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Archive for September, 2017

Auto Industry News – Q3 2017

We review all the major news events in the automotive industry from the third quarter of 2017.

 

Safety and Environment

In what became the first ever compulsory recall for vehicles in Australia, the ACCC intervened to shine the spotlight on cars affected by defective Takata airbags. The recall eventuated amid a rising number of fatalities worldwide attributed to the faulty components, including a local fatality in Sydney.

Emissions scandals continue to plague manufacturers, with Peugeot and Citroen being looked into for their alleged use of ‘cheating’ devices similar to those used by Volkswagen. The companies join Renault and Fiat Chrysler to be looked into, however, they have strongly denied the accusations. Also being accused of unconscionable conduct, Daimler is facing concerns it sold over one million cars with excess emissions.

In a boost for environmentalists, Queensland’s government announced plans to develop the world’s longest electric highway that will promote the use of electric vehicles.

 

Technology

Fuel technology continues to be a major focal point. Volvo has drawn a line in the sand, as the auto maker plans to begin phasing out petrol and diesel in the coming years. This aligns with legislation in France and the UK that will ban said vehicles from 2040, and China planning to soon ban the production of these vehicles, although Australia isn’t expected to follow suit any time soon.

Locally, the nation could be at the forefront of hydrogen fuel technology, with a world first trial set for hydrogen powered vehicles next year. South Australia even became the first Australian state to endorse hydrogen as the next fuel technology.

On a related note, Sydney will play host to integral trials surrounding the future of autonomous vehicles in Australia, while first round results from testing in Victoria suggest infrastructure and technology are currently ill equipped for self-driving vehicles. Abroad however, and vacuum cleaner maker Dyson is eyeing the electric vehicle market, set to take on dedicated manufacturers as soon as 2020.

Other technology developments include:

 

Legal and Regulatory Issues

The government was caught up in a vehicle ‘carbon tax’ controversy, with auto bodies and car makers slamming a rumoured proposal, although the government went on the front foot to deny its prospects.

Elsewhere, the ACCC commenced proceedings against Ford Australia over its ‘faulty’ auto transmissions, however the car maker announced it will contend the accusations. Also facing scrutiny from the ACCC, Holden settled an investigation by announcing the industry’s first vehicle refund and replacement scheme for the first 60 days of vehicle ownership

However, the ACCC saved its biggest salvo for the broader new car industry, detailing a wide range of concerns regarding the way customers’ complaints are dealt with, the sharing of manufacturer data with independent repairers, and real world fuel/emissions tests. The developments could give rise to lemon laws. Naturally, this provoked concern and consternation from the automotive bodies.
Finally, the Federal Court has requested Volkswagen publish changes to vehicle performance on its website and social media arising from the Dieselgate saga. http://credit-n.ru/offers-zaim/srochnodengi-online-zaymi.html

Indicate, Mate. That'd Be Great.

In surveys of the things that annoy drivers, it’s always in the order of over eighty percent that respondents say people nott indicating that rates as an annoyance. Yet, in any city or town, in any Australian state or territory, you’ll find people that either use their indicators or use them correctly as being of the minority.

In NSW a very common transgression is not indicating when crossing a merge lane, along with non indicating when pulling away from the roadside. Here’s the legislation in NSW:

(2)  The driver must give the change of direction signal for long enough to give sufficient warning to other drivers and pedestrians.

(3)  If the driver is about to change direction by moving from a stationary position at the side of the road or in a median strip parking area, the driver must give the change of direction signal for at least 5 seconds before the driver changes direction.

In fact, the legislation even specifies what needs to be done: “How to give a left change of direction signal. The driver of a vehicle must give a left change of direction signal by operating the vehicle’s left direction indicator lights.” Naturally this applies for the right hand side of the car too. Note also the time requirement: at LEAST five seconds. Even more confusing is when to use an indicator if a road curves and also has an exit at the apex. Far too many DON’T indicate at the apex or actually indicate as they follow the road….and don’t need to indicate.

