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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.

            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 -

              Toyota Motor Corporation today revealed a new fuel cell hybrid vehicle (FCHV) – the FCHV-3 – at the International Symposium on Fuel Cell Vehicles in Tokyo, Japan. This is the latest prototype in the company’s development of fuel-cell-powered vehicles which began in 1992. In 1996, Toyota demonstrated a FCHV that stores hydrogen in a hydrogen-absorbing alloy tank, and in 1997, it unveiled the world’s first FCHV featuring a methanol reformer for the on-board creation of hydrogen.

              In parallel with these efforts, Toyota has initiated research on a wide range of fuel sources such as petrol, natural gas and liquid hydrogen, as well as development of components for use with such types of fuel. In January this year, it announced a plan for the development of clean hydrocarbon fuel (CHF), an evolved form of petrol.

              Although these varied approaches open up several possibilities for fuel selection, Toyota researchers believe that, in terms of cleanliness and efficiency, fuel-cell vehicles that directly employ pure hydrogen will become a mainstay in the future. With the aim of bringing just such vehicles one step closer to reality, Toyota has developed the FCHV-3 as a new type of FCHV.

              The FCHV-3 features a hydrogen-absorbing alloy tank and – in acknowledging recent calls for cuts in CO2 emissions among SUVs – a body based on the new Kluger V model, as well as a highly-efficient 90 kW fuel cell stack and other unique FCHV systems developed by the company.

              Furthermore, the FCHV-3 has a secondary battery for storing energy created during braking and other features that ensure high-efficiency driving, such as precise control of the charge and discharge of the secondary battery and of supplementary power supply from that battery to the motor.

              Toyota is fully committed to the development of FCHVs and intends to begin road tests from the middle of this year.

              Specifications of FCHV-3

              Overall length: 4685 mm
              Overall width: 1825 mm
              Overall height: 1720 mm
              Claimed maximum speed: Over 150 km/h
              Claimed cruising distance: Over 300 kms
              Fuel cell stack Type: Polymer electrolyte fuel cell
              Output: 90 kW
              Motor Type: Synchronized permanent magnet
              Maximum output: 80 kW
              Maximum torque: 260 Nm
              Fuel Type: Pure hydrogen
              Storing method: Hydrogen-absorbing alloy tank
              Secondary battery type: Nickel-metal hydride battery

                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 -

                Although the 71st Geneva Auto Salon is on this week, Mercedes-Benz is already drawing attention to another major motorshow later in the year where it plans to launch its new mini-MPV, the Vaneo. The company has announced that it will use the Frankfurt Motorshow in September as the venue for the world debut of its ‘premium-class product in the high-growth mini-MPV segment’.

                The existence of the Vaneo has been known for some time and in fact, Mercedes-Benz even distributed a couple of pictures of the prototype being tested in winter conditions last year (AUTOWORLD.COM.MY had the story in May). The information available at this time is still brief but clearer pictures are now available.

                Though its size is a compact 4.2 metres long, the Vaneo is said to be ‘impressively spacious’. It offers ‘intelligent adaptability’ which is expected to win over target groups whose requirements of a modern mini-MPV are demanding and varied in terms of family, sport and leisure applications and meeting changing day-to-day transport needs.

                Extensive market research and car clinics carried out by DaimlerChrysler revealed that future mini-MPV buyers are looking above all for a multi-functional vehicle that falls outside traditional categories. Based on this, the Vaneo has strong interior qualities packaged with a dynamic and appealing exterior. The interior space can accommodate up to five adults and two children or configured to provide load space of up to 3,000 litres – claimed to be the best in its segment.

                There are two wide-opening sliding doors and a high tailgate which provide unimpeded access to the large interior, while the optionally available, pull-out load compartment floor makes loading even easier. Rounding off the Vaneo concept is an extensive range of standard-specification safety features which draw amongst other things on the advantages of the proven sandwich-design body first seen in the A-Class.

                Like the sedans, the Vaneo will come in three design and equipment lines – “Trend”, “Family”, “Ambiente” – and customers will be able to choose from a selection of environment-friendly petrol and diesel engines.

