Archive for November, 2009

‘Telepathic’ car symbolises Cambodian car industry hopes

The gold-coloured convertible turns heads on impoverished Cambodia’s roads — not least because of creator Nhean Phaloek’s outlandish claim that it can be operated telepathically.

“I just snap my fingers and the car’s door will open. Or I just think of opening the car’s door, and the door opens immediately,” says the 51-year-old as he proudly shows off the homemade car, named the Angkor 333-2010.

Onlookers gasp as he demonstrates the trick, and with the fibre-glass vehicle having cost him 5,000 dollars and 19 months of labour he is in no mood to reveal the remote control system behind it.

But as with a handful of other Cambodians who make their own curious cars, he dreams the two-seater will help foster an automobile industry in the country, still poor after decades of conflict.

“I am very excited and proud of this car because many people admire me and keep asking me about how I can make it,” he says, adding that it reaches speeds of up to 100 kilometres (62 miles) per hour.

Kong Pharith, a 48-year-old former maths and physics teacher who has also produced his own car, says an auto industry is about to blossom in Cambodia.

“Our works will be part of a motivating force for the next generation to access new inventions and show the world that Cambodia has an ability to do what you think we cannot,” he says.

The inventor, who first came to national attention in 2005 for building a solar-powered bicycle, thinks he has now hit on a truly unique product with his orange, jeep-like vehicle with solar panels on its roof.

Kong Pharith says it took him four months to design and put the final polish on his “tribrid” car which operates on solar energy, electricity and gasoline, hitting speeds of up to 40 kilometres per hour with its 2,000 watt motor.

“I’m really happy about my achievement but not very satisfied with it yet,” he says, adding that Cambodia’s lack of modern technology and materials are a minor obstacle to efficient manufacturing.

The dream of building cars in Cambodia may not be far-fetched. Officials have announced plans for South Korean automaker Hyundai to open a plant in southwestern Cambodia, assembling some 3,000 vehicles per year.

Cambodia did actually assemble cars in a factory during the 1960s, before the country was caught in the maelstrom of the Vietnam War.

During the brief manufacturing run, the car known as the “Angkor” was made from imported parts and domestically-made tyres.

Very basic Cambodian-assembled vehicles also still regularly rumble around the countryside, where approximately 80 percent of the country’s 14 million people live.

Farmers often depend on “robot cows”, large shop-made open-bed trucks with Chinese or Vietnamese engines, which are used to transport people and rice.

The machines, which generally cost a couple of thousand dollars, also serve as generators or water pumps when they are not heaving along pot-holed rural roads.

But in the capital Phnom Penh, elites and the nascent middle class can often be seen driving expensive imports, which are considered a symbol of status and achievement.

“(Cambodians) put more attention into their cars than the clothes they buy,” says Jean Boris Roux, who imports Ford vehicles to Cambodia as the country manager for RM Asia.

“I think it’s very important for Cambodians to show the success in their professional life through the vehicles they drive,” he adds.

Despite the Cambodian love for cars, Roux and several other analysts say its doubtful proper domestic manufacturing will emerge here soon — especially since neighbouring Thailand remains Asia’s auto assembly giant.

“It’s not just about having four walls (for a factory). You need hundreds of companies supplying seats, steering wheels, hoods… This is not going to happen in Cambodia for a number of years,” Roux says.

Until then, Nhean Phaloek says he will keep making cars at home.

The Angkor 333-2010 is the third he has built, and his first to talk. When he slams the door a voice out of the dashboard moans: “Why do you close me too strongly?”

“Dozens of local and foreign guests have come and seen my car,” Nhean Phaloek says with a smile. “One British man told me that it is the Cambodian James Bond car.”

Sourced via afp

2010 Citroen C3

With a windshield that’s w-a-y longer than its roof, Citroen‘s new C3 is sure to stand out among the hordes of small hatchbacks that crowd the streets of European cities. The 53-inch long piece of glass, officially dubbed Zenith, will be fitted to 50 percent of C3s built, estimates Citroen product development chief Thomas d’Haussy. This will be a lot of cars. The previous generation C3 sold a neat 2 million over its eight-year life.

Zenith, which will be standard in high-grade C3 models and a (Euro 400) option in most others, makes the new incarnation of Citroen’s best-seller a lighter and brighter experience. The huge expanse of glass, the rearmost foot of it progressively tinted, creates a forward view that feels more bubble-cabin helicopter than car.

And, if Citroen officials are to be believed, the experience comes without serious side-effects. The barely perceptible tinting reflects more than 90 percent of solar energy, so a Zenith C3 shouldn’t be much hotter than a C3 with a conventional windshield. Crash safety is not compromised (Citroen has slo-mo video of barrier tests to back this claim). Replacement costs for a damaged Zenith windshield should be similar to the standard item, it’s promised.

Behind the attention-grabbing windshield, the C3 is a fairly conventional member of Europe’s most popular ‘B-segment’ car category. The exterior redesign is evolutionary, but while it is clearly descended from the previous C3 it’s also crisper, better proportioned and more masculine looking.