Complicated stuff, right? So why are there so many drivers that don’t indicate? Don’t indicate for more than one or two blinks? This also coincides with drivers wrestling their cars from lane to lane almost as if they’re being blown around like a leaf in the wind. Is there something wrong with a gentle, easy, merge along with enough indication?

Roundabouts are another bugbear and these, too, are easy to deal with.

  Giving a left change of direction signal when entering a roundabout

(1)  This rule applies to a driver entering a roundabout if:

(a)  the driver is to leave the roundabout at the first exit after entering the roundabout, and

(b)  the exit is less than halfway around the roundabout.

(2)  Before entering the roundabout, the driver must give a left change of direction signal for long enough to give sufficient warning to other drivers and pedestrians.

(3)  The driver must continue to give the change of direction signal until the driver has left the roundabout.

And:

Giving a right change of direction signal when entering a roundabout;

(1)  This rule applies to a driver entering a roundabout if the driver is to leave the roundabout more than halfway around it.

(2)  Before entering the roundabout, the driver must give a right change of direction signal for long enough to give sufficient warning to other drivers and pedestrians.

(3)  The driver must continue to give the change of direction signal while the driver is driving in the roundabout, unless:

(a)  the driver is changing marked lanes, or entering another line of traffic, or

(b)  the driver’s vehicle is not fitted with direction indicator lights, or

(c)  the driver is about to leave the roundabout.

Note 2.

Rule 117 deals with giving change of direction signals before changing marked lanes, or entering another line of traffic, in a roundabout.

Note 3. Rule 118 requires a driver, if practicable, to give a left change of direction signal when leaving a roundabout.
What’s important here is the last comment: indicate left when leaving a roundabout. I could count on one finger the amount of times this is seen on our our roads. What’s more troubling about the lack of indication Aussie drivers do is just how SIMPLE it is to indicate. Cars are designed, engineered, and built with many factors of safety, including how easy it is to access the indicator stalk. They’re literally at your finger tips. So what causes drivers to not uses them? Pride? Arrogance? Stupidity? Laziness? Distracted whilst wearing earbuds (a stupidly non-illegal rule!)?
Non indicating means no involvement in your driving, and having no involvement in driving heightens the risk factor, increases the danger factor. This is also exacerbated by the somewhat myopic focus our police and governments have on speeding as being the allegedly sole cause of crashing. Perhaps if more effort was expended on policing non indicators, not only would the revenue come but the message about being involved as a driver (as ANY worthwhile driver trainer and educator will insist upon) as a high point for safety may start seeing better examples of driving.
Be a safe driver. Indicate, mate. That’d be great.

http://credit-n.ru/offers-zaim/vashi-dengi-zaim.html

Private Fleet Car Review: 2017 Great Wall Steed Diesel 4×4 Ute.

