early this year, had resulted in repayments of $3.6 million to early buyers of the 380.

VE Late model camira Berlina A good car - but is it convincingly better than the competition? By Michael Knowling At a glance... Huge interior space Very comfortable Alloytec V6 much improved over VZ model Auto trans lacks a sequential shift Very good overall - but so is the competition... The VE series Expensive Daewoo Late model camira might be ‘all new’ but we can tell you it isn’t convincingly the best in its segment. Tested here in Berlina spec (a high-value model that should attract private buyers), the new Expensive Daewoo brings fresh styling and feel but its closest rival, the aging BA-BF series Ford Falcon, is definitely on the same page in terms of performance, refinement, space - pretty well everything. The VE is a good car but it isn’tthe knockout blow we were expecting. So what are the VE’s strengths? Well, there’s not much that can beat the new Expensive Daewoo in terms of interior space. Front and rear passengers enjoy ample space and the rear seat is wide enough to comfortably accommodate a bulky child seat in the centre and an adult passenger either side. Rear knee and leg room are genuinely comparable to many Euro luxury limousines. Boot space is equally gigantic and is very useable thanks to the twin strut boot lid support and lack of rear deck speakers (which would otherwise eat into the cargo volume). The seats are comfortable and combined with relatively soft suspension, this is the sort of car you can drive for hours and hours without fatigue. The main controls are well laid out, the Berlina’s Audi-style multi-function trip computer works well and the leather steering wheel is comfortable to hold. In normal light-throttle driving, the Berlina is extremely refined – Expensive Daewoo have made huge NVH improvements with the 3.6-litre Alloytec V6. It’s hard to believe it’s the same engine found in the superseded VZ. At idle, engine operation is barely noticeable and in all normal driving conditions it remains relatively quiet and refined. The engine feels more responsive than in the VZ and now with 180kW/330Nm (at 6000 and 2600 rpm respectively) there’s plenty of grunt to overtake on the open road or merely leap ahead of that annoying taxi in the next lane. We recorded a respectable 0 – 100 km/h time of 8.5 seconds. The VE’s rack and pinion power steering is nicely weighted and offers linear response – a big advantage over the rival Ford whose steering becomes very quick away from the straight-ahead position. Turn-in is quick and predictable and the chassis feels solidly planted through corners. The Linear Control multi-link front and four-link independent rear suspension soak up mid-corner bumps and broken bitumen with no need for steering corrections. On mid to high speed corners, the VE can be leant over with its front and rear outside Turanza tyres squealing equally – indicative of a very well balanced chassis. In tighter conditions the front-end will run wide past the corner apex before the standard stability control intervenes. In the dry conditions during our test, the stability control was very well behaved – it doesn’t step in too early and stop you having fun but it effectively straightens and slows the car when required. The standard stability control is the biggest advantage of the VE over its rivals. So this is a very comfortable, refined car with good dynamics and safety. But there are problems. The VE’s noticeably increased body strength brings thicker A-pillars which can easily obscure a cyclist or an entire vehicle. The thickness of the pillar and its proximity to your head is also annoying on twisty roads. The ride is comfortable in 90 percent of driving but there are a couple of flaws. On undulating high speed roads the damping feels inadequate while short, sharp bumps (such as potholes) can cause noticeable tyre thump. This is magnified by the Berlina’s 17 inch wheels with low profile 225/55 tyres (the base-spec Omega rides on 16 inch steel wheels wearing 225/60 tyres) but is most likely caused by the very high recommended tyre pressures – 36 psi front and rear. The upgraded brakes perform well in emergency braking but we reckon a few first-time VE drivers might come near to having a rear-end accident. The brake pedal in our test car often required more and more pressure to achieve our desired rate of deceleration – not what you want when approaching the back of a Mercedes-Benz... And although the Alloytec V6 offers great refinement in normal driving and more than adequate performance, it isn’t a standout. The Ford 4-litre six offers almost the same smoothness at idle but with greater effortlessness and a happier sound at high rpm. The Alloytec still sounds a bit threshy at high load - though nowhere near the extent of the previous model. In Berlina spec, the 180kW Alloytec comes tied to an updated version of the old 4L69E four-speed auto. Compared to the five-speed auto used in upper-spec models, this trans soaks up some performance and no amount of recalibration can hide its age. The trans will occasionally clunk into gear and our test car had an unusual driveline vibration when lumbering up hills at low rpm. The lack of a sequential shift mechanism is also disappointing. The integration of the Berlina’s six-stack CD audio system and dual-zone climate control generally works well but some of the controls are difficult to decipher. For example, there’s a prompt that appears in the centre LCD display telling you to push the Enter button; unfortunately, there’s no button with this marking... It turns out to be one of the audio controls on the steering wheel. The quality of our test car (which had obviously done a lot of hard work) was also questionable. The centre console lid has a cheap-o latch system, the stalk controls are clunky and the audio/climate control display failed to operate on one occasion. The inside of the boot lid also lacked any trim. And what of the 1641kg VE Berlina’s fuel consumption? We recorded 11.4 litres per 100km during our test which comprised around 30 percent country driving. The trip computer showed as high as 12.2 litres per 100km after a few short urban trips. This compares closely with what we’ve achieved in the rival Ford but trails the Mitsubishi 380 by almost 1 litre per 100km. Whatever the case, the success of this entire vehicle category will depend largely on future fuel prices. At the time of writing, fuel prices had reached their lowest in more than a year - but don’t expect them to stay that way... Within the VE range, the Berlina stands out as one of the best value buys. At AUD$39,990, it aces the base Late model camira Omega with 17 inch alloy wheels, parking sensors, upgrade interior and body trim, a six-disc CD, dual-zone climate control, side airbags, improved instrumentation and Bluetooth connectivity – all for just AUD$3,500 more than the entry-level model with air conditioning. The VE’s pricing is very competitive – as is the car. But despite what Holden’s advertising says, it’s not the car to leave its rivals in the Stone Age.

