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Proton’s latest addition, the Juara, is clearly a niche model aimed at a small segment of the market where customers are looking for more functional and spacious vehicles. Adapted from the Mitsubishi Town Box, it has the type of styling which appeals to younger buyers with a very boxy bodystyle that offers maximum interior space.

The Juara development program was a relatively brisk one, having begun in late 1999 and officially announced in early 2000. The first prototype was completed in November last year with production beginning during the second quarter of this year at the AMM plant in Pekan, Pahang.

According to Proton CEO Tengku Tan Sri (Dr) Mahaleel Tengku Ariff, the intention in the Juara program is to re-engineer the original product, a capability which Proton has demonstrated it has, especially with the presence of Lotus in the group. However, for the time being, Proton has concentrated on mainly cosmetic changes and the re-engineering work will be done during the next two or three years. Besides being optimistic about exporting the model in future, Proton also looks forward to Mitsubishi Motors following through on its desire to buy the re-engineered vehicle and sell it as a Mitsubishi.

“With the Proton Juara, Proton is able to fill another niche in the domestic market where there is a need for a functional yet appealing and affordable multi-purpose vehicle that will cater to the active and diverse lifestyles of Malaysians,” said Tengku Mahaleel.

“We are confident that Malaysians will take to the Proton Juara as the market is more mature now and ready for less conventional looks, yet still wants something with more space that handles like a car,” he added. “It’s the sort of vehicle that a family can use daily.”

The cosmetic work done on the Town Box to make it into a Juara has given it an even more unusual appearance than the Mitsubishi version. Some people commented that it looks weird but there are varying opinions. Most important has been the incorporation of the Proton ‘corporate nose’ with the logo. An interesting feature seen on one of the vehicles was a signal light insert in the door mirrors but it does not seem to appear in the catalogues.

The rear end has a clean vertical door with the window occupying about half the height and below the door is a thick bumper. Very unusual is the installation of the four light units inside the bumper. They are rather low and raise the question of whether they would comply with the Malaysia Vehicle Construction regulations which may have a minimum height from the ground. But then again, this is a Proton so…

The dimensions of the Juara are certainly compact, measuring 3660 mm long and 1535 mm wide, making it slightly larger than the Perodua Kenari, an obvious rival. It’s also taller at 1810 mm and has a 2390 mm wheelbase (30 mm longer than the Kenari). With short overhangs, the Juara can get turned around very easily within a 9.6 metre width.

To Proton, safety is a core value and it has devoted no less attention to ensuring that the Juara is a safe vehicle. In fact, given its compactness, it would require a lot more effort to engineer the body structure. However, in Mitsubishi form, it already meets Japanese safety regulations for this class of vehicles. The front doors have anti-intrusion bars and there are additional reinforcements which run across the front width as well as a sturdy floor structure (especially at the front end).

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Engine type: SOHC 16V 4 cylinders
Engine code: 4A31 S4
Displacement: 1094 cc
Bore/stroke: 66/80 mm
Compression ratio: 9.5:1
Fuel delivery: Multipoint EFI
Max power: 53 kW/72 ps at 6000 rpm
Max torque: 94 Nm at 4500 rpm
Transmission: 4-speed automatic (R4A12), rear-wheel drive
Final drive ratio: 5.111

Steering system: Rack and pinion with electric power steering
Front suspension: Independent MacPherson struts, coil springs, telescopic dampers
Rear suspension: Live axle located by trailing arms, coil springs, telescopic dampers
Brakes: Ventilated discs/drums
Tyres: 165/65R14
Wheels: 5Jx14, alloy
Spare tyre: T125/70D 14

Overall length: 3660 mm
Overall width: 1535 mm
Overall height: 1810 mm
Wheelbase: 2390 mm
Front track: 1350 mm
Rear track: 1350 mm
Turning circle: 9.6 m
Ground clearance: 160 mm
Kerb weight: 1005 kgs

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Power comes from a long-stroke 1094 cc 4-cylinder EFI petrol engine (Mitsubishi 4A31 S4) which produces 53 kW/72 ps of power at 6000 rpm and 94 Nm of torque at 4500 rpm. The cylinder head has a single camshaft and four valves per cylinder. Only a 4-speed automatic transmission is available and this has a pretty low 5.111 final drive ratio. The fuel tank capacity is a small 40 litres which, according to Proton’s spec sheet, should be good for about 870 kms at a constant 60 km/h (about 22 kms/litre).

