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Are Motor Shows still relevant in Australia?
This week we were informed that the Australian International Motor Show (AIMS), scheduled for Melbourne in June this year, has been cancelled.
AIMS Event Director, Russ Tyrie, said: “We have made the decision to not proceed with this year’s Show based on a consensus view of the Automotive Industry to focus limited marketing budgets in 2013 on firm specific activities rather than an industry based Motor Show.
“In not proceeding with the Show in 2013, Australia is following a global trend that has been apparent for several years, where cities do not always have a Motor Show. This trend is evident in the recent suspension of Motor Shows in London, Zagreb and Amsterdam,” Tyrie continued.
In 2009, a joint venture was formed between the Federal Chamber of Automotive Industries- organisers of the Sydney Motor Show- and the Victorian Automobile Chamber of Commerce who co-ordinated the Melbourne show.
Their agreement saw a shared arrangement where each city would share AIMS responsibilities, hosting the show on alternating years. The venture sought to ensure enough manufacturer and public interest in Australian shows rather than competing for attendance and revenue each year.
Now, with manufacturers moving towards different areas of promotion (for example, associating with major events like BMW at the L’Oreal Melbourne Fashion Festival or sponsoring a sporting team like Renault has the Port Adelaide Football Club) the question needs to be asked: Is the Australian Motor Show on the verge of extinction?
The AIMS organisers have been adamant that they will return in 2014, but with a new focus on the Asia-Pacific region. This bodes well, and I for one hope they return with a vengeance, but several challenges lie in the way. For one, our population is not big enough to truly justify a massive brand presence, the like of which is seen at Tokyo, Geneva or New York. Related is the sheer distance we lie away from the global manufacturer bases. Big European brands are particularly limited by time and budget constraints, putting the clamps on just what they can do with their local promotional opportunities.
Also shifting are the public’s perceptions, and that’s where you come in. With the multitude of information available online augmenting traditional print channels, do you still feel a need to attend a motor show physically? Does the motor show model remain a worthwhile manufacturer showcase? Would you still prefer to attend a show when looking for a new car, or is it easier to research online?
Link to Private Fleet and win a $25 gift card!
Since commencing 1999, Private Fleet has grown from a two-person operation to a business which employs over 40 staff. This expansion could not have been achieved without the positive feedback and word-of-mouth generated by our wonderful clients.
So, do you love the Private Fleet service, whether you ended up buying through us or not? Do you own a blog or post on automotive or other online forums? Then please link to our homepage (www.privatefleet.com.au) from another website and briefly share your experience with others. As a thank-you for spreading the word we’ll send you a $25 Myer gift card, posted directly to your address. It’s that easy!
Simply send us your name, address, email and a contact number along with a copy of the link’s location and we’ll look after the rest. Send it to ‘newsletter [at] privatefleet.com.au’
Exceptions/T’s and C’s
- Sorry we can’t reward Facebook links in this manner. However stay tuned for a new social media campaign!
- Links must be direct to the site. No funny popups, javascript or redirects
- If you’re not sure, let us know first what you’re thinking about
Engine downsizing: Increasing efficiency and performance
For fans of large, naturally-aspirated engines, the writing has been on the wall for a while. As a society we have become more aware of our effect on Mother Nature, so we have been increasingly moving towards a greener future. Just what that means is yet to be clearly defined, with myriad opinions on the best way to move forward, however there is one area where everyone appears to agree: We need to reduce our reliance upon finite, ‘dirty’ resources to fuel our energy consumption.
This has not escaped the attention of the automobile manufacturers, who have reacted with massive investment in researching alternative fuels while simultaneously refining their production of petrol engines.
Some of that investment has borne production fruit- perhaps best embodied by the Toyota Prius hybrid. Others, like Nissan with their LEAF, have moved towards fully electric drive systems. Just hope you don’t run out of juice between charge points. Even supercars are getting in on the act, with Porsche introducing a hybrid system to their upcoming 918 Spyder.
While a complete market shift to electric power still many years off, the petrol-fuelled internal combustion engine is living under a stay of execution. They live on under ever-tightening regulations which demand reduced emissions (and therefore fuel consumption). Presently, Australia follows the standard-setting ‘Euro’ emissions standards, and is phasing in core ‘Euro 5’ compliance for passenger vehicles from late-2013, with full Euro 5 compliance expected in 2016. (For a detailed explanation of Euro 5 requirements, click here).