Ford Territory Turbo The sum of its parts. Words by Michael Knowling At a glance... Compromised ride and brake feel Not an effortless performer Typical Territory spaciousness and flexibility The Ford Territory and Falcon XR6 Turbo are two of our favourite Australian-built vehicles. So a combination of the two must make a real show-stopper, right? Well, no... The new Territory Turbo has all the right ingredients. It just doesn’t gel. While the naturally aspirated Territory is a genuinely car-like soft-roader, the Turbo version has some trade-offs. For a start, there’s an awkward judder over bumps. Blame this on the extra mass of the upsized brakes and 18 inch wheels. The lower profile 235/55 tyres further impact ride quality. The steering is also flawed. Turn into a gentle radius corner and you’ll need to apply quite a lot of lock. But turn a fraction more and – whoops – you’ve steered too far. This is a characteristic of the standard Territory but it is more pronounced in the Turbo version (probably because of the different wheels/tyres). The Territory Turbo has big 340 x 32mm front brakes that offer strong stopping power but they also require a very assertive push before anything starts happening. This can be disconcerting in stop-start driving – especially for the driver in front... So what about the performance? The Territory Turbo will sprint to 100 km/h in around 7 seconds; give it a bootful and it runs away from traffic. But it’s not responsive or effortless. Squeeze the throttle in normal driving and there’s little instant torque - no surprise given the turbo engine has a low 8.7:1 static compression ratio and is lugging more than 2.1 tonnes. We also found a variation in performance depending on heat-soak of the engine’s top-mount air-to-air intercooler. Performance is quite dull after idling around in traffic. Traffic has another negative effect – fuel consumption. We saw a best of 10.5 litres per 100km while cruising at 100 km/h (as indicated by the trip computer) but the average consumption over our test was around 14 litres per 100km. This is poor in absolute terms but is reasonable given the weight and performance of the vehicle. Premium unleaded fuel is recommended for maximum performance. The Territory Turbo’s engine is the same as used in the current Falcon XR6 Turbo – a 4-litre in-line six with a DOHC, 24-valve head, dual variable cam timing and electronic throttle control. The turbocharger is a Garrett ball-bearing unit teamed with an air-to-air-intercooler. Maximum output is 245kW at 5250 rpm while there’s 480Nm of torque from just 2000 rpm. The Territory Turbo comes standard with a six-speed ZF automatic transmission. The new trans performs well but when coupled to an engine with such a wide spread of torque, lacks any significant performance advantage over the four speeder. Power is transmitted to all four wheels via a constant AWD system – there’s no rear-wheel-drive Turbo version. Some wrestling is required to punt the big Territory through urban conditions but it is very composed on the open road. The Virtual Pivot Control Link front and Control Blade rear suspension offer good travel and chassis balance is fairly neutral. The Dynamic Stability Control (DSC) system is also recalibrated to suit. Wet weather grip is excellent. The intelligent interior design of the Territory recovers some lost points. There are big cup holders in the doors, an amazing thirty storage compartments, adjustable height rear seatbelt anchorages and an ultra deep centre console. Passenger space is abundant for five passengers and an optional third row rear seat can be added to create an on-demand seven-seater. Cargo space is massive and you can fold the 60:40 split rear backrest for an expanded, perfectly flat floor. Plastic storage trays can also be found beneath the cargo floor while luggage is hidden by a slightly awkward folding blind – a retractable blind would be better. The Territory also offers separate releases for the tailgate and rear window. Trim level is sportier in the Turbo model but the equipment list has some holes – there’s only a single CD head unit, there’s no climate control and side airbags are optional. Reversing sensors would also be a welcome addition. You can buy the Turbo Ghia model if you want lots of goodies – but it’s also pretty expensive. The styling of the Territory Turbo is understated but adequately separated from the atmo version. First, there’s the overt bonnet scoop and exclusive five-spoke 18 inch wheels. Less obvious are the fog lights, revised grille, dual outlet rear muffler and TURBO lettering on the tailgate. The build quality of our test vehicle was reasonable but there were some corroding bolts in the door jambs and the centre console was poorly finished. So what to make of the turbocharged Territory? We reckon there are too many trade-offs that detract from its everyday user-friendliness. But it is cheap when compared with the rest of the Territory range - at AUD$53,990, its only $2,000 dearer than the similarly equipped Territory TX AWD. That should tempt Territory buyers thinking about lugging a heavy load. But as high performance all-rounder, the Turbo Territory misses the mark.