The new Citroen also bucks the long-term trend to auto-obesity. While the C3 has expanded in some directions, it hasn’t put on weight with the growth. Although built on the same wheelbase as the previous generation, the new C3 is a little longer and taller, but significantly wider. A Japanese-like part-by-part weight review program during development was used to curb the usual auto industry tendency to weight gain. The new torsion-beam rear suspension, for example, weighs almost 30 pounds less than before, even though its track is increased more than two inches. A C3 without the Zenith windshield weighs no more than the model it replaces, and the additional weight (a little less than 30 pounds) of the big piece of glass and its associated hardware — like the sliding interior cover with integrated sunvisors — isn’t enough to alter the fuel economy rating of cars thus equipped in the official European combined-cycle test.

Citroen’s other focus during development of the C3 was to improve quality, especially of the interior. Having watched and learned from Toyota during joint development of a small car (sold as the Toyota Aygo, Peugeot 107 and Citroen C1) earlier this decade, and having applied the principles in larger models of their own, Citroen’s designer and engineers aimed for a significant lift in interior ambience with the new C3.

They were fairly successful, and the materials and assembly quality of the car’s interior are much closer to European benchmark brands (VW and Audi) than the French have ever been in the past. ‘Technical’ patterns on instrument panel parts, satin-finish accent pieces and the tasteful application of chrome creates an interior environment that’s well above average for the class. Despite the lift in quality, Citroen isn’t increasing C3 prices compared with the outgoing model.

There are also some clever practical design features in the new model. The front passenger seat in the C3 can be moved more than three inches further forward than the driver’s seat thanks to smart sculpting of the instrument panel and (still large) glove compartment, freeing additional leg room for the person riding in the seat behind.

Powered by a bunch of carry-over engines and transmissions, performance of the new C3 is just like the previous model. The most powerful gasoline engine is a 1.6-litre 16 valve unit with 119-hp (there are also 1.1-litre, 1.4-litre and a low-power version of the 1.6-litre). There are also a number of turbocharged diesel options, as is common in Europe. Top of the list is a 1.6-litre 16 valve with 109-hp and a standard particulate filter (others are a 1.4-litre and a 1.6-litre eight-valver with 89-hp).

The two engines sampled at the international launch north of Rome, Italy, were the 119-hp gas and the 89-hp turbo diesel. These are both nicely refined little engines, and well able to keep pace with autostrada traffic. But the five-speed manual transmission that’s standard in everything except the most powerful turbo diesel, which gets a six speeder, is no better than average.

Citroen’s lack of automatic options — a torque converter four-speeder is an option only with the 119-hp gasoline engine — points to the brand’s European market focus. But the French insist they’re serious about expanding Citroen’s global reach (although they’re targeting growing China rather than the shrinking US market). To make the C3 more palatable in places where stick shifting isn’t the norm, they’re planning to launch automated versions of their five- and six-speed manual transmissions through 2010. And an all-new, super-efficient three-cylinder gasoline engine is promised for 2012 release.

From an enthusiast perspective, driving the C3 isn’t a thrill. The set-up of the suspension is comfort biased; while it delivers a smooth ride on most surfaces, it doesn’t care to be rushed through corners. In any case, the electrically assisted steering is almost completely feel free, soon discourages eager driving.

Better, then, so sit back and enjoy that enlarged view through the Zenith windshield. More than anything else, it’s that big piece of glass that makes driving the new C3 a memorable experience…
Sourced via motortrend.com

S.Africa auto aid will boost growth, cut trade gap: government

South Africa’s existing automobile industry programme and its replacement scheme is expected to cut the trade deficit and contribute billions of dollars to gross domestic product by 2020, a government minister said on Friday.

South Africa’s automobile sector, a major employer, has been hard hit by a global economic downturn that has seen exports slashed and manufacturing curbed in Africa’s biggest economy.

Currently, the government lends support to the industry under the Motor Industry Development Programme (MIDP), which will be replaced from 2013 onwards by the Automotive Production and Development Programme (APDP), as the country tries to ramp up motor vehicle production and investment.

“Gross domestic product will be 103.3 billion rand higher by 2020 than if there is no support programme,” Trade and Industry Minister Rob Davies said in a written reply to a parliamentary question.

He said investment in the sector would be 152 billion rand higher by 2020 and employment 320,000 more than if there was no support programme.

“The trade deficit will be 833 million smaller in 2020 than if there is no support programme,” he said of the net economic benefits over the next 11 years.

Key elements of the APDP, will see stable, moderate tariffs at 25 percent applied for light motor vehicles, while duty credits issued to vehicle assemblers will provide encouragement for high level volume production.

Davies said automotive manufacturing firms located in South Africa and who meet the specified criteria to participate in the MIDP and its successor are expected to benefit.

“It is anticipated that all major vehicle manufacturers will draw upon the programme,” he said.

Carmakers BMW, Ford, General Motors , Daimler, Nissan Motor Co. Ltd., Toyota Motor Corp. and Volkswagen all have manufacturing plants in South Africa.

