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With the world’s largest fleet of motor vehicles, the USA also runs the risk of having the most polluted air, its huge land area notwithstanding. Had there been no serious efforts to minimise the toxicity of the exhaust gases that are by-products of the internal combustion process, it has been estimated that the country could have a blanket of carbon monoxide (at toxic levels) 150 metres thick.

But, fortunately, legislation was introduced in the 1970s which, among other requirements, made the catalytic converter mandatory in cars. This device chemically converts the toxic elements in exhaust fumes into harmless water vapour and carbon dioxide before the fumes get into the air we breathe.
According to the US Environmental Protection Agency, vehicles now sold in the US emit 98% less hydrocarbons, 96% less carbon monoxide, and 90% less oxides of nitrogen than vehicles sold in the early 1970s, thanks to the catalytic converter.

Catalytic converters typically consist of a ceramic or metal honeycombed monolith substrate composed of precious metal catalysts. The coated substrate is wrapped in an intumescent mat that expands when it is heated, thus both securing and insulating the substrate. The substrate is packaged in a stainless steel shell and installed along the engine exhaust system.

As exhaust gases pass over the catalysts, there are chemical reactions that convert the pollutants into harmless gases and water. Hydrocarbons combine with oxygen to become carbon dioxide; oxides of nitrogen react with carbon monoxide to produce nitrogen and carbon dioxide; and with hydrogen to produce nitrogen and water vapour.

The catalyst formulation is usually a mixture of the noble metals platinum, palladium, and rhodium. Modern catalytic converters for petrol engines have oxygen injection to hydrocarbons and carbon monoxide and remove oxygen from oxides of nitrogen simultaneously. But they can only perform both functions at the same time if the combustion mixture, and exhaust gas composition, is held within a narrow band around the stoichiometric air/fuel ratio, usually 14.7 to 1. This calls for accurate and efficient engine management. A catalyst also works best when it is heated up, which is why manufacturers position the catalytic converter close to the hot exhaust manifold.

It should be noted that a catalytic converter is not a ‘stand-alone cure-all’ that can minimise emissions; it is part of an engine management sub-system, an integrated set of specific-purpose emission control components. For example, exhaust oxygen sensors measure the percentage of oxygen in the exhaust stream and signal the engine’s onboard computer so that it can continuously adjust the air/fuel mixture to the proper ratio.

Other devices that go into an emissions control system include early fuel evaporation systems which heat intake manifolds to help vaporize fuel and lower hydrocarbon and carbon monoxide emissions during a cold start. There are also exhaust gas recirculation systems that lower temperatures in the combustion chamber and reduce formation of poisonous oxides of nitrogen. Air meters, which precisely measure air flowing into an engine, and positive crankcase ventilation valves, which control hydrocarbon emissions from the crankcase.

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The recent tragedy involving a mother and her children being gassed to death inside a car serves as a reminder of the danger of carbon monoxide (CO) poisoning and highlights the reason for the existence of catalytic converters in today’s cars. CO, a gas produced during combustion, is a colourless, odourless gas which limits the blood’s ability to transport oxygen to body tissues. This places a strain on people with weak hearts and respiratory diseases, causing dizziness, headaches, impaired coordination; at very high levels, death is likely.

In the tragedy, the car’s occupants had remained inside with the engine idling and the air-conditioner running for hours and it is believed that CO fumes from the exhaust had somehow accumulated in the cabin and killed them. How the fumes got into the cabin is the subject of investigation by authorities as well as Perodua, which has assistance from its technical partner, Daihatsu.

While a catalytic converter is supposed to minimise the presence of CO, such a device was not present in the Kancil because early models of the Kancil are not required to have it (the Kancil EZ automatic is, however, fitted with the device). The law making catalytic converters in petrol-engined cars mandatory was only introduced in recent years and models which were introduced earlier than the implementation date have been exempt (even if they are still being assembled). Other Perodua models such as the Kembara, Kenari and Kelisa have catalytic converters as standard.

But even then, it is abnormal for exhaust gases to seep into the cabin, let alone accumulate to lethal levels. The cabin is generally sealed from outside air if the windows are closed and the ventilation system is set to recirculate internal air. It is, however, possible for gases from the exhaust system to seep in if some modification was made to the vehicle, an area investigators are looking into. A damaged exhaust system allowing exhaust gases to escape upwards into the cabin is also a possibility. Exhaust gases can also enter through the rear of the car while it is moving. If the rear hatch is open, the turbulence behind the vehicle can blow exhaust gases into the cabin.

