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    DaimlerChrysler researchers in Germany have developed an infrared-laser (IRL) night vision system that is claimed to significantly increase a driver’s view of the road even on a moonless night. The system allows drivers to recognize darkly-clothed pedestrians and cyclists even at great distances. It also illuminates the road ahead over a distance of around 150 metres without blinding the drivers in oncoming vehicles; conventional high-beam headlights provide visibility up to only about 40 metres.

    The system has two laser headlights on the vehicle’s front end which illuminate the road by means of infrared light that is invisible to the human eye. A video camera records the reflected image, which then appears in black and white on a screen projected on the windscreen directly in the driver’s field of vision.

    Driving at night in bad weather is tiring and risky: the German Federal Statistics Office reports that some 40% of serious accidents occur at night, despite the fact that night driving accounts for less than 20% of total driving time in the country. The main cause of the accidents at night is poor visibility. Conventional high-beam headlights do not provide sufficient visibility, and many drivers therefore have difficulty estimating the correct distance. High-beams, which extend the illumination, also blind the drivers of oncoming vehicles, thereby limiting their ability to react quickly to potentially dangerous situations. Poor visibility also causes drivers to tire very quickly, something which can have fatal results.

    DaimlerChrysler’s IRL night vision system can do a lot to reduce these dangers. It is an active system with its own light source and, unlike passive systems, not solely dependent on information resulting from the heat emitted by objects in the field of vision. This means that it can discern objects which display no difference in temperature from their surroundings — like lane markers, for example.

    Researchers chose an infrared light source because such light is invisible to the human eye, so it cannot blind drivers of oncoming vehicles. Its narrow spectral width also offers substantial benefits: preset optical filters are capable of dampening the blinding effects of oncoming headlights by a factor of 50 ~ 100, while still allowing the system’s reflected laser light to pass through.

    The DaimlerChrysler team even came up with another trick to reduce the blinding effects of oncoming high-beams: the laser headlights send pulsating infrared light onto the road. Since the video camera`s electronic cover is synchronized with the frequency of the laser diode, the camera records all of the reflected infrared light but only a greatly reduced amount of the blinding light from oncoming vehicles.

    Prototypes of the IRL system – presently referred to as ‘Active Night Vision’ – have been in the test phase on a bus and this year, DaimlerChrysler is installing it on one of the latest Jeep Grand Cherokee models to evaluate its effectiveness further. It is likely that such a system, previously only used by the military, will become optionally available on more expensive models in the near future, as well as buses, trucks, emergency service vehicles and taxis.

    “This system enhances the night vision of drivers and thus makes night driving safer, especially for older drivers whose night vision may be less acute,” said Steve Buckley, Manager Electronic Product Innovation at DaimlerChrysler’s Liberty & Technical Affairs group. “The advantage of Active Night Vision is that it gives the driver a complete view of the road ahead.”


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    MITSURU OZAKI
    Managing Director and Chief Executive Officer

    Mitsuru Ozaki, 54, has been in the automobile industry for nearly 22 years. He has had extensive experience in various countries outside Japan. In the early years of his career with Honda, Mr Ozaki was in charge of foreign sales for the Oceania region. In 1978, he was transferred to Honda’s Thai unit where he had responsibilities covering import, sales, marketing and PR. In 1984, he moved to Honda Federal Inc in Indonesia where he was the Sales & Marketing Advisor in the joint-venture company which manufactures and distributes Honda motorcycles.

    Mr Ozaki has also spent time in Honda’s unit in Italy where he served as its president. It was one of his tougher assignments as Italy has a strong indigenous motorcycle industry.

    In 1997, he moved back to Thailand to become vice-president of Asian Honda Motor, Honda’s ASEAN headquarters.

    ABDUL RASHID bin ABDUL RAHIM
    President and Chief Operating Officer

    A graduate of the RAF College in Cranwell, Encik Rashid, 50, holds a Diploma in Mechanical Engineering as well as a Diploma from the Chartered Institute of Marketing and a BSc Honours degree in Aeronautical Engineering.

    Prior to entering the automobile industry 10 years ago, he served in the RMAF (until 1985) where he attained the rank of major. He then joined AIROD, a company which services aircraft, and remained there when it was privatized.

    His entry into the automobile industry began when he joined USF as its General Manager, after which he was appointed the first CEO of USPD (the joint-venture between Proton and the DRB Group, now renamed Proton Edar after Proton acquired it completely). His other positions in the DRB Group prior to joining DOH in January 2001 were CEO of Proton Corporation and also CEO of DRB-HICOM Export Corporation.

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    The new joint-venture company handling Honda manufacturing, distribution, marketing and sales in Malaysia – DRB-Oriental-Honda Sdn Bhd (DOH) – officially began operations on July 1st 2001, taking over from its previous franchise holder of 33 years, Oriental Holdings Bhd (the parent company of Kah Motors). As yesterday was a Sunday, the new company, in which Honda is the largest single shareholder with a 49% equity, began its activities today with the signing of dealership agreements in Kuala Lumpur.

    At a simple ceremony, DOH formalised dealership agreements with 51 parties, including 12 Kah Motors branches. Virtually every state, including in East Malaysia, has at least one Honda dealer and there are also 12 authorised Honda service dealers.

