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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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    The price of fuel isn’t going to come down and if anything, as supplies decrease, pump prices will keep going up. It is therefore important to reduce fuel consumption in vehicles as quickly as possible and Delphi Automotive Systems, one of the world leaders in automotive components, has come up with just the device to save fuel.

    Known as ‘Energen 5′, the device is claimed to improve fuel economy in small vehicles used in urban conditions by more than 5%. The concept of this device is to automatically cut the engine when idling and then restarting it almost instantaneously when the accelerator is pressed. The approach is nothing new and some vehicles already have it but what makes Energen 5 different is that it is claimed to be quieter, lighter, has fewer components and requires almost no additional packaging volume in the engine bay. The compactness has been achieved by combining the starter and alternator in the conventional generator position.

    “We have already demonstrated a 5% fuel economy improvement and expect to be able to increase this significantly with further development. The elimination of the starter motor and ring gear also reduces weight, packaging, complexity and cost, while lowering noise levels at start by 3 decibels,” says Dr Jean Botti, director of the customer solutions centre for Delphi Energy & Chassis Systems in Europe.

    Energen 5 is suitable for petrol engines up to 1.6 litres and diesels up to 12 litres. Delphi, being a strong promoter of 42V systems for the future, has ensured it is compatible with such electrical systems as well as the present 12V systems. The electrical requirement is 5 kW.

    The base system is air-cooled but it is also available with liquid cooling of the stator and electronics. This can provide almost immediate heat to supplement cabin heating and will further reduce emissions by accelerating the rate of engine/catalyst warm-up.

    Delphi’s Energen devices are a family of technologies for the generation, distribution and management of electrical energy which can be tightly integrated with conventional internal combustion engines and powertrains. There are also larger sizes available and Delphi has demonstrated fuel economy improvements of up to 15% on a sport-utility vehicle (SUV).

    According to a Delphi source, Energen 5 will appear in at least one major European automaker’s vehicle in 2003. A number of other automakers are also evaluating the technology.

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    To most Malaysians, the big thing from UMW Toyota Motor is going to be the launch of the 9th generation of the Toyota Corolla, to be called the Corolla Altis. The additional name is taken from the word ‘Altitudinous’ which is intended to symbolize ‘being at the top of the world as well as to signify Toyota’s commitment to position this model at the pinnacle of passenger cars in its class.

    Much is already known about the new Corolla Altis since the company has already been distributing catalogues and providing indicative prices, as well as having a dedicated website. No official launch date has been stated although it is believed that deliveries should commence before National Day.

    “The new Toyota Corolla Altis has yet to be launched officially but we are already getting many orders daily and it is clear that many Malaysians have been waiting for this exciting new model from Toyota,” said Wong Lup Hang,
    Director of the Marketing Division. According to a source in the company, orders have already exceeded 1,000 units since booking opened in early May.

    However, while the new Corolla Altis will be the highlight of UMW Toyota Motor’s activities, the company also has a number of other big events planned. Speaking at a special media function in Kuala Lumpur tonight where there was a surprise preview of the new Corolla Altis, UMW Toyota Motor
    Managing Director Dato’ Michael Lim said that the other events would include the sponsorship of Toyota Team 2020 to New Zealand for this year’s Eco Challenge; the Toyota Classics concert and also the Asian X-Games Qualifier. The latter event will be held in the first quarter of 2002 and Toyota is the presenting sponsor.

    “Toyota’s sponsorship of the Asian X-Games Qualifier is a clear indication of our commitment to advance an active lifestyle for our youth,” said Dato’ Lim.

    He also touched on the participation of Toyota in Formula One, an activity which is being eagerly followed by everyone in the company. “From the marketing point of view, Toyota’s participation in F1 will provide us with an exciting avenue to showcase new innovations and echnologies, many of which will also benefit our customers as they become incorporated in future models,” he added.


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    In preparation for increased attention to its new franchise, Oriental-Hyundai Sdn Bhd (a subsidiary of Oriental Holdings) is actively establishing a close working relationship with its principal in Korea. With this objective in mind, the company is sending delegations to visit Hyundai Motor Company (HMC) and one of the more significant ones was led by Dato’ Robert Wong, DSSA, JP, Group Managing Director of Oriental Holdings. He was accompanied by management executives from Oriental-Hyundai as well as from suppliers in Malaysia who will provide components to Oriental Assemblers in Tampoi, Johor, for Hyundai vehicles.

    On this particular visit, the purpose was to see the strength of HMC and find out more about their production technology and design capabilities. The suppliers also had a chance to explore joint-venture proposals with the Koreans with a view of doing business in the domestic and export markets.

    Among the many facilities visited was that of Apollo Company, a supplier which makes bumpers and lighting units for HMC, as well as Kwang Jin Company which makes sheet metal pressed parts and door regulators and door modules. Kwang Jin is a 28-year old company which has become the major distributor of window regulators in Korea with a market share of over 80%. The delegation also visited Halla Climate Control Corporation, the largest air-conditioning system manufacturer in Korea.

    At HMC’s giant Ulsan factory complex – the world’s largest automobile works covering 4.8 million sq metres – the Malaysian visitors saw how 1.38 million vehicles are produced annually. Part of the secret is the high level of automation – press and body lines are 95% automated while production lines are 80% automated. Most of the production from Ulsan is exported via a nearby port.

    Another factory visited was at Ahsan City. This factory is an advanced production facility for the 21st century and has a capacity of 300,000 units annually. It covers 1.8 million sq. metres and is fully automated with high-tech systems.

    Needless to say, the visit would not have been complete without going to the head office of HMC in Seoul, Korea’s capital city. There, the delegation received comprehensive briefings from various executives who revealed that HMC, already Korea’s No 1 automaker, aims to be among the top five automakers in the world by 2010. The company will achieve this by widening their product range and investing significantly in R&D.

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