It is not known where the car was parked but Owner’s Manuals in many cars do warn of the dangers of running the car inside an enclosed space (although closed garages are not so common in this country). Such a situation allows the build-up of exhaust gases to dangerous levels and be life-threatening to people inside the garage as well as occupants in the vehicle.

In the case of the Kancil, it is possible that the exhaust gases built up inside the cabin because the ventilation system was set to recirculate air rather than draw in fresh air from outside. If the car had been parked in an open space, perhaps the intake of outside air would have diluted the polluted air inside the cabin, averting the tragedy. However, most people don’t do this because it reduces cooling inside as outside air is warmer (and outside smells get in). Now that such a danger is evident, perhaps it is wise to do so if you are waiting in an idling car or better still, wind down the windows slightly. Ideally, the engine should be switched off when the car is parked but understandably, many people desire the comfort of the air-conditioner, especially in our climatic conditions.

On newer cars which have catalytic converters, the danger of CO poisoning is lower as the catalytic converter eliminates 99% of the toxic elements through chemical conversion. This device, which has been around since the 1970s, was initially a ‘bolt-on’ item and affected performance. However, after a few years, engineers tuned engines to allow for the presence of the catalytic converter and its effect on back-pressure and performance levels were no longer an issue. Nevertheless, there are still some people who deliberately remove the device to improve their engine’s performance, an action which is illegal in some countries. In fact, with emission control devices being integral with the engine management systems, tampering with the device will likely cause a reduction of performance and worsen fuel consumption as the system attempts to compensate and usually enriches the mixture excessively.

Catalytic converters are designed to last for many years and at least 300,000 kms. However, they can be damaged by lead which is why unleaded petrol is a must. The lead covers the catalyst and prevents the chemical reaction from taking place. This is why, before catalytic converters could become mandatory in Malaysia, unleaded petrol had to become widely available.

There is no specific maintenance needed for the catalytic converter but if you are concerned about air pollution, then it is useful to have the exhaust gases analysed periodically. The bigger workshops have machines to do this as it is also a way to assess the state of the engine tune.

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Directional Malaysia Sdn Bhd has expanded the services available at its Bukit Bintang, Kuala Lumpur, branch to offer customers sales, service and spare parts or what is usually referred to in the industry as ‘3S’. The branch is referred to as a ‘Citroen Quick Service Centre’ and is intended to enhance the after-sales experience for owners.

“We have set the objective of finishing a job with two hours so a customer can wait in our comfortable waiting room,” said Dato’ Ismayudin Manan, Senior Group Director (Operations) of DRB-HICOM, the parent company of Directional Malaysia.

He added that vehicles can be accepted without an appointment being made in advance although it was always better to do so if possible. Customers will also be given a clear indication of the cost of work involved and get a detailed invoice upon completion. “All parts and labour offered by Directional Malaysia are guaranteed,” he emphasized.

Dato’ Ismayudin also announced that all Citroens sold through Directional Malaysia from July 1st 2001 will have a longer warranty period of 36 months or 100,000 kms, whichever occurs earlier. This, he said, was a reflection of the high quality of Citroen products.

Finally, Directional Malaysia is collaborating with PUSPAKOM and Multi Automotive and Assist Sdn Bhd (MASA) to introduce the ‘Citroen Privilege Card’. This is free for all Citroen buyers and benefits such as up to 35% discount on spares, up to 25% on labour charges during servicing, and free vehicle inspection at PUSPAKOM.

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Dato’ Dr Mohamed Jaffar bin Mohammed Ali passed away in Chicago yesterday. Dato’ Jaffar was a prominent figure in the Malaysian motor industry having been the chairman of the Malaysian Motor Traders Association (now Malaysian Automotive Association) for many years and then becoming its adviser and trustee. He served in management positions in Cycle & Carriage Bintang during the 1970s and early 1980s and last year became chairman of TD Cars (Malaysia) Sdn Bhd.

He was actively involved in a number of businesses, holding directorships in several public-listed and private limited companies in Malaysia. Besides being President of the Malaysian Danish Business Council, he was also the President of the Malaysian Advertisers’ Association, and sat on the Board of the World Council of the International Advertisers’ Association.

