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Although most Malaysians would not be aware of it, the predecessor of the 206, the 205, was an enormously successful model for Peugeot. After its introduction in the mid-1980s, it was practically the ‘saviour’ of Peugeot’s fortunes and remained as the company’s bestseller for ten years. With such a legendary success, it was understandable that the team working on a successor was very apprehensive: the 205 was a hard act to follow up on.

But they had a budget of 6.3 billion French francs (including funding for factory upgrading and new equipment) and a lot of new technology to use which was not available back in the early 1980s when the 205 was developed. Departing from the usual practice of using their long-standing associate, Pininfarina of Italy, the 206 was one of the few Peugeots styled in-house. Apparently, the proposal by a team led by an ex-Mercedes stylist, Murat Gunak, appealed to Peugeot management far more than the one presented by Pininfarina as well as another by ItalDesign. But Peugeot executives stress that the Italian studio provided some ‘valuable input’ nevertheless and that it is not an indication of the association ending.

The 206 is dimensionally bigger than the 205 but still smaller than the 306. Its wheelbase is longer and it is also taller. One of the highlights of the somewhat bulbous design is what Peugeot claims to be the largest glazed area in its class – 2.96 square metres, of which 1.2 sq. metres alone is the laminated windscreen.

So large is the glass area (as much as a bigger MPV) that special heat-absorbing glass is fitted. Compared to conventional glass, this glass is said to prevent 24% of light transmission and 43% of energy (heat) transmission.

The 206 is the first car in the PSA Peugeot Citroen Group to have been developed and designed entirely with the use of digital modelling. The whole process allowed some 4,000 team members to be networked so that their individual areas of work done would be integrated in a “master” design which would be available to all other designers. Even the production engineers who figured out the most efficient way of assembling the 206 were on the network.

The French have been well known for their skill in engineering cars with a refined ride and for this new Peugeot, the engineers aimed for a level of comfort comparable to a model a notch higher. Tol do this, they provided longer suspension travel in the inverted pseudo-MacPherson front strut layout and a trailing arm arrangement at the rear. The rear suspension looks simple but is actually an ingenious arrangement of torsion bars, cast iron trailing arms and telescopic dampers (the latter set at a sharp angle to reduce intrusion into the boot space). At the point where the axle and body structure meet are four flexible blocks with different degrees of hardness. These blocks minimise wheel plane movements for more precise wheel location under heavy loading.

There is a wide range of engines for the 206, ranging from 1124 cc to 1868 cc and for the Malaysian market, the 206 with the 1.4-litre petrol engine is the one being imported. This multipoint EFI 8-valve engine develops a healthy 55 kW/75 bhp at 5500 rpm and 111 Nm of torque is claimed to be able to bring the car up to a top speed of 160 km/h. Like all the other petrol engines, maintenance intervals are extended from 15,000 kms to 30,000 kms, the first Peugeot to have this extra-long interval.

Also standard for the cars imported by MBf-Peugeot is automatic transmission. The French now realise that more motorists prefer the convenience and Peugeot, in conjunction with ZF, has developed a superb adaptive 4-speed automatic transmission for the 206. This is adapted from the one used in the 406.

The interior designers made full use of the larger body to maximise cabin space. Included in the main development focus was the provision of plenty of storage space and in achieving this, some clever ideas have been used. For instance, the front passenger’s seat also has a stowage compartment under the cushion. The useful volume of the glovebox (able to accommodate a shoebox!) is not reduced even when air-conditioning ducting is installed inside.

The seating layout is quite versatile allowing either more cargo or more people to be carried. The rear backrests, divided in a 70:30 ratio, can be folded flat to extend boot length. As with most European cars, the rear seats flip up and forward so that the backrests lie perfectly flat. The seat cushions can also be removed if desired.