                The Vaneo will be built in the Ludwigsfelde factory, south of Berlin, and based on current projections, DaimlerChrysler plans to sell approximately 50,000 units annually. This is about half the total number of mini-MPVs sold in Germany in 1999 and by 2003, demand is expected to rise to 180,000 units a year. The European mini-MPV market is expected to grow by approximately 46% between 1999 and 2003, from 486,000 units to 710,000 units.

                It is not known if the Vaneo will also be sold in the USA and whether it will have a Chrysler badge. Given that sharing of platforms is a major objective of DaimlerChrysler, it would seem likely that the Vaneo platform could become the basis for a minivan in the Chrysler range too. Additionally, with Mitsubishi in the family, the same platform could also be used for a Mitsubishi product in future.

                by -

                The MG Rover Group has taken the unusual step of releasing advance information on no less than three important new MG models due for launch in the third quarter of 2001. Each model range is currently identified only by its internal project code – X10, X20 and X30.

                Based on the group’s current excellent platforms, these new ‘X-rated’ MG models have been engineered and styled to achieve a radically different driving experience and image. As MG Rover’s Director of Product Development, Rob Oldaker summed up: “These are uncompromising driver’s cars. They have taut handling and steering. They sit low and ride firmly. Uprated brakes can shrug off the hardest driving. Short-throw gearlevers give snappy changes. Throttle response is sharp. There are tuned induction and exhaust systems to optimise power and give all the right sound effects. The seats locate you securely against higher cornering forces.”

                The roots of the new MG saloon programme actually go back to before the formation of MG Rover Group to the early summer of 2000. The enthusiasm for sporting cars was latent in the product development areas, and considerable exploratory work was done in this direction during the BMW Group era. Therefore a sound development base already existed, allowing a really fast start. This has resulted in MG Rover Group announcing a wholehearted development of a range of sports saloons under the MG brand.

                PROJECT X10
                The X10 is positioned as a compact executive car with a sporty flavour. This entry-level model will feature an uprated version of the 2.5-litre KV6 quad-cam alloy engine that develops 143 kW/195 ps. All the chassis elements which influence handling qualities have been radically changed; from subframe mounts, through springs and dampers, to suspension bushes and anti-roll bars – all have been firmed up, in some cases with rate increases approaching 100%.

                Unique MG-style multi-spoke 18-inch diameter alloy wheels combine with lowered suspension to really fill the wheel arches and give a road-hugging stance. Exploiting that extra wheel space at the front, are large 325 mm diameter front brake discs, backed by uprated hydraulic and ABS systems. A higher-geared steering rack with revised power valving sharpens steering response and feel.

                Working in conjunction with a rear deck spoiler, the new, deep front airdam enhances the aerodynamics of the car with reduced lift, while also offering increased cooling air intake. MG external style cues include a body-colour MG radiator grille, with bright stone-guard mesh matching that in the large lower air intake, and black cappings around all the glass areas. The sports exhaust tailpipes, housed within a heat shield, fit into the rear bumper for good ground clearance plus a racy look.

                Inside the X10, there are specially-developed sports front seats, carefully shaped to give superior support and location – essential given the exceptional cornering prowess promised. MG-style interior trim uses a new ”technical” finish for the main fascia and console cladding, plus special trim fabrics and a sports steering wheel with a thicker rim. Unique MG style instrumentation is fitted. A sports gearshift linkage is incorporated in the Getrag 5-speed manual gearbox.

                An additional variant features a special 118 kW/160 ps version of the KV6 engine, with a similar chassis and styling package. But for those who want really hot X10s, the engineers have developed a variant with a 191 kW/260 ps V8 engine. Also going to be offered is an “Ultimate” derivative – a radically re-engineered car with a potential ‘ground-shaking’ 276 kW/375 ps!

                PROJECT X20
                To be built in 4-door Saloon and 5-door hatchback forms according to market requirements, the X20 is tipped to be the ‘dark horse’ of the new MG range. Its core version has the full 2.5-litre KV6 engine and manual transmission package, producing 130 kW/177ps. In-depth MG chassis engineering has taken place here again, with 17-inch wheels, uprated suspension, brakes and steering to transform the driving feel. The exterior style is in the same idiom as the X10, with body-coloured MG grille, bright mesh air intakes and black or body colour features rather than brightwork.