This little MPV isn’t going to be a road-burner but it should cruise at the maximum national speed limit easily as its top speed is claimed to be 135 km/h. Claimed acceleration from standstill to 100 km/h is 18.1 seconds.

Proton says that the raised suspension of the Juara – MacPherson struts in front and trailing arms at the rear – has been tuned with the expertise the engineers have gained from Lotus. While it is not exactly ‘Lotus-tuned’, it is claimed to have ride and handling characteristics that are akin to a car’s, claims Proton.

14-inch 5J alloy wheels appear to be standard according to the specifications, these having a size of 165/65R14. Behind the front ones are ventilated discs while those on the rear drums. With the possibility of varying loads being carried aboard, the Juara’s brake line has a load-sensing proportioning valve to balance braking forces. This will avoid rear wheel lock-up on wet surfaces when the vehicle is lightly loaded. Incidentally, the spare wheel is the skinny and light space-saver type that is meant only for temporary use.

The rack and pinion steering is power-assisted with the assistance coming from an Electric Power Steering (EPS) system. EPS is nothing new as it is used on a number of cars, typically those which can do without the drag of the conventional power steering pump (like electric cars). It is thus ideal for the Juara and is a less complicated system as it doesn’t have a pump, hoses or belt. Assistance varies according to the speed, reducing at higher speeds so that the feel does not become too light; at low speeds, it is greater to make parking easier.

Access to the 2.13 cubic metre cabin is through two sliding doors, besides the front doors. The double sliding door configuration is extremely convenient although those with kids need to be more careful when they get out as motorists behind may not be aware of the doors being open, especially on the right side which may be opening into traffic.

There are three rows of seats to accommodate up to six people – the first two rows having individual full-sized seats while the third row has smaller units that fold very neatly into the sides when not needed. There’s a lot of flexibility with the folding second and third rows and to enhance movement within the cabin, the Juara has a ‘T-Walk’ layout which allows passengers to walk between the second row seats to the third row. Kids are going to love this mini-MPV!

In spite of its low price, the Juara is pretty comprehensively equipped. The front windows are electrically operated with the driver’s window having an anti-trap mechanism and a 30-second operating time after the ignition key is removed. The floor-mounted shifter is automatically locked when the lever is in P position and the key is taken out. For those who are forgetful and leave the halogen headlights on after they go into the house, flat batteries won’t ruin their day. Upon removal of the ignition key and opening of the front door, the headlights are automatically switched off.

There’s also a keyless central locking system with remote operation of the power windows from a distance. Far from being a novelty, it would be good for letting out heated air at lunchtime before you get into the vehicle. Power windows are only on the front doors and those on the sliding doors are winding types.

The overall ambience of the cabin is one of airiness with the large glass windows all round. The driving position is car-like and the driver gets a sporty 3-spoke steering wheel. Over in the middle of the low-profile dashboard, a metallic trim panel is used to highlight the area. The standard audio system includes a CD player and a ‘bee-sting’ antenna is used for the radio.

Colours available for the Juara at this time are silver, yellow, indium and Black. Depending on the body colour, the bumpers are finished in either silver or the darker indium, along with the lower body panels, giving a more solid appearance.

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Proton’s eighth model line, the Juara, was officially launched yesterday by the Prime Minister at the KL City Centre Esplanade. The launch ceremony, witnessed by thousands of Malaysians, was a highly-charged event with live displays of wushu and also by the National Artistic Gymnastics Team. As mentioned in our report earlier in the week, the event’s theme would pay tribute to sports champions and indeed, the two most recent sports champions – body-builder Sazali Samad and master bowler Shalin Zulkifli – were specially honoured. Proton also paid tribute to 28 of its staff who were involved in the Juara project, internally coded ‘RGW’.