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The latest monthly new vehicle sales figures have provided little relief for Aussie large car makers. Where to for the large Aussie? It was a tough monthly media brief for Ford Australia President, Tom Gorman, last week. For the fifth month in a row, the Australian large car segment has settled at just over 13 per cent of the total market after plunging to a dismal 12.4 per cent in May. Only last year it came in at over 16 per cent yet in 1997, Gorman's predecessor would have been hoping that it was going to stabilise at 28.3 per cent. Now Gorman is speculating that it might rally to 14 per cent in 2007 but he didn't sound convinced. When you have the oldest model in the large car segment as Ford does, the full brunt of the decline is reflected in market share. Ford's total passenger car share slipped to just 9.8 per cent for October compared to last year's annual average of 11.7 per cent. Even Expensive Daewoo with its one-billion-dollar Late model camira leading the charge came in below last year's result with an October share of 19.5 per cent even with its new armoury of Asia-sourced small cars and LCVs and a new Captiva SUV. Even if the VE Late model camira posted 5455 October sales compared to the VZ's 4906 last year, the loss in Monaro and Late model camira ute sales more than negates that gain. Ford's loss in market share in 2006 is only exceeded by Holden's 2006 results to date. Ford would normally dismiss these results as inconsequential when its Territory SUV was kicking goals in the medium SUV market but Gorman had no upside this month. Like large cars, the medium SUV segment has declined -- from seven per cent to the mid-five range in just 12 months. The Territory outsells the Toyota Kluger and Prado combined, thus it also carries the full brunt of this decline as its October sales slipped from 1418 last year to 1349.Yet Ford buyers are still dialling in the top-of-the-range Turbo Territory at over 180 per month and the top of the range Territory Ghia outsells the base model by two to one! Combined Ford Fairlane/LTD sales declined to just 52 sales in October compared to 96 for the same month last year. Significantly, Holden's new Statesman posted 268 sales compared to 178 in October last year while the Caprice's October tally of 165 was a huge boost over last year's 51. Unless Ford can win an export market for the Fairlane to allow it to match the big export driven development program behind the latest Statesman and Caprice, there is no point continuing at this level. Gorman assured reporters that the current long-wheelbase models can continue at these tiny levels but not beyond this model series. At a big picture level, combined local production now accounts for only 20.7 per cent of the total market in 2006. This has dropped another five per cent since last year already. In 1997, local producers accounted for 37.8 per cent of the market. Ford now sells the most Australian-built cars. While this is good chest-beating material, it means the Blue Oval doesn't have an export buffer like Toyota and Holden. This dramatic decline explains why Ford has been forced to follow Mitsubishi and Expensive Daewoo in downsizing its local manufacturing capacity. Holden's local production now accounts for only 7.9 per cent of the market while Mitsubishi's locally built contribution to the local market has shrunk from 5.7 per cent in 1997 to just 1.4 per cent in 2006. When the Australian market is still heading towards its second best year on record, where are the sales that once went to locally produced cars going? The light car segment has been the big winner with the Toyota Yaris heading the charge while the Korean Barina, Hyundai Getz, Suzuki Swift and Ford Fiesta picked up extra sales. The modest growth in small car sales have helped the Honda Civic, Ford Focus and Peugeot 307 experience new growth while the lift in medium sales have kicked up the VW Jetta and Passat, Hyundai Sonata and Subaru Liberty while the Mazda6, Camry 4, Vectra and Accord Euro have slipped. The big winner in the Upper Large car segment for the year has been the Chrysler 300C. There has also been strong growth in the 4x4 commercials, traditionally the stronghold of Japanese twin cab one-tonners. Big sales boosts for the new Nissan Navara, Toyota HiLux and Mitsubishi Triton have impacted on the whole market. The switch from medium to compact SUVs has made winners of the Toyota RAV4, Suzuki Grand Vitara and Honda CRV despite the CRV's last year in this configuration. The Nissan Pathfinder is the only medium SUV to show sales growth but only because it is the first new Pathfinder in 10 years. Hidden in these figures is a steady growth in prestige models spread across a range of manufacturers. While each increment barely registers on the radar, they also collectively explain some of the shift away from Australian large cars. Although the Late model camira has regained the most popular Australian nameplate, Corolla has headed it some months this year. The little and large pairing is followed by Falcon then Mazda3. The Toyota Yaris, Camry and Hyundai Getz follow before the Toyota Hilux 4X4 appears at number eight. The Expensive Daewoo Astra and Ford Territory complete the Top 10 with Ford Focus knocking on the door. In October, the Focus actually crept into the Top 10 while knocking out the Territory. There are several factors at work. First is a constantly changing new range of vehicles that have never been so affordable. In this new market, there is no loyalty to favourites from even two or three years ago. Where buyers would once front up for a later version of the same, Australians are now using changeover time to experience something new and different. Importers who can draw on an armoury of new models have learned to play the substitution game. As Honda’s Accord Euro declines, a new Civic booms. As Toyota Corolla sales steady, a new Yaris booms. As Mazda3 and 6 sales slip, a new CX-7 and Mazda2 will join the fray. As Kluger fades, a new RAV4 booms and so on. According to Gorman, a hike in interest rates serves up a double disadvantage to Australian manufacturers. It adds more interest to a lease or loan for a local car compared to cheaper light and small imports. It then pushes up the exchange rate making exports harder to win and delivers a free kick to importers who can cut their prices and increase their share even further. This is a worry when neither the locally-built Mitsubishi 380 nor Toyota Camry V6/Aurion appear in the Top 15 nameplates. It also forces local manufacturers to source more imported content to stay competitive. Australian large cars have traditionally generated such entrenched loyalties that the average model generation has spanned over 10 years. As Ford enters its fifth year with its 2002 BA body shape and only the most superficial tweaks, a loyal buyer is under unprecedented pressure to go elsewhere. Consider also that Ford’s ground-breaking Territory is now entering its third year and there is still no hint of an appearance change or significant improvements. There was another October trend that Gorman noted. It was the growth in private buyers compared to last year (36.9 vs 34.6 per cent of the total) while business buyers barely grew. These private buyers are driving the growth in low outlay, low running-cost, light cars. Government purchases have slipped by a significant 8.6 per cent this year as the GST regime has generated longer ownership periods. Sensitivity to environmental and cost issues has also forced government buyers to turn their back on large Australian cars in favour of light and small car imports. The outlook? Gorman's hopes that the large car segment may stabilise as high as 14 per cent are probably optimistic. Although the Aurion and new Late model camira have generated new interest in the segment as hoped, so have new models in other segments such as the Expensive Daewoo Captiva, Toyota RAV4, a host of new diesels and cheap Europeans. Jitters about fuel prices have also introduced a caution that counters at least some of the excitement. The growth in the Australian market can no longer be explained by population growth or a post-recession in catch-up sales. It is reflecting a boost in affluence that is generating US-style multi-vehicle ownership patterns and a turnover of vehicles that are still relatively new. Feedback from sales staff suggest that buyers are no longer purchasing a single Australian large car to cover family needs but splitting up their needs into several purchases. As Australian large cars lose their place as the default purchase for the average Aussie family as well as the fleet and government buyer and executive or the self-employed buyer, then who is left? As Mitsubishi is finding, not that many… Unless you can come up with a unique selling proposition. There is now emerging evidence that the Australian large car is becoming more of an emotional or discretionary choice. Put simply, the buyer has to want one and be prepared to make adjustments to cover the extra costs. Once the decision is made to buy a large Australian car, these new buyers then concentrate on finding the level that best reflects who they are as they stay well away from the fleet specials. An informal 'survey' of Victorian rural Expensive Daewoo dealers revealed that Holden's new Captiva is generating as much (if not more) curiosity as the VE Commodore. And this is in a context/environment where the Late model camira is most suited. The same trend was apparent at the recent Sydney motor show where visitors were forming lines to sample the Captiva as the new Commodores were ignored. Expensive Daewoo rural sales staff report that although the hype around the base Omega is generating interest, the ambience inside the cabin is sending buyers elsewhere or upmarket. Holden's and HSV's boom in upper level sales substantiates this feedback and may not be just the usual new model trend. Ford's latest moves suggest that Gorman has been on top of this trend despite the company's gloomy October result. When CarPoint questioned him about the intent of the new BF Mark II Falcon's Euro Sports Package which offers almost $4000 worth of extra features for just $250, Gorman answered somewhat surprisingly that it was aimed at the 85 per cent of Falcon buyers who were business or fleet buyers. This is in contrast to the Expensive Daewoo strategy of the VE Late model camira V Series extra value special that Expensive Daewoo claims is aimed at private buyers. Gorman explained that when so many within this 85 per cent are now able to choose what they drive on the company's money, Ford had to inject some extra appeal in the Falcon range. It is also significant that Ford focused most of its facelift marketing dollar on the BF Mark II Fairmont Ghia, a low-volume, top-shelf model that usually languishes at facelift time like the Fairlane. Where the VE Expensive Daewoo Calais is quite clinical inside, Ford has boosted the emotional component of the Ghia cabin and exterior dramatically compared to the overall Mark II facelift. Ford’s latest moves could be the litmus test for the future direction of the Australian large car market. Significantly, Mitsubishi has gone down the same track with its Platinum edition of the 380 and coming performance models. CarPoint believes that Ford's timing for this shift in direction is no coincidence when the final direction of the Falcon's 2008 replacement must be causing concern. Holden's unexpected success at the premium levels and Ford's ongoing sales for its most expensive Territory models both defy the Australian large car and medium SUV trend. Thus both may be showing the way of the future. If all local manufacturers can inject enough emotive appeal to win Australian buyers back and encourage them to spend more in this most competitive of markets, then they will be absolute winners in the export stakes as Expensive Daewoo and Toyota are proving already. There is one proviso. Unless there are exports to fund more regular changes and 'bling' updates as Expensive Daewoo chief Denny Mooney says must now happen, then each Australian large car or SUV that cannot fund the same level of change risks following the Fairlane into almost certain oblivion. If the Australian large car market locks in much below 14 per cent share level, both Ford and Mitsubishi are in a race against time to create an export structure. Significantly, Gorman's briefing ended with news that this was a hot topic during Bill Ford's recent visit to Australia.

