Tuesday, June 30, 2009

For whom the digital bell tolls: Satellite radio on its deathbed

The corpse of satellite radio is twitching a while longer.

Colorado-based conglomerate Liberty Media last week offered the merged Sirius XM radio corporation up to $530 million in loans to pay off immediately owed convertible bonds. Those loans have staved off Sirius XM having to file for bankruptcy this week, but there's no telling how long the debt collectors will tap their feet waiting on the $3.25 billion they're due.

In the eight years since the advent of satellite radio, neither Sirius nor XM posted a profitable year, and teetering on the verge of bankruptcy, the death of the merged company may soon ring the bell for the medium.

And it won't be missed by too many.

Though Sirius XM claims a subscriber base of 18.5 million, satellite radio has been a hard sell outside the car market, and auto sales fell by 37 per cent last month. Portable satellite radio models have sold poorly given a handful of cheaper alternatives, and consumers have been reluctant to purchase a piece of proprietary hardware that only receives signals from one company.

In Canada, Sirius and XM continue to operate as separate entities, although there is concern over what will happen to these companies if their U.S. parent goes under. From an investment point of view, if Sirius XM does announce bankruptcy, the value of this penny stock (14 pennies, exactly) drops to zero.

If all they played was music, satellite radio could have been an overwhelming success. Dragged down by bloated, multimillion-dollar contracts to celebrity talent (Oprah Winfrey, Howard Stern, Martha Stewart) and to professional sporting leagues (NFL, MLB, NASCAR, etc.), the companies could never recoup their exorbitant operating costs with the limited subscriber base they had attracted. Face it - human speaking voices are why satellite radio failed, and should we ever try to relaunch the medium, human speaking voices should be one of its last additions.

Human voices are a big part of why I don't listen to commercial radio (its corporate playlist being the other), and choose Internet radio instead. While I realize the strength of having a great DJ, they are so rare that I'm perfectly happy having uninterrupted streams of music spat at me by jukebox software. Once wireless Internet connectivity becomes ubiquitous, Internet radio and its hundreds of niche stations will become the behemoth satellite radio purported to be.

But while both Sirius and XM seemed to have something for everyone at the start, some of their niche programming soon began disappearing, and there was no disguising how lazy some of their new channels seemed. An entire station devoted to Led Zeppelin? Why not just throw your box set on random in iTunes? An entire Grateful Dead station? Who's stoned for that long? And driving, while we're at it?

The next big wave in radio is just around the corner. Australia's miRoamer and Germany's Blaupunkt jointly announced the world's first Internet car radio just last month, and given the competitive nature of technology, Internet radio could likely be a reality on most new cars within the next five years. Heck, right now a cellphone with a decent data pipe (i.e. iPhone) can offer radio stations through your car's stereo if you know how to tinker with it.

So unless you own stock in the company, you needn't fret over Sirius XM's demise. We didn't miss audio cassettes when CDs came about, we didn't miss laser discs when DVDs became the norm and we won't miss satellite radio once Internet radio streams through our cars.



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Sirius XM: The best play on an auto rebound

(breakingviews.com) -- U.S. car sales are in a ridiculous funk. Even with a strong June, the current annualized rate of about 10 million vehicles isn't enough to compensate for scrapped cars and population growth. Yet the best investment play on an American recovery may not be a car or parts maker. Curiously, it may be Sirius XM Radio, which operates the radio in the dashboard.

This is partly a process of elimination. Two of Detroit's Big Three -- Chrysler and General Motors (GMGMQ) -- are in bankruptcy. Ford Motor (F, Fortune 500) is, of course, an option. But some 40% of Ford's sales come outside the U.S., so it's not a pure play on the domestic market. True, there are parts companies uniquely focused on the U.S. market. But given the serious margin pressures they face from bankrupt carmakers and rivals they look like very risky investments.

Now consider the virtues of satellite radio operator Sirius XM (SIRI). Nearly all of the $2.4 billion in sales the company should rack up this year come from car owners. They pay around $17 per month to listen to its 300 channels, which include stations dedicated to, among others, the Grateful Dead and Metropolitan Opera; talk radio from left to right; and entertainers like Martha Stewart and Howard Stern.

Its services are only available in the U.S. and to a lesser degree Canada. Moreover, with the merger of XM Satellite and Sirius Satellite Radio last summer, the group has a monopoly on the business. So Sirius XM is more leveraged to a recovery in the U.S. car market than pretty much any car or parts company.

Of course, as investors in Sirius XM found out much to their chagrin in recent years that's not always an advantage when the U.S. market goes south. The company had to refinance a chunk of debt just as credit markets shut. The resulting liquidity squeeze meant it had to turn to media mogul John Malone for an emergency injection of cash in February. This removed concerns the company would default on its $2.4 billion of net borrowings. Only $263 million of debt matures by the end of next year, which looks manageable.

So what could a pick-up in the U.S. car market be worth to Sirius XM? Assume the company increases its 19 million subscribers by 15% per annum over the next ten years to 75 million in ten years' time. That's fast, but achievable. That would be less than a third of all vehicles. In contrast, more than 80% of all homes have pay TV.

Investors currently value cable TV subscribers at about $1,000 each, according to Sanford Bernstein research. Satellite radio subscriptions cost less than half those of television, so let's assume each may be worth $450. At 75 million customers, that's a total value of some $34 billion by 2019. Now a dollar that might appear tomorrow isn't worth the same as a dollar today. So let's discount the value of those subscribers by 15% annually.

On that basis, Sirius XM's future subscriber growth should be worth about $6.6 billion today. After subtracting debt and accounting for Malone's shares, that equates to about $4.2 billion of equity value, or around 65 cents a share. That represents an upside of more than 50% to today's stock price of 43 cents.

Of course, the company has disappointed shareholders before -- and its subscriber penetration goals are indeed ambitious. But investors keen to wager on the U.S. auto industry's rebound may want to switch on the radio. 



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Monday, June 29, 2009

Archive for Aston Martin

Aston Martin reveals the DBS Volante V12 convertible ahead of its Geneva debut: Full Details

Aston Martin DBS Volante

British sports car maker; Aston Martin has revealed the open-top DBS Volante V12 ahead of its Geneva debut next week. With a fabric convertible top which is designed to copy the silhouette of the DBS coupe, the DBS Volante becomes the company’s 16th top-less vehicle. It takes 14 seconds to operate the convertible and the operation can be performed at speeds of up to 48 km/h.

Power is derived from Aston’s hand built all alloy 6.0 liter V12 (quad overhead camshaft, 48-valve) front-mid mounted engine that is able to kick out 510 HP and 570 Nm of chassis twisting torque. The Volante features a top speed of 307 km/h and a naught to 100 km/h figure of 4.3 seconds. The 2+2-seater convertible’s engine is coupled with a rear-mounted 6 speed manual gearbox, while a 6 speed ‘Touchtronic 2′ (with electronic shift-by-wire) option is also available for those you who prefer to leave gear changes to the tranny.

The DBS Volante with High Intensity Discharge (HID) head lights up front and LED tail light at the back features high performance carbon ceramic brakes as standard, with ventilated carbon ceramic discs, 398 mm diameter with six-piston calipers up front and ventilated carbon ceramic discs, 360 mm diameter with four-piston calipers at the back.

Suspension wise, the north end is set up with independent double wishbone incorporating anti-dive geometry, coil springs, anti-roll bar and monotube dampers while down south features independent double wishbones with anti-squat and anti-lift geometry, coil springs, anti-roll bar and monotube dampers. The dampers feature Adaptive Damping technology.

The Volante which measures 4721 mm in length, 1905 mm in width and 1280 mm in height with a wheelbase of 2740 mm has its interior which is finished in full grain leather fitted with; heated sports seats with electric adjustment and memory settings, trip computer, LED map light, Hard Disk Drive (HDD) satellite navigation system, Bluetooth connectivity, Tire Pressure Monitor, Battery disconnect switch and much more.

With the roll-over protection system, the safety features of the convertible is made up of dual-stage driver and passenger front airbags as well as side airbags, Dynamic Stability Control (DSC), Anti-lock Braking System (ABS), Electronic Brakeforce Distribution (EBD), Emergency Brake Assist (EBA) as well as traction control.

To give a more defined spirited driving experience, the DBS Volante includes a “Sports” driving mode that engages; a more aggressive gear shift strategy as gear changes feel sharper and more forceful, engine speed matching on downshifts is more aggressive and in full automatic mode, up shifts occur at higher engine speeds. There is also a designated ‘Track’ mode which automatically sets all dampers to their firmest positions, making it ideal for circuit driving.

Drivers can select and press the button for two seconds to engage DSC ‘Track’ mode which raises the threshold at which the DSC system intervenes, to allow the car’s rear to step out further. Holding the button for four seconds disables DSC completely leaving everything to the driver’s skill.

