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Larger interior dimensions, the spaciousness and comfort of a luxury-class saloon, impressive adaptability and class-leading cargo volume are the highlights of the new 170-mm longer Mercedes-Benz A-Class which is going on sale in Europe shortly.

With this long-wheelbase version, the A-Class continues to set new standards among compact cars. No other car in this segment can match its cargo capacity of up to 1,930 litres – 11% more than that of the standard version which went on sale in 1997. Still remarkable is the efficient way that space is utilised: thanks to the innovative sandwich design with the powertrain elements positioned either underneath the passenger compartment or in front of it, 53 % of the car’s total length of 3.78 metres – significantly more than for conventional cars of this size – is available for the occupants.

MORE SPACE FOR THOSE WHO NEED IT
“With this kind of spaciousness, we can now at last satisfy people who in the past were already won over by the design and concept of the A-Class but who needed more space for their own particular requirements” says Dr. Joachim Schmidt, member of the Divisional Board of Management for Mercedes-Benz Passenger Cars and smart and Head of Sales & Marketing. In his opinion, this addition to the A-Class range offers significant potential for an increase in sales. More than 550,000 units of the standard version have already bene sold in Europe and Asia since 1997.

Spaciousness is the most significant thing in this new A-Class version, with accommodation previously unknown in this vehicle class. The extended wheelbase offers rear passengers 170 mm more legroom and a hip-to-hip distance between front and rear occupants of 945 millimetres. Mercedes-Benz claims that these dimensions beat those found in many luxury-class saloons.

Thanks to the versatile rear bench seat, with 111 mm fore-and-aft adjustment, drivers can decide whether to use the extra space to extend the rear compartment or the load area. Even with the rear seats moved to the maximum forward setting, there’s still 60 mm more legroom for rear seat passengers in the new A-Class, compared to its shorter brother.

With the rear seat in this same position, the load compartment space is increased by 80 litres, to 470 litres. When they are both lifted out, the luggage capacity of this version (loaded to the ceiling) is boosted to 1,530 litres. Even in a larger stationwagon, such a volume would be significantly above average.

PACKAGE OF REFINEMENTS
An extensive package of engineering and design refinements makes both versions of the updated A-Class for 2001 even more attractive and luxurious. Restyling at the front of the vehicle, with eye-catching front bumper contours, the lower part of which features a redesigned air inlet, gives an even sharper, more dynamic appearance and makes the body appear broader and strikingly athletic. Also new are the organically integrated, replaceable rub strips on the front bumper and the state-of-the-art clear-plastic headlamp lenses which add further ‘brilliance’ to the appearance of the smallest Mercedes model.

As far as luxurious looks and high build quality are concerned, the interior of the A-Class matches the high standards of larger Mercedes saloons. The use of equally first-class materials which Mercedes-Benz also uses in the S-class makes the dashboard soft and pleasant to the touch. The entire cockpit has been redesigned, with a new, smooth transition to the front windscreen, while preserving the strikingly dynamic lines. Discreet restyling of various details has further enhanced the appearance of the dashboard, making it appear as if cast in a single piece.

The new, more modern centre console treatment has its top part slightly wider than before and is more sharply raked, giving the driver and front passenger a better view of the controls. The positioning and design of the switches reflects the latest ergonomic advances derived from real-world research. The most frequently used buttons and the radio have been moved to the top, while the controls for heating and ventilation now occupy the lower part of the console.

MORE POWERFUL CDI ENGINES
From this month, the two common-rail direct-injection (CDI) turbodiesel engines will be developing up to 25% more power than before. For example the 4-cylinder engine in the A 160 CDI (only available for the short version) will eventually be equipped with an intercooler and develop 55 kW/75 bhp, instead of the previous 44 kW/60 bhp. Fuel consumption however will still remain at 20 kms/litre (58.7 mpg). The output of the A 170 CDI will rise from 66 kW/90 bhp to 70 kW/95 bhp. The three petrol engines remain unchanged.

The Electronic Stability Program (ESP) has undergone further development and is fitted as standard. This latest-generation system functions even more smoothly and, for the first time, is combined with a new hydraulic Brake Assist system which develops maximum braking power in emergency situations, thus shortening stopping distances to a minimum.

The Development Story of the A-Class

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Since the 1970s, the smallest volume-produced BMW has been the 3-Series and it seemed that BMW was not willing to follow arch-rival Mercedes-Benz and create a compact model like the A-Class.

Now comes the news that there will be an entirely new model series with the numeral ‘1′, suggesting a small model which will be at entry level. This was confirmed by Professor Joachim Millberg, CEO of BMW, recently and insiders say the development program is on schedule for a launch in 2004.

