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The V-Sixers, a club of Proton Perdana owners, recently conducted their first track day for the year 2003 on the 6th of April. The event was held at the old Batu Tiga Circuit located in Shah Alam, Selangor.

With the track closed from public for the first half of the day, the club was granted exclusive use of the track and its facilities. The event saw some 30 cars in various states of tune, from the stock 6A12 model to a Twin Turbo 4WD ‘Super Perdana’ variant.


The track day started with the members having a “free run” around the circuit to familiarize themselves with the lines and perform last minute set-ups. The quarter mile run through the front straight of the circuit followed thereafter.

The highlight of the track day was the race proper. With all members lined up on the starting grid, it was a sight to behold when all dived into the first few series of corners on the circuit. Here, the battle was intense with the high-revving V6 screaming round the circuit accompanied by screeching tyres and blow-off valves.
While pushing their cars to the limits (and enjoying the experiences), safety was always a high priority and flagmen as well as safety car were present to avoid any untoward incident.
Overall, it was a great outing for the V-Sixers, another successful event for the club. More track days are planned for the future to foster a better relationship and understanding between the owners and their vehicles.

About the V-Sixers
The V-Sixers, a Perdana V6 Club, was founded in January 2001. The idea to initiate a club was formed when it was apparent to all that this particular model in the Proton stable lacked support and practical know-how by the owners. By uniting all owners, the club provides a platform for information sharing and knowledge gaining.

The primary objective of the club is to create a community of members where the binding factor is the ownership of a Perdana V6. To date, the V-Sixers have pooled a large repository of information pertaining to the Perdana V6. This library of information are made available to all the V-Sixers via a website. Communication between the club members takes place on a daily basis via a central mailing list that links all members via e-mail.

Currently, the club has over 200 members, the majority of them residing around the Klang Valley. In the near future, the club hopes to gather more members across Malaysia to enable the creation of individual chapters for each state. Club meetings and/or gatherings are held once a month with numerous activities aimed at promoting interaction among members.

AUTOWORLD.COM.MY thanks the V-Sixers Club for providing information on the event and also contributing the images for this article.

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The V-Sixers, a club of Proton Perdana owners, recently conducted their first track day for the year 2003 on the 6th of April. The event was held at the old Batu Tiga Circuit located in Shah Alam, Selangor.

With the track closed from public for the first half of the day, the club was granted exclusive use of the track and its facilities. The event saw some 30 cars in various states of tune, from the stock 6A12 model to a Twin Turbo 4WD ‘Super Perdana’ variant.

The track day started with the members having a “free run” around the circuit to familiarize themselves with the lines and perform last minute set-ups. The quarter mile run through the front straight of the circuit followed thereafter.

The highlight of the track day was the race proper. With all members lined up on the starting grid, it was a sight to behold when all dived into the first few series of corners on the circuit. Here, the battle was intense with the high-revving V6 screaming round the circuit accompanied by screeching tyres and blow-off valves.
While pushing their cars to the limits (and enjoying the experiences), safety was always a high priority and flagmen as well as safety car were present to avoid any untoward incident.
Overall, it was a great outing for the V-Sixers, another successful event for the club. More track days are planned for the future to foster a better relationship and understanding between the owners and their vehicles.

About the V-Sixers
The V-Sixers, a Perdana V6 Club, was founded in January 2001. The idea to initiate a club was formed when it was apparent to all that this particular model in the Proton stable lacked support and practical know-how by the owners. By uniting all owners, the club provides a platform for information sharing and knowledge gaining.

The primary objective of the club is to create a community of members where the binding factor is the ownership of a Perdana V6. To date, the V-Sixers have pooled a large repository of information pertaining to the Perdana V6. This library of information are made available to all the V-Sixers via a website. Communication between the club members takes place on a daily basis via a central mailing list that links all members via e-mail.

Currently, the club has over 100 members, the majority of them residing around the Klang Valley. In the near future, the club hopes to gather more members across Malaysia to enable the creation of individual chapters for each state. Club meetings and/or gatherings are held once a month with numerous activities aimed at promoting interaction among members.

AUTOWORLD.COM.MY thanks the V-Sixers Club for providing information on the event and also contributing the images for this article.

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The Honda Civic RX for the Malaysian market comes at an appropriate time in the history of the model as it crossed the 15-million mark last month. While many Malaysians may consider the Civic as the first 4-wheeled Honda offered, there were actually some earlier models such as the Life and S800 (both with air-cooled engines) which were also sold in the 1960s.

However, it was the Civic which brought the Honda car into the consciousness of motorists around the world. This model arrived at a time when motorists in many countries, especially the US, were concerned about the energy crisis which made more economical cars popular.