    “It is our wish to cause no disruption or inconvenience to our customers with the beginning of our operations and we believe that the change-over will occur smoothly,” said Mitsuru Ozaki, DOH Managing Director/CEO. Mr Ozaki said that while there would be no dramatic changes in store for customers at Honda showrooms right away, there would be intensive training for all the dealers to heighten as aspects of customer service and after-sales support.

    “We want to achieve the Highest Customer Satisfaction in Malaysia in the shortest possible time,” he declared.

    Aware that there has been a degree of customer dissatisfaction with the way Hondas have been marketed in the past, DOH is giving a lot of attention to improving all aspects of its interaction with its customers. One area that has often upset customers has been the accessories they have been forced to accept when buying a new Honda.

    On this issue, Abdul Rashid Rahim, President/Chief Operating Officer of DOH, said that the company will respect customers’ wishes if they do not want any optional accessories. At the same time, the optional accessories offered are all approved by Honda and meet the high quality standards of the company.

    “All accessories – standard and optional – are of a very high quality and they also come with a 2-year warranty, the same as the cars we sell,” he said.

    Another good piece of news is that prices will be reviewed to benefit customers although the nature of the changes are unknown at this time. According to M. Takano, General Manager of Sales & Distribution at DOH, the review has already been done with the aim of making Honda cars more competitive and ‘less isolated’ in the market.

    “We have already submitted the revised prices to the government and when we receive approval of them, an announcement will be made,” Mr Takano said. However, the prices may not necessarily come down significantly as it was also mentioned that DOH plans to include safety items such as airbags and ABS. If this is the case, customers may get better value for their money with a minimal price change. The prices of genuine Honda spare parts will also be revised and some items may be reduced by as much as 30% from previous prices.

    Speedy after-sales support is also a priority for DOH and reducing delays getting parts to customers will be achieved by the new parts warehouse set up in Port Klang. The distribution system will also be improved and according to Mr Ozaki, there will be increased quality checks on all new cars as well as dedicated transportation of the new units from the assembly plant in Johor.

    For those who own Hondas that were imported by parties other than official dealers, there’s good news: DOH will not have a policy of discrimination like that of Kah Motors where owners of reconditioned models or privately-imported units were not accepted for service. DOH dealers will provide after-sales support although the owners will have to understand that there are limitations.

    “DOH won’t be able to honour any warranty on vehicles we do not sell but we will certainly offer after-sales support to any Honda owner,” explained Encik Rashid. “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.”

    “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.

    Communication with its customers is going to be given a lot of attention, Mr Takano promised, and apart from printed materials, there is also a new website at www.honda.net.my . Mr Takano, who spent some 6 years in Honda’s American subsidiary, said that DOH would also be noting feedback from customers and also working hard to upgrade the standards of the dealers.

    “Give us till the end of this year and you should see many changes,” he said.

    DOH also announced today the introduction of an additional variant of the City Type Z with a more luxurious interior. The new variant is the City Type Z VTi and features a 84.5 kW/115 ps VTEC LEV SOHC engine with a 1.5-litre displacement. This has a 4-speed electronic automatic transmission only. The price, excluding optional accessories, is RM87,308 (with insurance). With the accessories (alloy rims, carpet mats, numberplate, etc), the price would be RM89,388.00. In line with DOH policy, customers will be given the option of not taking the accessories.

    Up till 2003, DOH will use Oriental Assemblers to assemble its vehicles as its new plant in Melaka will only being construction work this September. The new plant, near Pagoh, will have a capacity of 20,000 units a year and its output will be intended for domestic as well as export markets. For this year, DOH expects total Honda sales in Malaysia to be around 8,000 units.

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    Despite being a tiny part of each litre of oil, additives are the most influential constituents which allow the oil to give proper lubrication and protection to an engine. Expensive and essential, they are the ‘secret recipe’ of an oil and work in various ways. Although the consumer often reads of the costly R&D efforts of large oil companies in formulating additive packages for new and better oils, much of the additive technology often comes from independent additive producers which agree to remain in the background. Of course, the final product (the new oil) is tested thoroughly by the oil company to ensure that it meets the targets set.

    These targets will vary according to marketing strategies, with cost versus performance benefits being matched against the anticipated volume of oil to be sold. But whatever price the oil will be sold at, it must accomplish at least three general tasks: contaminant containment, heat removal and friction reduction. On its own, a base oil cannot achieve these in any significant way; in fact, various reactions arising from the combustion process will actually prevent the oil from functioning and will even alter its condition quickly. Which is why additives must be incorporated in today’s oils if the main tasks are to be carried out.

    Today’s additives in lubricants are the result of complex technology, employing both organic and inorganic chemicals with 20% utilisation of the chemical elements. The most significant additives are those in lubricating oil which has its largest utilisation in internal combustion engines. Here, the additives have become an integral part of the lubricants as base oils alone, ie not compounded with additives, are no longer suitable for today’s engines with higher temperatures, higher speeds and higher pressures.