The moment which everyone was waiting for – the unveiling of the new model – occurred around noon when the PM fired a starter’s gun and as the sound of the shot echoed around the Petronas Twin Towers, balloons covering the six Juaras were released to unveil them. The culmination of the event saw the Mighty Man of Malaysia, R. Letchemanah, pulling a yellow Juara – the mini-MPV weighs 1,335 kgs – across 50 metres with a female on board. He was congratulated for his feat by the PM and members of Proton’s top management.

Following the feat, three more Juaras drove up, each equipped with accessories suggesting a different lifestyle, typically one which would be active, eg camping and mountain-biking. The camper version had roof-mounted spotlights and a prominent bash-plate under the front end.

When the barriers were dropped, members of the public rushed up to the Juaras to take a closer look and were also able to get more information from Proton Edar staff. The vehicle will also be on display at Proton Edar (and Proton Edar dealers) showrooms which will open till midnight this weekend.

At a press conference later, Proton CEO Tengku Tan Sri (Dr) Mahaleel Tengku Ariff explained that only Proton Edar would be selling the Juara as it was the only one of the two distributors that had signed the Distributorship Agreement (DA) with Proton. The DA has been the subject of controversy in the past year and Proton and EON have been trying to resolve certain issues, particularly concerning Proton’s requirement that distributors contribute a substantial sum to R&D costs. Believed to be dead-locked at one time, insiders told AUTOWORLD.COM.MY that the discussions have seen ‘some progress forward in the past week’.

In any case, giving the Juara to Proton Edar exclusively probably makes sense as the company, previously USPD, has not had a low-priced entry-level model since production of the Tiara hatchback ended last year. EON, on its part, has a fairly broad range of models at this time and perhaps does not require an additional model to push.

The introduction of the Juara by Proton also raises an interesting question about the competition between two national carmakers in the same segment. It is believed that while there exists an ‘understanding’ between Proton and Perodua that Proton will make products above 1000 cc and Perodua will develop products below 1000 cc, the agreement is confined to sedan models. And as the Juara is not a sedan, it is okay for Proton to make it (and as a Proton executive pointed out, it is actually 1100 cc).

Whether the Juara does grab sales from the Perodua Kenari remains to be seen but according to the CEO of Proton Edar, Maruan Mohd Said, between 5,000 to 6,000 units are forecast to be sold during 2001. The retail price is RM49,203.62 (with insurance) and only a 4-speed automatic transmission is available.

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Proton will be launching its first mini-MPV this Saturday at the KL City Centre (KLCC). The 1.1-litre ‘lifestyle vehicle’, adapted from the Mitsubishi Town Box, is most likely to have the name of ‘Juara’, a rumour strongly supported by the fact that the event’s theme will pay tribute to Malaysia’s sports heroes and champions. The Prime Minister will officially launch the model shortly before lunchtime.

The new model, made at the AMM plant in Pekan, Pahang, is one of two vehicles that Proton said it would co-develop with Mitsubishi Motors, the other being the Pajero Mini. The joint development program is said to free Proton from the high cost of paying royalties to Mitsubishi, an unnecessary expense which the company has been trying to get rid of. To date, other than for the in-house developed Waja, Proton has been paying for the use of the Mitsubishi designs going back to the Saga of 1985.

“In the earlier years, Proton took existing Mitsubishi designs and adapted them for our own use, and paid royalties for using the designs. But for this latest deal, we are jointly developing the models and as this will be a shared program, royalties will not be involved,” Proton CEO Tengku Tan Sri Datuk (Dr) Mahaleel said last year. “We now have the expertise to re-engineer products well, as proven by the Satria GTI, and it will cost Mitsubishi less to have the models re-engineered by us than if it does so by itself.”

“So it’s a ‘win-win’ situation for both companies and in the process, we will also be cutting down on costs,” he added.

When the announcement was made last year, it was revealed that the plan was to produce at least 15,000 units a year of each model for an anticipated 60% share of a market segment which now totals around 26,000 units a year (with the likelihood of rising to 30,000 units quite quickly). At that time too, the projected price was indicated as being ‘not more than RM45,000′, a price level which was thought possible due to the more aggressive localisation of components.