The dashboard is typically French with many curves. In the middle, just below the windscreen, is a recess which houses the display for the optional On-Board Navigation system(not available for Malaysia). The space also has the pushbutton for the hazard warning lights, a prominent location.

Though small in size, the 206 offers high levels of protection for its occupants with its well designed bodyshell with substantial deformation areas front and rear. At the sides, ‘omega-shaped’ members in the doors prevent intrusion during impact. To reduce the severity of a frontal collision, dual front airbags are available in the 206 and those sold in Malaysia have them as standard, an important safety feature which you don’t normally find in cars in this class sold locally.

AUTOWORLD.COM.MY will be testing this new Peugeot ‘prince’ in May so keep an eye out for our test report.

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Isuzu Motors has confirmed that it will turn the ZXS concept shown at the 1999 Tokyo Motorshow into a production model which will go on sale from early next year. The new SUV (sport utility vehicle), to be known as the Axiom – a name which was selected from over 35,000 names suggested by consumers via the Internet – will be manufactured at Isuzu’s factory in the USA. The initial production of 24,000 units a year will be sold in North America only.

“The Axiom Sportwagon was designed as a ‘hybrid vehicle’,” said Scott Hyde, Executive Manager, Product Planning, SUV, at Isuzu’s US subsidiary, “combining two uniquely American vehicle types: the SUV and the stationwagon, hence the name ‘Sportwagon'”.

The Axiom Sportwagon is to mirror the ZXS concept vehicle (pictured) in appearance and technical abilities and follows in the concept’s intent to be an elegant extension and refinement of the SUV category. But don’t let the ‘street looks’ fool you: the Axiom Sportwagon is more SUV than car, and is claimed to be fully capable of operating proficiently in severe weather and challenging terrain. But in contrast to typical SUV ride and handling, the Axiom Sportwagon’s sophisticated suspension is also tuned to accentuate spirited on-road handling and performance while yielding a supremely smooth and comfortable ride.

These performance goals have been accomplished with a moderate reduction in ride height, a sturdy chassis-frame supporting an independent double-wishbone, torsion bar front suspension and a 5-link live rear axle with coil spring suspension. This advanced suspension layout is augmented with “Intelligent Suspension Control” (ISC) which incorporates a dedicated CPU that monitors inputs for terrain and continuously adjusts shock valving to provide the best level of ride and handling for the given terrain.

The Axiom is the first Isuzu product to combine the ride and handling benefits of ISC’s computer-guided, real-time, shock-valving adjustment with the traction and handling benefits of the Torque-on-Demand 4WD system. This system, co-patented with Borg-Warner Automotive, is designed to provide optimal traction by selecting the most suitable torque distribution between each of the large 17-inch wheels automatically.

Powering the Axiom Sportwagon is a high-performance 3.5-litre DOHC 24-valve V6 petrol engine producing 158 kW/215 bhp at 5400 rpm. This all-aluminium engine has sequential multi-point EFI, a direct ignition system, variable intake, drive-by-wire electronic throttle, and is managed by a super-fast 32-bit PCM. Isuzu claims it is one of the more advanced engines available in an SUV. The transmission is an electronically-controlled 4-speed automatic.

For the US market, the Axiom’s powertrain (like all Isuzu SUVs sold there) will have a 10-year/120,000 mile Powertrain Limited Warranty, the longest offered by any manufacturer in North America.

The interior design features ergonomically designed controls with upscale amenities more commonly found in performance vehicles yet with the room and luxury usually restricted to luxury coupes. In addition, this Isuzu introduces the company’s first Multi-Information Display which allows occupants to control the sound system, automatic climate control and tripcomputer as well as keep time with an on-board clock synchronised to the US atomic clock, and also to monitor vehicle heading via a digital compass.

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    To Malaysian, the American car brand Cadillac would bring to mind those large, super-long limousines with darkened windows used by American presidents and also Mafia bosses. Indeed, at one time, Cadillac cars were highly respected but when the world became more aware of the limited fuel resources on the planet, Cadillacs were seen as being the greatest fuel-guzzlers.