    The exact composition of the additives in each oil is unique and a trade secret, so competition among additive producers is vigorous. Sometimes the oil companies may only be told part of the secret, but they are less concerned with the composition of the additive and more interested in how it can enhance the lubricating performance of their oil and allow them to make strong claims.

    DEVELOPING ADDITIVES
    Additive development has many routes; for example, when starting basic research, new technical requirements must be considered along with a cost/effectiveness optimisation for the additive. The rate of commercialisation of potential additives prepared in the laboratory may be low, but the overall cost of research to develop additives is extremely high.

    Typically, an additive producer will discuss with the oil company what specifications are to be met. This is becoming a more complex matter as more and more specifications are being introduced by different organisations (including the US military) and motor manufacturers in North America, Europe and Japan.

    Usually, an oil company will try to develop an oil which can meet as many of these specifications (the specification of the American Petroleum Institute or ‘API’ being the most familiar to motorists) as possible. Thus the number of tests (which are not cheap) needed has been proliferating at a rapid rate.

    An important step in the development of an additive is the evaluation of the base oil. The source of crude oil and method of refining it must be known so that the additive can be properly tailored for incorporation.

    After this evaluation is done in the laboratory, and satisfactory results are obtained, the fully compounded lubricant is then subjected to the necessary engine tests which are part of the specifications previously agreed on between the additive compounder and the oil company. Up to this stage, the expenditure is still low but it increases rapidly as test work begins and laborious engine tests have to be carried out.

    Since it is very rare for a new lubricant formulation to meet the specifications immediately, the ‘recipe’ needs to be adjusted and retesting is needed until satisfactory results are obtained. And all the while, the frequent compatibility problems between additive components must be resolved, a job of ‘fine-tuning’ that is not only time-consuming but also very expensive.

    TYPES OF ADDITIVES

    While the composition of the additive is a trade secret, its function is widely publicised and if a comparison of additive functions is made among the various lubricants – engine oils, automatic transmission fluids, axle oils, hydraulic oils, gear oils, turbine oils and metalworking fluids – it will be found that many similarities exist.

    For example, all lubricants now have anti-oxidants as well as anti-foam agents, and most have an anti-wear agents and rust-inhibitors. A common engine oil – this lubricant being the largest class of lubricants in the world – will have the following composition by weight:-

    Base oil: 71.5 ~ 96.2%
    Metallic detergent: 2 ~ 10%
    Ashless dispersant: 1 ~ 9%
    Zinc dithiophosphate: 0.5 ~ 3.0%
    Antioxidant/antiwear: 0.1 ~ 2.0%
    Friction modifiers: 0.1 ~ 3.0%
    Antifoam: 2 ~ 15 parts/million
    Pour point depressant: 0.1 ~ 1.5%

    DETERGENTS
    Detergents are metal-cleaning agents found in all engine oils. Besides providing anti-rust protection, they also assist in neutralisation of sulphur acids or oxy acids. The sulphur acids are formed when the sulphur compounds in the petrol oxidise to form sulphur oxides that combine with water (a by-product of combustion). They are particularly significant in diesel engines because diesel fuel can contain up to 4% sulphur. Oxy acids come from the oxidation of various lubricating base oil fragments.

    DISPERSANTS
    These are ashless, non-metallic cleaning agents with chemical structures similar to those of detergent additives. Usually, combinations of dispersant types are used in lubrication formulations.

    A dispersant is needed to prevent all the by-products of combustion that drop into the oil from coming together to form large masses that would get stuck in the tiny oil passages. The additive also keeps all the particles in suspension, preventing them from accumulating in the bottom of the sump and not coming out with the oil during an oil change.

    INHIBITORS
    Inhibitors (often called the “anti” additives) are needed in engine oils, hydraulic oils and gear oils to prevent rust formation, and in automatic transmission fluids and axle oils to prevent corrosion. They also help in minimising oxidation, friction and foaming.

    The oxidation inhibitors, which also have a role in preventing corrosion at the bearings, are an integral part of many lubricant additive compositions. These materials help to prevent the oxidative deterioration of the lubricant base fluid by scavenging free radicals produced by attack of oxygen. For protection against bearing corrosion, the additives form a protective film on the metallic surfaces in the engine, preventing attacks from acid.

    Just as important are additives that prevent foaming in the oil, these most often being oil-insoluble chemicals in very low concentrations. They work by disrupting the liquid-air interface.

    There are also additives that inhibit friction (also known as friction modifiers) and they come in many different types, either completely organic or of molybdenum compounds or suspended graphite.

    ZINC DITHIOPHOSPHATES
    These are the most important of the oxidation and bearing corrosion agents used in the formulation of lubricant additives. Zinc dithiophosphates (ZDP) help prevent valvetrain wear, in addition to minimising oxidation and bearing corrosion. They are the single most important chemicals used in formulations of engine oil additives.

    POUR POINT DEPRESSANTS
    These additives are more important in engine oils used in cold climates as they prevent the congealation of wax at low temperatures, causing the oil to thicken. In order to obtain lower pour points, the lubricating oil refiner removes the wax constituents, which solidify at relatively high temperatures, by a process known as known ‘dewaxing’. If the oil were completely dewaxed, it would reduce the yield of lube oil to an uneconomic level. In addition, complete dewaxing could also detract from some of the desirable lubricating oil characteristics.