As standard, the DBS Volante comes with a Bang & Olufsen’s BeoSound audio system that features 13 individual speakers and Bang & Olufsen’s unique Digital Signal Processing system for your ear-satisfying pleasure. Other optional accessories include; 20 inch wheel packages comprising of 20-spoke alloy wheels with graphite finish, 10-spoke diamond-turned alloy wheels and 10-spoke diamond-turned alloy wheels with graphite finish, Piano Black fascia trim and centre console surround for the interior as well as a tracking device.



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Sunday, June 28, 2009

Volkswagen to take up 10% stake in Suzuki?

Suzuki Alto

A German magazine reported last week that Volkswagen is looking to take up a 10% stake in Japanese carmaker Suzuki. Taking up stake and collaborating with the Japanese company in various areas such as network and product collaboration will allow Volkswagen to enter the Indian market with more success than they currently are having. Suzuki currently dominates the Indian market through the local JV, Maruti Suzuki.

The small little cars that Suzuki and Daihatsu are so good at building at seems to be a secret art that no one else can master. Most of the time the cars come out too cramped as there is not very efficient use of space, or they end up being too costly to manufacturer and price at the appropriate price tag that it needs to have.

Suzuki could benefit from Volkswagen’s technologies such as various fuel-saving tech such as FSI, TSI, TDI diesel and even hybrid tech, and Volkswagen could definitely use Suzuki’s access in India, and perhaps its K-car platforms in case it wants to do something smaller than the NSF (the Up! concepts – future Lupo).

Either way, investors seem to think positively of such a deal, as Suzuki shares went up by nearly 7.7% before settling down up 5.5% at 2,195 Japanese Yen.



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MG Rover report is ready at last, after £16 million and four years ...

It was originally set up by the then DTI in 2005. Nearly four years and £16 million later, the DTI has had two name changes (BERR and now BIS), and the long-awaited MG Rover has - at last - been completed.

Local MP Richard Burden who was told that the report has been completed, has quite rightly noted that "like everybody else in the area I have found it incredibly frustrating that we have had to wait so long for this report... so I now hope that the contents of the inquiry will be made available as soon as possible.

"'The escalating cost of the inquiry has also been a matter of real concern to so many people, including me. Hopefully the contents of the report will provide some answers to why it has cost so much and I certainly welcome the government's commitment to try to minimise the cost of any similar inquiries in the future. But the important thing now is to know what the report contains and I hope the government will be able to make a statement on that as soon as possible."

In an answer to a private question by Richard Burden, the business minister Ian Lucas said that in the future the government would carefully consider any similar exercises so as to "minimise" costs.

As Jonathan Walker pointed out in his News blog yesterday, there could be a delay before the report is published as its findings will determine whether any further action is needed. If action is needed, then publication of the report might be considered prejudicial to that action.

Things are further complicated by the fact - as the Birmingham Mail notes today - that the Phoenix Four have said no money pledged to ex-workers from the MG Rover Trust Fund will be paid until the inquiry report is published. The Mail believes that around £16m piled up from the sale of dealerships and the Studley Castle conference centre is stuck in a bank account, delaying potential pay-outs to former employees.

As I've noted in several blogs over the last year, setting up the inquiry was indeed the right thing to do. Serious questions have yet to be answered about what happened, and the 6300 workers and their families who lost their jobs at Longbridge (plus several thousand more in the supply chain) deserve some answers. Let's hope the long awaited report comes up with them.

Whilst 90% of ex MG-Rover workers were back in work by March last year, they were earning substantially (£5600) less in real terms than when they were at MG Rover, as a research we have have undertaken has shown (see here for our latest video documentary on this - you'll have to scroll down for the video).

This research has highlighted the huge wage drop workers coming out of manufacturing have to experience. A key lesson here is the urgent need right now to support Jaguar Land Rover (see my blog yesterday on this).

I offer no excuse in repeating comments made in several earlier Post blogs and articles. It's important to remember that MG Rover went bust owing hundreds of millions to suppliers, and creditors ended up getting a penny or two in the pound for what they were owed. The pension fund deficit ran into hundreds of millions.

From 2000 to 2005, parent Phoenix ate its way through BMW's generous dowry and a valuable pile of unsold cars left over from BMW and sold off all the key assets such as land, the (profitable) parts business and the intellectual property rights to key models (in the latter case to Shanghai Auto). It was thought to be losing around £25 million a month went it finally went under in April 2005.

Let's not forget as well that management repeatedly stated that they were "20 minutes" away from an all-or-nothing deal with Shanghai Auto back in April 2005, despite both the British Government and Shanghai having looked at the books and concluding that the company was running out of cash rather too quickly for comfort.

When it was clear that the proposed wide-ranging model collaboration between MG Rover and Shanghai was not going to happen, the latter had back-up plans. Phoenix did not; it was Shanghai or bust.

Shanghai was initially beaten to MG Rover's left-overs by Nanjing who bought the remaining assets, before Shanghai and Nanjing were themselves finally brought together into a merged entity after some collective-banging-of-heads by the Chinese government.

All of this is simply a quick reminder (if you need it, four years on) that some serious questions remain about how this industrial meltdown occurred. However, we don't really know exactly what the DTI / BERR / BIS investigators have actually been looking at.
Back in 2005, the then DTI Secretary Alan Johnson argued that 'the public interest requires that issues raised by the (Financial Reporting and) Review Panel and developments after 2003 when the last accounts were published be investigated by independent inspectors... I have asked them to report to me as quickly as possible and in a form which will enable the report to be made public. The Review Panel has not published its report and given my decision to appoint independent inspectors I will not be releasing it". The inquiry was meant to be "speedy"; maybe in inquiry terms four years is speedy...

Back in 2005, shortly after the MG Rover collapse, I suggested ten key questions the inquiry should look at, namely:











On the latter, there were questions over the Government's backing of Phoenix back in 2000 against the rival Alchemy bid, whether alarm bells went off at the DTI in 2002/3 when it was becoming clear to external commentators that the firm was running out of time, and whether the proposed £100 million 'bridging loan' proposed in April 2005 in a last-ditch attempt to shore up a Shanghai deal was an appropriate use of taxpayers' money.

Given the situation now with LDV, I'd add a question 11, on 'chapter 11' issues (this is a chapter of the US Bankruptcy Code): do insolvency and administration arrangements work well enough in the UK? I should stress that this isn't a criticism of the MG Rover administrators PwC who did a very good job within the current legal framework they were given to operate in. They did their job in getting the best deal for creditors, by selling to the highest bidder, Nanjing.

Yet it was obvious to myself and industry analysts that Nanjing was a small firm with limited experience (it had never successfully innovated and got a new car to market) and in economic development terms it was apparent that the Shanghai bid would have delivered superior benefits for the local economy. Of course Nanjing ended up in Shanghai hands eventually, but the delays (and maybe the StadCo pullout) might have been avoided by an immediate deal with Shanghai.

So, there is a question over how we deal with company failures. Would a chapter 11 type arrangement in the UK have offered more scope to arrange a deal with Shanghai without the firm actually ceasing operation, thereby retaining more activity at Longbridge?

Or, if that was not possible, should a 'public interest' clause be brought in to the administration process to make sure that the wider economic and public interest be taken into account when dealing with such cases?

We won't be getting any answers on the administration process (which should anyway be the subject of separate review) but let's hope that the report now with Lord Mandelson addresses question 1 - 10 above. The workers still deserve some answers, four years on.

Professor David Bailey works at Coventry University Business School, and is Chair of the Regional Studies Association.



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Friday, June 26, 2009

Detroit Electric Makes a Comeback — in China

detroitelectric

Dormant for over 70 years, the Detroit Electric nameplate is poised to return on cars made for the domestic Chinese market –  where the word “Detroit” still holds some cachet.

Shortly after partnering with Lotus’ Malaysian parent company Proton, Detroit Electric inked a deal with Dongfeng Motor Corporation to use Detroit Electric’s battery-electric drivetrain technology for upcoming Dongfeng models. According to a statement from the company, some of those cars might even make it to Europe and the US.

“This cooperation with Dongfeng allows us to work closely with a strong partner in China to explore various ways to enter the world’s largest vehicle market,” Detroit Electric CEO (and former Lotus boss) Albert Lam said in a statement. “I believe our PEVs will appeal to many Chinese consumers and benefit everyone.”

Electric cars for the world’s fastest-growing automotive market? Now that’s an idea we can get behind.

Right now, the partnership includes enough talk of targets, “entry strategy” and the all important “study and exploration” to fill a week’s worth of Dilbert strips. The two companies haven’t yet decided whether their new cars should be launched under the Dongfeng brand or under the Detroit Electric brand — a nameplate that last appeared on a US-built battery-electric back in 1939 — or whether the joint venture could market their shared technology to third-party manufacturers.

While Detroit Electric’s partnership with Proton hasn’t yet led to streets filled with silent, Malaysian-made sedans like the one shown above, the automaker’s claims are pretty realistic: up to 200 miles per charge, 0-60 in 8 seconds, and a top speed of 112 mph. The same drivetrain would be powering cars from Dongfeng. If the Chinese automaker (formerly known as Second Auto Works) built cars that met NHTSA standards, we could see the Detroit Electric partnership paying off as a way to enter the US and European markets.