    Over the past two decades, however, the company (which is part of General Motors) has revised almost its entire range and some fine, reasonably fuel-efficient models are now being sold. But Cadillac still wants to retain its historical image as a maker of upscale sedans with class and has been working on ‘brand character development’ during the past few years.

    One way has been through the creation of emotive concept cars like the Evox luxury roadster which was shown at many 1999 motorshows. This year, the company unveiled the Imaj (pronounced “e-maaj”) which is said to blend the luxury of traditional coachbuilders with 21st century technology.

    Intended as a refined sedan for the world market, the Imaj was designed with much support from GM’s British concept studio. It has styling which would be recognisable by Cadillac loyalists, with sharp lines and crisp intersections that give a diamond-like quality.

    “Much like the fashion industry’s ‘signature label’ products, Imaj would be very exclusive and limited,” says Wayne Cherry, GM’s vice-president and director of GM Design and Portfolio Centres. “It’s designed to be a high-end flagship, chauffeur-driver on weekdays and personally-driven on weekends, for both Cadillac and GM, pushing the limits of performance, comfort and communications technology.”

    To further enhance the concept car’s opulent luxury, Cadillac teamed up with famous Italian jeweler Bvlgari to have custom-made aluminium baggage and an exclusive fine clock and distinctive instrumentation.

    The Imaj can switch from rear-wheel drive to all-wheel drive whenever the driver needs it and available on demand are 312 kW/425 bhp from its supercharged V8 engine. Performance is further enhanced with the lightweight aluminium spaceframe construction and liberal use of aluminium in suspension components.

    Those who love high-tech will find lots to drool over as the Imaj showcases some of GM’s finsest communications and safety technology. On the dashboard is a state-of-the-art Delphi infotainment system with :LCD screens from IBM for all passengers; the top-class audio system has nothing less than a DVD and there’s also internet access. Rearview video cameras replace mirrors while Night Vision and radar parking obstacle alert systems make driving safer. There’s also active suspension with a next-generation StabiliTrak system, Goodyear EMT run-flat tyres, Brembo brakes and cardkey access.

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    The Malaysian Automotive Association (MAA), the body which represents non-national Malaysian auto traders and assemblers, has submitted a proposal to the government to establish a schedule for the adjustment of duty structures between the national makes and the non-national makes. The objective is to allow for ‘fair and equal competition’ among all the players in the Malaysian market.

    At present, national carmakers such as Proton and Perodua still enjoy preferential tariffs that allow their products to be sold more cheaply than equivalent products offered by the non-national makes which also assemble locally. With the weakening of the ringgit in the past couple of years, non-national makes have also gone up in price significantly.

    It is important for the government to begin to rationalise the duty structure quickly because of the ASEAN Free Trade Area (AFTA) which is to be realised over the next few years. Right now, with import duties on all Completely Built-Up (CBU) imports running at between 140% and
    300%, it would be cause an upset in market prices if there was a sudden change to the 0% – 5% import duty structure agreed upon by ASEAN members for intra-ASEAN trade. Therefore, the government has to scale back its high duty structure as soon as possible.

    ONLY FROM ASEAN
    But consumers should be clear that the 0% – 5% tariffs are only applicable to imports which have a minimum of 40% content made in ASEAN. This means that unless a vehicle is produced in an ASEAN country, it would not qualify for such minimal tariffs. Thus, don’t expect to get a VW Golf GTI or Lexus IS200 far cheaper than the present RM200,000+ unless those manufacturers decide to make them in an ASEAN country with 40% of the parts also sourced from the region.

    The dream which car-lovers have of minimal import duties on cars from anywhere in the world will take some time to come true. That would occur under the commitment that Malaysia has signed with the WTO to fully liberalise its auto sector at ‘a future date’. Apparently, earlier this year, the Malaysian government submitted a request to the WTO for an extension of two years to meet the commitment on removal of local content requirements which are forbidden under
    WTO rules. The removal was to have come into effect on January 1st 2000 and the MAA is now seeking clarification on the matter.