“We will be doing it a bit differently for these two models in that the localisation program will be done within a shorter period, even concurrently, so that we will minimise the use of imported parts which now cost more. Our objective is to get local content up to the 80% level as quickly as possible,” said the Proton CEO.

With the mini-MPV, which is not expected to sell in huge numbers, it is clear that Proton is aiming to do niche models, penetrating and dominating little areas of the market. “We are going to focus more on niche models which typically sell on ‘desirability’ rather than price. We get better profit margins with such models compared to the bread-and-butter models which need to be sold in large volumes at low prices,” explained Tengku Mahaleel. “Niche models also allow us to respond more quickly to changes in customer tastes and preferences, which is vital in today’s competitive market.

“However, as a national company, the government still wants Proton to make affordable vehicles for Malaysians so we will still be doing high-volume models,” he added.

Last year, Tengku Mahaleel also mentioned that there was the possibility of Mitsubishi Motors taking the re-engineered models and selling them under its own badge. It is unknown if this intention is still maintained although if it does happen, it would certainly be a feather in Proton’s cap after having been a ‘pupil’ all these years.

As for development of the Pajero Mini version, little is known of the status. However, when it was announced last year, Tengku Mahaleel hinted that it may not necessarily have 4WD and could well have a SUV look but only with front-wheel drive.

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Aluminium, the metal your can of bubbly drink is made of, has been used for cars for seven decades and the material is no stranger to automotive engineers. Even in the 1930s, Audi engineers produced a lightweight racing car using aluminium extensively while in the post-WW II period, shortage of steel inspired Land Rover to use aluminium for the body panels of its 4WD vehicles.

In later decades, various other automakers also adopted the metal but mainly for low-volume models like the Lotus Elise; GM’s EV1 electric car; the Honda NSX and also the Insight hybrid car. Land Rover was the only company to make use of it on all its models, produced in large numbers, but not for the structural members

Generally, the main aim of using aluminium has been to save weight. This has been particularly crucial for cars with electric motors where the power output is low and body weight has to be kept way down to ensure adequate performance.

Use of aluminium has been growing rapidly as its benefits have been appreciated more and more. Quite apart from the excellent resistance to rusting (ask the farmers in Cameron Highlands who have decades-old Land Rovers!) and high recyclability, aluminium is a highly desirable material to use because the weight-savings can be achieved easily without resorting to other expensive technology.

“Engineers know that aggressive weight reduction is the best way to improve fuel economy, emissions and performance. For these reasons, as well as improved corrosion resistance and recyclability, automakers are increasingly turning to lightweight, high-strength aluminium,” says Dr. Richard Klimisch, Vice-president of The Aluminium Association in the USA.

And although it may be hard to believe, aluminium is actually 40% stronger than steel, even though it is lighter. On a per-kilogram basis, aluminium is twice as strong as steel. So use of aluminum in light trucks reduces the weight differential between cars and trucks, thereby reducing the risk of serious injuries passengers in the cars when two such vehicles collide. The strength of aluminium, in relation to passive safety, has been confirmed with the crash tests that the Audi A8 was subjected to in the USA, where it passed with top marks and was regarded as one of the safest cars on the market.

So why has it taken so long for aluminium to become the third most-used material in cars, this year surpassing plastics? Because the metal is much more expensive and manufacturing processes are different from the conventional ones used for making cars from steel. Audi began to focus on using it in a bigger way from the early 1990s and adapted techniques from the aerospace industry. In terms of development and production technology, the Audi Space Frame (ASF) that was developed for the R&D program had no precursors in the field of automobile manufacturing when it was introduced in the A8 in 1994.

Audi pursued the revolutionary concept, now used for the A2, for the following benefits:

1. Aluminium reduces vehicle weight; compared to steel for the same given size, aluminium is between 30% ~ 40% lighter. Thus if engine output remains the same, performance is improved and fuel consumption reduced. Moreover, lighter cars have superior handling.

2. The ASF guarantees effective occupant protection. In crash tests conducted on production A8 sedans, the ASF has proved particularly rigid and dimensionally stable. A large amount of energy is absorbed when the crumple zones deform.