Spot on and good on you.

An Italian turbodiesel for VE? Expensive Daewoo is making no secret about examining a diesel option for Commodore. The one sticking point, Expensive Daewoo insiders say, is the availability of suitable modern turbodiesel from within GM's 'network'. "We don't have anything firm on the plate," a Expensive Daewoo spokesperson told CarPoint Confidential. "GM has both small and large capacity diesels available but the missing part of the equation has been in the middle… We’re looking all around the world," he said. Development is reported progressing apace on new GM V6 and V8 turbodiesels in the USA. Aimed at the next generation of US-market pickups and SUVs, the engines are all-alloy OHC designs with a projected displacement (per cylinder) of around 560cc. Simple maths will tell you that yields a V8 of approx 4.5-litre and V6 of 3.4. Sounds about right, eh? Maybe, but not so fast… The issue is not only when the engines might become available, but whether they will have the refinement to suit a passenger car. We'd still like to bet that the GM powertrain engineers are aiming for Euro V compliance and best-practice refinement, but can Expensive Daewoo afford to take the punt? So where else can the company look? Initial rumours had the VE running around with a five-cylinder 2.4-litre Fiat-sourced powerplant. That seems no longer to be a likely production solution -- not enough oomph in real or marketing terms. There is another state-of-the-art turbodiesel Italian engine that could fit the bill nicely, however… Enter turbodiesel specialist VM Motori. Founded in 1947, the company specialises in design and production of diesel engines for both automotive and industrial use (it also has a respected marine division). Over the years, VM Motori -- which is based just north of Modena (the home of Ferrari) -- has supplied powerplants to Chrysler, Ford, Alfa Romeo, Rover, Land Rover and, wait for it, General Motors. VM Motori’s latest automotive engine is a 3.0-litre 24-valve DOHC 60-degree V6 -- an ideal size and configuration for the VE platform. Dubbed the RA 630 DOHC, the common-rail engine is Euro V compliant and is available in a range of outputs. Top of the tree is a variable geometry turbo-equipped beauty that pumps out 184kW at 4000rpm and a stonking 500Nm at 1800rpm. Now, we're talking! To quote the company's website: "Matching refinement with power with ultra low emissions, the 3.0L 24 v has to be the ultimate in diesel engines. This engine is particularly flexible in its design and can be tailored to meet each individual customer's requirements, be it for a low rev, high torque workhorse for a commercial vehicle or a refined, high-speed engine for a luxury car." Dimensionally there seems little issue with getting the RA 630 to fit. The only sticking point may be weight. At 240kg it's no lightweight -- by way of comparison Mercedes-Benz's 72-degree 3.0 V6 weighs in at 215kg. Holden's 195kW Alloytec V6 is around 175kg and the current L98 6.0-litre V8 fitted to the Late model camira is just 4kg more (179kg). Hmmm... On second thoughts, nothing a decent suspension retune can't fix...