At the same time, new and tougher regulations in the US concerning exhaust emissions also came into force and the Civic had its legendary CVCC engine which was designed to meet those regulations without requiring a catalytic converter, a major difference from other manufacturers which hurriedly attached pollution control devices that affected engine performance.


The first Civics rolled out of Honda’s Suzuka factory in June 1972 and exports began the following year to many countries. Honda’s strong reputation as a motorcycle manufacturer certainly helped in getting the Civic accepted but it also impressed with its own superior features.

It was small but surprising spacious and the first 1.2-litre 4-cylinder water-cooled engine put out around 37 kW/50 bhp. Apparently Mr Honda had been against making the engine water-cooled as he believed in the merits of air-cooled engines but his engineers must have won the argument in the end. The CVCC (for Compound Vortex Combustion Chamber) engine amazed people in the US because of its peppy performance and the fact that it did not need a power-robbing catalytic converter to meet the tough new regulations. It was also economical to run, returning around 17 kms/litre (48 mpg), partly due to its light weight of around 682 kgs. The first generation had 4-speed manual transmission and a 2-speed ‘Hondamatic’ automatic transmission.

Like many Japanese cars of the 1970s, the Civic changed people’s perception of Japanese models; though basic by today’s standards, the little Honda represented good value for money, was utterly reliable and cheap to run.

In the years that followed, the Civic grew a bit in size – from an overall length of 3551 mm to 4435 mm today – and engines got larger (a 2.0-litre engine is available in some markets). Variants were also created off the same platform, eg the CRX coupe, Shuttle (which had the original Real-Time 4WD system found in today’s CR-V), open-topped del Sol and in the 1990s, a 2-door coupe for the US market. While these variants were intended for specific segments, it was the 3-box sedan introduced in the early 1980s which would surpass the original hatchback in sales.

An interesting period in the history of the Civic concerns its adaptation by British Leyland when Honda had a joint-venture with the British carmaker in the early 1980s. The design of the domestic Ballade version was converted into the Triumph Acclaim which gave a much-needed boost to BL’s product line. It was the first Japanese model to be built in Britain, albeit having a different brand name.

Technically, the Civic was often a notch above rivals, particularly in chassis design (although dropping the double wishbone suspension for the latest generation disappointed Civic loyalists). And though Alfa Romeo had been the first to offer variable valve timing, it was the VTEC engine in the Civic of the late 1980s which popularised the mechanism among enthusiasts. Various VTEC mechanisms were available and the most sophisticated ones extracted a lot of power from the engine to create really quick machines.

In more recent years, the Civic has remained at the forefront of automotive technology with the inclusion of a hybrid-engined model in December 2001. Powered by a further development of the powerplant in the Insight, the Civic Hybrid represents a viable solution for preserving energy resources and reducing air pollution.

In Malaysia, the Civic has been assembled since the early 1980s. Initially, only the hatchback was assembled, followed by the sedan. The Civic line-up always had two bodystyles till the current 7th generation, the omission of the hatchback likely due to declining demand evident over the years. While there are many enthusiasts who love the hatchback, their numbers have been small and, from the business point of view, insufficient to justify the cost of assembling locally.

The Civic is currently sold in some 160 countries and has been Honda’s best-selling vehicle on a global basis for more than 20 years. The first Civics assembled outside Japan were in Indonesia (from 1975) and last year, Honda produced approximately 600,000 Civics in 11 countries around the world.

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The Honda Civic has always been a popular sedan to ‘dress up’ as owners have sought to make their cars more unique and more importantly, sportier. It could be the Honda F1 image that inspires them to do this or simply the fact that there are also ‘hot’ Civics around and if they can’t get the real thing, at least they can have their car look like it!

Recognising that Civic lovers have a certain passion for their cars and to put a moving symbol of Honda’s sporting heritage on Malaysian roads, Honda Malaysia has prepared a limited edition model called the ‘Civic RX’. Only 60 units of this special version – which have an on-the-road price of RM118,888 – are offered and they come only in a metallic Forest Jade finish.


As the picture shows, the RX has a very aggressive look and all the parts that go into creating that look are original Honda accessories. These comprise front spoiler, side and rear skirts, a sports grille, headlight finisher, boot spoiler, exclusive badging, 16-inch alloy wheels (including spare), fatter 205/50R16 tyres (spare included), sports headrest, RX embroidered carpet mats, RX leather upholstery with embroidered door panels, and MP3/CD receiver audio head unit.

For an extra RM3,921.60, customers can also include a Sports Suspension package developed by Honda.

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As with the Toyota Corolla Altis and Camry, UMW Toyota Motor tonight gave the media a sneak preview of its next new model – the Toyota Vios – at a restaurant in Kuala Lumpur City Centre. Two pre-production units (one in metallic copper and the other in black) from the company’s Shah Alam assembly plant were displayed.