Despite the nebulous language, we’re encouraged by the fact that Detroit Electric has already delivered some prototypes. If they’re anything like the electrified Elise that Detroit Electric showed off last year, Shanghai Buick better watch its back.

Photos: Detroit Electric

See Also:



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Thursday, June 25, 2009

Hole lot of hooning

A MAN fled the scene of an accident after the car he was driving crashed through the side of a house at Ormeau.

A MAN fled the scene of an accident after the car he was driving crashed through the side of a house at Ormeau.

A woman and her two children fled the home after the black Proton smashed into their garage on Wednesday night.

Neighbours said the driver left the car engine running and ran off.

They said the street was notorious for hoons who were putting children's lives in danger. When The Bulletin was talking to residents in the street about 8am yesterday two cars did burnouts in the area of Wednesday night's crash.

Neighbours said they heard a car racing northbound in Philben Drive about 11pm before it left the road, taking out a letterbox and flattening a garden bed.

The car then crashed into the side of a garage and damaged a car parked inside.

Yesterday a large hole in the brick wall and debris could be seen from the road.

Photo gallery: Home invasion
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Donna Wills, who lives across the road from the house, said she saw a man running away from the accident.

"He had left the car running and there was a bit of smoke coming from it but we saw the back of him as he ran away," she said.

"My husband knocked on the front door and the woman didn't even know a car had hit the house.

"Luckily they only crashed into a garage and there was no bedrooms on that side of the house."

Mrs Wills said residents in the street were sick of hoons using their street as a race track.

"Everyone is fed up with it here, especially when you have kids around. It is not safe," she said.

"They do it all the time and I've been expecting someone to come crashing through our house one of these days.

"There's a school down the road and so students are walking the street often and out playing -- these people just have no regard for anyone.

"It's even got to the stage where my husband said we might get out of here."

Police sniffer dogs were called in to comb the area after the crash.

A 28-year-old Ormeau man was yesterday charged with drink-driving and failing to remain at the scene of an accident.

He is to appear in Beenleigh Magistrates Court at a later date.



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Global Crisis Will Impact Automotive Market This Year

June 25, 2009 21:36 PM

Global Crisis Will Impact Automotive Market This Year

By: Ramjit

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KUALA LUMPUR, June 25 (Bernama) -- The impact of the global economic crisis is expected to affect the Malaysian automotive market this year, leading to a lower total industry volume (TIV).

Minister of International Trade and Industry, Datuk Mustapa Mohamed, said industry feedback has indicated that the TIV was expected to fall by an average of 12.4 percent this year.

However, he said, the performance of Malaysian automotive industry remained relatively stable where the TIV for last year was the second highest despite the global uncertainties.

Last year, Malaysia recorded the highest sales for passenger cars among the six major Association of South-East Asian Nations (Asean) markets, which was 37 percent of total sales in Asean 6.

"I believe such achievement is made possible by the strong collaboration between the government and the industry in effort to develop the industry and also most of all due to the preparedness and prompt counter-measures taken by the local auto industry at the onset of global recession," he said when delivering his keynote address at the 2009 Frost and Sullivan Asia Pacific Automotive Awards

The lesson learned from the financial crisis in 1997 as well as aggressive campaign via the introduction of new models had in may ways helped the industry by sustaining consumer interest to purchase new vehicles, he said.

On the auto scrapping programme, Mustapha said the response has been encouraging with a total of 11,583 vouchers issued by both Proton and Perodua valued at RM34.74 million.

Under the second stimulus package on March 10, 2009, the government has allocated RM100 million to assist Proton and Perodua in their auto scrapping programme.

A discount of RM5,000 is given to car owner who voluntarily scraps his car of at least 10 years old.

Going forward, Mustapha said, the government would continue to support the industry and to undertake measures which would contribute towards enhancing the business environment in the country.

Proton Saga won Malaysia Best Model of The Year while Perodua Viva is Malaysia's Best Value For Money Model of The Year.

Sales of vehicles from January to April 2009 declined by 11.7 percent to 159816 units from 181,130 units in the corresponding period of 2008.

In terms of vehicle financing, total loans approved for the first four months of 2009 valued at RM11.5 billion.

-- BERNAMA

We provide (subscription-based)  news coverage in our Newswire service.



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Bad guys beware – Speedy response under RM100 million police system


insight
THE high-tech C4i is installed almost in all patrol cars in the Klang Valley, but hardly anyone knows much about the RM100 million system. It is a tool to enhance the police delivery service and combat crime in faster response time. This system will be available nationwide by 2011. Malay Mail crime reporter TEOH EL SEN takes a ride with the crew from Dang Wangi police district headquarters.

THE echo of wailing sirens and the flashing blue lights dancing all around were no mistake that I was in a police car.

And before the loudspeaker came on and 24-year-old L/Cpl Constans anak David Sengkar spoke into it: "Please make way in the middle lane, please make way, sir."

I was almost flying off my seat at the back as the white Proton Waja with the blue and yellow paint job zoomed forward at topspeed; weaving its way past traffic in crowded Puduraya.

My heart was beating fast and I thought: So this is how it feels to be a cop chasing the bad guys, huh?

The rush while you are trying your best to be the first to reach the person in need or the sense of responsibility that what you are about to do could stop a crime or save a life. I guess only a cop would know those things.

The expert driver, a veteran who's been with the force for 25 years, Cpl Zainal Nazri Ahmad Rafie, 45, spoke through the walkie talkie as he stopped the car: "We've reached Maybank Bukit Bintang, awaiting further orders."

We are there to check out a report that there is an unidentified group in the vicinity.

I was with Malay Mail cameraman Gan Jin Liang to experience, first hand, a real patrol car situation plus a demonstration of an emergency response with the C4i system.

Now, Constans was speaking to a few youngsters loitering near the bank, asking them for their identification.

Suddenly, a problem. "The servers are down for now. Normally if it's all right, it's all right," Constans told me, apologetically. However, there is backup and they could still check the remaining MyKad manually through radioing the Contingent Control Centre and it was done. The boys were clean.

As we circled the city again and returned to base, I suddenly recalled something a senior police officer told me recently: "Technology has helped police a lot and the C4i has allowed us to respond and check on our suspects so much faster. But at the end of the day, it's the person who uses the equipment that makes the difference."

Cop cars... transform

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Wednesday, June 24, 2009

Speedy, Big For the Fast And Furious

Car and motorbike buffs will be flocking to the Jakarta International Expo in Kemayoran, North Jakarta, next month to catch the world’s latest automotive offerings at this year’s Indonesia International Motor Show.

For the 17th time, enthusiasts will be able to have a look at selections from carmakers ranging from Asia’s Toyota, Honda and Hyundai to Europe’s Mercedes Benz, BMW and Jaguar. This year, 21 carmakers are participating.

Those who are keen on sports cars will be seduced by the Italian models that Maserati, Ferrari and Lamborghini have put out, as well as the luxurious British drives from Aston Martin and Bentley.

Ichwan Sofyan of Dyandra, the organizer of the event, said that this year’s exhibition would be somewhat different from previous years. “There will be an unprecedented numbers of cars … We have exotic cars, adventure cars, vintage cars and dream cars.”

Among the cars in this year’s exhibition that deserve extra attention, Ichwan said, is the Arina, an all-Indonesian micro-car, produced by a group of engineering students in Semarang, Central Java.

“They have already shown the prototype to the public,” Ichwan said. “But for the show, Arina will display its latest model, which has not yet been revealed to anyone.”

Chinese carmaker Foton will for the first time bring its models to Indonesia. “I saw the pictures of their products. They look very sophisticated,” Ichwan said.

Malaysia’s MPV Proton Exora, which according to Ichwan has never been shown outside the country, will also make its way to the show. “I have been told that the Proton Exora is an MPV made especially for Indonesia,” he said.

Ichwan said that the participation of carmakers from China and Malaysia showed the promising growth of Asia’s motor industry, which thus far has largely relied on Japan and Korea.

In terms of Western-made vehicles, Ichwan said that the Hummer H1 Limousine, the nine-meter version of the civilian Humvee, would be a highlight.

Ichwan doubts the global economic downturn will affect attendance or sales.

“We are optimistic that we will reach our sales target of Rp 1.7 trillion [$163 million],” he said. “Earlier this year, car sales dropped significantly, but we’ve seen a promising increase in the last few months.”

The first Indonesia International Motor Show took place in 1986 under the name of the Gaikindo Cars Exhibition. It went on hiatus due to financial issues in 1991 and 1992, and then took a break the three years following the 1997-98 Asian financial crisis.

In 2006, the show was endorsed by the International Organization of Motor Vehicle Manufacturers and was classified as an international motoring exhibition.

Last year, more than 200,000 car lovers attended the show, and it was reported that Rp 1.7 trillion worth of transactions took place during the nine-day event. The annual motoring expo will also bring together those who have a common love for automotive sound systems through the Car Audio Show as part of the event.