Despite these stringent measures it appears that we are in the midst of a power race amongst the higher-end manufacturers, with 400-plus kilowatts being the entry price for a ‘fast’ saloon, such as the BMW M5 or Mercedes-Benz AMG E 63. They make this power with engines of smaller capacity than their predecessors, but the benefit of turbocharging. For reference, below are the pertinent figures for BMW’s previous and current M5s:
2004 BMW M5
4999cc V10, 373kW at 7750rpm, 520Nm at 6100rpm, 14.8 litres per 100 kilometres
2013 BMW M5
4395cc turbocharged V8, 412kW at 5750rpm, 679Nm from 1500rpm, 9.9 litres per 100 kilometres
As you can see, BMW traded revs (and instant throttle response, and sound- but I digress) for a chunk of extra power and masses of torque. This makes the new M5 far more liveable in day-to-day driving, and far more efficient to boot, with a 34 per cent reduction in fuel use.
“Surely turbocharging a car makes it less fuel efficient?” is a question often heard, the perception being that its larger power capability must come at the expense of fuel consumption. Simply, turbos use the engine’s waste exhaust gases to spin a turbine, which is linked via a shaft to a compressor ‘wheel’. This compressor ‘forces’ more air and fuel into the engine, creating what’s known as ‘boost’. The theory is this maximises fuel efficiency as well as improving power and torque, thanks to a more complete combustion process. And, as you can see from the above BMW data, the turbo motor doesn’t need stratospheric revs and big capacity to produce big numbers…although I do wonder if anyone could replicate the claimed fuel consumption!
As ever, the trend ‘at the top’ is being replicated lower down the automotive food chain. In 2012 Ford took the unprecedented step of introducing a turbocharged 2.0-litre four-pot to the Falcon, and it’s a great car to drive while being far less thirsty than the 4.0-litre naturally-aspirated six it sits beside. Renault’s up-coming Clio Sport will downsize from 2.0-litre ‘atmo’ four to 1.6-litre turbo four, with the same power output, more torque, and lower emissions.
Being a driving enthusiast, I miss the character of a big, revvy naturally-aspirated motor. But when it comes down to a choice between driving a smaller turbo-petrol or having to go all-electric, I’ll happily take the turbo…for now.
What are your thoughts on alternative fuels, engine downsizing and turbocharging for efficiency? Let us know in the comments.
The danger of too much in-car information
Nissan’s almighty GT-R has long been referred to as a car for the ‘PlayStation Generation’. Its level of technology leads to performance, traction and handling capabilities so alien that the car may as well be from Mars.
Despite this, several sections of the motoring press have relayed their overall disappointment with the GT-R. These detractors follow the same line of criticism: “Too clinical. The GT-R doesn’t involve the driver enough in the process of driving.” The sophisticated all-wheel drive, dual-clutch automatic gearbox, effortless twin-turbocharged V6 engine, and massive brakes were simply deemed too competent for the car’s good.
Sitting here now, it’s not a theory I subscribe to, having spent a memorable day with the GT-R a couple of years back. Sure, the technology makes the car punch well above its price, but as I recall my tingling, fully awakened senses during my drive, the car was most definitely involving to drive.
I did have one particular issue with the GT-R, however. In the upper centre console, its 7.0-inch multi-function screen- a device so useful when used for satellite navigation or as a reversing camera- has enough menus to drive a driver crazy. The graphic design for the GT-R’s screen, incidentally, was developed with Polyphony, the designers of the Sony PlayStation game series, Gran Turismo.
Perhaps the most distracting are the telemetry screens, which gauge myriad facets of the car’s all-consuming performance. I say all-consuming because, when you are in the process of driving a GT-R beyond a 60km/h zone you really need to be concentrating on the road ahead.
Called the ‘Multi-Function Meter’ and operated via a combination of rotary switch and touchscreen interface, you can dial up information on the car’s coolant, oil and transmission temperatures, turbocharger boost and front to rear engine torque split. This is all quite useful stuff, for this information can enable the driver to pick up if there are any engine or transmission issues before they become serious. There’s also a ‘gearshift map’ available which offers optimal gearshift points to maximise fuel economy- useful when your 404kW GT-R averages 11.7 litres per 100 kilometres!
From here on- in my opinion at least- things become a little unsafe. The display is capable of showing throttle position, braking force and both longitudinal and transverse g-forces. There’s also functionality to store driving routes and times taken to complete them.
There is an argument these functions are useful on the track, but the GT-R is essentially a road car…and I’m not so sure you will be looking to the screen to check your dynamic throttle position percentage whilst entering the Southern Loop at Phillip Island, let alone on the drive out to visit the folks. It’s a recipe for flying off the road, and unlike in a PlayStation game, you can’t just hit restart.
There is an argument that suggests GT-Rs will only be bought by responsible adults who can afford the price tag, but what about in the second-hand market? And what about the flow-through effect of this technology appearing in cheaper new cars?
I was recently surprised by the display in the muscular new Chrysler 300 SRT8. It stores peak g-forces through its performance metering, and displays it alongside dynamic data should the driver ask for it. It’s an invitation to match or better your previous peak, and it has no place in a road car.
Are these gauges a distraction and potential safety issue, or a key technological selling point for such cars? Let us know in the comments.
Nissan GT-R interior showing multi-function screen
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