As many will know, the Vios model line first appeared in China as the T-1 concept which Toyota described as having a new ‘global platform’. Within a short time, Toyota confirmed that it would become the Vios and thereafter, it was also clear that this new model – smaller than the Corolla – would be the successor to the Soluna, a model which Toyota had developed in the mid-1990s as an ‘affordable Toyota’.

The Soluna was fairly successful in markets such as Thailand but was never introduced in Malaysia partly of its specifications and the fact that the Corolla was a good representative for Toyota at the low end.

However, with the growing aggressiveness of the Korean makes, which became quite noticeable in the past year, UMW Toyota Motor had to quickly fight back against new rivals which attracted with their lower prices. The new Vios was the perfect model to do so and unlike the rather ‘simple’ Soluna, this new entry-level model is packed with a lot of the latest technology. It would appear that Toyota has understood that whilst consumers in Malaysia may require more affordable products, they are not willing to settle for a reduced level of features and specifications.

News of the Vios coming to Malaysia first surfaced last year when UMW Toyota Motor’s Chairman mentioned that, in 2003, an ‘RM80,000 Toyota would be offered’. Some people thought it might be the Yaris, a very successful small hatchback in Europe, but it was very clear that the Vios was going to be the one since it was already announced for Thailand. Given that AFTA will see manufacturers rationalizing models for ASEAN, whatever is offered in Thailand will almost certainly appear in neighbouring countries too.


So the Vios is to also be sold in Malaysia and while tonight was a preview, customers can already get information and make bookings for the car but deliveries will not start till mid-year. And the estimated on-the-road price, unfortunately, does not start at RM80,000 but at RM85,000 for the Vios 1.5E and RM95,000 for the Vios 1.5G.

What do you get for RM10,000 more with the Vios 1.5G? From what can be seen in the specifications, the extra money goes into safety features – ABS + EBD and a passenger’s airbag (driver’s airbag is standard for both versions)– and more chrome inside and on the body. The 1.5G also gets a higher grade of audio system (2-DIN unit with integrated CD-player) and 15-inch alloy wheels instead of 14-inch ones. Leather is an option and it is believed that the marketing people at UMW Toyota Motor are also looking at some sporty add-ons for the car.

As mentioned earlier, the Vios is packed with modern automotive technology and this is evident in the ‘heart’ of the car. The engine is an 80 kW/142 Nm 1.5-litre (1496 cc, long-stroke) DOHC EFI 16-valve unit with VVT-i (Variable Valve Timing with intelligence) technology. This Toyota-developed technology, already used in the latest Corolla and Camry engines, is proven to enhance performance, fuel efficiency while having cleaner exhaust emissions.

This lightweight all-aluminium engine, designated ‘1NZ-FE’, is from a new family of Toyota engines for the 21st century. A smaller variant was voted ‘Best Engine’ in Europe in the International Engine of the Year Awards while another variant with the same displacement is used in the Toyota Hybrid System of the advanced Toyota Prius.

As with all the latest Toyota sedans assembled in Malaysia, an electronically-controlled 4-speed automatic transmission (Super ECT) is standard for the Vios (manual transmission not available). This highly efficient transmission adapts to individual driving styles for optimal operating efficiency and motoring comfort. For an extra measure of safety, a Shift Lock system is incorporated.

The corrosion-resistant monocoque bodyshell of the Vios employs a new approach in its construction which enhances stiffness, durability and quality – without requiring more weight. Noise, vibration and harshness (NVH) are kept low and to keep out noise, double door seals are used. Such seals, also used in the latest Corolla Altis and Camry, are more commonly found on expensive luxury models.

Complementing this advancement is a chassis with a newly developed suspension system comprising independent MacPherson struts for the front wheels and an ETA Beam layout for the rear suspension (also used for the Toyota Corolla).

Vios occupants will enjoy world-class safety features with high levels of Active and Passive Safety. Besides having a strong bodyshell that meets the latest Toyota crash-test standards known as GOA (Global Outstanding Assessment), there is a Head Impact Protection Structure and whiplash injury-lessening (WIL) front seat designs.

Inside the Vios, the spaciousness establishes a new standard for sedans with its compact dimensions. Headroom, legroom and elbow room are all generously provided. Additionally, access is very convenient due to the higher hip point of the front and rear seats.

Following the trend started by the Toyota Prius, the instrument panel is positioned in the centre of the dashboard. This location is not chosen just to be different but is the result of studies by Toyota researchers. By placing the meters further away from the driver, legibility is said to be better and focusing is also quicker, especially when the driver has to look from the outside to the meters within the car.