A number of car audio contests will be held throughout the exhibition, with categories including sound quality and sound pressure.

Visitors will be able to watch contests where professional drifters will demonstrate their ability to execute challenging maneuvers.

The motor show will also exhibit products for those who prefer two-wheelers: Japan’s Kawasaki, Italy’s Piaggio and the United States’ Harley-Davidson will exhibit some of their models.


The 17th Indonesia International Motor Show Highlights and Information
Jakarta International Expo, Kemayoran, Central Jakarta July 24 – Aug. 2

Classic Car Show
A display of antique and historical vehicles, such as presidential cars used by first Indonesian President Sukarno.

Unique & Exotic Cars
An exhibition of super cars in the ranks of Ferrari, Lamborghini and Aston Martin.

Achilles Drift Show & Battle
Daily, 5 p.m. to 6 p.m.
Driving exhibitions and contests with dance and DJ performances opening each drift show.

Car Audio Show
Daily, 4 p.m. to 5 p.m.
A combination of events that includes a demo of cars with modified audio systems, a variety of car audio competitions and daily DJ and Get Wet Dancer shows.

Motor Show Concerts
Daily from July 25, 7 p.m.
Bands to be featured at the nightly concerts include the Changcuters, Radja, Gigi, Andra and the Backbone, Seventeen, Padi, Dewa 19 and d’Masiv.

For more information on events and schedules, visit www.indonesianmotorshow.com.



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Peugeot may finalise India plans by Sept-end

Peugeot may finalise India plans by Sept-end

Plant likely in Tamil Nadu or AP.

The PSA group would be more comfortable about opting for the Citroen range first so that there are no “uncomfortable recall issues associated with brand Peugeot.”



Murali Gopalan

Mumbai, June 24 PSA Peugeot-Citroen is expected to take a call on entering the Indian market by end-September this year, say top industry sources.

“Indications are that Peugeot will go ahead with the India plan but tread cautiously. Numbers will be modest to begin with and could be ramped up gradually depending on market acceptance of the products on offer,” they added. Cars could begin rolling out by end-2011 if things go according to schedule.

The French company was, ironically, among the earlier entrants to India way back in 1993-94 with its 309 model.

However, it was bogged down by a series of constraints starting with a labour strife at its Kalyan plant (near Mumbai), shortage of CKD (completely knocked down) kits, a liquidity crunch and finally a legal spat with its local partner which had to be resolved in court. Peugeot won the case but then stunned industry circles by deciding to call it quits in November 1997. It was a move that left a bitter taste in everyone’s mouth right from financiers and dealers to suppliers and customers since dues had not been squared with most of them.

Sources say that it is this legacy that haunts Peugeot even today which makes it “doubly apprehensive” about India. It is possibly for this reason, they add, that the PSA group would be more comfortable about opting for the Citroen range first so that there are no “uncomfortable recall issues associated with brand Peugeot”.

What is clear though is that the new CEO of Peugeot-Citroen, Mr Philippe Varin, is clear that the company will have to think more globally especially, for business opportunities in the BRIC (Brazil, Russia, India and China) economies. Peugeot is still perceived as being far too Europe-centric with little idea of the world beyond.

Reports have also been doing the rounds that the company has zeroed in on Tamil Nadu and Andhra Pradesh for its potential second innings. “The lockout at the Kalyan facility still rankles because it was the beginning of a series of woes in India way back in 1996. Peugeot would be more comfortable in the South where the work ethic is different,” sources said.

The company already has a sourcing office in Chennai which could tilt the scales in favour of Tamil Nadu. The State also has a strong component base, critical from the viewpoint of localisation. However, Andhra Pradesh will also pitch aggressively. There were near misses earlier in the form of Volkswagen and Proton. This time around, the Government will pull out all stops to offer the best incentive package.

Related Stories: Citroen in talks with local players for India entry Citroen watching the road to India

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Tuesday, June 23, 2009

Seriously, SIRIUS Satellite Launch



Sirius The SIRIUS FM-5 satellite will supplement the existing fleet of SIRIUS satellites with a high-power geostationary satellite that enhances the listening experience. The Proton launch vehicle, utilizing a 5-burn Breeze M mission design, will lift off from Pad 39 at Baikonur Cosmodrome, Kazakhstan, with the SIRIUS FM-5 satellite on board. The first three stages of the Proton will use a standard ascent profile to place the ascent unit (Breeze M upper stage and the SIRIUS FM-5 satellite) into a sub-orbital trajectory. From this point in the mission, the Breeze M will perform planned mission maneuvers to advance the ascent unit first to a circular parking orbit, then to an intermediate orbit, followed by a transfer orbit and finally to a geo-transfer orbit. Separation of the SIRIUS FM-5 satellite is scheduled to occur approximately 9 hours, 14 minutes after liftoff. Launch is scheduled for 3:10 PM EDT US 29 June 2009.

SIRIUS XM Radio Inc., is an America's satellite radio company that delivers commercial-free music channels, premier sports, news, talk, entertainment, traffic and weather to millions of subscribers. This supplement ensures SIRIUS XM�s array of audio and data services have strong reception by cars and mobile devices, improves the signal delivery to homes, and bolsters the continuity of service for years to come.

SIRIUS XM is installed in vehicles of every major automaker and available for sale at retail locations nationwide. SIRIUS XM offers SIRIUS Backseat TV, the first live in-vehicle rear seat entertainment, featuring Nickelodeon, Disney Channel and Cartoon Network, as well as XM NavTraffic� service for GPS navigation systems, delivering real-time traffic information to markets across North America.

Much more information is available at .




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City student's innovation wins award at international fair

CHENNAI: A cash award of $1500 at the prestigious Intel International Science and Engineering Fair (ISEF) held at Reno, Nevada last month has only strengthened Vishnu Jayaprakash's commitment to his research. A class XI student of Chettinad Vidyashram in Adyar, he has spent the last year developing an economical microbial fuel cell (using a graphite sheet instead of imported carbon paper as an electrode), guided by professor T S Nagarajan of the department of physics at IIT-Madras. "On comparing it with similar fuel cells developed around the world between 1998 and the present day in terms of current density, I have found that mine ranks fifth. However, my fuel cell is 90% cheaper than all the others. Professor Nagarajan and I are working on using sulfonated poly ethene ether keatone (SPEEK) as a cheaper alternative to Nafion, the imported proton exchange membrane that is currently being used. This accounts for half the current cost of the fuel cell at $ 5 (Rs 242). We expect SPEEK to lower the expense of the proton exchange membrane to $1 instead $2.50 if it can be used," Vishnu said. He plans to pursue a course related to Energy and Physics at the Massachusetts Institute of Technology or any of the IITs. Pointing out that his participation in ISEF had brought him in contact with 800 like-minded students, the youngster particularly remembered his interaction with 17-year-old Philip Stireich of Kentucky. "He found out a method to extract graphene, which now costs millions of dollars, for a mere $ 5. I thought that was really awesome," he said. Vishnu added that there were interesting innovations in his category, "Energy and Transportation," which included a car that ran on water and a method to reduce the vibration on rockets. Vishnu, part of a seven-member team from India, said he had made many friends at the Initiative for Research and Innovation in Science (IRIS) fair in Kolkata, the national rung of the event. "During our stay at Reno, we visited Lake Tahoe, went rock-climbing and hang-gliding for the first time ever. While we were climbing, we came across a very steep waterfall that was about 100 feet high. I helped the others get hold of the single foot hole close to the falls that would get them across to an island in the middle. I was glad I could help them out. It was quite cool," he said.

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A1 Team Malaysia To Star In Plus Advertising Campaign

Posted by: MSulka on Sunday, June 21, 2009 - 10:03 AM Vettel Wins British Grand Prix, Red Bull 1-2By Mike SulkaSebastian Vettel won for the third time in his F1 career with a victory at the 2009 Formula One British Grand Prix.Courtesy of Red Bull

In front of nearly 100,000 fans on a dark overcast day, Sebastian Vettel and his Red Bull RB5 stormed to an easy win at the historic Silverstone circuit for Formula One’s 2009 British Grand Prix. The race proved once and for all that mighty Brawn GP can be beaten, and that the F1 championship fight is likely to tighten before a winner is declared.

The British victory was Vettel’s second of the season – he also won the rainy Chinese Grand Prix - and third of his F1 career. It was also the German’s first career win under dry conditions. All three of his wins have come from Pole position. Vettel also scored the hat-trick: Pole, fastest lap, and the win.

For the Red Bull F1 team, it was their second win of the season, and their second in the team’s five year 80-race history. It was also the team’s second one-two finish of the season as Mark Webber got by Brawn GP’s Rubens Barrichello on the first round of pitstops, and easily pulled away once the Brazilian was behind. Both Red Bull drivers turned down the revs on the engines to save them. Had it been 2005 and one-race engines, the pair likely would have lapped the field.

They were that good.