    In order to obviate the bad features of wax conglomeration, pour point depressants are most often used. They do not prevent the paraffin wax from crystallizing from the oil but are absorbed on the wax crystals. This absorption reduces the amount of oil included on the crystal, thus the reduction in the volume of the crystal permits easier flow of the lubricant.

    VISCOSITY MODIFIERS
    These are additives frequently publicised in advertisements for multigrade oils (eg SAE 10W-30, 15W-40, 0W-40, etc). These are oil-soluble organic polymers whose molecular weight may range from 50,000 to 150,000. What these additives do is to alter the ‘slope’ of the viscosity temperature relationship – an oil becomes viscous, or more fluid, as its temperature rises – so that it is more viscous at higher temperatures than would be the case without a viscosity modifier, while at the same time preventing the oil from becoming too thick at lower temperatures.

    There are two general classes of viscosity modifiers: hydrocarbon types and ester types. Which type is used depends on the characteristics of the base oil to be treated, along with the type of multigrade oil to be produced. Not to be minimised in the selection of the viscosity modifier are the type of performance characteristics desired, the economics, and the viscosity shear stability that the final product must have.

    ATF ADDITIVES
    The additives required for an automatic transmission fluid (ATF) and axle oil need to be more specialised in function as the operating conditions are different from those experienced by engine oil. Different frictional properties are necessary for the many different types of automatic transmissions now produced.

    With axle oils, the additive components are even more varied and specialised. To efficiently lubricate an axle, the oil must also offer extreme pressure protection and have a moderate anti-oxidation safeguard. Therefore, chemicals such as active sulphur compounds, chlorine containing compounds, and lead soaps are typically found in axle and gear oil additives.

    TRENDS IN ADDITIVE TECHNOLOGY
    For the future, new technical lubrication challenges exist as engine technology advances: the new generation of engines are smaller, run faster and have higher outputs. Special considerations must be given to such engines while at the same time making lubricant formulations that enhance fuel efficiency.

    Turbocharged and supercharged engines are no longer uncommon nor limited to sportscars; even pick-ups have turbochargers with their diesel engines and turbodiesels are increasingly popular. Turbochargers run at extremely high temperatures and need oil that will not shear (break up) or vaporize under such conditions. Special additives are used to make it possible for even mineral-based oils to cope with such high temperatures, previously only possible with synthetic oils.

    Then there are also the alternative-fuel engines that run on methanol or natural gas. Such fuels burn in a different manner from petrol or diesel and may need new types of additives to ensure proper lubrication and protection of the internal parts.

    Finally, the ecological standpoint weighs heavily in any development of new oils. They must be compatible with engines that have emission control devices and not cause deterioration of the catalytic converters which are now commonplace with new vehicles. They should also have a certain degree of ‘environmental-friendliness’ to ensure facilitate disposal of used oil or recycling.

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    DaimlerChrysler has opened the first Mercedes-Benz boutique in the Asia-Pacific region at Singapore’s Changi Airport. The boutique, situated in Terminal 2, occupies a shop space of 114 square metres. It is open from 7 am till midnight daily.

    “Singapore Changi Airport has been chosen as the pilot base to implement the first Mercedes-Benz boutique concept for Asia as it is a major communications hub for the Asia-Pacific region,” said Frank Messer, President and Chief Executive Officer of DaimlerChrysler South East Asia Pte Ltd. “Additionally, its track record as an award-winning airport with sound infrastructure and solid support services will ensure that the Mercedes-Benz boutique gets off to a good start.”

    The boutique is intended to serve as a window of opportunity to showcase the Mercedes-Benz brand vitality on an international arena and is a part of the company’s on-going efforts to enhance our range of customer services.
    “It will enable customers of all ages to experience the world of Mercedes-Benz,” Mr Messer added.

    Customers can enjoy shopping for exclusive three-pointed star merchandise based on four themes: Classic, Motorsports, Innovation and Lifestyle. To highlight a select few, there are lifestyle accessories, model cars, F1 items, children’s toys, golf items and a “limited edition” corner

    The boutique also carries a collection based on “Story of Passion” – the theme for the 100th year celebration of the Mercedes-Benz brand. To celebrate this event at the boutique, a replica of the first motorcar produced in 1886 is being prominently displayed.

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    Ford Malaysia recently donated a Ford Transit 2.5D to the Malaysian Red Crescent Society (MRCS) chapter in Klang. The handover ceromony was conducted at the Persatuan Penjagaan Kanak-Kanak Cacat Klang, where Ford Malaysia representative Shah Ghani officially handed over the keys of the Transit to Datuk Song Kee Chai, Vice President of the MRCS, Klang Chapter.

    The Transit will be used by MRCS for a variety of purposes such as for their youth development programmes as well as to transport patients in need of kidney dialysis. It will also serve as an emergency response vehicle during disasters.

    The donation is in line with Ford’s Corporate Citizenship programme, complementing programmes like the Ford Environmental Grants for worthy conservation efforts.