The new BMW model series will be positioned between the 3-Series and the Mini. An official statement says it ‘will introduce all BMW virtues into the upper end of the lower midrange segment. Rear-wheel drive, excellent handling as well as prime quality will provide outstanding “driving pleasure”.’

Professor Millberg also announced the decision on the continuation of the 6-Series which will satisfy the customers’ demand for a big BMW sport coupe. “On the one hand, the BMW 6-Series Coupe will be very prestigious, and on the other hand, it will embody the sportiness that is typical for BMW cars. We also plan to put on the market an open-top version of this vehicle,” the CEO of BMW promised, adding that design work for the future 6-Series is already underway.

Between 1976 and 1989, the first 6-Series Coupe was exclusively equipped with straight 6-cylinder engines. At that time, the 6 Series Coupe was the epitome of sportiness and elegance. This car served as a model for racing cars and it proved on the racetrack its enormous potential. In 1990, the exclusive 8-Series, the production of which was discontinued two years ago, replaced the 6-Series.

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EON, which is the exclusive distributor of the made-in-Malaysia classic TD 2000 sportscar – is organising a series of Weekend Test Drives throughout the country. The first TD 2000 Weekend Test Drive will be held at the EON Glenmarie Showroom in Shah Alam, Selangor, on March 10th and March 11th 2001 from 3 pm – 7 pm.

According to EON Managing Director Datuk Adzmi Abdul Wahab, the casual test drives are aimed at introducing the pleasures of a classic roadster sports car to a niche market who enjoy ‘air-in-their-hair’ while driving around the city or countryside.

“We also intend to give people in other towns the same opportunity to enjoy such TD 2000 Weekend test drives in the near future,” he added.

Those who wish to confirm their test-drive should contact branch manager Mat Dan at 03-7031111 (Extension 2268) before Saturday.

The TD 2000, with prices starting from RM185,136 is manufactured in Malaysia and assembled locally by EON’s wholly-owned subsidiary Automotive Conversion Engineering Sdn Bhd (ACE).

It is also is available for use as a bridal car or for other special occasions and those interested in using it for such a purpose should contact Avis Car Rentals.

At the weekend test drive, the ACE-converted Proton Executive version of the Perdana V6 will also be made available.

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Brace yourself for corny tyre jokes and puns (sample: it’s “a-maize-ing”)… Goodyear has introduced the world’s first tyre with a compound derived from corn. Its new GT3 is the first tyre on the market using a new starch-based filler material called BioTRED, which uses common corn as its “feedstock.”

A patented innovation developed at the company’s Luxembourg technical centre, BioTRED partially replaces more conventional carbon black and silica. “This presents important environmental advantages, including remarkably lower rolling resistance – and as a result, less fuel consumption, noise reduction, lower carbon dioxide emissions and less energy consumption in the production processes,” said Filomeno Corvasce, the Goodyear engineer who developed it.

Moreover, BioTRED uses renewable compounds versus non-renewable sources. The starch used in the production of BioTRED is derived from corn, in a process similar to the one used in food industries. Then it is treated to obtain micro-droplets of starch. In a next step, these micro droplets are treated, transforming them into a biopolymeric filler. The end product has physical properties that differ substantially from those of traditional fillers. The lower specific gravity of this new material also reduces tyre weight and rolling inertia, thus further improving fuel efficiency.

The tyre is being introduced in Europe first, where Ford will use it as original equipment on a new fuel-stingy version of its Fiesta. It will then likely will be made available in other regions. Initially, there are 17 GT3 sizes for compact to medium-sized vehicles, ranging from 155/70R13 to 195/65R15.

Goodyear Malaysia has not announced any plans to offer this tyre in the local market.

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To celebrate its return to Le Mans this year – after an absence of 71 years – Bentley Motors will build two exclusive and limited edition versions of the Arnage and Continental R. These very special cars in the Le Mans Series will be available in only 150 units for the Arnage and 50 units for the Continental R. Undoubtedly, they will become collector’s items very quickly.

The cars will be finished in a special Bentley green known as ‘Verdant Green’ and the handcrafted interiors feature two colours: the main trim in Autumn Hide with contrasting detail in English Tan. Bentley’s specialists have also incorporated a number of other exquisite details.

The Arnage Le Mans has its instrument gauges finished in traditional racing green, with a special Limited Edition insignia on the speedometer and tachometer. The gearlever is finished with English Tan hide.

Externally, specially-designed 18-inch alloy rims and chrome quad exhaust tailpipes on both sides of the modified rear bumper clearly proclaim the car’s heritage. Vents on the lower front wings and special badges also underline the exclusivity of the Le Mans Series, while red brake calipers complete the subtle additions.

