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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June 20, 2007

GoAutoAustralia’s Number One Automotive Industry Journal

newsNo. 39050,000 READERS WEEKLY

John Mellor's

JUNE 20, 2007 Page 2

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

Produced by GoAuto Newsroom: Ph: (03) 9598 6477 PO Box 18, Sandringham VIC 3191 PUBLISHER: John Mellor

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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

John Mellor's Australia’s Number One Automotive Industry Journal

June 13, 2007

GoAutoAustralia’s Number One Automotive Industry Journal

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

_ HP

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.

FULL STORY and DRIVE IMPRESSIONS: CLICK HERE

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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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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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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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a major franchised dealership in Melbourne’s Western Suburbs.

Reporting directly to the owner, the candidate would be

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 cj@weron.com.au

MELBOURNEWESTERN SUBURBS

Up Close on PersonnelUp Close on PersonnelUp Close on PersonnelUp Close on PersonnelUp Close on PersonnelUp Close on PersonnelUp Close on PersonnelUp Close on PersonnelUp Close on PersonnelUp Close on Personnel motor staffsales•service•parts•adminBrought to you by Motor Staff - The Motor Industry’s No1 Recruitment Specialist

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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