    “Corporate citizenship plays a tremendously important role in our activities in Malaysia. With its diversity of cultures, mobility needs and challenges, we work closely with government, academic institutions and non-governmental organizations to develop appropriate approaches to providing products and services.” said Deborah Arronson, the new Managing Director of Ford Malaysia.

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    STANDARD VERSION
    Nett selling price: RM124,812.50
    Roadtax for 1 year: RM581.00 (private registration)
    Registration fee: RM300.00 (private registration)
    Numberplate: RM50.00
    “Comfort’ Package: RM8,545.00
    Insurance: RM3,771.90
    Total On-the-Road price: RM138,060.40
    (for metallic finish, add RM858.00)

    Options available:
    Leather seats: RM4,500
    6.8-inch VCD screen: RM2,500
    Aero-kit: RM2,300
    CD-changer: RM1,000
    Foglights: RM900
    V-Kool/Goldust: RM1,800
    V-Kool (complete): RM2,5000

    [Comfort package includes Clarion ADX 5655Z head unit with remote control, front/rear parking sensors, immobiliser, speed-sensing door locks, titanium trim, roof spoiler and two-tone metallic paint]

    “HIGHWAY STAR” VERSION
    Nett selling price: RM124,812.50
    Roadtax for 1 year: RM581.00 (private registration)
    Registration fee: RM300.00 (private registration)
    Numberplate: RM50.00
    “Highway Star’ Package: RM18,545.00
    Insurance: RM4,031.90
    Total On-the-Road price: RM148,320.40
    (for metallic finish, add RM1000.00)

    Options available:
    6.8-inch VCD screen: RM2,500
    V-Kool (complete): RM2,5000

    [Highway Star package includes Clarion ADX 5655Z head unit with remote control, front/rear parking sensors, immobiliser, speed-sensing door locks, titanium trim, roof spoiler, two-tone metallic paint, aero kit, foglights, CD-changer (6 CDs) and V-Kool/Goldust insulation]

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    Edaran Tan Chong Motor (ETCM) today launched a new generation of the Nissan Serena with a big jump in price to RM139,000. However, this higher price is perhaps justified in view of the equally big jump in the overall package and specifications, propelling the new Serena upmarket in image.

    The new Serena appears to be a hybrid type of bodystyle – part window van, part MPV and part minivan. According to Tan Hoe Pin, Deputy Managing Director of ETCM, there are now varying definitions of people-carriers and Nissan’s definition of the MPV has two variations.

    “Nissan has categorised the MPV into two types – the semi-cab type and the minivan type,” he explained. “The new Serena is considered as a semi-cab type and not a minivan such as models like the Kia Carnival or Hyundai Trajet.”

    This is where it gets a bit vague because the new Serena also has a monocoque construction, like a passenger car’s, whereas many window vans have a body bolted onto the chassis; minivans usually have monocoque construction where the body and chassis are welded as a single unit. It is likely that Nissan’s definition is intended to refer to vehicles which can double up as load carriers while the minivan is strictly a passenger carrier with cargo carrying as a lower priority.

    BRAND NEW DESIGN
    The new design is substantially changed from the round-edged predecessor and has a sharper profile with a more slab-sided appearance. This is in keeping with current trends, as evident in a number of new Japanese models which are more boxy. Nevertheless, the Nissan designers have managed to make this box appealing to the eye as well (compared to some other designs on the road).

    Size-wise, the new Serena is longer by 165 mm but retains the same 1695 mm width. Its wheelbase is also shorter – 2695 mm now against 2735 mm previously. However, the tracks are wider, suggesting better stability. According to Hiroki Nishio, Nissan’s Chief Product Specialist for the segment that the Serena is in, the shortened wheelbase is the result of optimising packaging for better performance. But this does not seem to have negatively affected cabin space and the volume is exceptionally large with three rows of seats as standard. Of course, if all three rows are in use, there is really very little luggage space.

    INTERIOR
    With so much interior space to play with, tremendous flexibility possible. Nissan claims that up to 162 different seating variations are possible within the new Serena and in maximum cargo configuration, there is floor space that is 1.46 metres in length. It is also possible to carry five persons and one mountain bike without removing its front wheel or, if just two people are on board, then two mountain bikes (with front wheels on) can be accommodated. This, however, requires removal of the second and third row of seats.

    Another nice feature is the wide gap between the front seats which makes it possible to walk from the front area to the middle area. More commonly found in American minivans (and also the Honda CR-V), this is a very convenient facility and allows the driver to nip behind to stretch out while waiting for others. There’s also enough headroom to avoid having to bend down much.

    In order to have this walk-through facility, the location of the shift lever has been moved to the steering column. It has also been possible because the engine is now ahead of the cabin and not under the front seats as before. Virtually all new van designs now have to position the engine ahead due to strict safety regulations in Europe concerning collision protection. With the old engine-under-seat layout, the crumple zone was fairly limited.

    Two side sliding doors are now provided, making ingress and egress easier. These have power windows for extra convenience. For older folks, the 20 mm lower floor will be welcome as getting in will be easier.

    The dashboard has a functional design with lots of storage spaces. It is much more car-like now than the previous Serena which was essentially a derivative of a window van. In the central position is a 2-DIN audio unit with a graphic display (according to Mr Tan, customers like such displays); presumably in Japan where the new Serena was launched in 1999, that area would be used for a navigation monitor.