Dato’ Jaffar was also involved in several charity and social works in Malaysia, having served as a President of Rotary Club of Kuala Lumpur. He was the District Governor of the Rotary Club District 3300 Malaysia and acted as the Fund-Raising Chairman of HOSPICE Malaysia Berhad and Selangor Spastic Centre.

AUTOWORLD.COM.MY sends its condolences to the family members and relatives who include the Prime Minister’s wife.

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Following its Asian debut at the KL International Motorshow late last year, Directional (Malaysia) Sdn Bhd yesterday officially introduced Citroen’s flagship – the C5.

Typical of Citroen models, the C5’s styling takes on a different and less conventional approach than most other sedans. Its lines are aerodynamic with a blend of wedged profile and rounded edges.

Dimensionally comparable to the XM which served as Citroen’s flagship during the 1990s, the C5 is significantly larger than the Xantia and measures 4.62 metres long and 1.77 metres wide, as well as almost 1.5 metres high.

Citroen’s stylists at the Velizy Styling Centre in France have always been skilled at creating bodystyles that are a combination of hatchback and sedan in a sleek profile. They have been just as successful with the C5 which has the look of a 3-box sedan and yet is a more versatile hatchback. If it matters to you, the Cd is 0.29.

Technically, the C5 is advanced and packed with a number of innovations. Among the highlights is the Hydractive 3 suspension system, an evolution of Citroen’s proven hydraulic suspension system. The latest generation has enhanced performance through using electronics with the ‘brains’ of the system being the Built-In Hydroelectronic Interface (BHI).

The BHI incorporates a powerful ECU, an autonomous hydraulic pressure generator and an electric motor. It provides automatic ride height adjustment (three levels) depending on road speed and also surface conditions. Additionally, the damping is adaptive and firms up for sharper handling but can also change to a more comfortable mode at lower speeds. If desired, the driver can manually choose the sporty mode.

So confident of the Hydractive 3 system (which uses a fully-synthetic fluid) after extensive testing, Citroen says that it needs no maintenance for five years or 200,000 kms.

The Hydractive 3 system is an integral part of the suspension system which comprises independent MacPherson struts in front which are located with forged steel wishbones, and an innovative rear suspension layout with cast iron trailing arms, self-steering elastic bushes and a stabilizer. The trailing arms are linked by a light cross-beam with an aluminium section.

Another advancement in the C5: multiplexing of the electrical systems. This is the way many manufacturers are going in view of the rapid increase in electronics inside a car. The various systems need to communicate with each other; in the past, linking them meant running kilometres of wiring around the bodyshell, adding weight and complexity. Multiplexing in the C5, besides increasing reliability, reduces this by 30% and uses four separate and interdependent networks to link 20 modules via the Built-In Systems Interface (BSI) which is the management system.

At this time, Citroen offers petrol and diesel engines for the C5 and the one chosen for the Malaysian market is the EW10J4 unit. This is, however, not the direct-injection version of the EW family which is coded ‘EW10D’. The EW10J4 is a 4-cylinder engine with twin cams and 4 valves per cylinder. Already in use in other Citroen models, the engine has multipoint fuel injection and in updated form for the C5, its weight has been lowered by 27 kgs. It is also said to have less internal frictional losses and a more optimised combustion chamber as well as air intake line.

The undersquare (85 mm bore, 88 mm stroke) engine has a displacement of 1997 cc and on a compression ratio of 10.8:1, maximum power output is 100 kW/138 bhp at 6000 rpm with maximum torque of 190 Nm at 4100 rpm. A look at the torque curve shows that 170 Nm is available from as low as 1800 rpm, suggesting good flexibility.

An advanced 4-speed automatic transmission is used, this being manufactured jointly by the PSA Peugeot-Citroen group and Renault. The transmission is conceptually like a tiptronic unit, offering the driver manual (sequential) shifting or fully automatic changes.

The 463-kg body structure is very strong and designed to protect the occupants during accidents. It’s the first Citroen to feature six airbags as standard equipment, two of which are side curtain bags dropping from above the windows during a side impact.

Apart from this high level of passive protection, the C5 also comes with much active safety in the form of ABS with EBD (Electronic Brake Force Distribution) for all four disc brakes. Emergency braking aids and automatic engagement of the hazard warning lights are also included. All modern brake systems have booster systems to multiply brake force through the hydraulic system but Citroen uses the term “amplifier” although no explanation is available whether this is the same thing.