“This is a dream come true, this is a dream come true,” Vettel said of his straightforward cruise to victory. “It’s never easy, you have to stay focused and keep your eyes open all of the time. I had to push during the first stint, I was able to push, push, push, more and more. “
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Chinese Carmaker Commissions Detroit Electric to Co-develop ...

Dongfend Fengshen is based on Citroen ZX chassis
Dongfend Fengshen is based on Citroen ZX chassis Chinese Carmaker Commissions Detroit Electric to Co-develop Electric Car Source: Paul Tan.org Class: SYNDICATED NEWS SYNOPSIS: Dongfend produces cars for Kia, Nissan, Honda and Peugeot Citroen in China Dongfeng has commissioned Detroit Electric to jointly research, develop, market and sell Electric Vehicles in China using Detroit Electric’s electric drive systems.

The Chinese company will provide the cars, and Detroit Electric will provide the propulsion, similiar to the arrangement that DE has with Proton. But the DE-Proton deal involves rebadging the Persona and GEN2 under the Detroit Electric brand, but for Dongfeng, the two companies will study and explore the market entry strategy under the Dongfeng and Detroit Electric brand.

READ COMPLETE ARTICLE >> IMPORTANT NOTICE: To read this Paul Tan.org news story, click the READ COMPLETE ARTICLE link above. This will launch a separate window to the original news source. To comment on this story use the Reader's Comment form below.

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Monday, June 22, 2009

New Lotus Esprit to arrive in 2011?

Rumor has it that British-based and Proton-owned sports car maker Lotus, will launch a new Lotus Esprit in 2011 which is expected to go head to head with Audi’s R8.

The new Esprit will most probably feature a mid-mounted V8 powerplant, (probably sourced from Toyota), and is also expected to be bigger than the recently launched Lotus Evora. The first Lotus Esprit was produced back in 1976, and was famously featured in The Spy Who Loved Me.

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Detroit Electric to supply electric car technology to Dongfeng ...

Dongfeng Aeolus Fengshen

Dongfeng has commissioned Detroit Electric to jointly research, develop, market and sell Electric Vehicles in China using Detroit Electric’s electric drive systems.

The Chinese company will provide the cars, and Detroit Electric will provide the propulsion, similiar to the arrangement that DE has with Proton. But the DE-Proton deal involves rebadging the Persona and GEN2 under the Detroit Electric brand, but for Dongfeng, the two companies will study and explore the market entry strategy under the Dongfeng and Detroit Electric brand.

The two companies are also discussing the possibility of forming a joint venture company to manufacture, assemble, produce and supply the electric drive technology in China to the Dongfeng Group and other vehicle manufacturers that want to buy the technology.

Dongfeng does Kia, Nissan, PSA Peugeot Citroen and Honda in China, but they have been recently focusing on developing their own brand too. They recently launched a sedan based on the old Citroen ZX chassis called the Dongfeng Aeolus Fengshen, shown above.



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Is this the world's most expensive X-ray?

The way it works is essentially a hybrid of particle accelerator and X-ray device. To start with, groups of protons are fired through a circular particle accelerator that covers an area the size of a small village, making 10,000 circuits (the equivalent of travelling from London to Aberdeen and back) within 10 milliseconds. Once the protons – which are fired in 50 batches every second – have reached 84 per cent of the speed of light, they are fired at a small tungsten target, no bigger than a packet of biscuits.

As with an atomic reaction, the proton bombardment generates a stream of neutrons, which are channelled towards 30 separate instruments. Each uses the stream of neutrons as a kind of "super X‑ray", monitoring how they scatter off the atoms inside the target materials and thereby revealing their atomic structure, at scales 10,000 times thinner than a human hair.

The idea of "neutron scattering" is nothing new – the Isis Pulsed Neutron and Muon Source (to give it its full name) has been generating neutrons since 1984, and has established itself as a world leader. But as materials science grows more complicated, and the demand for such services increases, it has become crucial to stay ahead of the pack, especially with the Americans and Japanese spending more than a billion dollars each to construct similar facilities.

The reason why there is such interest – and such demand for the Second Target Station's services – is that the research at Isis touches on almost every walk of life.

For example, hydrogen-power cars have been much talked about, as a way to reduce our dependence on fossil fuels and eliminate harmful emissions (as the only by-product of the reaction would be water). However, the car industry has yet to find a safe, low-cost way to store hydrogen: Isis is being used to study materials at the atomic level that could store the hydrogen and allow us to use that power on our roads or in our homes.

Isis also helps engineering firms assess the quality of their components, and make lighter and safer parts at a lower cost: Airbus has used the facility since 2006 to research the integrity of welds in aluminium alloys, and to assess their suitability for future aircraft programmes.

Then there is the medical aspect: scientists are working with medical researchers to develop a glass that could replace bone transplants, of which more than 300,000 are needed in Europe each year. This new type of glass would release calcium into the body as it dissolved, which could one day prevent the need for surgery by enabling patients to regrow their own bones. Using neutron scattering, we can see how the calcium is stored in the glass and how it is released. Last year, the system was also used to analyse the human body's most common antibody, immunoglobin A, and to understand how pollution moves through river systems at the molecular level.

In other words, the Second Target Station will enable scientists to explore and create super-fast computers, more effective drugs, cleaner energy and better materials. By studying the behaviour of materials at the atomic level, we can make breakthroughs in research that will underpin the technologies of tomorrow – and perhaps solve some of humanity's most pressing problems.

• Dr Andrew Taylor is director of facilities development and operation at the Science and Technology Facilities Council, which oversees Isis



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Sunday, June 21, 2009

The Malaysian Mindset needs to change

The Malaysian Mindset needs to change Posted by: woody_invincible

I have always wondered, why do we have to create slogans and mottos to encourage us to strive?

And yearly slogans to help us unite as one.

Things like 'Memimpin melaui Teladan' (lead by Example). 'One Malaysia',  'Wawasan 2020' , KeranaMu Malaysia, etc, etc.

If, in the first place we already are united, do we ever need to say 'We are'? . Imagine a rich man keep on braging about he is rich? Imagine a professor keep on bragging that he is a professor? Isn't that bullshit?

Look at the way we buy houses. You pay for something you've just seen on the papers, or maybe based on a scaled-down model, artists impression, and thelikes.

You run the risk of not going to own one if ever that company is going to have moron shareholders. Or you end-up getting one that has many cracks/defects.

Maybe once in a lifetime, you happen to be so lucky, you got your 'dream' home. But before you move in, you hack the s*** out of it, reshaped the whole building structure, put in all sorts of glamorous finishings, italian tiles, marbles, stainless steel, wrought iron, plaster , chandelier-lights, remote-controls here and there, and end up with four loadfuls of rubble, that we called 'Waste'.

You might have a newly installed kitchen with something like ion-activated water filters, health water filters, but you seldom do your cooking. There might be one or two foreign maids to help. That doesn't matter, you might at worst go out frequently to feed on meals prepared by roadside stalls (those that have tables- or merely cheap-plastic panels on metal stilts- placed on tarred-road), directly from the stove just beside a fishy-smelling drain. Wait, did you bring along any 'haelth- water' from your tap to be cooked with your dish? No, I bet.

Have you ever buy a proton Saga and hacked the s*** out of it, changed its shape, put in all sorts of finishing before you drive it?

Or maybe do that sort of thing to a BMW? a Mercedes? after all they sometimes cost less than your house. Do you see cracks in the cars? Do you ever buy a car just buy looking at an artist rendering, or a 1:12 scale model?

Then a look at education.

 People send their kids to schools for education. But look at the type of education we are giving them future leaders by parking haphazardly when we go and fetch them.

We hire foreign maids to take care fo the house chores. but then husband and wife have to work to pay for the big house and plush car. So, we leave the foreign maids to teach your kids all sorts of manners. Not our type, or is it the better type? You mean they could nurture our kids better than us?

Then another look at cost of living.

If 290 million can only buy a Court house that has so many defects, if 70 million ringgit can only buy non-bulletproof vests, if 200 million can only build a collapsible bridge, if 7 billion can only build a non-functioning Port Trade Zone, imagine those of us who earn anything less than that.

 



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Proton — why an overly-friendly media is no friend at all

JUNE 21 — If you have a suspicious mind, you’re bound to notice the inordinate number of Proton advertisements in local motoring magazines and pull-outs. For a company that’s just seen a sizeable swathe of red painted on its balance sheets, the ad-spend gravy train still seems to be calling on all stations.

It’s a policy that’s been in place for as long as I can remember; whether by accident or design, Proton is regularly the biggest advertiser in many a motoring rag. Inside cover, double-page spreads, back cover, you’ll find at least one Proton advertisement in practically anything that even remotely concerns motoring – and many more that don’t.

You’ve got to be a real turd bucket of a mag not to be able to get a piece of the action. In fact, if you’re running a motoring magazine and you can’t get a Proton ad, it’s probably time to start considering an exit strategy. Out a window of a very tall building would be a good place to start.