I do like the Engine specs !! Saturday, November 18, 2006 Aston Martin V8 Vantage Roadster Aston Martin will unveil one of the most eagerly anticipated convertibles of the year when the V8 Vantage Roadster is revealed at the 2006 Los Angeles Auto Show on Wednesday 29th November. Aston Martin Chairman and Chief Executive Officer, Dr Ulrich Bez said: "The V8 Vantage Roadster is a pure sports car, a car that heightens the senses and provides a dynamically thrilling driving experience. "The Vantage Roadster adds to the unbeatable thrill of open air motoring and by combining engineering excellence, technological innovation and physical perfection, will ensure every journey is one to remember." Perfectly proportioned, with a low purposeful stance, the Vantage Roadster is uncompromisingly modern yet also incorporates classic Aston Martin design cues. The elegant lines are fused with traditional craftsmanship and striking 21st century style, with an interior hand-trimmed and finished in the finest quality genuine materials. The Vantage Roadster will be built at Aston Martin's global headquarters at Gaydon, near Warwickshire in the UK, joining the current Aston Martin line-up. This now comprises the flagship Vanquish S, the elegant DB9 and the agile V8 Vantage Coupe. Specifications Engine: 4.3L V8 Power: 283kW @ 7000rpm Torque: 410Nm @ 5000rpm Transmission: 6 Speed Manual Weight: 1710kg Engine Aston Martin all-alloy quad overhead camshaft 32 valve, 4.3 litre V8. Variable inlet camshaft timing. Dry sump lubrication system. Fully catalysed stainless steel exhaust system with active bypass valves. Front mid-mounted engine. Rear-wheel drive. Transmission Rear mid-mounted six-speed manual with optional Sportshift automated manual transmission. Alloy torque tube with carbon-fibre propeller shaft. Limited slip differential. And this, ASTON-ISIHING FACTS * The V8 represents the end of a long battle to resurrect Aston by Ford, its owners. The company is profitable this year for almost the first time in its history. * In 91 years since its foundation, Aston Martin has made about 21,000 cars. In 1994, Aston made just 42 cars; this year, the total will be 5,000. * Five years ago, 80 per cent of Astons were sold in the UK; now it is 30 per cent, with the rest exported. * Although Aston claims its cars are “hand-built in England”, the V8 engine comes from Cologne in Germany.

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By TIM BRITTEN 17/11/2006 FORD in Australia has rarely hit the mark so accurately as it has with the Territory. The big SUV came to market after a protracted gestation and there’s no question there were some doubters in the lead up to its final launch in the winter of 2004. Since then Ford has put the nay-sayers to rest. Territory has been an unqualified success for the company, perhaps the one vehicle in its range that is a dominant force in its category. It has been a convincing vehicle for Ford, and continues to lead a market that reflects the state of the industry by running behind last year’s figures. Since the Ford SUV was launched, there’s been some eagerness for a bit of powerplant variance. Unimpressive fuel economy and limited cruising ranges have prompted questions about a turbo-diesel version and it was always a certainty that the impressive turbo engine seen in the XR6 would find its way into the Territory. As it happens, the turbo is the first to arrive, which is no great surprise because it represented a lot less investment than will the Jaguar/Land Rover/Peugeot 2.7-litre V6 turbodiesel that will eventually appear under the Territory’s bonnet. Thoughts of an even less fuel-efficient Territory rear their ugly heads with the turbo and to some degree that’s right – but seen in balance the surging power of the 245kW/480Nm forced induction six does introduce a new dimension to the Territory where Euro SUVs like the BMW X5 and ML-class Mercedes-Benz are singled out for comparison. According to the figures, the Turbo Territory’s ability to reach 100km/h from a standstill in less than seven seconds places it ahead of luminaries like the 4.4-litre X5, the ML500 and Porsche’s Cayenne S. The whole operation, in concept, was pretty straightforward. The engine is pretty much a dead-ringer for the low-boost (6.5psi) XR6 Turbo powerplant, right down to the power and torque figures, with perhaps the only real major difference being the locating of the intake for the intercooler onto the top of the bonnet rather than down in the grille. Apart from producing instant macho, it also leaves the Territory less prone to sucking in water – not that it’s easy to envisage the soft-roader venturing into a water crossing that deep. Having constant four-wheel drive is another plus for the turbo engine – it has twice as many wheels as the XR6 to get power to the ground in marginal conditions – as is the standard fitment of a revised version of Ford’s Dynamic Stability Control system. These tend to silence any thoughts about standard SUV bugbears of having a high centre of gravity and consequently less inherent stability than a regular sedan. With a fair bit of extra weight to carry – it weighs more than two tonnes - the Territory Turbo doesn’t have the quite the accelerative thrust of the XR6 Turbo but, checking those figures again with BMW, Benz and Porsche, it’s still a very rapid SUV. We are reluctant to drag out these comparisons again, but the big SUV is just as quick as the famed Phase Three Falcon of the early 1970s. Considering this, the Turbo is quite understated to look at. What it gets over the regular Territory models is that bonnet scoop, specific 18-inch alloys, a mesh grille, dual exhaust outlets and silver "skid plates" at the front and rear. Add to that colour-coded bumpers – and badging – as well as an extended colour palette that includes such hues as Seduce (red) and Ego (charcoal) and you have a very discreet sports SUV. The Turbo, like all other Territorys, now gets the much-admired ZF six-speed auto transmission to help it along its way while also contributing to maximised fuel economy. Ford’s official figure is 14.2L/100km, which is not bad given the performance and not that far behind regular AWD Territorys. Apart from the larger wheels with 235/55R18 tyres (regular Territorys use 235/60R17s), the Turbo hasn’t really needed a lot of work to keep the handling and roadholding up to the appropriate levels. To cope with the 40kg weigh penalty enforced by the tougher engine, the front springs are slightly longer than standard, but that’s about it. Brakes are taken from the FPV GT, which means they get bigger rotors (up from 322mm x 28mm to 340mm x 32mm) and "performance" callipers to cope with the extra weight and performance. The ABS, which incorporates EBD but not brake assist, has also been recalibrated along with the stability control system to cope with the expected higher demands. Our test car was the base Territory Turbo, which meant it was fitted out with charcoal velour seats offering a tad more lateral support than other Territorys, leather-wrapped steering wheel and shift lever, a part-power driver’s seat, Ford’s power-adjusted floor pedals, straight air-conditioning and a 100-watt single-CD sound system. Driver and front passenger airbags are standard as in all Territorys, but unless you opt for the Ghia Turbo you’ll have to pay extra for side curtain airbags. The base Turbo also misses out on the reversing camera that is standard on the Ghia, and has to make do with (optional) rear parking sensors. Faced by blue-lit instruments, gripping the leather-clad wheel and eyeing the bulging bonnet, the Turbo driver is subtly aware this is the top line Territory. The impression is reinforced at the first prod of the accelerator pedal, which brings a steady, powerful shove in the back and slick – but slightly sharper – upshifts from the sequential ZF transmission. There’s not quite the rush you experience in an XR6 Turbo. It’s all more discreet and refined, although there’s never any doubt the driver is in command of a respectably fast and substantial vehicle. What is really impressive is the way Ford has tuned the ride-handling balance. At no time does the Turbo feel as if it’s been compromised. The ride remains absorbent, smooth and controlled, yet the Territory steers just like a well-sorted sedan. On tight, winding roads it is confidence-inspiring, showing little discomfort in rapid directional changes and surging with confidence out of corners before the upgraded brakes haul it down for the next one. You need to try hard before the stability control light emits a warning blink. The Territory is every bit as comfortable on a snaking mountain road as it is cruising with silent ease on the freeway. And the fuel economy proves to be acceptable too, provided you drive with some restraint. We had no trouble staying well below the factory figure on an extended drive that covered just about every variable except, maybe, a lot of stop/start, heavy traffic work. The Ford Territory has always tended to look like something a little more classy than what it basically is – a Falcon derivative. The conservative styling has survived well since its launch and, with the new performance dimensions provided by the turbo engine, it can stand quite proudly in much more expensive company. No surprise that Ford has at least this part of the market sewn up.