    As far as the convenience features are concerned, this latest Nissan comes loaded. Functional cupholders are provided for everyone and taking an idea from aircraft (and also the Renault Scenic), there are fold-down trays behind the front seats – with integral cupholders too. The backs of the second row of seats can also be used as tables and for powering appliances, there’s an extra socket (cigarette lighter type). On the more expensive ‘Highway Star’ version, leather upholstery and a CD-Changer are provided and it is also possible to install a VCD monitor in the ceiling as there is a fold-away console.

    SAFETY
    As with the new Sentra, the new Serena has also received huge doses of safety features. For starters, it has much better headlamps which are CSR (computer-designed Complex Surface Reflector) halogen types. These are claimed to have 50% better illumination compared to conventional headlamps and a broader spread.

    The strong body structure is 40% more rigid torsionally and follows Nissan’s Zone Body concept which divides the body into two zones: one zone for impact absorption and another for safety restraint. All doors have built-in anti-intrusion bars. Much effort has also gone into making the cabin interior more ‘friendly’ during accidents by having design and materials that will reduce the risk of serious injury. For example, synthetic resin is used for the roof pillars and has a rib construction to absorb impacts.

    The brake system has ABS as standard, along with Electronic Brake Force Distribution to enhance stopping performance, and Brake Assist which boosts pedal pressure in emergency situations.

    In view of increasing consumer demand, airbags are standard for the driver as well as the front passenger.

    Drivers will also appreciate the provision of parking sensors not just for the rear but also for the front. Some may wonder why front sensors would be needed but they do come in handy when you want to park your vehicle so that the rear end doesn’t stick out in the rain. The front sensors can be switched off when not needed so you don’t get them beeping away in traffic.

    ENGINE
    The new Serena will be available only with a 2.0-litre engine. This is the same 4-cylinder DOHC powerplant, the SR20DE, as that fitted in the previous generation. However, internal changes, particularly in the reduction of friction, have enabled the engineers to boost power and torque output by around 11% to 107 kW/145 ps at 6000 rpm and 183.5 Nm at 4800 rpm. 95% of maximum torque is now available at 2800 rpm, making for good low-end acceleration.

    The gearbox is a fully automatic electronically-controlled type with four forward speeds. Typical of such vehicles, the final drive ratio appears to be a rather low 4.425:1 although, with the engine efficiency increased, fuel economy is not negatively impacted. In fact, Nissan claims an improvement of about 27% to 9.75 kms/litre (27.5 mpg).

    CHASSIS
    The chassis of the new Serena make use of the latest M/S-Class platforms that Nissan has developed for coming years. Both front and rear suspension layouts are independent with the front ones using MacPherson struts supported from a subframe and the rear ones employing trailing arms with a multi-link arrangement. A subframe is also used, allowing the suspension to work more effectively and also giving better isolation of road shocks.

    FORECAST
    The introduction of the new Nissan Serena is probably a surprise and bookings were in fact only open a few days back. Since then, ETCM has already received over 100 orders. Mr Tan said that the company expects to sell between 100 and 120 units a month.

    With the new Serena, ETCM is moving into a higher segment in the people-mover segment. There is now a big gap in the RM100,000 – RM120,000 bracket which rivals are likely to exploit. Mr Tan said that the still-popular C22 Vanette, which is about half the price of the new Serena, will remain in production for the foreseeable future as demand is still good.

    “It is demand-dependent and we don’t see it being phased out soon. It suits the needs of many customers and they even change to new ones every few years,” he revealed, adding that ETCM now sells C22 parts to Nissan and is also designated as the global supplier for this model. Units assembled in Malaysia are exported to southwest Asian markets.

    “Anyway, the C22 is in an entirely different segment and caters to a different clientele. With the new Serena, we are targeting individuals who want to be different and it is therefore a more upmarket product,” Mr Tan said. “It’s a great vehicle to use for a variety of purposes and I believe it is the ultimate modern multi-usage vehicle for Malaysians.”

    More pictures

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    Edaran Tan Chong Motor (ETCM) today launched a new generation of the Nissan Serena with a big jump in price to RM139,000. However, this higher price is perhaps justified in view of the equally big jump in the overall package and specifications, propelling the new Serena upmarket in image.

    The new Serena appears to be a hybrid type of bodystyle – part window van, part MPV and part minivan. According to Tan Hoe Pin, Deputy Managing Director of ETCM, there are now varying definitions of people-carriers and Nissan’s definition of the MPV has two variations.

    “Nissan has categorised the MPV into two types – the semi-cab type and the minivan type,” he explained. “The new Serena is considered as a semi-cab type and not a minivan such as models like the Kia Carnival or Hyundai Trajet.”

    This is where it gets a bit vague because the new Serena also has a monocoque construction, like a passenger car’s, whereas many window vans have a body bolted onto the chassis; minivans usually have monocoque construction where the body and chassis are welded as a single unit. It is likely that Nissan’s definition is intended to refer to vehicles which can double up as load carriers while the minivan is strictly a passenger carrier with cargo carrying as a lower priority.