Mechanically, the V8 6.75-litre engine powers the Arnage Le Mans Series and this turbocharged powerplant develops 298 kW/400 bhp at 4400 rpm, with an impressive 825 Nm of torque available at a low 2100 rpm.

The two-door Continental R Le Mans Series is derived from the Continental R Mulliner and its power is uprated to 313 kW/420 bhp. This elegant car is further distinguished from its 4-door sibling by sports seats with perforated hide, a unique front console package with racing-style starter button and a gearshift knob with an integrated sports mode switch. Like the Arnage Le Mans Series, the instruments also have green faces.

A glance at the car’s exterior may not reveal its greater exclusivity but the flared wheel arches, red brake calipers, dual sets of twin exhaust pipes and special badges provide clear identification to the experts and enthusiasts.

Bentley won Le Mans five times and the ‘DNA’ of those winning cars is said to be found in every Bentley ever made. “The Le Mans Series are no different and carry the genes of those race winners in every detail. No other carmaker can claim a heritage like ours – and no other carmaker can design, develop and build cars to this outstanding standard,” declared Tony Gott, Chief Executive of Bentley Motors.

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If you’re one of those Peugeot owners who has regularly had your car serviced at MBf-Peugeot’s service centres or authorised Peugeot service dealers, you will now be rewarded for your patronage.

The company has recently introduced a new program known as ‘Peugeot par Excellence’ which, among other benefits, gives discounts off Genuine Peugeot parts and service charges. The amount of discount depends on the years you have been sending your car in, as shown by the service record book (which should be stamped after each service) or noted in the computerised records at MBF-Peugeot.

For those who have not been going to MBF-Peugeot service centres, you can still enjoy special discounts in a sort of ‘welcome back’ offer. This gives savings that include 20% discount on list items and 10% off on nett items, and if your accumulated spending on Genuine Parts exceeds RM5,000 within a 1-year period, you can get a 5% rebate on the accumulated amount (parts only) which is redeemable at your next service.

And if you follow the maintenance schedule at an MBf-Peugeot service centre or authorised dealer for one year, you will automatically qualify for the Peugeot par Excellence incentive package.

The company has also announced that its 405 engine/transmission exchange program was so well received last year that it is being offered again. Owners can have their existing 405 engine changed to a new one and also get a 6-month/12,000 km warranty. The cost, which is based on the surrendering of the old engine and/or transmission ranges from RM8,300 for the 405 engine with a manual transmission (excluding cost of transmission) to RM8,800 for a 405 engine with automatic transmission. The costs of the new transmissions are RM8,800 for an automatic transmission and RM2,500 for a manual transmission. Labour charges and related JPJ fees are not included.

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    Like many products of scientific endeavour, the fuel-cell arose from a chance observation. William Grove, an English amateur scientist, was one of the early students of electrolysis – that’s the process of splitting water into hydrogen and oxygen by applying an electric current. One day in 1839, having disconnected his experimental apparatus, he noticed that the process also appeared to work in reverse… releasing energy. It is this discovery that led Grove to the fuel-cell.

    Despite extensive scientific research on the fuel-cell, it has remained essentially in the laboratory for over a hundred years. It was only in the 1960s that fuel-cell technology was used to obtain power for spacecraft, beginning with the US Gemini space programme and being used extensively from the Apollo programme onwards. In one mission, water – the only by-product of the fuel-cell process – was collected and used as drinking water for the astronauts.

    Fuel-cells have also been used in some specialised applications for power generation but they have required bulky facilities comparable to a container. They have also been expensive for widespread commercial applications.

    ACCELERATED DEVELOPMENT
    Fuel-cell technology has been of interest to automakers for some time but various problems have prevented the technology from becoming practical for daily use. However, since California announced tough forthcoming regulations that would require vehicles to have either zero emissions (ZEV) or ultra-low emissions (ULEV), the industry has been galvanized into finding solutions quickly.

    One major problem has been storage of hydrogen, the fuel. This gas is abundant in the atmosphere but it takes up a lot of space so a tank would have to be very large and bulky; even if it is compressed, the volume needed would mean that we would have to drive petrol tanker-shaped vehicles around!

    One approach tried for storage was liquefication which required dropping the gas temperature to -253 degrees C. But to store liquid hydrogen would require a specially insulated container which would be very heavy. And just as NGV stations are not easy to set up, stations storing liquid hydrogen would be even more rare!

    Researchers have looked at two approaches: either tackle the problem of on-board storage, or develop a process that could produce hydrogen as an ongoing chemical reaction. The former would be truly emission-free but the latter would generate some carbon dioxide and some other gases (but at very low levels).