                On the bootlid, a prominent spoiler for the saloon version should generate enough downforce at higher speeds. The sports exhaust tailpipes, housed within a heat shield, fit into the rear bumper for good ground clearance plus a racy look. The interior has a similar treatment to that of X10, with special sports front seats, steering wheel, instrumentation and gearshift.

                More affordable versions of the X20 will combine the MG style and chassis treatment with 1.6-litre and 1.8-litre K Series engines, and to compete in the growing performance diesel sector, a 2.0-litre turbo diesel unit.

                PROJECT X30
                The X30 is a particularly attractive small hot hatch, to be built in 3-door and 5-door forms. Powering the core version with considerable verve is the 118 kW/160 ps, 1.8-litre VVC engine, also used to power the new MGF Trophy 160 SE model. Consistent with the other X-Cars, the chassis is uprated, including 17-inch wheels, powerful braking systems and improved steering. Aerodynamic tuning work has yielded new front and rear spoilers, the rear one being rakishly mounted above and behind the existing rear spoiler. At the front is a neat interpretation of the body-coloured MG grille with bright mesh intakes.

                An X30 “Ultimate” will have the important role in building MG’s motorsport presence. It will be based on the works rallycar specification, offering extra power and lower weight, and will be moderately priced to encourage its use in competition by privateer entrants. Other owners may simply enjoy it as a stimulating road car…

                Enjoyment on a budget will be offered by the lower-cost X30 models, to be made available with 1.4-litre and 1.8-litre K Series engines or a 2.0-litre turbodiesel. These will enable enthusiasts to join the MG ‘Club’ from as little as £10,000(in the UK).

                ROVER 75 TOURER
                While more detailed information on the X-Cars will come later, MG Rover has sent out the first picture of its first compact-executive estate car – the Rover 75 Tourer – which will make its world debut at the 71st Geneva Motor Show next week.

                The new Rover 75 Tourer is the first production Rover estate car in the compact-executive sector and draws on the class-leading features that have positioned the saloon at the top of its sector. The combination of stylish originality, comfort, flexibility and a capacious load carrying potential of over 1,200 litres is expected to ensure that the Tourer matches the success of the Saloon. The new model will be entering production in May.

                by -

                Wondering if you have an outstanding summons which you don’t even know about but visiting the JPJ or police to check is a hassle you can do without? Now you can check from your desktop by visiting the JPJ’s website at www.jpj.gov.my/blacklist/index.htm which has a new section that lists the names of motorists with outstanding summonses. AUTOWORLD.COM.MY tried to check out the new website, activated yesterday, but there seemed to be very slow loading and access was timed out all the time.

                The initiative by the JPJ should be welcome by motorists who have often turned up at JPJ offices to renew their driving licences only to find that they are not allowed to because they have not settled the summons for some offence committed earlier – which they are not aware of! Under an arrangement that the police have with the JPJ, motorists failing to settle their summons within the prescribed period will get blacklisted and their details are sent to the JPJ. Once blacklisted, they cannot renew their driving licences nor roadtax for vehicles in their name.

                With the information available on-line, motorists will not need to queue up to check if they are blacklisted and if they do discover that they are blacklisted, they can either settle the summons or approach the police to seek clarification if they believe there is an error.

                According to the JPJ, the names to be added to the blacklist or to be removed are received continuously via an electronic link from the police, and the information on the website will be updated every 30 minutes. Both JPJ as well as police summonses are listed and some details of the offences are shown as well as the demerit points on record. However, due to delays in processing of summonses, it may be at least 30 days from the date of the offence before the information is shown on the website. Therefore, motorists are advised to check regularly.

                For summonses issued by the police, the motorist’s identity card number has to be given while for JPJ summonses, the identity card number as well as the vehicle number must be supplied.

                Hopefully, the police department will be more diligent in processing payments and ensuring that those who have settled their summonses have their names removed from the blacklist right away. There have been a number of cases reported where motorists experienced a lot of problems because the police had not notified the JPJ to remove names from the blacklist. The JPJ cannot renew any licence if the motorist’s name appears in the blacklist and even an official letter from the police to confirm that the motorist has already settled the summons is not accepted.

                The JPJ is also examining the possibility of accepting payments on-line by allowing motorists to use their credit cards. This facility is expected to be available by the middle of the year.

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