Standard equipment in the units on display at Directional Malaysia appeared to be very comprehensive and not unexpectedly, the cabin has an aura of luxury. There’s a classy fabric upholstery with wood trim on the dashboard and the aluminium sill finishers add a touch of class too.

Priced at around RM163,000 with 100% insurance premium and a year’s roadtax, the C5 imported for the Malaysian market is the 2.0-litre 16-valve variant with an automatic transmission. Directional Malaysia is targetting to sell at least 50 units a month. There are no plans to assemble the model locally, though.

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Since mid-2000, there has been no local assembly of Citroen models and Directional (Malaysia) Sdn Bhd has been selling only CBU (Completely Built-Up) vehicles such as the Xsara, Evasion and Berlingo. The last model to be assembled was the Xantia which had been around since the mid-1990s.

At today’s official sales launch of the new Citroen flagship, the C5, a director of the DRB-HICOM Group (which Directional Malaysia is part of) revealed to AUTOWORLD.COM.MY that local assembly operations of Citroens will resume next year at the AMM plant in Pekan, Pahang.

According to Dato’ William Chong, DRB-HICOM’s director responsible for automobile-related activities, the company will start assembling a brand new model during the first quarter of 2002. The model will be the Citroen C3, a 5-door hatchback which made its world debut at the Frankfurt Motorshow this week.

The rounded hatchback is about the same length as a Perodua Kembara but notably wide at 1.67 metres and 1.52 metres high. As would be expected, the cabin is exceptionally spacious and versatile.

Dato’ Chong said that final details are still being discussed with Citroen but confirmed that the Malaysian-assembled C3 will have a 1.4-litre petrol engine. This engine produces 55 kW/75 bhp and is known to be available with a sequentially-controlled automatic gearbox. Whether this advanced gearbox will be in the locally-assembled version is not known.

The DRB-HICOM director added that Directional Malaysia plans to offer more exciting new Citroens in the near future, and these include the Picasso and a new MPV.

On the relationship between Citroen and Proton, a Citroen official present at the launch said that there are ‘no projects planned with Proton’. It is known that as a follow-up to the Citroen AX-based Tiara, the former USPD was to have produced a localised Proton model based on the Citroen Saxo. However, a source told AUTOWORLD.COM.MY’s Chips Yap that the Citroen and Proton could not agree on certain points, particularly the cost of the car. When the project was finally aborted, plant expansion at AMM had already proceeded and today, the hall in which the successor to the Proton was to have been built remains empty. The Citroen official added that “our doors are always open for discussion [with Proton]” but noted that the Malaysian automaker had expressed its desire to develop its own products.

Copyright notice: Like all content on the autoworld.com.my website, this article is copyright protected. Certain facts are proprietary and exclusive to autoworld.com.my and use of these facts will constitute copyright infringement.

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In the over 100 years that the automobile has been around, the infrastructure of fossil fuel (petrol and diesel) stations has become so extensive that fuel supplies for the internal combustion (IC) engine can be obtained in virtually any place on earth. Thus, motorists remain ‘loyal’ to the IC engine even though it has been identified as one of the culprits of atmospheric pollution.

The alternatives – electric motors, fuel cells, even solar power – are round the corner and will certainly become commonplace within a few decades. However, issues of refuelling and recharging worry motorists because the resupply infrastructure is just not in place. Even in Malaysia, taxi drivers who use gas-fuelled (NGV) engines find refuelling a hassle; if it’s not the limited stations in the Klang Valley, then it’s the problems with inadequate pressure in the tanks.

The manufacturers understand such concerns and some, like Honda and Toyota, have come up with interim solutions in the form of hybrid powerplants which use an electric motor and a small petrol engine. Though not pollution free, these powerplants consume fuel at a much lower rate and also generate far less pollution.

Honda has made much progress in the hybrid powerplant field since the introduction of the Insight. The heart of the Insight is the Integrated Motor Assist (IMA) system – a combination of a super-efficient and super-light 1-litre Honda VTEC lean-burn petrol engine with an ultra-thin 10 kW electric motor – which gives an incredible fuel-sipping performance of 48 kms/litre (135 mpg) at a constant 60 km/h. This remains the best fuel economy achievement in the world for a production vehicle.