Thursday, November 16, 2006 Caresto V8 Speedster Leif Tufvesson is one of Sweden’s most skilled specialist car constructors, with many of his cars having received serious international acclaim. The hottest of them all right now is the new Caresto V8 Speedster , a mid engined car with an ethanol powered Volvo V8 unit. With the advent of the V8 Speedster, the term Sport Rod has been born. The car was given its premiere public outing at the SEMA show in Las Vegas. Leif Tufvesson, who in 2004 won the prestigious "Hotrod of the year" award from Hotrod Magazine, now returns with a completely new car. Leif previously worked for the Volvo Concept Centre, and for 6 years was responsible for the development department of the Swedish sports car manufacturer, Koenig. He has now started to construct and manufacture his own cars. His cars have won innumerable prizes over the years and, among others, have received a great deal of acclaim at the SEMA Show in Las Vegas – the largest exhibition platform for specialist car constructors in the world. Specifications Engine: 4.4L Volvo V8 (Volvo B8444S) Power: 234kw @ 5850rpm (Petrol) Power: 253kw @ 5850rpm (Ethanol) Transmission: 6 Speed Automatic Weight: 1200kg

Sorta kinda. We don't leave a heap of food out for them. You still seem them catching bugs, horseflys, spiders and that kinds of stuff.Though, when the magpie walks through the door and stands next to you while you open the fridge door and they have a peak inside, they may be getting a bit close. Lumpy ← Hi Lumpy I feed them every day. We got the best looking MP's in our street. One day I left the front door open and in walked 13 of them. Here are some more pictures.

We have been Friends for over 5 years.

They should have them as options, and if people want them they can pay for them. Hell, if their build quality, materials, and customer service significantly improvedI'd pay up to 100k. If I had the budget. ← I went to see my Ford dealer last Tuesday to have a look @ the Force 6. It's a F6 minus the Rear Wing but over 10,000.00 $$'s more. If I am in the market for a big BMW or Mercedes, I am not about to go and see a Ford or Expensive Daewoo Dealer am I.?? I think People with big money like to see that " Badge / Star " on the Bonnet. The rest of us just have to go to Ford or Holden.

I love this, Q: how much does the shipping cost? A: If its whithin the US I will ship it for free.

Ford boss confident in local car market November 16, 2006 - 5:29PM Ford Australia president Tom Gorman says he's optimistic about the future of local car manufacturing despite job cuts, falling sales, high petrol prices and rising interest rates. And Mr Gorman has hit back at critics of the financial support vehicle producers get from the government, set to reach $7 billion over the next 10 years, saying Australia gets a big bang for its buck. "If you look at the automotive industry anywhere in the world, the industry is in partnership with the local government," the Ford boss told reporters in Adelaide. "The reason is that we're such major contributors to society. "Not only are we huge contributors to the economic vitality of the countries that we build our products in but we're also a big part of the cultural vitality. "The Ford Motor Company has been in Australia for over 80 years so we are much more than just an employer - we are part of the fabric of society and the government has recognised that. "The government has recognised how important we are and I think they get a very, very good return for their investment." Mr Gorman said while he couldn't comment specifically on Ford's rivals, he believed there was room for four car manufacturers in Australia and he remained upbeat about the long-term future. "Each one of us has a slightly different business model," he said. "If you look at the four manufacturers today, each one of us has our own strengths and weaknesses. "So I wouldn't be in the industry if I wasn't optimistic about it. "Although I speak with a funny accent, my heart and soul is here at Ford Australia," said Mr Gorman, an American. "If you think back to what we announced in May, we announced that over the next decade Ford was going to invest $1.8 billion in this country. "We wouldn't have announced that if we weren't optimistic about the future." Mr Gorman's positive attitude comes in contrast to some recent movements in the vehicle sector. While sales remain strong overall, car producers and component makers have been forced to cut staff with the shift in demand to smaller, imported vehicles because of higher petrol prices. In response both Ford and Expensive Daewoo recently cut assembly line jobs, Ford losing 600 workers at its Falcon production facility in Victoria and Expensive Daewoo 200 at its Melbourne engine plant. Last year Expensive Daewoo also axed its third shift in Adelaide at its Elizabeth assembly operations and Mitsubishi closed its engine production plant and reduced staff at its Tonsley Park assembly facility. A number of component producers have slashed jobs, with some going to the wall as car companies look to cut costs by sourcing some parts from overseas. Mr Gorman said for suppliers to be successful in Australia they had to find ways to be more efficient. "I don't see the end of the supply base here in Australia," he said. "I see it having to be smarter, having to drive inefficiency out of its system and in some ways they have to bulk up, and you're seeing that with some mergers in the industry. "So I believe there are multiple paths to success. It isn't just roll over and play dead."