    For Malaysia, the implications of opening up the market to imports from other ASEAN countries is less severe than to open up to the rest of the world. For one thing, the number of applicable models would be very much smaller although some manufacturers may find it more economical to source from Thailand or Indonesia where costs of components are still 20% cheaper than Malaysian-made equivalents.

    The only problem for Malaysia’s major players, ie Proton and Perodua, is that their products are not priced competitively enough for the ASEAN markets (apart from Singapore and Brunei). Thus, while the carmakers in Thailand and Indonesia and even the Philippines will be sending their vehicles to Malaysia, the potential for Malaysian products being in demand in those countries is not there.

    But it also seems likely that there will be some degree of ‘management’ by the Japanese manufacturers because they have investments in all the ASEAN countries. These investments have been increased since the 1960s and are quite substantial today and it would be logical that
    the Japanese companies would not want to hurt any investment by destroying demand for a product assembled in a country where it may be slightly more costly. In the medium-term, they may assign specific models to each country instead.

    One such idea is being discussed between Perodua and its technical partner, Daihatsu. Being the only factory in the region which makes minicar models, Perodua is keen to have its factory become the main source of such cars for the region, if not the world. Examples include the Kancil which is based on the Daihatsu Mira and the Kembara which is based on the Daihatsu Terios. This would enable Perodua to have efficient volumes in the hundreds of thousands and
    ensure its long-term survival.

    WHAT MODELS?
    It is quite likely that AFTA will become a reality by 2003 or 2004; the economies of the region are recovering fast and getting into ‘second gear’ so the governments are going to be bullish about the rapidly growing market sizes before long.

    In anticipation of AFTA, a number of leading manufacturers opened huge factories in Thailand where the investment climate has been more attractive, even before the economic downturn. In particular, Ford, GM and BMW have established production facilities with AFTA in mind and are anxiously waiting for it to start up.

    Ford has, of course, been successfully producing its Courier (phased out) and Ranger models which are being exported throughout ASEAN as well as other markets outside the region. There are plans to add models later this year and a good guess for one of them would be the recently-introduced Ford Escape SUV.

    Over at GM, production of the Opel Zafira MPV is now underway and although initially being sold in Thailand, it is expected to become a primary export model for the Asia-Pacific region.

    The Zafira has many innovative features in its cabin and has already been selling well in Europe for more than a year. Also likely to be produced at the GM factory is the YGM-1, an all-new model jointly developed by GM and its affiliate, Suzuki. The YGM-1, which resembles a Perodua Kembara, is said to be designed with a variety of configurations and is specifically developed for the Asian market.

    BMW will shortly commence production of the 3-Series at its Thai plant and while waiting for AFTA, it will sell all the production in Thailand. Before it sold off Land Rover and Rover, there were also plans to put either the Freelander or Discovery in production as well, or a Rover 75. But that is obviously no longer possible and some other model will be chosen eventually.

    Other makes who are known to be finalising plans for factories are Fiat, which wants to make an Alfa Romeo model and a Korean automaker. As for the Japanese makers, all of them have been assembling products for many years and it is a matter of expanding their plants to meet increased
    demand for exports.

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      Delphi Automotive, a world leader in automobile systems, and Palm Inc. have almost finished development of an in-vehicle Communiport Mobile Productivity Centre (MPC) which can dock and synchronize with a Palm V using Palm’s HotSync technology, thus allowing drivers access to their Palm content while in the vehicle. The system is designed to be used hands-free in the vehicle through voice recognition and a text-to-speech engine to retrieve information from and load information into the Palm. As currently planned, the MPC will fit into a vehicle cup holder and plug into a standard 12 volt source such as a cigarette lighter.