Although it seemed like the IMA system was mainly a demonstration of its advanced technology, Honda stressed that the technology would be used for other models and even motorcycles before long. In fact, Honda president H. Yoshino mentioned this point when he was in Malaysia a year ago to sign the joint-venture agreement with DRB-Hicom to form DRB-Oriental-Honda (DOH).

The Civic Hybrid
Now Honda has made good on the promise with an improved IMA system which powers a Civic sedan which will go on sale later this year. The new IMA System has Honda’s state-of-the-art lean-burn combustion technology with dual and sequential ignition, along with a newly-developed cylinder idling system that adapts the VTEC system to significantly increase the amount of electrical energy recovered during deceleration. These new features contribute to improved fuel economy.

Other technological advances provide increases in both motor assist system performance and Power Control Unit (PCU) efficiency. Combined with the Honda Multimatic S automatic CVT, this new system is claimed to achieve a combination of excellent drivability and superior fuel economy. Using the Japanese 10-15 test cycle as a basis, Honda says the Civic Hybrid can get over 29 kms/litre (82 mpg), putting it at the top of its class for 5-passenger, mass-produced petrol-engined vehicles. It also runs cleanly enough to be recognized by the Japanese Ministry of Transport as an Ultra Low-Emissions Vehicle (ULEV).

The New IMA System
The new IMA System, like the original used in the Insight, employs a petrol engine as its main power source that is assisted by an electric motor as the need arises. However, it offers improved efficiency over the previous IMA System on which its design is based. During acceleration and other times of heavy engine load, the motor assist system contributes considerable torque, resulting in both lower fuel consumption and powerful acceleration. At cruising speeds when engine load is lower, the motor assist system shuts down.

During deceleration, the motor converts the dissipated energy into electricity (regenerative braking). The newly-developed cylinder idling system reduces engine resistance during deceleration (formerly a problem with regenerative braking) greatly improving the vehicle’s electrical regenerative efficiency.

When stopping, at traffic lights, the engine shuts off automatically. It then restarts immediately when the driver steps on the accelerator pedal. This auto idle stop system contributes to both greater fuel efficiency and also lower emissions.

New 1.3-litre Lean Burn Engine
The new engine features the basic i-DSI configuration of two spark plugs per cylinder. This allows the fuel-air mixture to be made even leaner, for improved fuel economy. The rocker arms that open and close the intake and exhaust valves are configured for dual operation in either valve-lift mode or idle mode. Normally, they are engaged via a synchronizing piston. During deceleration, the synchro piston is housed inside the idle-mode rocker arm, disengaging the lift-mode rocker arm so that the valve remains at rest, effectively sealing off the cylinder. Three of the four cylinders can be shut down, achieving 50% less engine resistance during deceleration than the present IMA System.

New Motor Assist System
The motor assist system is composed of an ultra-thin DC brushless motor, a nickel metal hydride battery, and a Power Control Unit (PCU). The new system employs a higher-output motor, a more efficient battery, and a lighter, more compact PCU that results in greater packaging freedom.

Improvements to the internal magnetic coils of the ultra-thin DC brushless motor, which boasts the world’s highest output density and practical efficiency, achieve 30% greater assisting and regenerative torque than the previous model – without increasing the size. A sintering diffusion bonding process is used to firmly fuse different metals together, allowing the most appropriate materials to be used in construction of the rotor to meet the different demand criteria for its inner section, which transmits torque, and its outer section, which is in contact with the magnetic coils. Strengthening the section that transmits the torque and increasing the magnetic-flux density results in higher torque output.

The efficiency of the battery modules has been increased, resulting in reduced energy losses. The battery, storage box and peripheral equipment have been made more compact, for an approximate 30% reduction in volume.

The lighter, more compact, more efficient PCU and battery have been integrated into a single Intelligent Power Unit (IPU) that can be stored behind the rear seat of a passenger sedan. Integrating the IPU allows the two cooling circuits previously used to be combined into one. Total volume of the PCU and battery has been reduced by 50%.

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    Honda has extended the performance envelope of fuel cell vehicles with its latest FCX-V4 prototype which achieves performance closer to traditional mass-produced vehicles than previous fuel cell-powered vehicles. Improvements are claimed to have been achieved in driving performance, including maximum speed and acceleration, and cruising distance has also been extended

    The previous experimental model, FCX-V3, won praise for its brisk engine starting characteristics, quietness, and take-off and acceleration. By comparison, the maximum speed of FCX-V4 has increased from 130 km/h to 140 km/h and acceleration performance has been further improved.

