This week’s manufacturer news
VAUXHALL – Has announced that the first pre-production Ampera has rolled off the assembly line. The Ampera is an electric vehicle with an engine generator which is capable of travelling up to forty miles on electric power. The engine generator kicks in when the battery starts to run low, allowing the vehicle to have a range of up to three hundred miles. The first Ampera is due to arrive in UK showrooms in early 2012.
VOLKSWAGEN – The new Phaeton has been unveiled at the Beijing Motor Show. The newly revised design comprises of a reprofiled bonnet, new front and rear lights, new front grille, new front and rear bumpers and new front wings. It is due on sale in August and specifications will be announced nearer this time.
Sunderland International Automotive Conference 2010
A summary of this important two day event........
The main aim of the conference was to discuss the future of electric vehicles and other future fuel technology including fuel cells. The event was sponsored by Nissan, Headline auto, University of Sunderland, Tyne and Wear Development Company and AMAP (automotive & manufacturing advanced practice).
Dave Smith, Chief Executive of Sunderland Council said they were there to support local businesses and wanted to see employment growth.
Prof Garel Rhys was the Chairman.
There were many specialists at the event who gave presentations over two days. These were specialists from the council, university, manufacturers and suppliers. There were EV specialists also, ranging from car park charging installations to manufacturers. One North East (regional development agency) were also present. I also presented on behalf of CAP at the event.
Every presenter said that the internal combustion engine is here to stay and will improve even more, but the EV is an additional form of power.
CAP said that the CO2 produced by power stations in the UK to charge an EV is the equivalent of 81.6g/km; another speaker put the figure at 78g/km.
The debate is still ongoing about which plug should be used. Some manufacturers prefer the two pin industrial plug for safety reasons, others want to adopt the standard three pin plug to make charging easier and allow it to be used anywhere in the UK. No decision has been made yet for the UK market.
There was a disagreement over the second life of the battery. Some thought it had a use with storing energy at wind farms, others thought that it was too expensive to refurbish the battery and some thought that it did not have a second use.
By 2015 it is expected that there will be 100,000 electric vehicles in the UK and 1.2 million worldwide. There will be 75 different models available by 2015.
Nissan expect the Leaf, which will be built initially in Japan, to cost around the same as a Toyota Prius after government subsidies. It will eventually be built in Sunderland. Fifteen nations have announced cash incentives for EVs. The UK has announced a £250million budget, plus £20million for infrastructure.
I told the conference that CAP will not provide a Monitor or Black Book value on any EVs that do not have a battery included. Most UK suppliers will include the battery in the cost of the car though.
Additional supplies of electricity will be needed in the UK to keep up with demand if electric vehicles become as popular as some are expecting.
Colin Lowther, Vice President of Nissan Engineering, said that fuel cells are too expensive and are not viable at the moment.
Adrian Morris from Sunderland University said that fuel cells are expensive but could produce small amounts of power to run the auxiliary units in an EV such as windscreen wipers, heater and A/C etc.
Forty three manufacturers are expected to compete in the EV market worldwide.
The price of a Nissan Leaf in the US will be 18,000 Euro and 24,000 Euro in Japan after government subsidies.
There will be an Infiniti EV based on the Leaf.
There were no answers on how charged a lithium-ion battery should be kept. Fully charged? Let it run until it is completely flat? Keep it charged all the time? Charge after every use? Nobody could answer this question.
The new phrase was ‘range anxiety’ and everybody was using it. We have all run a car with the red light on for many miles and worry if we are going to get home or to a filling station; maybe it’s once or twice a year at the most. ‘Range anxiety is likely to occur nearly every day with EV users. Imagine going to the doctors and saying you can’t work as you have range anxiety. A new disease on the horizon?
There are worries that inferior charging cables could melt during charging and there is also the possibility that while charging your EV, the electricity in your home could keep ‘tripping-out’.
Graham Smith, MD of Toyota Europe in the London office, said that plug-in hybrids were the future. The Prius PHEV (plug in hybrid electric vehicle) was the future and would not inflict range anxiety.
The fully electric iQ will be launched in 2012, the IQ was originally designed to be an EV.
Daniel Kok of Ford said that there will be a Focus EV before the end of this year in the US.
Everyone agreed there is plenty of lithium, but it would have to come from two ‘unstable’ countries.