But you must be wondering what the problem would be for a car manufacturer to lavish advertising expenditure so generously on car-related periodicals. After all, it makes sense that if you want to sell cars, you try and reach the people who are reading about them. Fair enough, in an ideal world.

Except we don’t live in an ideal world. We don’t even live in one that qualifies as store brand sweetened creamer.

So although there is nothing terribly wrong with Proton being a media life-support system that also happens to make cars on the side, the problem manifests itself when the magazines start to become addicted to this easy source of income.

And a junkie will do anything to get a fix.

The insidiousness of it all is that the people involved don’t even realise when it starts to happen. It may begin with something fairly innocuous, maybe the killing of a potentially negative piece of news item. Then it spreads to playing up some non-event into a big affair. And before you know it, they’ve got you by the marbles where you – gasp! – censor your own reviews.

God help you when they decide to call in favours.

It doesn’t take a huge leap to spot the disconnect between what you read about Proton and what you know about them. Granted, there is a lot of vitriol and objectivity often goes out the window when the subject of the national carmaker arises – everybody wants to get their boot in – but isn’t that an indicator in itself?

I mean, how many people do you personally know who say “Oh lord, I can’t wait to get my first Proton”? I can’t recall a single one that ever gave a positive account of the ownership experience and the most charitable I’ve come across is when someone says “It didn’t break on me,” as though that is an achievement in and of itself.

To put things into perspective: Here’s an exercise for you, if you read and collect local motoring rags. Go through each and every one in your library, and try to find a single negative review about Proton’s models. Not just those that pussy-foot around the subject; find one that empathises with the way you feel about the company. Let me warn you; you’d best hunker down before you start.

It’s hard to see what value Proton hopes to achieve from all the sugar-coated write-ups and news, especially when they are fully cognisant of the fact that the cars that they make and sell are nothing like the stuff you read about. What did teacher say about overpromising and under-delivering again?

Right – don’t do it.

As an ex-owner, I don’t even need to imagine the disappointment of reading glowing reviews of a Proton, only to discover the term “creative licence” post-purchase. “Not best pleased” would be the only way I could sum it all up without having to resort to colourful language.

There’s also the risk of Proton themselves swallowing all the make-believe as real. Someone calls you great once, you thank him. More people tell you how wonderful you are, you maybe throw a party. But if everyone starts singing your praises, it’s hard not to want to go out and buy a red cape.

Fortunately, that’s an unlikely scenario, given that they still have to drive their own cars.

The situation with an overly-friendly media is only likely to deteriorate, now that so many other car companies have reined in their ad-spend in light of the tanking economy. More and more are going to start turning up at Proton’s doorsteps with their palms out to make up the difference but even Proton cannot afford to maintain the burn-rate that they must have now, not if they harbour any hopes of getting back to black.

Oh, but the irony! Despite having bankrolled an industry that has become both dependent and beholden to its generosity, Proton have not even begun to pay the price.

I would expect that once that happens and the rivers run dry, the knives that Proton have managed to keep sheathed thus far by being such a strong proponent of advertising would slowly be drawn. Which would be a nice change compared to the flurry of toothpicks that are currently stabbing away at their largely mediocre range of offerings.

With friends like these, who needs enemies?



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Saturday, June 20, 2009

Wilks' Satria not allowed to restart

Wilks' Proton not allowed to restart In association with Saturday, June 20th 2009, 10:59 GMT

Guy Wilks, Proton, Ypres Rally 2009The all-new Proton Satria Neo Super 2000 of Mellors Elliott Motorsport, making its Intercontinental Rally Challenge debut on this weekend's Belgium Ypres Rally, has been denied an opportunity to restart for today's action.

The team was hopeful that Guy Wilks and Phil Pugh would be able to run untimed through today's final ten stages in order to gain invaluable testing miles on the promising new car.

Having been in 12th place before an accident on the penultimate stage of day one, the MEM crew made the necessary repairs but it was not possible for the organisers to allow the Satria to join the remaining 59 cars (from the 73 that started yesterday) to tackle today's marathon 10-stage charge to the finish.

"It wasn't easy out there," Wilks said. "We had a lot of small issues with the car, which can only be expected, such as the temperature warning alarms going off which was very distracting.

"Because it's such a new car we've also had to run without the optimum gear ratios as they haven't been homologated yet, so the acceleration that's in the car hasn't been translated into the times."

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Friday, June 19, 2009

Proton Satria Neo Super 2000 Ready For Intercontinental Rally ...

Posted by: Admin on Wednesday, June 17, 2009 - 06:36 AM FOTA Makes Final Attempt At Compromise With Stubborn FIA

F1's rebel FOTA teams have moved to end the standoff with the FIA by devising a final offer of compromise, it emerged on Wednesday.



With Friday looming as yet another crunch deadline, the association - comprised of every current team except Williams and Force India - wrote to Max Mosley with a proposal to resolve the dispute over the budget cap rules.

Read more... (1288 bytes more) Todays Big Story Today's most read story is:

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Ypres Rally started with a bang

From Jouni Tikanen [ 6/13/2001 ]. Click to read all other Rally News.
 

This introduction is meant for both those who don't yet know World Rally Championship but can also give something to more experienced fans. It is a complement to the Rally Glossary in which certain things are explained in depth.

The WRC

If you're new to the FIA World Rally Championship (acronym: WRC), this

article is a perfect place to start with. Since I don't believe that too many genuinely new people find their way first into my site, I try to include a bit of more advanced material into this too. So unless you're real expert you might find something interesting here. Also note that while this article covers some basics, more info can be found at glossary of rally terms and if you still have questions after reading these, don't hesitate to ask on via the general message board. There will surely be someone there that will be glad to answer your question.

What is it all about?



Rallying is a form of motorsports that is run over ordinary roads rather than in specialized circuits used in Formula One or off-road environment used in endurance events like Paris-Dakar.

In distinction to rallycross in rallying drivers compete against the clock, not directly against the other drivers.

And in distinction to rally-sprints, stages used in rallying are much longer (up to 40 to 50 km, average being 10 to 30 km) and special co-drivers are used to call pace notes.

Under current rules, each competitor starts into the stages with two minute intervals (applies to works drivers only, private drivers start with one minute intervals) so under normal circumstancies competitors see each others only at the start and finish of the stage.

Who runs the show?


Freddy Loix - Cyprus 2001
There are four important parties involved. First one is FIA, the ruling body. It's the same body that makes also rules for Formula One, for example. Their role is only to make rules and govern, they do nothing else. Commercial rights to the WRC has been sold to International Sportsworld Communicators (ISC) which is owned by David Richards. They do all promotion, filming and distribution in relation to whole championship.

Thirdly there are manufacturers or teams, who design, build and run cars in the championship.
Alister McRae - Cyprus 2001
They are required to enter two cars in every event (but can enter more if they wish) but may name different drivers in each event. There are rules for new teams who have option to contest 25% of events in their first year, 50% in second year and all in third and subsequent seasons. Fourth party are event organizers who are independent organisations around the world and it is their job to organise event under FIA rules. There are as many ways of accomplishing this as there are events, some are free for the spectators while some use tickets. Some attract up to 150 entries while some are restricted to 60 entries (a trend for smaller entries is FIA's current wish).

Click here to read the next page

 


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Martin's power to the maximum

TERRY Martin did his chances of retaining the SD34 Road Rally title a power of good by claiming maximum points on last weekend’s Memorial Rally.

The Blackburn driver finished 11th overall on the event, which took in the lanes of the Ribble Valley and the Trough of Bowland, in his Proton Compact.

With regular navigators Jerry Hettrick and Paul Taylor unavailable, Martin teamed up with experienced mapman Bob Hargreaves for the 135-mile long rally.

Seeded at car 10, the pair got off to a good start over Longridge Fell but went off the road at Ivar, acknowledged as the worst corner on OS map 90.

Although a wrong tyre choice left them unable to challenge the front-runners, including eventual winners Steve Retchless and Sam Collis, Martin still enjoyed an excellent run down Melling White.

“It was a cracking rally with an excellent route, thanks to Steve Kenyon and his team from Garstang and Preston Motor Club,” said Martin.

And it was an eventful night for other East Lancashire crews and SD34 contenders.

Last year’s winners Steve Entwistle and Jason Crook finished 19th overall and second in the historic class, dropping less than 12 minutes over the night to the winners in their 1964 1071cc Mini Cooper S.

“We picked up a slow puncture on a front tyre through the first half which cost us a good couple of minutes, so I’m pretty happy with the result.” said Entwistle.

Fellow Mini men Pete Tyson and Neil Harrison were one of the first retirements with a broken transmission near Gisburn Forest.

Clitheroe and District Motor Club members Paul Buckel and Steve Butler (Vauxhall Nova) enjoyed a night-long tussle with fellow club members Simon Boardman and Mark Blunt in their Proton Compact.

A missed codeboard resolved the issue, with Buckel claiming 20th overall and second semi-expert, and Boardman coming home in 33rd place.