      The two companies are planning to coordinate the development of new content delivery and services for customers using the Delphi/Palm system. Customers will be able to access today’s PalmNet services which include news, weather, sports, financial information, e-mail and Web access as well as other new value-added services. The system will include two enabling software technologies. Palm’s HotSync technology will transfer data between the Palm and the docking station.

      “As with all of our Communiport technologies, we are very focused on the vehicle environment. Evolving from the 1988 innovations of ‘EyeCue’ head-up display (HUD) and steering wheel controls, we are designing the Delphi/Palm system so that drivers can keep their hands on the wheel and their eyes on the road,” said Dave Wohleen, president of Delphi’s Electronics & Mobile Communication sector. “We are also enhancing the ownership experience for Palm owners, who are used to being able to access their information at all times.”

      The Mobile Productivity Centre will be available [in North America] before the end of 2000, with pricing information to be announced at a later date.

      This latest development continues Delphi’s commitment to aggressively grow its mobile multimedia business. In March this year, the company announced plans to establish the mobile multimedia business as an aggressive growth business line. Last week, the company announced a strategic partnership with Ericsson Mobile Communications to integrate Ericsson embedded cellular phone modules with Delphi’s telematics technologies used in vehicles.

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        Seatbelts to restrain passengers during an accident and save them from more serious injuries due to smashing against the dashboard or even crashing through the windscreen began appearing in the 1960s. Volvo lays claim to having been the first carmaker to encourage its customers to use these safety devices – initially just across the waist – by providing anchorage points initially and then including the seatbelts as standard.

        Over the years, seatbelt mechanisms didn’t change significantly and the only major innovation has been the pyrotechnic pre-tensioner which was developed to enable airbags to work more effectively. By tightening the reel a split second before the airbag fully inflates, the occupant is not flung forward so much that he or she is being propelled forward against an airbag inflating at 200 km/h.

        But in spite of minimal evolution, the seatbelt is still regarded as the primary restraint system and this is always emphasised because the airbags are designated as “Supplementary Restraint Systems” which is what the ‘SRS’ you see on airbag-equipped vehicles stands for.

        Soon, a major advancement in seatbelt design will become available in cars and it’s technology that was originally designed for aircraft use. Known as the ‘SmartBelt’, the system works with existing vehicle airbags. During a significant crash, the system rapidly inflates a bladder that runs the length of the belt from the buckle to the point where it enters the upper part of the seat or pillar.

        The ‘Smartbelt’ is a patented design by BFGoodrich which you may know as a tyre company. But the original BFGoodrich which was a tyremaker actually exited the automotive tyre industry back in 1986 after selling its tyre business to Michelin (which still manufactures and markets tyres with the BFGoodrich label). Today’s BFGoodrich is a leader in aerospace systems and services, performance materials and engineered industrial products

        The company says that its system will be available to the public within two years. In initial applications, ‘SmartBelt’ systems will provide added protection in cars for rear passengers. BFGoodrich expects the product to become a standard feature in cars and even planes, trains and school buses within a few years.

        “The inflatable seatbelt is a giant step forward for passenger safety because it provides airbag-like qualities while deploying away from the wearer and then cradling him or her into the impact,” said Mike Vecchio, Safety Consultant for BFGoodrich.

        The ‘SmartBelt’ actually works in concert with the airbag and can create additional protection for smaller occupants and especially children – which has been a major issue for manufacturers. The ‘SmartBelt’ inflates within the first 10 milliseconds of a crash, and the airbag deploys after 25-30 milliseconds so the wearer becomes “pre-positioned” by the SmartBelt to more safely accept the enormous force of the airbag. Therefore the airbag’s ability to protect is optimized.

        In side-impact crashes too, the ‘SmartBelt’ system is claimed to out-perform airbags and conventional seatbelts. Tests have conclusively shown that its its usage would result in a driver or passenger sustaining considerably less head injury than if they were using traditional airbag/seatbelt combinations. Additionally, the ‘SmartBelt’ is said to offer superior rollover protection, even in convertibles.