The cost per kWh of a battery is currently at around $1000, but this will decrease to around $600 as scale of numbers increase and more mainstream manufacturers start buying these batteries in large numbers.
Current EVs have a pretty poor gearbox that is fairly basic and it is generally thought that improvements will be made. A multi-ratio gearbox could improve range by around 17%.
There could be a racing formula for electric vehicles.
A lithium-ion battery has the potential of being able to be charged between 7000-10000 times, giving it a seven year life. Most thought that ten years was optimistic.
Lithium-ion batteries need to be kept cool as the hotter they get, the shorter the life they have.
There was a huge feeling at the conference that everyone who lives in the area knows everyone else. They all work together and share technology. These include Nissan, the suppliers, the council and the university.
One speaker summed up electric vehicles very well. He said that they are like going back to the horse and cart days. The horse could only travel so far without a rest or a recharge. The EV is just the same.
Test car - Nissan Qashqai +2 Acenta 2.0 petrol
This type of 2.0 litre petrol car would not normally be a first choice; the more economical 1.5 litre dCi or even the 2.0 litre diesel would always be top of the list for preference. Unfortunately just before the Qashqai diesel was about to be delivered, it suffered a minor bump so the petrol was the only replacement that was available.
The first journey I made in the Qashqai was up to the International Automotive Conference, which was just a two hour drive up an un-crowded A1 to the seaside town of Sunderland. With its sandy beaches, promenade, hotels and guest houses along the sea front, it was all very picturesque. I had never been to Sunderland before, so it was quite a nice surprise.
Sunderland is also home to the Nissan plant that actually produced this Qashqai, so it was just like a trip back home for the car. It was born there just a few weeks ago along with the many thousands that are built there every month. The Qashqai has been an unprecedented success for Nissan and also for the local economy; it has brought much needed work to the area. The success of the car has had a direct impact on local businesses, shops and restaurants etc. The tourism industry is fairly buoyant but it isn’t enough to keep the area going or bring in enough money. Japanese investment has certainly provided the needed stability.
The Qashqai +2 is a seven seat version of the original 5 seat Qashqai, but Nissan has not just squeezed in a couple of extra seats; they have completely redesigned the vehicle. The wheelbase is longer and so consequently the body has followed suit, but the designers and engineers have managed to make the +2 look in proportion, so it doesn’t just appear as if an extra bit of bodywork has been stuck on the back. In fact I think the Qashqai +2 looks more stylish than the five seat version.
Both rows of rear seats fold quickly into the floor with no lumps or bumps sticking up, just a very flat floor. I managed to put my mountain bike in the rear without having to take a wheel off, so this gives some idea of the space available. With the third row folded down the amount of luggage space is very impressive. There is plenty of room for a large number of suitcases or shopping bags.
The third row of seats are adequate for two adults, but I wouldn’t recommend them for a long journey. They are best suited for children when travelling large distances. Even when these seats are in use, the luggage space is still more than enough to cater for everyday needs.
The driving position is high, so you have a commanding view of the road and better all round visibility.
When the Qashqai was first launched, nobody really knew which sector it sat in. Initial thoughts were MPV, SUV, Mini-4x4, but now it has been well established in the C sector hatch market competing and relieving business from the likes of Ford Focus, VW Golf and Vauxhall Astra, along with other cars in this sector. The Qashqai has certainly proved itself as a good all-rounder. It is competitively priced, has more room than the average hatch and has something which is just that little bit different. It seems to be well liked by the public around Europe. The plant in the north east has just had to put on an extra shift to keep up with demand, as it has become so popular and desirable.
The car we tested was fitted with a standard six speed manual gearbox, coupled to a 2.0 litre petrol engine that produces 143ps, goes from 0-62mph in 10.5 seconds and has a top speed of 120mph. This car has a CO2 emissions output of 189g/km, so the 1.5 litre dCi diesel would be my first choice, as it has CO2 emissions of 138g/km. The test car has a price tag of £20,445, whereas the equivalent 1.5 dCi model is priced at £20.195.
During the time we had the +2 we achieved an average of 34.1 MPG, compared to the official combined figure which is 35.3 MPG. The 1.5 litre dCi has a combined fuel consumption figure of 54.3 MPG.
The badging policy is still a bit of a mystery to most. The models are: Visia, Acenta and Tekna; an easy way to remember the line-up: VAT. Well that’s how I remember it anyway.