    BRAND NEW DESIGN
    The new design is substantially changed from the round-edged predecessor and has a sharper profile with a more slab-sided appearance. This is in keeping with current trends, as evident in a number of new Japanese models which are more boxy. Nevertheless, the Nissan designers have managed to make this box appealing to the eye as well (compared to some other designs on the road).

    Size-wise, the new Serena is longer by 165 mm but retains the same 1695 mm width. Its wheelbase is also shorter – 2695 mm now against 2735 mm previously. However, the tracks are wider, suggesting better stability. According to Hiroki Nishio, Nissan’s Chief Product Specialist for the segment that the Serena is in, the shortened wheelbase is the result of optimising packaging for better performance. But this does not seem to have negatively affected cabin space and the volume is exceptionally large with three rows of seats as standard. Of course, if all three rows are in use, there is really very little luggage space.

    INTERIOR
    With so much interior space to play with, tremendous flexibility possible. Nissan claims that up to 162 different seating variations are possible within the new Serena and in maximum cargo configuration, there is floor space that is 1.46 metres in length. It is also possible to carry five persons and one mountain bike without removing its front wheel or, if just two people are on board, then two mountain bikes (with front wheels on) can be accommodated. This, however, requires removal of the second and third row of seats.

    Another nice feature is the wide gap between the front seats which makes it possible to walk from the front area to the middle area. More commonly found in American minivans (and also the Honda CR-V), this is a very convenient facility and allows the driver to nip behind to stretch out while waiting for others. There’s also enough headroom to avoid having to bend down much.

    In order to have this walk-through facility, the location of the shift lever has been moved to the steering column. It has also been possible because the engine is now ahead of the cabin and not under the front seats as before. Virtually all new van designs now have to position the engine ahead due to strict safety regulations in Europe concerning collision protection. With the old engine-under-seat layout, the crumple zone was fairly limited.

    Two side sliding doors are now provided, making ingress and egress easier. These have power windows for extra convenience. For older folks, the 20 mm lower floor will be welcome as getting in will be easier.

    The dashboard has a functional design with lots of storage spaces. It is much more car-like now than the previous Serena which was essentially a derivative of a window van. In the central position is a 2-DIN audio unit with a graphic display (according to Mr Tan, customers like such displays); presumably in Japan where the new Serena was launched in 1999, that area would be used for a navigation monitor.

    As far as the convenience features are concerned, this latest Nissan comes loaded. Functional cupholders are provided for everyone and taking an idea from aircraft (and also the Renault Scenic), there are fold-down trays behind the front seats – with integral cupholders too. The backs of the second row of seats can also be used as tables and for powering appliances, there’s an extra socket (cigarette lighter type). On the more expensive ‘Highway Star’ version, leather upholstery and a CD-Changer are provided and it is also possible to install a VCD monitor in the ceiling as there is a fold-away console.

    SAFETY
    As with the new Sentra, the new Serena has also received huge doses of safety features. For starters, it has much better headlamps which are CSR (computer-designed Complex Surface Reflector) halogen types. These are claimed to have 50% better illumination compared to conventional headlamps and a broader spread.

    The strong body structure is 40% more rigid torsionally and follows Nissan’s Zone Body concept which divides the body into two zones: one zone for impact absorption and another for safety restraint. All doors have built-in anti-intrusion bars. Much effort has also gone into making the cabin interior more ‘friendly’ during accidents by having design and materials that will reduce the risk of serious injury. For example, synthetic resin is used for the roof pillars and has a rib construction to absorb impacts.

    The brake system has ABS as standard, along with Electronic Brake Force Distribution to enhance stopping performance, and Brake Assist which boosts pedal pressure in emergency situations.

    In view of increasing consumer demand, airbags are standard for the driver as well as the front passenger.

    Drivers will also appreciate the provision of parking sensors not just for the rear but also for the front. Some may wonder why front sensors would be needed but they do come in handy when you want to park your vehicle so that the rear end doesn’t stick out in the rain. The front sensors can be switched off when not needed so you don’t get them beeping away in traffic.

    ENGINE
    The new Serena will be available only with a 2.0-litre engine. This is the same 4-cylinder DOHC powerplant, the SR20DE, as that fitted in the previous generation. However, internal changes, particularly in the reduction of friction, have enabled the engineers to boost power and torque output by around 11% to 107 kW/145 ps at 6000 rpm and 183.5 Nm at 4800 rpm. 95% of maximum torque is now available at 2800 rpm, making for good low-end acceleration.

    The gearbox is a fully automatic electronically-controlled type with four forward speeds. Typical of such vehicles, the final drive ratio appears to be a rather low 4.425:1 although, with the engine efficiency increased, fuel economy is not negatively impacted. In fact, Nissan claims an improvement of about 27% to 9.75 kms/litre (27.5 mpg).

    CHASSIS
    The chassis of the new Serena make use of the latest M/S-Class platforms that Nissan has developed for coming years. Both front and rear suspension layouts are independent with the front ones using MacPherson struts supported from a subframe and the rear ones employing trailing arms with a multi-link arrangement. A subframe is also used, allowing the suspension to work more effectively and also giving better isolation of road shocks.