    PROMISING SOLUTION
    The most promising solution is the proton exchange membrane (PEM) fuel-cell which was first used in Gemini spacecraft in the 1960s. The PEM fuel-cell features supply channels for the hydrogen fuel, a thin membrane through which protons must travel, and a catalyst coating on the membrane that induces protons to pass through the membrane.

    To make such fuel-cells operate efficiently, the first obstacle that had to be overcome was to reduce the amount of catalyst needed. A US government project successfully reduced this by a factor of 40 and by 1993, reductions in the expensive catalyst had dropped to a level which made the PEM fuel-cell commercially viable.

    The size too was reduced and with main technological hurdles passed, the race has been on to develop a practical prototype vehicle using a fuel-cell. Some manufacturers have declared that they can offer models using fuel cells before the middle of this decade.

      by -

      Like many products of scientific endeavour, the fuel-cell arose from a chance observation. William Grove, an English amateur scientist, was one of the early students of electrolysis – that’s the process of splitting water into hydrogen and oxygen by applying an electric current. One day in 1839, having disconnected his experimental apparatus, he noticed that the process also appeared to work in reverse… releasing energy. It is this discovery that led Grove to the fuel-cell.

      Despite extensive scientific research on the fuel-cell, it has remained essentially in the laboratory for over a hundred years. It was only in the 1960s that fuel-cell technology was used to obtain power for spacecraft, beginning with the US Gemini space programme and being used extensively from the Apollo programme onwards. In one mission, water – the only by-product of the fuel-cell process – was collected and used as drinking water for the astronauts.

      Fuel-cells have also been used in some specialised applications for power generation but they have required bulky facilities comparable to a container. They have also been expensive for widespread commercial applications.

      ACCELERATED DEVELOPMENT
      Fuel-cell technology has been of interest to automakers for some time but various problems have prevented the technology from becoming practical for daily use. However, since California announced tough forthcoming regulations that would require vehicles to have either zero emissions (ZEV) or ultra-low emissions (ULEV), the industry has been galvanized into finding solutions quickly.

      One major problem has been storage of hydrogen, the fuel. This gas is abundant in the atmosphere but it takes up a lot of space so a tank would have to be very large and bulky; even if it is compressed, the volume needed would mean that we would have to drive petrol tanker-shaped vehicles around!

      One approach tried for storage was liquefication which required dropping the gas temperature to -253 degrees C. But to store liquid hydrogen would require a specially insulated container which would be very heavy. And just as NGV stations are not easy to set up, stations storing liquid hydrogen would be even more rare!

      Researchers have looked at two approaches: either tackle the problem of on-board storage, or develop a process that could produce hydrogen as an ongoing chemical reaction. The former would be truly emission-free but the latter would generate some carbon dioxide and some other gases (but at very low levels).

      PROMISING SOLUTION
      The most promising solution is the proton exchange membrane (PEM) fuel-cell which was first used in Gemini spacecraft in the 1960s. The PEM fuel-cell features supply channels for the hydrogen fuel, a thin membrane through which protons must travel, and a catalyst coating on the membrane that induces protons to pass through the membrane.

      To make such fuel-cells operate efficiently, the first obstacle that had to be overcome was to reduce the amount of catalyst needed. A US government project successfully reduced this by a factor of 40 and by 1993, reductions in the expensive catalyst had dropped to a level which made the PEM fuel-cell commercially viable.

      The size too was reduced and with main technological hurdles passed, the race has been on to develop a practical prototype vehicle using a fuel-cell. Some manufacturers have declared that they can offer models using fuel cells before the middle of this decade.

        by -

        Like many products of scientific endeavour, the fuel-cell arose from a chance observation. William Grove, an English amateur scientist, was one of the early students of electrolysis – that’s the process of splitting water into hydrogen and oxygen by applying an electric current. One day in 1839, having disconnected his experimental apparatus, he noticed that the process also appeared to work in reverse… releasing energy. It is this discovery that led Grove to the fuel-cell.

        Despite extensive scientific research on the fuel-cell, it has remained essentially in the laboratory for over a hundred years. It was only in the 1960s that fuel-cell technology was used to obtain power for spacecraft, beginning with the US Gemini space programme and being used extensively from the Apollo programme onwards. In one mission, water – the only by-product of the fuel-cell process – was collected and used as drinking water for the astronauts.

        Fuel-cells have also been used in some specialised applications for power generation but they have required bulky facilities comparable to a container. They have also been expensive for widespread commercial applications.