The Qashqai is a good quality, keenly priced car. The diesel is definitely the one to have.
First driving impressions – Mitsubishi ASX, European press launch, Frankfurt
Mitsubishi Motors made a profit of 8.7billion Yen in financial year 06 and another profit of 34.7billion in 07, but in 2008 the black ink turned red and they lost 54.9billion Yen. However, figures just released for 2009 show that they are back into profit; this is partly due to the new money saving platform sharing arrangement with its models and the rationalisation of the ranges. More of the same is expected to happen over the coming years. In 2008 they had 36 different models and sold 1 million vehicles, making a total of 28,000 units per model range; hardly economic. By 2015 they expect to sell 1.5 million cars with just 18 models, which means that each model line is expected to sell 83,000. This is a much more profitable situation and having a global platform also improves quality and saves money.
The all new ASX shares 70% of its parts with the Outlander, despite it having an all new diesel engine and completely different body panels. Mitsubishi describe the ASX as a crossover and identify its main competitors in this relatively new sector as Peugeot 3008, Skoda Yeti, Kia Sportage (old model), Hyundai Tucson, Ford Kuga, Volkswagen Tiguan and the car that they mentioned the most and has been the benchmark throughout the ASX development, the Nissan Qashqai. The ASX is also a strong contender in the C sector hatch market and will easily take on the likes of Ford Focus, Vauxhall Astra and VW Golf, as all of these vehicles are similar in length. The ASX measures 4,295mm, in comparison to Qashqai at 4,315mm, Tiguan at 4,427mm and the at Focus 4337mm. This new five door hatch from Mitsubishi has just come at the right time for them, as this type of practical vehicle is becoming more and more in demand and it is true that traditional C sector hatch buyers are trading in for a more flexible car that still fits in the same size car park space.
We drove the all new 1.8 litre DiD diesel engine that produces 148bhp, goes from 0-62mph in 9.7 seconds and has a top speed of 124mph. It has a CO2 emissions figure of 145g/km. On the autobahn at 70mph the engine was just ticking over at 2,200RPM. It was quiet and felt very refined, with hardly any engine noise in the cabin, although there was a bit of wind noise from the door mirrors. We couldn’t check the fuel consumption, but the official combined figure is 51.4 MPG.
The vast majority of ASX will be sold in 2WD form, but a 4WD version fitted with the 1.8 DiD engine will also be offered when it is launched in the UK on 1st July. No automatic version will be offered for the foreseeable future. A 1.6 litre petrol that produces 115bhp will also be available. Three different models will be offered: ASX2, ASX3 and ASX4, with even the lead-in model having a good level of standard equipment. Prices start at an amazingly low £14,999 for the 1.6 litre ASX2, going up to £22,049 for an ASX4 diesel 4x4. The one to have though will be the 1.8 DiD ASX3 which will cost £18,549. A real bargain.
Another bargain is the Mitsubishi service plan which costs £370 for a petrol and £390 for a diesel. For this initial outlay you get 3 year unlimited servicing, 12 year anti-corrosion warranty, 3 year pan-European roadside and home and accident assistance.
The cars we drove were pre-production vehicles, so they were not up to final production standard but everything worked well. The interior plastics were not up to German or even some other Japanese manufacturers’ standards, but you have to look at the price of the ASX and you can understand why they are not. Despite the quality of materials, the car is comfortable, with supportive seats and plenty of room for five adults. There is stacks of room in the boot as well; more than the traditional hatch.
All Mitsubishi ASX models are fitted with Automatic Stop&Go. This system, like all these start/stop systems, shuts the engine down when the car is stationary at traffic lights or junctions etc. and starts up when the clutch is pressed. There are good start/stop systems and there are not-so-good ones; the Mitsubishi is somewhere in between. The start up time is a bit disappointing in comparison to many others and we found ourselves being too slow to pull away at traffic lights at the annoyance of a few other road users.
Mitsubishi expect to sell around 30,000 ASX models in Europe in its first full year, with 5,000-6,000 heading towards the UK. They expect 75% of sales to be conquest and they think the fuel mix will be 55% petrol, 45% diesel, which I think is the wrong way round.
The ASX is a good looking car. It is practical, very competitively priced and seems to have reasonable build quality, so it should be a success providing the British public get to know about it. Hopefully it won’t turn into one of those best kept secrets.