Understanding that today’s motorist carries many things, the interior designers have provided lots of storage spaces for items like handphones, PDAs, business cards and drinks. The boot also has a useful 400-litre capacity which can accommodate three golfbags; loading is easy with the low sill and wide opening.

No less than eight colour choices are available: Metallic Copper, Coal Black, Arctic Silver, Champagne Gold, Sahara Brown, Sky Blue, Marine Blue and Crystal White. As with all the latest Toyota models assembled locally, the warranty is 3 years (or 100,000 kms, whichever comes first after original registration) long.

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As with the Toyota Corolla Altis and Camry, UMW Toyota Motor tonight gave the media a sneak preview of its next new model – the Toyota Vios – at a restaurant in Kuala Lumpur City Centre. Two pre-production units (one in metallic copper and the other in black) from the company’s Shah Alam assembly plant were displayed.

As many will know, the Vios model line first appeared in China as the T-1 concept which Toyota described as having a new ‘global platform’. Within a short time, Toyota confirmed that it would become the Vios and thereafter, it was also clear that this new model – smaller than the Corolla – would be the successor to the Soluna, a model which Toyota had developed in the mid-1990s as an ‘affordable Toyota’.

The Soluna was fairly successful in markets such as Thailand but was never introduced in Malaysia partly of its specifications and the fact that the Corolla was a good representative for Toyota at the low end.

However, with the growing aggressiveness of the Korean makes, which became quite noticeable in the past year, UMW Toyota Motor had to quickly fight back against new rivals which attracted with their lower prices. The new Vios was the perfect model to do so and unlike the rather ‘simple’ Soluna, this new entry-level model is packed with a lot of the latest technology. It would appear that Toyota has understood that whilst consumers in Malaysia may require more affordable products, they are not willing to settle for a reduced level of features and specifications.

News of the Vios coming to Malaysia first surfaced last year when UMW Toyota Motor’s Chairman mentioned that, in 2003, an ‘RM80,000 Toyota would be offered’. Some people thought it might be the Yaris, a very successful small hatchback in Europe, but it was very clear that the Vios was going to be the one since it was already announced for Thailand. Given that AFTA will see manufacturers rationalizing models for ASEAN, whatever is offered in Thailand will almost certainly appear in neighbouring countries too.

So the Vios is to also be sold in Malaysia and while tonight was a preview, customers can already get information and make bookings for the car but deliveries will not start till mid-year. And the estimated on-the-road price, unfortunately, does not start at RM80,000 but at RM85,000 for the Vios 1.5E and RM95,000 for the Vios 1.5G.

What do you get for RM10,000 more with the Vios 1.5G? From what can be seen in the specifications, the extra money goes into safety features – ABS + EBD and a driver’s airbag – and more chrome inside and on the body. The 1.5G also gets a higher grade of audio system (2-DIN unit with integrated CD-player) and 15-inch alloy wheels instead of 14-inch ones. Leather is an option and it is believed that the marketing people at UMW Toyota Motor are also looking at some sporty add-ons for the car.

As mentioned earlier, the Vios is packed with modern automotive technology and this is evident in the ‘heart’ of the car. The engine is an 80 kW/142 Nm 1.5-litre (1496 cc, long-stroke) DOHC EFI 16-valve unit with VVT-i (Variable Valve Timing with intelligence) technology. This Toyota-developed technology, already used in the latest Corolla and Camry engines, is proven to enhance performance, fuel efficiency while having cleaner exhaust emissions.

This lightweight all-aluminium engine, designated ‘1NZ-FE’, is from a new family of Toyota engines for the 21st century. A smaller variant was voted ‘Best Engine’ in Europe in the International Engine of the Year Awards while another variant with the same displacement is used in the Toyota Hybrid System of the advanced Toyota Prius.

As with all the latest Toyota sedans assembled in Malaysia, an electronically-controlled 4-speed automatic transmission (Super ECT) is standard for the Vios (manual transmission not available). This highly efficient transmission adapts to individual driving styles for optimal operating efficiency and motoring comfort. For an extra measure of safety, a Shift Lock system is incorporated.

The corrosion-resistant monocoque bodyshell of the Vios employs a new approach in its construction which enhances stiffness, durability and quality – without requiring more weight. Noise, vibration and harshness (NVH) are kept low and to keep out noise, double door seals are used. Such seals, also used in the latest Corolla Altis and Camry, are more commonly found on expensive luxury models.

Complementing this advancement is a chassis with a newly developed suspension system comprising independent MacPherson struts for the front wheels and an ETA Beam layout for the rear suspension (also used for the Toyota Corolla).

Vios occupants will enjoy world-class safety features with high levels of Active and Passive Safety. Besides having a strong bodyshell that meets the latest Toyota crash-test standards known as GOA (Global Outstanding Assessment), there is a Head Impact Protection Structure and whiplash injury-lessening (WIL) front seat designs.