        The ‘Smartbelt’ addresses some of the drawbacks of conventional seatbelts which can cause pain and, in some cases, even severe injury. That’s because the force between a body and a seatbelt can be tremendous – up to 55g (the factor which body weight is increased by). The ‘Smartbelt’ is said to provide two benefits to reduce this effect, firstly by the additional cushion for the occupant and secondly, though force distribution over a wider area on the body since the belt’s bladder expands to a full 150 mm width.

        Most likely, this next-generation seatbelt will first appear in vehicles made by North American carmakers and then other manufacturers around the world will slowly adopt them.

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          Ever since Mr Dunlop made the first pneumatic tyre, it’s always been black. That’s mainly because of the materials that go into it and probably also a practical choice considering that tyres are exposed to mud and dirt all the time.

          Of course, there have been attempts to change the colour at times in the past: in the 1960s, Goodyear came up with a tyre design which had a coloured fluorescent tube inside and glowed at night! It wore out rather quickly and motorists never did find it appealing anyway.

          Today’s tyres are not always entirely black as some have white sidewalls or coloured lettering. While the idea of a tyre in any other colour is still not a major consumer demand, BFGoodrich Tires is offering a novel concept whereby buyers can add streaks of colours to their tyres.

          The customized colour tyres are from the company’s high-performance Scorcher T/A range and customers can choose two colours from a palette of eight and decide where they want each color applied to the tyre’s tread area (not the sidewalls, though). The colour choices are blue, light green, orange, orchid, purple, red, teal and yellow.

          To customize the HR and VR-rated tyres and then place an order, the customers must log onto the company’s website where there is a special section for them design their own set of tyres. The tyres will be delivered to a tyre dealership of choice or directly to their home in four to six weeks.

          Customized coloured Scorcher T/A tyres will be available only through the BFGoodrich Tires website but dealers will carry a selection of pre-configured tyres in blue, red and and yellow.

          “It is the ultimate finishing touch for anyone who wants to bring a truly unique look to their vehicle,” said Rick Shafer, marketing manager for BFGoodrich passenger performance tyres.

          For the time being, the coloured tyres are only available to buyers in the USA.

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          Recognising that this is the millennium of electronic communications, Kah Motor Co Sdn Bhd, the official distributor of Honda vehicles, has established a website to communicate with its customers.

          Officially activated today, the website www.kahmotorco.com offers visitors information about the latest models available locally as well as special promotions. Honda owners can also make appointments for servicing at the many Kah Motor Honda service centres and submit queries.

          Additionally, the website has a large listing of Used Honda vehicles available at the Honda AutoFair and also accepts classified ads from owners wishing to sell their vehicles (Honda only!).

          “We are opening this website to serve our valued customers 24 hours a day!” said Dato’ Robert Wong, JP, Group MD of Oriental Holdings. He said that it would enable people to get more information about Honda vehicles and services available without having to visit or phone a Kah Motor outlet.

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            Mention ‘TATA’ to a Malaysian motorist and his first thought will be either a bus or a lorry. But in India, TATA is a giant automaker and part of a group which has a turnover of US$8 billion annually. The automotive arm began business in 1954 when it signed an agreement with Mercedes-Benz, which accounts for the similarity of the TATA lorries to the older Mercedes ones. That collaboration ended in 1969 but by then, TATA had developed its own product development and engineering capabilities to make its very own 100% Indian vehicles.

            TATA has concentrated on commercial vehicles for much of its history and is among the top 10 commercial vehicle makers in the world today. It also makes multi-utility and sport-utility vehicles, with about 10% of production being exported.