        ACCELERATED DEVELOPMENT
        Fuel-cell technology has been of interest to automakers for some time but various problems have prevented the technology from becoming practical for daily use. However, since California announced tough forthcoming regulations that would require vehicles to have either zero emissions (ZEV) or ultra-low emissions (ULEV), the industry has been galvanized into finding solutions quickly.

        One major problem has been storage of hydrogen, the fuel. This gas is abundant in the atmosphere but it takes up a lot of space so a tank would have to be very large and bulky; even if it is compressed, the volume needed would mean that we would have to drive petrol tanker-shaped vehicles around!

        One approach tried for storage was liquefication which required dropping the gas temperature to -253 degrees C. But to store liquid hydrogen would require a specially insulated container which would be very heavy. And just as NGV stations are not easy to set up, stations storing liquid hydrogen would be even more rare!

        Researchers have looked at two approaches: either tackle the problem of on-board storage, or develop a process that could produce hydrogen as an ongoing chemical reaction. The former would be truly emission-free but the latter would generate some carbon dioxide and some other gases (but at very low levels).

        PROMISING SOLUTION
        The most promising solution is the proton exchange membrane (PEM) fuel-cell which was first used in Gemini spacecraft in the 1960s. The PEM fuel-cell features supply channels for the hydrogen fuel, a thin membrane through which protons must travel, and a catalyst coating on the membrane that induces protons to pass through the membrane.

        To make such fuel-cells operate efficiently, the first obstacle that had to be overcome was to reduce the amount of catalyst needed. A US government project successfully reduced this by a factor of 40 and by 1993, reductions in the expensive catalyst had dropped to a level which made the PEM fuel-cell commercially viable.

        The size too was reduced and with main technological hurdles passed, the race has been on to develop a practical prototype vehicle using a fuel-cell. Some manufacturers have declared that they can offer models using fuel cells before the middle of this decade.

          by -

          Like many products of scientific endeavour, the fuel-cell arose from a chance observation. William Grove, an English amateur scientist, was one of the early students of electrolysis – that’s the process of splitting water into hydrogen and oxygen by applying an electric current. One day in 1839, having disconnected his experimental apparatus, he noticed that the process also appeared to work in reverse… releasing energy. It is this discovery that led Grove to the fuel-cell.

          Despite extensive scientific research on the fuel-cell, it has remained essentially in the laboratory for over a hundred years. It was only in the 1960s that fuel-cell technology was used to obtain power for spacecraft, beginning with the US Gemini space programme and being used extensively from the Apollo programme onwards. In one mission, water – the only by-product of the fuel-cell process – was collected and used as drinking water for the astronauts.

          Fuel-cells have also been used in some specialised applications for power generation but they have required bulky facilities comparable to a container. They have also been expensive for widespread commercial applications.

          ACCELERATED DEVELOPMENT
          Fuel-cell technology has been of interest to automakers for some time but various problems have prevented the technology from becoming practical for daily use. However, since California announced tough forthcoming regulations that would require vehicles to have either zero emissions (ZEV) or ultra-low emissions (ULEV), the industry has been galvanized into finding solutions quickly.

          One major problem has been storage of hydrogen, the fuel. This gas is abundant in the atmosphere but it takes up a lot of space so a tank would have to be very large and bulky; even if it is compressed, the volume needed would mean that we would have to drive petrol tanker-shaped vehicles around!

          One approach tried for storage was liquefication which required dropping the gas temperature to -253 degrees C. But to store liquid hydrogen would require a specially insulated container which would be very heavy. And just as NGV stations are not easy to set up, stations storing liquid hydrogen would be even more rare!

          Researchers have looked at two approaches: either tackle the problem of on-board storage, or develop a process that could produce hydrogen as an ongoing chemical reaction. The former would be truly emission-free but the latter would generate some carbon dioxide and some other gases (but at very low levels).

          PROMISING SOLUTION
          The most promising solution is the proton exchange membrane (PEM) fuel-cell which was first used in Gemini spacecraft in the 1960s. The PEM fuel-cell features supply channels for the hydrogen fuel, a thin membrane through which protons must travel, and a catalyst coating on the membrane that induces protons to pass through the membrane.

          To make such fuel-cells operate efficiently, the first obstacle that had to be overcome was to reduce the amount of catalyst needed. A US government project successfully reduced this by a factor of 40 and by 1993, reductions in the expensive catalyst had dropped to a level which made the PEM fuel-cell commercially viable.

          The size too was reduced and with main technological hurdles passed, the race has been on to develop a practical prototype vehicle using a fuel-cell. Some manufacturers have declared that they can offer models using fuel cells before the middle of this decade.

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