Inside the Vios, the spaciousness establishes a new standard for sedans with its compact dimensions. Headroom, legroom and elbow room are all generously provided. Additionally, access is very convenient due to the higher hip point of the front and rear seats.

Following the trend started by the Toyota Prius, the instrument panel is positioned in the centre of the dashboard. This location is not chosen just to be different but is the result of studies by Toyota researchers. By placing the meters further away from the driver, legibility is said to be better and focusing is also quicker, especially when the driver has to look from the outside to the meters within the car.

Understanding that today’s motorist carries many things, the interior designers have provided lots of storage spaces for items like handphones, PDAs, business cards and drinks. The boot also has a useful 400-litre capacity which can accommodate three golfbags; loading is easy with the low sill and wide opening.

No less than eight colour choices are available: Metallic Copper, Coal Black, Arctic Silver, Champagne Gold, Sahara Brown, Sky Blue, Marine Blue and Crystal White. As with all the latest Toyota models assembled locally, the warranty is 3 years (or 100,000 kms, whichever comes first after original registration) long.

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As with the Toyota Corolla Altis and Camry, UMW Toyota Motor tonight gave the media a sneak preview of its next new model – the Toyota Vios – at a restaurant in Kuala Lumpur City Centre. Two pre-production units (one in metallic copper and the other in black) from the company’s Shah Alam assembly plant were displayed.

As many will know, the Vios model line first appeared in China as the T-1 concept which Toyota described as having a new ‘global platform’. Within a short time, Toyota confirmed that it would become the Vios and thereafter, it was also clear that this new model – smaller than the Corolla – would be the successor to the Soluna, a model which Toyota had developed in the mid-1990s as an ‘affordable Toyota’.

The Soluna was fairly successful in markets such as Thailand but was never introduced in Malaysia partly of its specifications and the fact that the Corolla was a good representative for Toyota at the low end.

However, with the growing aggressiveness of the Korean makes, which became quite noticeable in the past year, UMW Toyota Motor had to quickly fight back against new rivals which attracted with their lower prices. The new Vios was the perfect model to do so and unlike the rather ‘simple’ Soluna, this new entry-level model is packed with a lot of the latest technology. It would appear that Toyota has understood that whilst consumers in Malaysia may require more affordable products, they are not willing to settle for a reduced level of features and specifications.

News of the Vios coming to Malaysia first surfaced last year when UMW Toyota Motor’s Chairman mentioned that, in 2003, an ‘RM80,000 Toyota would be offered’. Some people thought it might be the Yaris, a very successful small hatchback in Europe, but it was very clear that the Vios was going to be the one since it was already announced for Thailand. Given that AFTA will see manufacturers rationalizing models for ASEAN, whatever is offered in Thailand will almost certainly appear in neighbouring countries too.

So the Vios is to also be sold in Malaysia and while tonight was a preview, customers can already get information and make bookings for the car but deliveries will not start till mid-year. And the estimated on-the-road price, unfortunately, does not start at RM80,000 but at RM85,000 for the Vios 1.5E and RM95,000 for the Vios 1.5G.

What do you get for RM10,000 more with the Vios 1.5G? From what can be seen in the specifications, the extra money goes into safety features – ABS + EBD and a driver’s airbag – and more chrome inside and on the body. The 1.5G also gets a higher grade of audio system (2-DIN unit with integrated CD-player) and 15-inch alloy wheels instead of 14-inch ones. Leather is an option and it is believed that the marketing people at UMW Toyota Motor are also looking at some sporty add-ons for the car.

As mentioned earlier, the Vios is packed with modern automotive technology and this is evident in the ‘heart’ of the car. The engine is an 80 kW/142 Nm 1.5-litre (1496 cc, long-stroke) DOHC EFI 16-valve unit with VVT-i (Variable Valve Timing with intelligence) technology. This Toyota-developed technology, already used in the latest Corolla and Camry engines, is proven to enhance performance, fuel efficiency while having cleaner exhaust emissions.

This lightweight all-aluminium engine, designated ‘1NZ-FE’, is from a new family of Toyota engines for the 21st century. A smaller variant was voted ‘Best Engine’ in Europe in the International Engine of the Year Awards while another variant with the same displacement is used in the Toyota Hybrid System of the advanced Toyota Prius.

As with all the latest Toyota sedans assembled in Malaysia, an electronically-controlled 4-speed automatic transmission (Super ECT) is standard for the Vios (manual transmission not available). This highly efficient transmission adapts to individual driving styles for optimal operating efficiency and motoring comfort. For an extra measure of safety, a Shift Lock system is incorporated.