Colne’s Pete Jagger and Chris Williams finished well in 23rd place, two places ahead of Dave Whittaker, from Pendle DMC, and Steve Hartley.

Neil McCarthy and Alan Barnes, also from Clitheroe, had a great run to third in the novice class on their first rally for 22 years.

The BMW crew would have won their class comfortably – if they hadn’t driven straight through the control manned by local Rally Liasion Officer Alan Shaw!

And Paul Gray and Marcus Pomfret enjoyed a steady run in their Mini Cooper, lying second in the novice class until they cracked the exhaust manifold near Lower Bentham.

Acknowledged as one of the best events on the road rally calendar, this year’s Memorial attracted a great 46-car entry with no less than 25 crews in the experts class – drawn from all over the North of England and Wales.

“A big thank you to all competitors, marshals and members of GPMC for helping to make the rally such a success,” said clerk-of-the course Steve Kenyon.

“Well done Steve and Sam on the win and to all class award winners, we hope to see you all next year!”

Results: 1: Steve Retchless/Sam Collis (Ford Escort) 4m 56s; 2: Steve Head/Michael Gilbey (Vauxhall Astra)4m 59s; 3: Jonty Bloxham/Nick Bloxham (Peugeot 106) 5m 02s 4: Meilir Jones/Richard Morris (Vauxhall Astra)5m 35s; 5: Ade Green/Kev Wilson (Proton Satria) 6m 29s; 6: Tim Powley/Leigh Powley (BMW 318i) 6m 57s.



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Detroit Electric, Dongfang Motor Corp. agree to develop and make ...

The two companies are also discussing forming a joint venture to manufacture, assemble, produce and supply the Detroit Electric's electric drive technology to the Dongfeng Group and other vehicle manufacturers. Financial details of the tie-up were not announced. Nor was there any word on when they hoped to produce the vehicles. Lam said the deal would be similar in scope to Detroit Electric's agreement with Malaysian automaker Proton for producing electric vehicles for export. "The more I learn, the more I believe the electric car is the future," said Lam, who formerly worked with Lotus and Ford Motor Co., among other automakers. If it succeeds, Detroit Electric would be among the first to mass-produce an electric car driven purely by a noiseless battery-powered motor. It says its electric drive systems will enable extended-range models of the cars it is used in travel up to 325 kilometers (200 miles) on a single charge. Auto makers must innovate themselves out of their dependence on gasoline and diesel, and China seems committed to making the switch, Lam said. China's BYD Auto has introduced the plug-in hybrid F3DM for fleet sales in December. It runs up to 100 kilometers (62 miles) on a single charge before reverting to its conventional gasoline engine. Other carmakers are racing to produce fully electric cars. U.S.-based Tesla Motors has a prototype electric car that is scheduled to be produced by 2011. Toyota said it plans to sell electric vehicles in the U.S. by 2012, while Nissan Motor Co. said it will market electric vehicles in Japan and the U.S. after April 2010. Lam joined a group of Dutch investors and inventors to set up Detroit Electric, based in Damwoude, Netherlands, in 2008. He said bought the rights to the company's name — Detroit Electric produced electric cars in the U.S. in the early 1900s — because "We share the same vision." State-run Dongfeng, formerly the Second Automobile Works, is a partner of Japan's Nissan Motor Co., and is based in the central Chinese city of Wuhan. The company is among many Chinese manufacturers moving quickly to develop electric vehicles for the fast-growing local market, with the encouragement of authorities who are keen to reduce automobile emissions and limit the country's growing reliance on imported oil. "This cooperation with Dongfeng allows us to work closely with a strong partner in China to explore various ways to enter the world's largest vehicle market," Lam said. Chinese monthly auto sales so far this year have surpassed those in the U.S. Despite China's endorsement of electric vehicles, so far their use has been limited here to a few experimental programs. Among other challenges, cities lack the infrastructure to enable consumers, most of whom live in high-rise apartments, to recharge the vehicles. Purchasing equipment to make the cars would typically cost about $15 million to $20 million, Lam said. Detroit Electric's deal with Proton calls for the Malaysian automaker to use excess capacity to make zero-emission electric sedans, initially targeted at the European and U.S. markets. The plan is to sell 45,000 of the vehicles across Europe, the United States and Asia by next year, increasing to 270,000 units by 2012.

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Thursday, June 18, 2009

Detroit Electric Signs Deal to Produce Electric Cars in China

and Donfeng Motor Company announced today that the two companies will work together to research, develop, market and sell Pure Electric Vehicles (PEVs) in China using Detroit Electric’s advanced electric drive technology.

The agreement will allow Donfeng Motors to test and validate Detroit Electric’s electric drive train technology in order to produce and market Donfeng’s PEVs. The parties are also discussing the possibility of forming a joint venture company, which would manufactre, assemble, produce and supply Detroit Electric’s technology to Donfeng and other auto manufacturers.

“This validation process is a major proof point for the technical leadership and commercial readiness of our electric motor drive technology,” said Albert Lam, Detroit Electric’s Chairman and CEO.

“We are excited at the opportunity to partner with yet another world-class automaker in order to accelerate the wide adoption of Detroit Electric’s electric drive technology and propel the PEV industry forward,” Lam continued.

This agreement with Donfeng follows closely behind a contract with Proton on March 30. These agreements put Detroit Electric on the competitive track to create a full line of innovative, practical and affordable PEVs to the global market by providing the company with its first manufacturing base and vehicle platforms.

“This cooperation with Dongfeng allows us to work closely with a strong partner in China to explore various ways to enter the world’s largest vehicle market,” said Lam, who aims at selling 45,000 vehicles across Europe, the United States and Asia by next year; and increasing that number to 270,000 by 2012. Detroit Electric’s products range from high performance sports cars to stylish sedans capable of driving over 200 miles in a single charge.

China has become one of the key players in the EV race, offering financial and other incentives to encourage the adoption of zero emission vehicles. China’s commitment to alternative, clean vehicles and its role in the EV market make it fertile soil for Detroit Electric to grow over the next five years.

Photo Credit: Detroit Electric

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Ypres Shakedown times

From Jouni Tikanen [ 6/13/2001 ]. Click to read all other Rally News.
 

This introduction is meant for both those who don't yet know World Rally Championship but can also give something to more experienced fans. It is a complement to the Rally Glossary in which certain things are explained in depth.

The WRC

If you're new to the FIA World Rally Championship (acronym: WRC), this

article is a perfect place to start with. Since I don't believe that too many genuinely new people find their way first into my site, I try to include a bit of more advanced material into this too. So unless you're real expert you might find something interesting here. Also note that while this article covers some basics, more info can be found at glossary of rally terms and if you still have questions after reading these, don't hesitate to ask on via the general message board. There will surely be someone there that will be glad to answer your question.

What is it all about?



Rallying is a form of motorsports that is run over ordinary roads rather than in specialized circuits used in Formula One or off-road environment used in endurance events like Paris-Dakar.

In distinction to rallycross in rallying drivers compete against the clock, not directly against the other drivers.

And in distinction to rally-sprints, stages used in rallying are much longer (up to 40 to 50 km, average being 10 to 30 km) and special co-drivers are used to call pace notes.

Under current rules, each competitor starts into the stages with two minute intervals (applies to works drivers only, private drivers start with one minute intervals) so under normal circumstancies competitors see each others only at the start and finish of the stage.

Who runs the show?


Freddy Loix - Cyprus 2001
There are four important parties involved. First one is FIA, the ruling body. It's the same body that makes also rules for Formula One, for example. Their role is only to make rules and govern, they do nothing else. Commercial rights to the WRC has been sold to International Sportsworld Communicators (ISC) which is owned by David Richards. They do all promotion, filming and distribution in relation to whole championship.

Thirdly there are manufacturers or teams, who design, build and run cars in the championship.
Alister McRae - Cyprus 2001
They are required to enter two cars in every event (but can enter more if they wish) but may name different drivers in each event. There are rules for new teams who have option to contest 25% of events in their first year, 50% in second year and all in third and subsequent seasons. Fourth party are event organizers who are independent organisations around the world and it is their job to organise event under FIA rules. There are as many ways of accomplishing this as there are events, some are free for the spectators while some use tickets. Some attract up to 150 entries while some are restricted to 60 entries (a trend for smaller entries is FIA's current wish).

Click here to read the next page

 


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Donegal Rally Preview

Irish Rallying continues to prosper as an oversubscribed entry of 151 cars and crews head to the North West this weekend for the Topaz Donegal International, the fifth round of the Irish Tarmac Rally championship, writes John Kenny.

The fast Donegal stages have proven time and again to be the most popular in the country and a top class entry has been received by the Donegal Motor Club for this weekend's three day event.

It's the longest and toughest Rally in the country at present, with the action starting at 9.45am on Friday in Letterkenny, where the crews roll off the ramp from An Grainan Theatre before travelling to Inishowen for six stages.