3. The aluminium structure results in a body which is light in weight yet exceptionally rigid, both torsionally and flexurally. This has the highly positive effects of reducing vibration and ensuring high-precision steering.

4. Using aluminium for automobile construction helps to reduce environmental pollution. This is evident if the amount of energy consumed in the entire materials cycle and aluminium’s excellent recycling properties are taken into account.

The use of recycled aluminium is ecologically sound. If a material can be recycled sensibly and economically after years of use, no unnecessary waste is produced. Aluminium can be recycled to an almost unlimited extent. Assuming the same composition, recycled (secondary) aluminium has the same qualities as the primary material. In the recycling process, the individual components of the ASF can be turned back into what they were before: extruded sections become extruded sections again, and so do cast nodular joints and panels.

At the moment, around 90% of the aluminium used in vehicles can be recycled. This has a positive effect on energy consumption, since only a fraction of the energy needed to obtain primary aluminium is required to produce secondary aluminium.

In comparable driving conditions, if the amount of energy required for producing an aluminium body is compared with that required for producing a steel body with the same function, the following pattern emerges: even if new aluminium only is used, the additional energy consumed is compensated for after around 60,000 kms, thanks to the fact that the aluminium body weighs 40% less. If around 75% secondary aluminium is used, the amount of energy consumed during body production drops below the amount used to produce a steel body. And less energy is consumed as soon as the vehicle takes to the road.

One drawback, though not a very serious one, is that the aluminium construction requires specialised techniques for repair work if it is damaged. This is due to the fact that the aluminium body uses alternative connecting techniques such as adhesives and rivets instead of welding. Audi also conducted studies into the frequency of damage to a vehicle’s structure during an accident and found it to be around 5%. If damage does occur to the ASF, specialized tools and equipment are needed for the repair procedure. Therefore Audi distributors which sell the A8 are required to have structural repair facilities centres which has specialized MIG welding machines and a Celette repair bench utilized in combination with Audi chassis alignment jigs.

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While Land Rover can lay claim to having mass-produced aluminium-bodied vehicles for over 50 years, it is Audi which made some pioneering developments with the lightweight, corrosion-resistant metal.

In the early 1990s, the company began serious research into the use of aluminium not just for the body panels and ancillary components but also for the structure. This was far more complex and demanding because the structure is load-bearing and has to withstand great stresses whereas the body panels are like ‘skin’.

From this R&D work came a revolutionary approach for vehicle design and production which gave more than significant weight-savings. It saw the creation of the Audi Space Frame (ASF), a high-strength aluminium frame structure into which aluminium panels are integrated where they have a load-bearing capability.

In 1994, the knowledge was used for the Audi A8, the company’s flasghip, which was the first production sedan using the ASF under its aluminium body. Following this, Audi concentrated its expertise in the field of lightweight construction at its Neckarsulm, Germany, site and erected an aluminium centre at a cost of around DM15 million (about RM25.5 million). Some 100 staff work especially on the development of aluminium production vehicles. They are concerned in particular with optimising components and processes for volume application in ASF technology.

Their efforts have brought further progress in the field and the Audi A2, launched in mid-2000, had the second-generation ASF applied to a model with even higher potential volumes (about 60,000 units annually planned). This required techniques, processes, tools and production methods to be developed from scratch or modified. The Audi A2 1.2 TDI followed in June this year, the first five-door ‘three-litre’ car (meaning one that consumes just three litres of fuel per 100 kms or around 94 mpg) that makes no compromises in terms of space, comfort and driveability. This achievement was due in no small way to the use of aluminium extensively.

Since 1994, Audi has built more than 150,000 vehicles with aluminium bodies and the ASF (over 93,000 A8s and just under 57,000 A2s), a major milestone in the usage of the material.

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Changing gears in F1 racing cars is no longer done by means of a shift lever but, instantaneously by operating rocker switches on the steering wheel. Whereas the driver of an ordinary roadgoing car moves his shift lever in a classic H-type shift pattern to select the desired gear, drivers like Ralf Schumacher and his Formula 1 rivals just briefly pull two butterfly-type rocker switches behind the steering wheel – the “paddles” as they are referred to – pulling the right rocker switch to shift up; pulling the left one to downshift.