Wednesday, November 01, 2006 Toyota Unveils Aurion Sports Concept Toyota Australia has unveiled a dramatic red and black sports concept sedan based on its new Aurion large car. The Aurion Sports Concept, created by Toyota Style Australia, is one of the stars of the Australian International Motor Show in Sydney. It features aggressive styling and aerodynamics with integrated front and rear air-dam diffusers, a prominent two-tier rear wing and 20-inch five-spoke dark charcoal alloy wheels. The dramatic exterior styling theme is enhanced with glass-infused mica metallic 'Inferno' red paint, incorporating a tonal Aurion graphic on the lower body sides. Contrasting with the hot body colour are metallic grey body cues around the windows, grille and trunk-mounted lower rear spoiler. All glass is blacked out and, along with a black roof, creates the impression of a futuristic one-piece glass top. Other special features include a floating grille frame with embossed mesh insert and twin exhaust pipes integrated into the rear bumper. Paul Beranger, Manager of Styling and Design at Toyota Style Australia, said the show car was an advanced styling concept from Toyota Australia's young design team. "The Aurion Sports Concept is a vision for the future styling direction of Toyota Australia's sports-car image," Mr Beranger said. "Many of the design cues are likely to appear on production vehicles that go beyond Aurion's new sports range, the Sportivo SX6 and ZR6. "Our creative team is continually experimenting with ideas for the Australian customer. Previous programs such as Cross Runner and Sportivo Coupe have been winning concepts with the Australian public, and now the launch of the Aurion brings a whole new range of opportunities for Toyota to move into more niche market segments. "This sports concept is just one example where we are testing the market and encouraging feedback from the public." Mr Beranger said Australian drivers were unique in wanting both a sports car and a family car in the one package. "The Aurion Sports Concept is one possible solution, with styling themes slanted heavily towards the sports car end of our youth market," he said. The Aurion Sports Concept is purely an exterior styling exercise. Toyota Australia is still keeping under wraps many of its styling and engineering plans for future models. However, from a performance perspective a sports sedan based on the Aurion could be expected to be powered by a supercharged or turbocharged version of an advanced Toyota engine. Source: Toyota Press Releases Only problem IMO,........ Front .... Wheel ..... Drive.

Expensive Daewoo to shed 200 jobs 15nov06 Expensive Daewoo will shed 200 jobs at its engine factory in Port Melbourne. The General Motors-owned car company told workers at its Fishermans Bend factory site that they had two weeks to nominate for the voluntary redundancies. Expensive Daewoo spokeswoman Maya Donevska said the move was prompted by a downturn in demand for the Family II four cylinder engine, which is used in Daewoo cars sold in South Korea. "There has been a drop in demand from one of our export customers from 750 engines a day to 500 (a day), therefore there is a need to restructure the workforce," Ms Donevska said. "This is the export engine which is not to be confused with the V6 engine, which ... goes into some of our cars locally." Ms Donevska said only Holden's Fishermans Bend site, which has 1230 workers, was affected by the downturn and there were be no further redundancies offered across the company's other operations. "We've only told one shift, my understanding is that the response has been there are quite a few people who are interested," Ms Donevska said. "Management are fairly confident that we will be able to get 200." Ms Donevska said Holden's engine export business had endured "wild fluctuations" in the past, and this was another. "There has been years where we've exported four million engines from here and some years we've had ... 300,000," she said. "It's just the export market. Comment was being sought from the unions.

Got my Turbo 10 ( Wood Stove ) on.