The corrosion-resistant monocoque bodyshell of the Vios employs a new approach in its construction which enhances stiffness, durability and quality – without requiring more weight. Noise, vibration and harshness (NVH) are kept low and to keep out noise, double door seals are used. Such seals, also used in the latest Corolla Altis and Camry, are more commonly found on expensive luxury models.

Complementing this advancement is a chassis with a newly developed suspension system comprising independent MacPherson struts for the front wheels and an ETA Beam layout for the rear suspension (also used for the Toyota Corolla).

Vios occupants will enjoy world-class safety features with high levels of Active and Passive Safety. Besides having a strong bodyshell that meets the latest Toyota crash-test standards known as GOA (Global Outstanding Assessment), there is a Head Impact Protection Structure and whiplash injury-lessening (WIL) front seat designs.

Inside the Vios, the spaciousness establishes a new standard for sedans with its compact dimensions. Headroom, legroom and elbow room are all generously provided. Additionally, access is very convenient due to the higher hip point of the front and rear seats.

Following the trend started by the Toyota Prius, the instrument panel is positioned in the centre of the dashboard. This location is not chosen just to be different but is the result of studies by Toyota researchers. By placing the meters further away from the driver, legibility is said to be better and focusing is also quicker, especially when the driver has to look from the outside to the meters within the car.

Understanding that today’s motorist carries many things, the interior designers have provided lots of storage spaces for items like handphones, PDAs, business cards and drinks. The boot also has a useful 400-litre capacity which can accommodate three golfbags; loading is easy with the low sill and wide opening.

No less than eight colour choices are available: Metallic Copper, Coal Black, Arctic Silver, Champagne Gold, Sahara Brown, Sky Blue, Marine Blue and Crystal White. As with all the latest Toyota models assembled locally, the warranty is 3 years (or 100,000 kms, whichever comes first after original registration) long.

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The competition is more intense these days and customers expect a high level of after-sales service when they spend so much money on a new vehicle. So it’s not unusual for companies to invest substantially in building new facilities and, to make things convenient for their customers, to have ‘one-stop’ centres which offer sales, service and spares (‘3S’ in industry-speak).

As the largest Ford dealer group in Malaysia, it is therefore not surprising to find Ford Concessionaires (a subsidiary of Tractors Malaysia) spending more than RM1.5 million to build a flagship 3S centre in Petaling Jaya, Selangor.

Strategically located alongside the busy Federal Highway (across the road from the C&C Bintang complex), the new Ford Concessionaires Centre is the largest such Ford facility in the country and is the 14th 3S facility for Ford Concessionaires (which has 16 branches nationwide). In the 4,088 sq. metre building are a showroom, parts centre and service centre with 23 bays.

As with all authorized Ford service centres, the facility is equipped with the special tools needed for Ford vehicles, electronic diagnostic equipment and of course, personnel thoroughly trained to service on Ford vehicles. Customers who send their vehicles in will be attended to at an Interactive Service section where service advisors take note of their needs and inspect the vehicles, prior to servicing being done. Should they choose to wait while servicing is done, there is a comfortable lounge adjacent to the showroom with internet access and a coffee bar.

Needless to say, the full range of Ford models is available and in the year ahead, a number of new models will also appear in the showroom. Besides the new Ford Ranger Automatic, there is also going to be a new car and as announced recently, the all-new Everest SUV is also coming to Malaysia.

“Our flagship centre has been designed to offer customers first-class comfort and hospitality, right from the time they first visit our showroom to the time a new vehicle is delivered and thereafter, every time he or she comes in for servicing,” said Zaifullizan Abdul Aziz, GM of Ford Concessionaires.

“In the 21 years we have been selling Fords, we have constantly improved and upgraded our facilities around the country and will continue to do so. This new flagship centre is clear evidence of our commitment to serve customers better,” he added.

In his address to guests attending the opening ceremony, John Parker, President of Ford ASEAN, complimented Ford Concessionaires on their efforts and said that the facility represents “a wave of new Ford dealerships that will change the way we do business and interact with our Malaysian customers.”

“The elements here are key to Ford’s brand@retail program – a uniform brand image program implemented worldwide that elevates a dealership to be recognized as conforming to Ford’s global standards in assuring customer satisfaction and building brand loyalty,” explained Mr Parker.

The new Ford Concessionaires Flagship Centre is located at Lot 5, Jalan 205, 46050 Petaling Jaya. For more information, visit their website at http://www.fordconcessionaires.com

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A radical new look hints at the most technically advanced and revolutionary Ford Focus world rallycar which will have its first outing in the Rally New Zealand on April 11. Significantly different in both looks and mechanics to the 2002 car, the Ford Focus RS WRC 03 is over 80% new and is the first design from Ford Rallye Sport technical director Christian Loriaux.