And while the shifting is being executed, the driver can keep his accelerator pedal floored rather the lifting off. The most advanced engine electronics interrupt the engine’s powerflow for just milliseconds allowing the control unit to effects the gear change electro-hydraulically and opens and closes the clutch. There is no clutch pedal to operate at all.

The preliminary stage of this sophisticated system, which has long become a standard feature in Formula 1, was used by BMW in its successful race-tuned touring cars as long as about a decade ago. With this system, albeit with a central shifter, gear changes are carried out in a rank, i.e. sequentially, as in the case of a motorcycle: for upshifting, the driver – without operating a clutch – just pulls the shift lever backwards, forward for downshifting. This system provides extremely short gear shift times on the one hand, and prevents possible shift errors on the other.

BMW was the first car maker to offer this type of gearbox back in 1996. In close collaboration with Getrag and Sachs, BMW M (the high-performance division) has transferred this motorsport experience into applications for everyday road use. Keeping ahead of rivals, BMW has now developed a new high-performance driveline concept which, in its second generation, is known as the “sequential M gearbox” (SMG II). The latest M3 uses this advanced transmission.

It was as early as 1996 that BMW M, as the world’s first supplier of an all-automatic manual gearbox, took centre stage and went on sale with the SMG exclusively in the M3. This system established itself very well and guaranteed that, with the M3 predecessor model, almost every other car featured this progressive driveline concept.

The second-generation SMG, significantly upgraded from the first variant, and is technically identical with the regular manual gearbox of the M3 with six forward speeds, is not only operated by means of a selector lever, as in the past, but also offers the driver two rocker switches on the steering wheel. The driver thus has the choice of how he wants to shift gears. It is, above all, shifting by means of the rocker switches that contributes to increased active safety, as the driver can keep his hands on the steering wheel at all times.

This new SMG gearbox which combines both the option of sporty sequential shifting and the ease of automated shifting offers many benefits and the “drivelogic” allows the driver to individually match the SMG’s shift characteristic to his preferred driving habits in eleven driving programs. When downshifting, the engine will automatically double-declutch; operating the clutch and consequently also the clutch pedal are therefore no longer necessary and, unlike an automatic gearbox, there is no energy-consuming and performance-degrading torque converter either.

BMW says that there is ‘a markedly increased pleasure of shifting’, as the SMG in the sequential mode can be up and downshifted instantaneously and thus produces a realistic “Formula 1 experience”. Compared with a manual gearbox, there are slightly better and, above all, fully reproducible ride performance values and the fact that the driver no longer needs to concentrate on gear changing with this gearbox makes for precise, safer and more relaxed motoring. With the sequential M gearbox, it is easier to benefit from the high power reserves of the M3 through selection of the optimum shift point with “shift lights” (LEDs in the cockpit indicating the optimum shift point on the tachometer).

The second generation of the SMG gearbox stands out owing to its even shorter tractive power interruption – the time required for the fastest shift operations is merely 80 milliseconds. Hardly anyone would be able to change gears manually within such a short period of time. Furthermore, owing to Drivelogic, the M3 driver, benefiting from sequential shifting, is able to manually match the shift dynamics to his individual driving habits in six different programs – ranging from a balanced dynamic program (S1) to a very sporty (program S5). Finally, the driver can also choose the S6 program when the DSC system (dynamic stability control), which comes as standard with the M3, is deactivated. In that case, the SMG will shift at gear change times matching the sporting performance of a true race car.

The new M gearbox also enhances safety. In critical driving situations, such as when downshifting on slippery pavements, the clutch is released instantaneously. In the case of excessive engine drag torque, the car will not break away at the driving wheels. This will eliminate shift errors by the driver.

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As reported in our story on July 2nd, DRB-Oriental Honda (DOH) will slash the retail prices of Genuine Honda Parts by up to 30%. This was confirmed today by the company’s Managing Director/CEO Mitsuru Ozaki during the official opening of its Parts Centre in Port Kelang, Selangor.