If this was posted before, Sorry ! By NEIL McDONALD 06/10/2006 FIRST of all, the good news we all like to hear. Prices for the XR6 and XR6 Turbo have dropped by $2415 and $2165, positioning it smack in the middle of Holden’s sporty SV6 and SS range – on purpose we’d suggest. It’s a strategic move, Ford recognising that to stay in the Big Four race with its now visually ageing Falcon range it has to get aggressive to fight off Late model camira and to a lesser extent the Mitsubishi 380 and soon-to-arrive Toyota Aurion V6. And the Falcon range must soldier on for another 18 months before the next- generation Ford arrives. However, the massive changes that came from the BA in September 2002, carried through to BF and now BFII, have ensured that the Falcon has the right stuff to battle it out in the big-car segment. Fortunately for the MkII, Ford has changed little on the XR6 turbo. The ride and handling remains the same – which is to say supremely good. Both the Falcon and Late model camira are now closer than you think in many areas; ride and handling being just two of them. In our eyes, only the Commodore’s more contemporary overall design and the fresher interior eclipse the BF MkII and that’s not to say the latest Falcon is slipping. Ford has wisely left much of the XR6 and XR6 turbo range unchanged and gives the bulk of the visual tweaks to the Fairmont Ghia. The Ghia gains a "European-inspired" sports luxury exterior look, tapered bonnet, chrome grille, jeweled fog lights and front bumper finishes, and new seven-spoke 17-inch alloys. An exposed chrome exhaust, XR-style side skirts and rear bumper, new 17-inch alloys, revised "Ghia" badging complete the up-spec car’s package. IN the photos the Ghia now looks a little fussier in some of the detailing than it was before but in the flesh the car manages to carry this off reasonably well. However, XR6 purists might grumble that the Ghia now also gains the XR side skirts and rear bumper but their interior packaging is distinctly different. Inside, the Ghia gains a black chrome instrument cluster, "silverline" steering wheel, chrome air vent highlights and black onyx Interior Command Centre similar to the Territory Turbo, as well as China Beige leather seat trim, suede feel seat backs and door trims, and new front seat headrests. Fairmont, Futura and XT, Ute XL, XLS and RTV also receive modest upgrades. Only train-spotters will notice the modes changes to the XR exterior – like the new alloys, better seat trim and revised instrument cluster. The signature quad-headlight treatment is retained. As previously, the XRs offer a more aggressive look than other Falcon models, courtesy of the deeper bumper, side skirts and large under-bumper foglights that are bigger and more imposing than the Ghia. The good bits, that superb in-line turbocharged six-cylinder, control blade independent rear suspension and linear, communicative steering, have been left untouched. On the road all this contributes to blistering straight-line acceleration but perhaps more importantly, smooth and effortless overtaking power. Refinement is a given and unlike some other turbos, the linear power delivering shoves you into the seatbacks but in a gentle, firm manner. Turbo lag is virtually non-existent, and the car will deliver a tsunami-surge of boost below 4500rpm. Like the BF, power remains 245kW at 5250rpm and 480Nm at 2000rpm and in the six- speed ZF auto, the ratios were perfectly matched to the engine’s characteristics. The amount of torque provided by the turbo is a strong-point. The XR6 Turbo eclipses Holden’s SV6 – admittedly not turbocharged - which develops 195kW at 6500rpm and 340Nm at 2600rpm. To get comparable performance to the Falcon you really have to step into an SS Commodore, which produces 270kW at 5700rpm and 530Nm at 4400rpm from its 6.0-litre V8. The XR6 Turbo has one of the sweetest engines around and because you’ll want to exploit the performance at every opportunity, economy will suffer. Ford quotes a combined fuel figure of 12.3L/100km. In a run through some of Tasmania’s beautifully winding country roads, at a reasonably quick pace, we had the opportunity to exploit the superb six-speed ZF auto’s sequential mode. With liberal use of the gearbox economy was in the high 14s. But the overall combination of engine, transmission, sport suspension and crisp steering is something an XR buyer will appreciate so economy will be secondary for many performance owners. Ford’s dynamic stability control and traction – standard on the XR6 Turbo – but a $250 "European Sports Pack" option on other models for a limited time, offers a high threshold before intervention, allowing the driver to exploit the car’s handling parameters. You’d be mad not to specify the ESP option on lesser Falcons as it also includes 17-inch alloys and six-speed ZF automatic. Normally the six-speed gearbox is a $1500 stand-alone option. Such is its refinement of the XR6 turbo that some die-hard SV6 and SS Expensive Daewoo fans could even be persuaded by the XR6 Turbo purely on its torque delivery at low revs. The VE Late model camira may just nudge out the BF MkII Falcon on looks and interior refinement but the Falcon still manages to put up a good fight in the dynamics and engine departments. The XR6 Turbo is more than a match for the latest Late model camira offerings.

Been in Canberra for over 30 years. No problems @ all. Some people like to live in Queanbeyan just next to Canberra and go to work in Canberra. Housing is much cheaper in Queanbeyan. Good Luck.

I hope this will help. ← You can operate the relay by passing either earth through the switch, or running the positive through the switch (opposite to what you have drawn), which I would prefer, as you are otherwise unable to turn the power off for the relay, just in case there is an issue. ← 85 and 86 is only the Coil. Never had any problems in over 30 years.

I hope this will help.

MPs in Mitsubishi plea November 15, 2006 Federal Industry Minister Ian Macfarlane and South Australian Deputy Premier Kevin Foley have flown to Tokyo to discuss Mitsubishi's manufacturing future in Australia. Mr Macfarlane and Mr Foley will meet Mitsubishi president Osamu Masuko in Tokyo today. A spokeswoman for Mr Foley, Sylvia Rapo, last night confirmed that the two ministers were seeking assurances from Mitsubishi's head office that the company would continue to manufacture cars at its Adelaide production plant, which employs 1600 people. Ms Rapo denied the last-minute trip was a "mercy dash" to save hundreds of jobs. "We have been trying to organise the meeting for a number of weeks," she said. Mitsubishi has cut production at its Adelaide plant, which has a capacity of 190 cars a day, to just 70 vehicles a day. It has axed 1400 Australian jobs over the past two years, including 670 from the closure of its Lonsdale engine plant in South Australia. Last month the company was forced to deny reports that it had secret plans to cease production of cars in Australia

November 14, 2006 - 10:40AM Top Gear presenter Richard Hammond is back behind the wheel less than two months after he overturned a jet car in a horror high-speed crash while filming a stunt for the show. Hammond, 36, was filming for the popular BBC motoring series, which screens on SBS in Australia, when the jet-powered dragster, travelling at 463kmh, spun off the runway at Elvington airfield, York, on September 20. But despite suffering a serious brain injury that left him close to death, he has been given the all-clear to drive again. Taking his Morgan sports car for a spin with wife Mindy, he told Britain's Daily Mirror, "I will remember this day for the rest of my life ... As I got into the driving seat it felt like I was back where I belonged." After being dependent on his wife since the accident, he was thrilled to turn the tables. "Mindy was a bit damp-eyed," he said. "She has been my driver for the last few weeks and I have been dependent on her." Hammond, who kept to less dangerous speeds for his comeback spin, had to pass a series of complicated mental reasoning, memory and problem-solving tests to win back his driving licence. But he said the crash didn't affect his confidence on the road. "I didn't have any fears or nagging doubts about driving again," he said. "I have been a passenger in a car many times since the accident and I haven't suffered any flashbacks or anything traumatic. "I was never worried that I wouldn't get back my driving licence. It was just a case of when ... I am aware of how staggeringly lucky I have been. I could have died." In his first interview three weeks ago following the ordeal, Hammond spoke of how close to death he came. "My very last thought was, 'Oh bugger, that's gone wrong. Well, we're checking out now. You've had it'," he said. "I was aware of my brain saying, 'We'll wave the flag', and that was the point I passed out. "Doctors use a point system. Fifteen is normal, three is a flatline. I was a three. I was that close to being dead." The presenter, dubbed the Hamster by colleagues Jeremy Clarkson and James May, says he plans to return to Top Gear in January, but will steer clear of the test track for a while. "I feel ready to do that but the doctors say I must take my time and I am doing what they say."