    FORECAST
    The introduction of the new Nissan Serena is probably a surprise and bookings were in fact only open a few days back. Since then, ETCM has already received over 100 orders. Mr Tan said that the company expects to sell between 100 and 120 units a month.

    With the new Serena, ETCM is moving into a higher segment in the people-mover segment. There is now a big gap in the RM100,000 – RM120,000 bracket which rivals are likely to exploit. Mr Tan said that the still-popular C22 Vanette, which is about half the price of the new Serena, will remain in production for the foreseeable future as demand is still good.

    “It is demand-dependent and we don’t see it being phased out soon. It suits the needs of many customers and they even change to new ones every few years,” he revealed, adding that ETCM now sells C22 parts to Nissan and is also designated as the global supplier for this model. Units assembled in Malaysia are exported to southwest Asian markets.

    “Anyway, the C22 is in an entirely different segment and caters to a different clientele. With the new Serena, we are targeting individuals who want to be different and it is therefore a more upmarket product,” Mr Tan said. “It’s a great vehicle to use for a variety of purposes and I believe it is the ultimate modern multi-usage vehicle for Malaysians.”

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    BMW today released the first official pictures of the new BMW 7 Series, describing it as a ‘revolutionary new model’ and ‘the most technologically advanced BMW ever’. Featuring a host of innovations, the new 7 Series will make its world debut at the Frankfurt International Motorshow this September and will go on sale in Asia from 2002. Prices are not available at this time.

    Apart from having what is known as a new ‘design language’ for both the interior and exterior, the new 7 Series is said to incorporate a pioneering step in driver ergonomics known as ‘iDrive’. This is a revolutionary concept which reinvents the rules of the traditional dashboard and separates the cabin into two distinct areas: the ‘comfort area’ and the ‘driving area’.

    Within the comfort area, the majority of secondary functions are now operated by a single central ‘controller’. The result is a dramatic reduction in the number of buttons and switches creating an extremely clean and modern interior look and feel. The ‘controller’ is a rotary dial located in front of the central armrest and is intuitive in operation. By rotating and pressing the ‘controller’ and moving it laterally, the driver is able to select and control functions including the ventilation system, the audio and entertainment system, navigation and telematics applications. A central computer monitor displays the various functions and the chosen setting selections.

    The new 7 Series also offers internet access through an individually-configured WAP-supported BMW internet portal incorporated in the car – a world first. All the functions in the ‘comfort area’ can be operated by both the driver and the passenger.

    In the driving area, an instantly noticeable feature of the new 7 Series is the absence of a central gearlever and traditional ignition key. Instead, all primary controls are located in and around the steering wheel, the centre of the ‘driving area’. Gear selection for example is controlled via a stalk in the steering column. The ignition switch is controlled by a new electronic key and the engine is started and stopped using a button. With all the relevant functions positioned in this central ‘driving area’, the driver can remain focused on the road.

    New eight-cylinder engines come with the new BMW flagship with two displacements available at launch. The new 735i will be powered by a 202 kW/272 bhp, 3.6-litre engine with 360 Nm of torque while the more powerful 745i will have a 251 kW/333 bhp, 4.4-litre engine, with 450 Nm of torque.

    The new 7 Series is claimed to set a new benchmark in fuel consumption and performance compared to other cars in its class. This new generation V8 reduces fuel consumption by 14% while increasing maximum power output by the same amount when compared to the V8 engines in the existing 7 Series models. This has been achieved by combining BMW’s double VANOS variable valve timing system with the new Valvetronic technology, which varies the degree of valve lift to control engine breathing, thereby negating the need for a throttle butterfly. Valvetronic technology appeared for the first time this year in the 4-cylinder engines for the 3 Series Compact.

    For the first time, these V8 engines both feature DIVA, a new fully-variable intake manifold system. These three variable systems combine to provide the power and fuel consumption advantages of the new car. Fuel consumption (according to EU overall criteria) is at an impressively low level for this class: the 735i recording 10.7 and the 745i 10.9 litres per 100 kms (26.4 mpg and 25.9 mpg, respectively).

    Another pioneering feature is the world’s first 6-speed automatic transmission with integrated shift-by-wire technology. Operated by a selector lever alongside the steering wheel and Steptronic buttons on the steering wheel rim, this innovative transmission also helps to deliver the impressive performance figures. The sprint from standstill to 100 km/h takes a claimed 6.3 seconds in the 745i and 7.5 seconds in the 735i. Top speed in both models is electronically limited to 250 km/h.

    Driving dynamics and safety are also substantially improved and as safety remains high on BMW’s priority list, the new 7 Series comes with a number of innovations including improved head airbags, new active head restraints and a new airbag safety control system called ISIS. Via its network of sensors, ISIS decides which safety system to deploy, and when, in the event of an accident. This system is faster and more precise than the previous sensor system.

    Ride quality has also been enhanced making the drive smoother and more comfortable. Continuously-variable electronic damper control, pneumatic suspension with automatic self-levelling for the rear axle and a new active all aluminium ‘dynamic drive’ chassis with active roll stabilisation are all key developments in this area.

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