Apart from the goodwill that DOH wants to build up with its customers, the move is also aimed at reducing the demand for imitation parts. According to Mr Ozaki, their investigations has revealed that at least 50% of Honda parts sold in Malaysia were imitations. Such a situation is obviously unacceptable to DOH; more than the loss of sales of its own Genuine Honda Parts, it is concerned that Honda owners run the risk of damage to their vehicles because imitation parts are significantly inferior in quality and reliability.

The Parts Centre will store over RM10 million of Honda parts, mainly for four models. Specifically, there will be parts for Civics from 1988 onwards; Accords from 1990 onwards and all generations of the City and CR-V. An Electronic Parts Catalogue on CD-ROM, which consists of over 120 individual catalogues, will be issued to all dealers and updated every two months.

To minimise inconvenience to customers, DOH will despatch parts from the Parts Centre to Klang Valley outlets at least twice daily. For the rest of Peninsula Malaysia, the aim is to get the parts to customers within 24 hours and for East Malaysia, within 48 hours.

Earlier, speaking to AUTOWORLD.COM.MY, Abdul Rashid Rahim, President/Chief Operating Officer of DOH, said that besides providing after-sales services to owners of Honda vehicles brought in by independent importers (the so-called ‘grey imports’ and ‘reconditioned cars’) – something which Kah Motors has previously refused to do – the company would also help them obtain original parts if they wanted to buy them.

“Supporting owners of the ‘gray imports’ is not something we will emphasise since it should be appreciated that those companies which sell them do not invest much in after-sale services and just sell the cars. Nevertheless, DOH will not turn away these owners as they are still Honda customers,” he added. “Of course, due to the great variety of models Honda offers worldwide, it is possible that we may not have the required parts but we can still help owners to get them.”

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Have you ever wished you could design your own vehicle and show it to an automaker? If so, you should take part in the 4th Mitsubishi Motors International Design Competition. Sponsored by the Japan Industrial Designers’ Association and Mitsubishi Design Associates, the theme for the competition is ‘Next Generation Mitsubishi Cross-Country Vehicles’. Entries are required to propose the value and the genre of the new cross-country vehicles, taking ecology into consideration, and “which bubbles with the ideas to enjoy our earth”, according to a press statement by the company.

In judging the entries, the criteria applied will include Relevance to the theme, Quality of the design, Originality, Ecological consideration or awareness”, Respect for Universal design, Safety, and Development potential.

Anyone, amateur or professional, interested in design and possesses skills in any type of graphic arts (drawing, drafting, photography, computer graphics, etc) can take part and there is no age nor nationality restriction.

Total prize money is ¥1.6 million (about RM48,000) and if an entrant manages to win both the Grand Prize and Internet Prize, he or she will be able to receive up to ¥1 million(approximately RM30,000).

“We expect to receive many entries filled with new ideas from all over the world,” said Olivier Boulay, chairman of the competition’s screening committee and chief of the MMC’s Design Division since April (prior to this position, he was General manager of the Daimler Chrysler AG Advanced Design Centre).

“We have used the Internet to announce and publicize the prize entries for past competitions, and this time, we dare to promote the Popularity Poll and the screening on the web site by all people who access our web site. We hope it will lead more expanded competition,” he added. In the past three competitions, the total number of entries exceeded 600 from some 50 countries around the world.

The competition is one of the Informational Culture Activities promoted by the company’s Tama Design Centre in Tokyo, Japan. This facility was established in 1996 as a base of futuristic design research and new model development for motorshows. It serves as communication interface between ordinary people and design developers.

All entries must be submitted by November 20th 2001 and the results will be announced in March 2002. For more information and entry documents, write to the organizers at:

“The 4th Mitsubishi Motors International Design Competitions” Division
c/o Rivet Ltd., Sanai Building,
Take-kan 101, 2-15-24 Takanawa,
Minato-ku,
Tokyo 108-0074
Japan
Tel:+81-3-5413-7979/Fax:+81-3-5488-1613
E-mail: m-net@rivet.co.jp
Website: http://www.mitsubishi-motors.co.jp/DESIGN/

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