Great Wall first landed in Australia in 2009. It was a range full of petrol engines and manual transmissions and sharp pricing. However, quality was questionable and it wasn’t long before the brand was withdrawn. Fast forward a few years and the Great Wall brand features three variants in a four door crew cab design, a petrol or diesel 4×2 and a diesel 4×4, priced from $29990, driveaway. Private Fleet trials the 2017 Great Wall Steed 4×4 diesel to see if things have improved.Engines wise it’s a choice of a 2.4L petrol or 2.0L diesel, as tested. Both come with a manual, being a five cogger for the petrol and six for the oiler. The transmission itself in the Steed is typical manual; a reasonably light throw, a tad notchy, a sensible gate so you’re not hunting for the slot and there’s a simple push button based high/low range system. It is, however, mated to a living definition of time travel, backwards time travel. Great Wall quotes 110 kilowatts of power and a lowish 310 Nm of torque between 1800 to 2800 revs from the two litre engine… that’s substantially less than a good portion of its competitors.In order to get the Steed underway, a little slip of the clutch and a judicious prod of the go pedal are required, needing around 2000 revs to move it along with something approaching acceleration. It genuinely feels like an old school diesel, with nothing below 2000 and a cliff fall once you see 4000 rpm. It’s breathless, ragged, lacks urge and is defintely old school with the rattle. It also means that some uphill runs require constant downchanging, providing some good exercise for the left arm. However, on the freeway, the gearing means that it will happily pootle along right in the torque band.
It’s frighteningly thirsty though, with a final consumption figure of 9.7 litres of dinosaur juice being ingested for every 100 kilometres driven. That’s not great even allowing for the 1740 kilogram weight.The steering is also…unusual. What’s called lock to lock describes the process of winding the steering wheel from one side through to straight ahead to the other side. The Great Wall Steed is something close to five turns. What this means is a turning circle a battleship would be embarrassed to show and some serious arm work to engender directional changes. A half turn sees minimal left or right movement and you need, as a result, to wind on more lock to really see anything happen.Ride quality from the double wishbone front and leaf spring rear is also iffish. The Steed is too hard when it needs to be softer, and too soft when a firm and taut ride is needed. It’ll skip sideways too easily, thumps over the small metal speed bumps in shopping centres, crashes on the front when going over the bigger speed bumps, and just doesn’t seem to track straight and true on the freeway. In all, it’s a somewhat frustrating drive and ride experience.Outside it is handsome enough, with a number of positive comments from passers-by and colleagues. In profile it’s clear the car has been sourced from an Isuzu desgn, with the nose cone being given a thorough massage to ensure a clear GW identification. There’s a solid grille with five horizontal bars, a pair of LED driving lights inserted in each far corner of the bumper assembly, headlights not unlike that found in Holden’s Colorado, indicators in the wing mirrors and sitting in the middle of the 3200 mm wheelbase a pair of sidesteps. The rear bumper stands proud of the rear bodywork and adds a bit of extra length to the overall 5345 mm. There’s an approach angle for the alloy section in the front bumper of 25 degrees and a handy 21 degrees departure angle. Towing? 2000 kilos, braked.Tyres are 235/70/16 from Giti and are of a semi off-road capable tread design. They may also contribute to the skittishness of the Steed’s handling. What may also contribute is the one tonne cargo carrying capacity tray was unladen throughout the review period. It’s an almost square tray at 1545 mm long and 1460 mm wide and there’s 480 mm of depth. The test car came fitted with an alloy roll bar as well plus the tray was lined with a polyurethane liner and fitted with tie down points.Inside is where the Steed picks up some points. The slightly flat and slabby leather seats are heated, with the driver gaining simple electrical controls to adjust their pew. The overall presence is pleasant enough, with a basic but legible monochrome info screen between the uncomplicated dials; a touchscreen that is ssslllloooowwww to load the navigation system and looks peculiarly Asian in layout and colour scheme. Audio is standard AM/FM with Bluetooth and auxiliary inputs but you can watch DVDs….actual audio quality was ok, with a slightly boomy bass at levels that would normally sound tight and punchy. The rest of the dash and console is uncomplicated, ergonomically friendly, and of a pleasing enough quality throughout the cabin to appeal to most in the market.Safetywise the Steed features a reverse camera, which didn’t always engage, six ‘bags, pretensioning seat belts, stability control, hill start assist (which holds the brakes momentarily) and, surprisingly, tyre pressure monitoring. Blind spot monitoring, lane keeping alerts and the like aren’t available. However it still rates not terribly well for the ANCAP scoring, with a two from a possible five ponts when lasted tested. Warranty is a standard three years or one hundred thousand kilometres, and servicing starts at six months or five thousand kilometres. It’ll then move to 12 months or fifteen thousand after the first service.