Sourced via af.reuters.com

Analysts see positives in General Motors’ third-quarter earnings report

Meet the “new” GM. Same as the “old” GM?

Not really, say some auto industry experts who analyzed General Motors Corp.’s announcement Monday of a third-quarter loss of nearly $1.15 billion after emerging in July from a government-aided bankruptcy.

A loss is a loss, but experts who have watched the iconic automaker lose $82 billion in the previous three calendar years think the new GM’s numbers signal better times ahead. And that bodes well for the 2,500 workers at GM’s Fairfax assembly plant, which in January will add a third shift and more than 900 employees.

In perhaps the most significant sign of progress, GM said its finances had improved to the point that it could begin repaying its government loans early. GM owes the federal government $6.7 billion, and the company plans to make a $1.2 billion payment in December and similar quarterly payments after that.

Fritz Henderson, GM’s chief executive, speaking at a news conference in Detroit, said the automaker’s performance showed “some signs of progress and some signs of stability” and a “good, strong liquidity position.”

Some analysts remain skeptical of GM’s ability to repay the American taxpayer. A recent report from the Government Accountability Office concluded that repayment of the money to rescue both GM and Chrysler was unlikely.

The Treasury Department had not expected GM to begin repaying its requirement until it came due in July 2015.

“It is my mission to disprove the GAO, to create value in the company so the taxpayers can get a return on their investment,” Henderson said.

GM’s financial results followed good news from Ford Motor Co., which recently announced a third-quarter profit and moved workers to a third shift at its Claycomo assembly plant. Ford, the only Big Three automaker that did not accept government loans, made money in the second quarter.

Under GM’s controversial bailout, the federal government provided about $50 billion in loans. About $13.4 billion remains in an escrow contingency account. Of the total debt, $6.7 billion is earmarked to be repaid. Most of the rest was converted into a 60.8 percent ownership stake held by the Treasury Department.

GM also owes the Canadian government $1.4 billion. Starting next month, it will make quarterly payments of $200 million on that debt.

The third-quarter report contained what GM called “preliminary managerial results.” The numbers covered the period from July 10 — when GM sold its desirable assets to a new company and exited bankruptcy protection — through Sept. 30.

GM said the numbers were difficult to fully interpret given its transformation through bankruptcy that included layoffs, factory closings and cuts in the number of dealerships

After burning through billions of dollars in cash in the worst months of the recession in late 2008 and early 2009, GM said it generated $3.3 billion in cash in the third quarter. Revenues were $28 billion, nearly $5 billion more than the second and final quarter of the old GM.

GM held on to its domestic market share with 19 percent of total U.S. sales. That impressed some analysts, given the timing of the landmark bankruptcy.

“We have significant work to do, but (Monday’s) results provide evidence of the solid foundation we’re building for the new GM,” Henderson said in a statement.Two of the vehicles GM is relying on are the new Buick LaCrosse and Chevrolet Malibu. Both are built exclusively at Fairfax. GM is adding the third shift there to build more LaCrosses and Malibus.

The LaCrosse was one of several new models that GM introduced as it emerged from bankruptcy. Others included the Chevy Camaro, the Chevy Equinox, the Cadillac SRX and the GMC Terrain.

“People are considering GM products, especially the new models, since the bankruptcy,” said Michelle Krebs, a senior analyst with Edmunds.com, a Web site for auto buyers. “It’s a hopeful sign, as long as GM can continue to introduce new products, market them well and keep costs in line.”

According to Edmunds.com, GM had 21.1 percent of the U.S. market share in October, its highest level since April.

“Remember nobody knew what would happen if a big automaker like GM went into bankruptcy and whether people would continue to buy GM cars,” Krebs said. “So the fact that people are looking at their products and many are purchasing them is encouraging.”

GM sold 3,228 units of the LaCrosse in October, the first full month since it hit dealer showrooms. That was more than double the number sold in October 2008 with the previous LaCrosse.

Dealers sold 12,084 Malibus last month, an 11 percent jump from October 2008. The Malibu remains among the most popular cars in GM’s portfolio.

“All the dealers I’ve talked to say they’re moving as many LaCrosses as they can get,” said John Melton, the president of United Auto Workers Local 249 in Kansas City. “It’s just a beautiful car, and we keep talking about the Buick because it’s the new one. But the Chevy Malibu shouldn’t be overlooked; it’s a great car as well.”

The bankruptcy bought GM some time in its attempt to lure customers to buy its new vehicles. With the aid of the federal government, GM wiped out most of its debt.

The company had $17 billion of debt on Sept. 30. On July 9, the final day of the old GM, the company had $94.7 billion in liabilities.

But obstacles remain, as industry observers expect slower fourth-quarter sales, partly due to the absence of the Cash for Clunkers program that sparked the third quarter. “This is a company not without challenges,” said Krebs, the Edmunds analyst. “But if you look at where GM was last spring, the outlook is brighter than expected. Nobody really knew if GM would survive. Now they have a chance.”

Sourced via kansascity.com