Highlights include radical changes to styling and aerodynamic package, new rear suspension system, improved weight distribution and new, lighter 2.0-litre turbocharged Duratec engine developed and built by Cosworth Racing.

Ford Rallye Sport and Ford’s mainstream engineering teams worked side by side on the project, including assessment of aerodynamic and cooling systems in Ford’s climatic wind tunnel in Cologne.

“I’m genuinely excited by what the team has developed here and I think the car looks sensational,” said Martin Whitaker, Ford’s European director of motorsport. “Ford is at the forefront of rally technology with this car and I believe it takes the sport to a new, higher level.”

Team director Malcolm Wilson insisted the revolutionary approach to the new car would not affect the Focus’record-breaking reliability: “We have enjoyed incredible reliability with the Focus, which has scored world championship points on each of the last 17 rallies, a feat unprecedented in the modern era of the sport. The next step is to raise the performance level and we’re confident that will not be at the expense of overall reliability,” he said.

“We’ve made tremendous weight savings everywhere, with significant help from Cosworth Racing and Pi Research, allowing us to ensure weight is at the minimum level. We could have gone below that figure and so that has enabled us to add weight by strengthening parts in key areas to achieve a weight distribution which best benefits the balance and handling of the car,” he revealed.

Such strengthening included increasing the weight of the roll cage to improve driver safety. “The Focus has a reputation for being a strong and safe car but we took the decision that if we could raise driver safety levels to an even greater level then that’s something we should do,” explained Wilson.

Markko Märtin and co-driver Michael Park and Belgian teammates François Duval and Stéphane Prévot will drive the new cars in 2003. The team’s third pairing of Mikko Hirvonen and Jarmo Lehtinen will continue to drive a 2002-specification Focus WRC for the rest of the season.

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Ford Rallye Sport’s technical director, Christian Loriaux, the man behind the new Ford Focus RS WRC 03, reveals what is new on the car, the thinking behind its design and tells the story of the transformation from drawings to our world championship contender.

“If World Rally Cars can be described as stunning, then that is the word I would use to describe the new Ford Focus RS WRC. The large rear wing and revised bumpers give the car a very contemporary look from the outside and much has changed underneath as well, but it remains clearly recognisable as a Focus. We began with a clean sheet of paper and we’ve ended with a radical, revolutionary rally car which retains all that was good from the previous model. That has been taken forward to a higher level and blended with much that is new and the end result is a car that we know is faster and believe will be just as reliable as its predecessor.

Aerodynamics
Aerodynamics is one of the key areas of development and, by the very look of the vehicle, the most strikingly obvious. We wanted to improve the downforce on the Focus as we’ve been losing time to our key rivals on the faster rallies like Finland and it’s one area where we have to make gains. I’ve had quite a lot of experience in aerodynamics and know how important a strong package is in gaining vital seconds on faster rallies. There was clearly room for improvement over the 2002 car.

One look tells you there have been some quite radical changes. There is a new, larger rear wing, the front bumper has been redesigned while the cooling scoops and all the body panels are new. That was a big task. We needed a lead time of four months to manufacture the body panels. We carried out a lot of preparation work in Ford’s wind tunnel and spent three days testing different ideas before finally settling on the basic package.

When I arrived at Ford Rallye Sport in January 2002 the aerodynamic work for last year’s car was almost finished, so I had little input on that. We knew we needed to make changes but, as aerodynamic alterations are strictly restricted by homologation, this is our first opportunity.

Suspension
The front suspension remains similar to that used on the 2002 model, although there are some changes to the dampers, which once again includes weight-saving. The regulations limit what we can do to the suspension, and we’ve already put in a lot of work in that area last season, but we have incorporated small geometry improvements. I think we’ve probably reached the point where we have optimised the front suspension as far as the regulations will allow us to go.

As for the rear suspension, there are some major changes. We have completely redesigned that area to improve road handling by using the dynamics of the suspension and saving weight. This was a big job and, technically, a risk, but I’m glad we made the decision to do it. The work we’ve done there is not really something I want to go into in any great depth. All I really can say is that it’s very different to what we had before.

Weight
Another of our target areas was weight. We wanted to save weight and, just as importantly, distribute the weight to those areas of the car where we want it to improve balance and handling. We initially reviewed everything and examined the possibilities of reducing the weight on every area of the Focus, from the engine through to the dampers. As a team, I think we succeeded in doing that. Pi Research designed a new wiring loom and electronic control system which saved a lot and Cosworth Racing also made a significant saving with the new engine. The car is now right on the weight limit. We could easily go quite a lot below that so that has allowed us to add weight and reinforce parts in certain areas to achieve the weight distribution we want.