At The End Of the Drive.
The 2017 Great Wall Steed, on its own, would be an ok vehicle for a private buyer or even a fleet buyer. However it needs more to really be a consideration, more as in refinement of the steering ratio, more in the torque, more in the fettling of the ride. It’s inside that the Great Wall Steed scores ponts, along with a not unattractive exterior. However, if price is a consideration, as it was in 2009 when I worked at a dealership that sold Great Wall, then 30K driveaway will dull the headache.
Here’s where you can find out more: 2017 Great Wall Steed diesel crew cab 4×4 http://credit-n.ru/offers-zaim/viva-dengi-credit.html

Private Fleet Book Review: How To Drive. The Ultimate Guide From The Man Who Was The Stig by Ben Collins

As we’re less than 100 days away from Christmas, it might be time to start dropping some hints as to what you’d like your nearest and dearest to get you. For most of us, a new car is out of the question in the Christmas stocking, but a new book is probably much more feasible as a present for the typical Australian.

How To Drive by Ben Collins is a book that satisfies a number of appetites whetted by the BBC TV show Top Gear – and I’m talking about the old version with the Unholy Trinity of Jezza, Richard and James. Firstly, you finally get to find out who The Stig really is: the author of this book, former racing driver and movie stunt driver Ben Collins.  Secondly, this is the closest you’re likely to get to being taught how to drive by The Stig like those Stars In Reasonably Priced Cars.

To say that this rather chunky book (269 pages, not counting the index) is comprehensive is something of an understatement. It is packed with tips and facts to make you a better driver, starting with some historical bits and pieces, such as the development of the tyre, and goes from the basics through to advanced stunt driving as you work your way through the book. And when I say “the basics”, I really do mean the basics: starting with the importance of good seating position and holding the wheel correctly. In the final section, you get all the really fun stuff you don’t want to do anywhere apart from a proper track or else a deserted field (with permission of the farmer, of course): doughnuts, burnouts, drifting and the J-turn… and the “don’t try this at home” 180-degree and 90-degree stunt turns into a parking space.

As most of us want to know more about The Stig and who he really is, the book is peppered with anecdotes, not just about Stiggy’s time with Top Gear but also the movie driving and race driving he’s done.  For the record, Ben Collins has been a stunt driver in Fast and Furious, Spiderman 2 and Quantum of Solace… at the very least. Those are the movies cited in the index, anyway.  And yes, he’s body-doubled James Bond for these stunts.  There are photos to prove it.  You also get glimpses of behind the scenes at Le Mans and NASCAR, etc.  The stories aren’t all “look at how good I am” showing off: there are a few “how I got it wrong” tales in there as well.

It’s also not just a how-to book, although there are tons and tons of step-by-step instructions and handy diagrams.  The physics of what’s going on is explained, as well as the psychology, and plenty of it.  Again and again, the importance of having being in the right headspace is emphasised, and it’s not all testosterone-fuelled drive and competition, which will come as something of a relief for those of us whom Nature didn’t give loads of testosterone, aka 50% of the population.  Collins provides tips not just from the motor racing world but also from Samurai warriors and jet pilots.  There’s even a diet to help you stay alert when expecting a long day’s driving.  The physics and the psychology – and the instructions – are all presented in a very readable way with a sense of humour.  It’s hard to forget the mnemonic for correcting oversteer, for example: Steer, Hold It, Turn (the initial letters are probably what you’re saying…).  The ebook version would certainly be great when you’re waiting in the doctor’s surgery and would pass the time very pleasantly (the hardcover is a bit hard to cart about in your pocket).

It’s a British book, so some of the explanations and complaints about roundabouts, give way rules, motorways and the licensing system may not (and in many cases do not) apply to Australia. However, the majority of what’s in there does apply (including, hooray, hooray, the keep-left rule).

This is a book that will keep plenty of drivers happy, as there’s something for everyone in there, whether the reader’s on their L-Plates or whether he/she has been driving for decades.  It’s a goldmine of motoring trivia that will make you chuckle as well as being a great practical tome that ought to be standard issue along with a copy of the Road Code to learner drivers.

How To Drive. The Ultimate Guide – From The Man Who Was The Stig
Ben Collins
Published 2014 by Pan Macmillan, ISBN 978-1-4472-7283-0 (hardback), 978-1-4472-7285-4 (paperback). 272 pages. Ebook available. http://credit-n.ru/offers-zaim/zaym-na-kartu_migcredit.html