            With its long experience, TATA ventured into making passenger cars to meet growing demand in the Indian market. Its first effort, which cost over US$500 million to develop, appeared last year in the form of the Indica, a 1.4-litre (petrol and diesel) hatchback about the same size as a Daihatsu Charade. In its first 12 months in the market, the Indica captured 8% share of the the Indian passenger car market. Exports will start next month with the first European markets being Italy, Spain and Portugal.

            Emulating the ‘bigger boys’, TATA has also come up with a 2-seat roadster concept called the Aria. It sits on the same platform – which has a 2400 mm wheelbase – as the Indica but has a smart and modern looking topless style. A more powerful engine with about 110 kW of power is proposed at this time.

            TATA chairman Ratan Tata has also hinted that over the next three years, the variants of the Indica will be forthcoming and will include a stationwagon, 3-box sedan and perhaps even a small 4WD (like the Kembara).

            Of the Aria, he said: “We will be delighted to offer the Aria if it manages to create enough excitement. We will closely monitor the reactions of the consumers and the international press to the concept to evaluate its business prospects.”


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            It’s been some two decades since a Ford of European origin has been on the price list of the Malaysian Ford distributor, AMIM Holdings Sdn Bhd. Back in the late 1970s, Ford decided that it would be in a more competitive position against its Japanese rivals if it also used products sourced from Japan. Thus, in place of the Escort and Cortina came the Laser and Telstar.

            While it was clear that twenty years ago, Japanese Fords had an edge in terms of fuel efficiency and technology when compared to their European equivalents, things have changed and today, some very fine products have been developed by Ford in Europe and one of the most significant is the Focus, which is the spiritual successor of the Escort.

            It is this model that AMIM Holdings is introducing in Malaysia to broaden its range for the new millennium. The superiority of the design and engineering of the Focus has been recognised by motoring journalists on both sides of the Atlantic as it has been ‘Car of the Year’ in Europe as well as North America. That suggests a ‘world-class’ product when you consider that European and Americans have rather different tastes in cars, the latter usually preferring large shapes.

            Also validating the strength and performance of the Focus is the choice of this model for the Ford team in the tough World Rally Championship. The team began its campaign last year and the Focus proved highly competitive and even won the gruelling, car-breaking Safari Rally on its first-ever attempt.

            For the Malaysian market, AMIM Holdings will be selling the 5-door hatchback version (there are also 4-door sedan, 3-door hatchback and stationwagon variants available in other markets), this bodystyle being favoured by Malaysian buyers.

            The Focus is powered by a 1.8-litre 4-cylinder ‘ZETEC’ engine with 16 valves and EFI. This efficient engine produces 85 kW (115 ps) of power at 5750 rpm and 158 Nm of torque at 3750 rpm to rocket the Focus to a claimed top speed of 198 km/h. Only a 5-speed manual transmission is available.

            Safety highlights of the Focus include four airbags (two in front and one each from the side of the each front seat), traction control, ABS and disc brakes all round. The rear suspension layout has passive steering capability to achieve more precise cornering, especially at higher speeds while a multi-link arrangement allows each rear wheel to react independently to bumps to get a smoother ride.

            The equipment which AMIM Holdings has put into this Ford is quite extensive and includes a high-tech security system, single CD player and large sporty 15-inch alloy wheels. Buyers who need still more sportiness can order the car with the optional RM11,500 RS (Rally Sport) package which has more aggressive bumpers, side skirts, a special grille and 16-inch alloy wheels.

            The Focus, which is imported as a Completely Built-Up (CBU) model, is priced at between RM128,000 and RM131,400, depending on the amount of insurance premium you have to pay. It may sound like quite a lot of money but have you checked the prices of the locally-assembled Toyota Corolla and Honda Civic lately?

            AMIM Holdings Managing Director Richard Canny says that the Focus is not intended as a replacement for the Lynx but is being brought in to ‘add excitement to the Ford range in Malaysia’. He adds that there are also no plans to assemble the Focus in Malaysia.

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