    Each component of the fuel cell unit in FCX-V4 is also newly-designed and enables the overall package to be more compact. A new design of high-pressure hydrogen fuel tanks able to handle 350 atmospheres (5,143 psi) has contributed to a considerable increase in the vehicle cruising distance due to a greater volume of gas that can be contained. This has extended the range by some 120 kms, from 180 kms for the FCX-V3, to 300 kms. The hydrogen tanks are installed under the cabin floor allowing for more luggage space.

    In the area of collision safety, crushable zones were designed in the front and the rear of the vehicle, resulting in improved safety characteristics. The size of the radiator has been enlarged for FCX-V4 for better cooling performance.

    Inside, the digital meter display has a new presentation which enables a driver to grasp – at a glance – how the fuel cells and ultra-capacitors perform energy management.

    Honda has conducted extensive verification tests under a variety of conditions to determine the market feasibility of fuel cell-powered vehicles. Among its activities are participation in the California Fuel Cell Partnership (CaFCP), a public road testing project for fuel cell-powered vehicles in the USA. From November 2000 through August 2001, Honda fuel cell vehicles have accumulated approximately 10,000 kms, steadily accumulating actual driving data. Honda also began public road tests in Japan in July 2001.

    Honda has long held that the fuel cell will be the next-generation powerplant and address challenges such as developing alternative fuels, reducing exhaust gas emissions, and reducing the effects of global warming. The company continues to advance its technology in this field and has set the objective of introducing a production fuel cell vehicle in 2003.

    FCX-V4 Powerplant Specifications

    Motor
    Maximum output: 60kW/82PS
    Maximum torque: 238 Nm
    Motor type: AC synchronous motor

    Fuel cell stack
    Type: Ballard PEFC (Polymer Electrolyte Fuel Cell)
    Output: 78k

    Fuel
    Type: Compressed hydrogen gas
    Storage method: High-pressure hydrogen tank @ 350 atm
    Tank capacity: 130 litres

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    The Volkswagen Golf has always been a desirable small hatchback with its German engineering. Unfortunately, for various reasons, local importer Auto Dunia has never been able to get it from Germany at a suitable price until recent years when it introduced the Golf GTI.

    Now, to extend the range a bit more, the company has added the new Golf 1.6, priced at RM143,000 (excluding registration fees, roadtax and insurance) to its local line-up. This 1.6-litre variant of VW’s premium small car has a 74 kW/100 bhp 4-cylinder, 8-valve engine coupled to a 4-speed automatic transmission. Maximum torque is 145 Nm at 3800 rpm, enabling the Golf to get from 0 – 100 km/h in a claimed 12.7 seconds.

    Auto Dunia expects the Golf 1.6, which has a fully-galvanized bodyshell for superior corrosion resistance, to provide buyers with an attractive alternative to its more powerful which has a 1.8-litre 5-cylinder engine and a 5-speed manual gearbox.

    The Golf 1.6 imported to Malaysia comes with a safety package that includes front airbags for driver and passenger and ABS with electronic brake-pressure distribution (EBD). Other standard features include alloy wheels, halogen headlights with integrated front fog lights, rear fog lights, heated door mirrors with electrical, synchronous adjustment, an electronic engine immobilizer, and cruise control.

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    Ford recently held a Farmers Day Carnival for farmers and their families at Cameron Highlands. The event was aimed at enabling Ford to keep in touch with its customers in the area, especially in view of the fact that there are many who own the Ford Ranger. The Carnival was held at the Equatorial Hill Resort.

    With Government regulations governing exhausts emissions being stricter in Cameron Highlands, Ford believes the Ranger’s environmentally-friendly Euro 1 turbodiesel engine is an ideal ‘green workhorse’. As a community service, Ford Malaysia brought along a diagnostic machine to help farmers find out if their vehicles meet the emission standard. Free re-tuning was provided to Ford vehicles, where necessary.

    Farmers and their families were also given a first-hand experience of the Ranger as test drives were conducted at the Carnival by Ford sales consultants. And as an added incentive, participants making bookings at the carnival received a special discount of RM700.

    By far, the most popular event at the Carnival was the Ford Ranger challenge contest where contestants were required to maneuver a Ranger through a series of slaloms in the shortest possible time. This test of driving skills attracted over 40 participants with many competing more then once!

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