Bodyshell and roll cage
Both the bodyshell and roll cage are totally new. The cage has been designed to far exceed the minimum FIA safety requirements. It’s one area of the car where we’ve actually increased the weight to improve driver safety. The Focus already had a good reputation in this area but we took the decision that if we could make the car even safer for our drivers, then we should do so.

The main area of danger in a rally car is from side impact accidents and we’ve tried to position the driver and co-driver as far inboard as possible by making the transmission tunnel narrower. The cage is further outboard of the cockpit and we’ve redesigned the side impact bars to improve crash protection there. We all know that rallying can be a dangerous sport and we have a responsibility to our drivers to make the cockpit area of the car as safe as we possibly can.

Engine
Cosworth Racing, which has built the engines for the Focus at Northampton since 2000, has built a new two-litre Duratec ‘R’ engine. There is a significant weight reduction over the 2002 engine, making this the lightest rally engine the company has built, and revisions to the turbocharger have helped produce better response and more top end power. We’ve also redesigned the cooling package to improve efficiency and we should see cooler running temperatures on the hot rallies like the Acropolis and Cyprus.

It is interesting to note that since 2000 Cosworth has made a 25% reduction in engine weight and generated an 8% increase in engine performance.

Transmission
We wanted to keep the transmission similar to that in the 2002 car. This car has a two-year lifespan and developing a new transmission is a hugely expensive job, especially when we will have a new car for 2005. As a result of the changes to the suspension, we have a new propshaft and driveshafts and there will be a new transfer box introduced later in the season. That should be ready for Germany. Otherwise the transmission shows very few differences, although we have optimised the internal parts to save weight.

Design and Development
My engineering background and my competitive instincts mean I’ve always wanted to push everything as far as the regulations allow. At the beginning of this project, we started with a clean sheet of paper and open minds. What we’ve ended up with is a car that is quite revolutionary in terms of mechanics and electronics. It was important to ensure everything linked together and complimented each other. It’s like a jigsaw. If one piece didn’t fit into place then the whole plan would have collapsed.

We started running prototype parts in testing from the middle of last year, mainly electronic improvements. Then we tried several prototype parts on Mark Higgins’ car on the Rally of Great Britain last November. It was crucial he finished the rally because we needed to try things in a competition environment and we needed Mark’s feedback. Sixth place was a bonus and showed we were going in the right direction.

I started writing what I wanted to the design team in the middle of May last year. On December 1, we had a bodyshell in the workshop and just over two weeks later, on December 19, we had the car running for the first time. To build a bodyshell takes 1,000 man hours, so to achieve that in just over two weeks shows how much work and effort went into the process here… just seven months from the first notes to the car turning a wheel. We took it to a local airfield which we use for shakedown tests and there were no major problems which gave everyone involved a terrific boost.

All the design work was done using 3D computer-aided design software and that speeded up the process considerably. It’s so precise that it allowed us to manufacture everything in parallel so that when we took the shell off the jig we were able to put the parts straight on. Normally, when a bodyshell is taken off the jig it takes a couple of months before the parts are manufactured to the specific sizes, they can be fitted to the car and the vehicle is able to run. In this case, it took just two-and-a-half weeks and that was impressive. Most people didn’t believe it could be done that quickly!

The buzz around the workshop was fantastic and that was what kept people working. From October onwards, there were many night shifts worked and the teamwork was quite fantastic. A lot of people had very little time off over Christmas and New Year and I was very impressed by their enthusiasm and dedication to this project. There was a great deal of pressure on the whole team. When most teams produce an evolution version of a rallycar, the changes are concentrated on one of two items. We have designed and built a new rally car over a 7-month period and the entire job was done while still trying to run and improve the 2002 car. We finished second in the championship last year and the fact that our performances didn’t slip in any way last season was a great tribute to the efforts of everyone involved. It was a fantastic team effort.

Input from our drivers was initially fairly small, apart from pointing out to us the areas in which the 2002 car needed improving. Engineers design cars and drivers drive them so the initial design work was led by the engineering team.

The main area where we did consult the drivers was over their position in the car. They sat in the first prototype in late December, just two or three weeks before they tested the car for the first time. The moment when we start running the car is the important time for driver input. Their feedback on set-up is crucial at that stage.

At the moment we’re 100 percent happy with the whole car. The more we run it, the more we’ll learn how to make it more serviceable. For the mechanics, there is a lot to learn and we will, of course, train them. Many of the senior mechanics have been on tests to become familiar with the new car.

We know that the new car is quicker than the old one. But we must also accept that the old one has been round the world for several seasons and that has allowed us to iron out the problems. We know we’ll have teething problems with the new car and we know we might have to endure some painful experiences. But the comfort is that we’ve proved it’s faster and as with any new design it takes a little time to fine tune it.”

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