There are eight more on Saturday with the final six on Sunday before the finish at the Mount Errigal Hotel on Sunday evening at 5.54pm. In all, the crews will run over 900 kilometres between stages and road sections over the three days, a demanding feat of endurance.

Championship leader Eugene Donnelly (Skoda Fabia) won Donegal for the first time in 2004 and has won it twice more since, including last year's event, which was cut short due to the tragic death of a spectator.

The message from the organising club and drivers to the thousands of spectators that are expected to line the banks this weekend is to obey the marshals at all times and not to put lives at risk.

At the Killarney Rally of the Lakes last month, some decided to put themselves at risk with Aaron McHale reporting that a number of spectators were playing 'chicken' by running in front of his speeding Ford Focus, not only endangering their lives, but the lives of others.

The sport does not need a repeat in Donegal this weekend, especially as the event noted for being the fastest in the country.

Donnelly has a useful 12 point lead in the championship from the Subaru Impreza of Tim McNulty, following three wins in the opening four rounds in Galway, the Circuit and the Jim Clark in Scotland.

McNulty won in Killarney when Donnelly and Gareth McHale crashed out on the last day and Eamonn Boland suffered a puncture.

However, the Meathman has shown some decent speed in recent events and was leading the Jim Clark Rally until Donnelly overtook him in the latter stages.

Last year's tarmac champion Eamonn Boland is in third place, just two points behind McNulty and the Wexford man is bringing his Impreza to Donegal in the hope that he can score his first ever win in the North West to keep the pressure on Donnelly in the race to the title.

The number one seed is Gareth McHale (Ford Focus), who is still searching for his first ever win in an Irish Tarmac championship event, despite being the only Irish driver ever to score points in two World Rally events (Mexico '06 and Ireland '07).

Indeed, it is 15 years since a Ford won in Donegal, when Stephen Finlay's Escort and Gareth and Aaron McHale will be hoping to end that drought and emulate father Austin who won Donegal back in 1998.

'It's a tough rally and the speed is exceptional at times, but I feel that we have every chance,' said McHale.

Gareth and Aaron have 30 and 25 championship points respectively, still in the hunt, but a win would not go amiss for Garth to break his Tarmac Rallies duck and to stay in championship contention.

Aside from the battle at the front for the more powerful World Rally Car, the battle for Group N honours looks like being a fascinating one.

Alistair Fisher, nephew of the late Bertie Fisher, leads the group N fight but Alan Carmichael is just a point in arrears. The challenge is likely to come from the Mitsubishis of Gary Jennings and Shaun Gallagher, who will be running on his home ground.

The Modified section is once again dominated by Mark2 Escorts and Wesley Patterson has won every round of the Irish championship to date. Patterson is favourite to win the Modified Challenge in Donegal.

Elsewhere, the Intercontinental Rally Challenge (IRC) goes to Belgium on Friday and Saturday for the Ypres Rally, with Irish pair Kris Meeke and Paul Nagle hoping to extend their lead in their Peugeot UK backed 307.

Having won the last two rounds of the IRC, Meeke now leads the overall drivers' standing by two points from Belgium tarmac specialist and team mate, Freddy Loix.

The tarmac stages Belgium will be very different from the gravel rallies of Brazil and the Azores that the Peugeot UK duo won so convincingly and Loix will be a difficult man to beat.

The Belgium Ypres rally will also see the largest number of S2000 cars line up for the start of what looks like a fascinating rally.

A total of five different manufacturers will be represented including Abarth, Peugeot, Skoda, VW and Proton with the Proton Satria Neo S2000 driven by British driver Guy Wilks.

The series is now a serious threat to the World Rally Championship and is attracting more manufacturers back into the sport than the senior series.

The Ypres rally starts on Friday and will see the competitors completing sixteen special stages over the two day event.



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New industrialisation vision

The vision was realised without undue strain on resources and capabilities. And it was tenable, for a while. The limits of import substitution were quickly reached. The domestic market and purchasing power were limited. There was nowhere to expand but outwards. The vision then shifted to export-led industrialisation. This vision was more challenging. The economic base was narrow. Domestic firms were operating on a small scale. Diversification had to be initiated by bigger foreign companies. A new industrial infrastructure had to be emplaced - industrial estates, legislation, incentives. In institution building, the role of the Malaysian Industrial Development Authority (Mida) in promoting inflows of investments became pivotal. As the country progressed in its industrialisation drive, with heavy dependence on multinational corporations (MNCs), a national-centric dimension of industrialisation took shape. While attracting MNCs, domestic industrial capabilities needed to be developed as well. The rationale was simple. It was a balancing act. Malaysian firms and interests should also be more directly involved in the industrialisation process and gain from the experience. While they may grow to become MNCs themselves, their industrial roots will remain in the country. This vision required a lot more effort, costs and perseverance to make it happen. The most ambitious aspect of this vision was the national car. Starting from scratch, after more than two decades, the saga of this vision is still unfolding. Today, Proton is a reality. Proton cars are running on the roads. Nevertheless, more bending and welding are required before Proton becomes a fulfilled and enduring vision. It can thus be observed that while the core vision of industrialisation, that of transforming Malaysia into a major producer of industrial products, remained, the nature of the transformation, and dimensions of the vision, underwent evolution with each phase of industrialisation. The dimensions are captured in the Industrial Master Plans which had been formulated to steer the course of industrialisation. The focus of the vision for the First Industrial Master Plan (IMP1), 1986-1995, was on laying the foundation for the manufacturing sector to become the leading growth sector of the economy. This was largely realised. At the end of the plan period, the share of the sector to the gross domestic product (GDP) increased from 15.7 per cent in 1986 to 27.1 per cent in 1995, while the share of manufactured exports to total exports increased from 43 per cent in 1986 to 77.5 per cent in 1995. The focus of the vision for the Second Industrial Master Plan (IMP2), 1996-2005, was on the further development of the manufacturing sector, by strengthening industrial linkages, increasing value-added activities and enhancing productivity. Generally, progress was being achieved in these areas:* In respect of industrial linkages, an increasing number of MNCs were beginning to source their requirements for parts and components from domestic suppliers and input providers. In the case of the electrical and electronics industry, a semiconductor cluster took shape in Penang. In research and development, collaboration within the cluster involved the industry, the government and academia through the formation of the Collaborative Research and Resource Centre, based in Universiti Sains Malaysia.* During the IMP2 period, there was a shift towards higher technology and capital-intensive activities in the manufacturing sector. In investments, high technology projects undertaken included wafer fabrication, with investments valued at RM15.9 billion, and photonics (RM452.1 million).* Productivity in the manufacturing sector improved. In terms of labour productivity, in 2005 the sector recorded an improvement in labour cost competitiveness. There was an increase of 13.9 per cent in productivity (measured by sales value per employee), compared with the increase of labour cost per employee of 4.1 per cent. Taking into consideration the industrialisation progress achieved during the period of the two Industrial Master Plans, the focus of the vision for the Third Industrial Master Plan (IMP3), 2006-2020, has been set higher still. The vision is for Malaysia to achieve global competitiveness. Extremely challenging, no doubt, but not unreachable. This is like the high jumper who has gained experience and excelled in national and regional competitions now going for the Olympics. The vision is to be realised through the innovation and transformation of not only the manufacturing sector, but the non-government services sector as well. It is anticipated that while the manufacturing sector will continue to grow, its contribution to the GDP, at the end of the IMP3 period, will be relatively smaller, at 28.5 per cent, compared with 31.4 per cent in 2005. A bigger potential is envisaged for the non-government services sector, which is expected to grow and contribute 59.7 per cent to the GDP by 2020. Recently, a new dimension has been added to the vision of Malaysia becoming globally competitive. This has to do with the international trading aspect of a globally competitive industrialised nation. The potential for Malaysia to be involved in such activities in a big way needs to be explored and exploited. Under one of the ten strategic thrusts of the IMP3, Malaysia's position as a major trading nation will be enhanced. This thrust will now be strengthened. Enhancement will need to be measurable. The total trade rankings of the World Trade Organisation (WTO) will be used as the benchmark. The vision is for Malaysia to become the top 10 global trading nation by 2020. In the past, the highest position reached was 17th. In 2008, Malaysia was at the 27th position, with total trade valued at US$356.4 billion (RM1.26 trillion), one-tenth of the total trade of the top ranked trading nation, the US (US$3,466.5 billion, or RM12.27 trillion), and two-fifths of the 10th trading nation, Canada (US$874.8 billion, or RM3.1 trillion). It is obvious that massive efforts in a broad front are required in the pursuit of the vision. They may involve realignment, in certain aspects, even overhaul, in the ways international trade is now being handled by Malaysia. The areas include logistics system and infrastructure, port and airport operations, and trade facilitation and related services. There is also a need to nurture a dynamic merchanting community. Like the high jumper aiming for the Olympics, Malaysia's aim for the top 10 global trading nation requires relentless determination and dedication. Within a decade, putting efforts together, as a nation, the vision can be turned into reality.Datuk Abdul Hadi is the adviser to the Ministry of International Trade and Industry.

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