Tag Archives: launch

Modulo accessories package for the All New Odyssey

Modulo accessories package for the All New Odyssey
PT Honda Prospect Motor (HPM) MPV accessories are also imported from Japan’s Honda’s home modification, Modulo. HPM fact offered in packages.

When launching, it is also shown Odyssey-4 gene that has been modified by Modulo, especially the exterior. “In Japan there is also a version of Mugen, but are included in the new Indonesia Modulo,” said Jonfis Fandy, director of marketing and sales services HPM on the sidelines of the launch of All New Odyssey in Jakarta, yesterday.

For additional packages Modulo accessories, owner of All New Odyssey must spend an additional USD 34.9 million. With this package, a premium Honda MPV exterior look is becoming more and more sporty style thanks to the design of aero bumper (front / rear), fog lamps, side-skirts, rear spoiler, and footrests.

For the interior, done some touches to give the impression of luxury on the panels, doors, and speakers. For a separate package, the HPM provides 17 kinds of accessories, ranging from the smallest, emblems IDR 564 000 up to IDR 58 million for a new rim.

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Ford Fiesta Comes July

Ford Fiesta Comes July

Last year, PT Ford Motor Indonesia ketiban provision of the order of the Indonesian Police. Despite orders not to continue this year, car manufacturers still rely Ranger as the backbone of national sales.

Ranger pickup truck is still registered the highest sales during the first quarter of 2010, with 739 units in the retail market. This figure is experiencing soaring 75 percent over the same period last year, excluding special sales to the government.

FMI President Will Angove explains, the growth of the automotive market is very positive this year. From January to March, carrying the market soared 72 percent to 173,000 units compared to last year. ATPM, he continued, successfully recorded sales of 1102 units or an increase of 51 percent from a year ago, which also excludes special order the Police.

Commercial vehicle market, he added, also soared 70 percent to 48,357 units bergeliatnya spurred real sector performance. Market pickups (single cabin and double cabin), for example, rose 55 percent to 11,200 units from 7200 units. Total sales of pickups and trucks throughout the January-March 2010 reached 44,091 units registered.

Furthermore, in the second position Everest SUV sales support managed to record 299 units of retail sales, up 24. Meanwhile, a small SUV Escape and Focus sedans together managed to maintain their sales volumes compared to last year.

End of July Fiesta

Meanwhile, FMI announced the launch of the Fiesta will be 99 days from the day yesterday, or rather the upcoming July 23, 2010. This hatchback is positioned as a back-bone in Indonesia next Ford.

In fact, the Fiesta has been well known in the U.S. and European markets are expected to be able to shift the Ranger or at least side by side into the best-selling products in Indonesia. Fiesta is a product of this combined with Mazda’s U.S. brand and manufactured in the Country of the White Elephant of Thailand.

Honda All-New Odyssey

Honda All-New Odyssey
PT Honda Prospect Motor (HPM) is currently preparing the product that got missed in the last year, the All-New Odyssey in April of this past weekend.

HPM has pocketed two import permit from the Ministry of Industry, numbered 196/IATT/TPT/2/2010, 50 units in February this year and has made it into two units. Furthermore, with the number of import permits 507/IATT/TPT/4/2010 obtained 250 units and a new realization of two units.

HPM plans to officially launch a multi purpove vehicle (MPV) is a luxury mid-April 28, and worth about Rp600 million per unit. This news as well as rectify the issues that developed earlier, the launch is this coming May.

Odyssey’s fourth-generation 2.4-liter engine carries, CVT automatic transmission with torque converter. The launch was actually back in early 2009 a year because of economic recession! In Japan, the Odyssey-4 gene was first launched in Japan in October 2008!

Honda Odyssey Gen-4

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Honda Odyssey Gen-4

Good news for fans of luxury MPV 7-passenger medium-Honda, the Odyssey. The fourth generation of Honda MPV will be launched in next May in Indonesia by his ATPM, PT Honda Prospect Motor.

Actually, Odyssey launch in Indonesia was a year delay. The reason, HPM has plans to market the latest version at the beginning of the year. However, because the recession engulfing the world and get swept Indonesia, HPM was postponed.

Now, with the economy getting better, selling cars these days continues to increase, Honda decided to get this middle MPV market. Machines used the same capacity Odyssey CR-V and 2.4-liter Honda Accord. As for transmission, automotive CVT with torque converter. During the 2009 Honda Odyssey does not sell at all, whereas in 2008 only 3 units.

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Honda Li Nian

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Honda Li Nian
Honda is reported to use the new brand, Li Nian, to market these cars in China.

Cheap car launch will take place next year. This product as well as an attempt to rival Nissan’s car sales dominating the Japanese brand in the City of Bamboo Curtain.

Executive Vice President Koichi Kondo said Honda, manufacturers have been holding local partner, Guangzhou Automobile, to produce cheap cars. Machines used 1.6-liter capacity and carry a new brand, Li Nian.

“Sales of cars with engines below 1.6 liters to a very good right now. We see Li Nian as a product that can compete in the same segment, “Kondo said as quoted by Bloomberg (20/1/2010). However, the target price for cheap cars is not explained.

On the Trail of the Orient Express: Day 1

Daybreak, and we’re parked outside the Gare de l’Est, one of six major railway stations that serve Paris. Nothing particularly unusual about that, perhaps, except for the cars we’re driving — a pair of California registered Hyundai Genesis sedans, both loaded 4.6-liter V-8s. We’re a long way from Orange County, Toto. And we’re about to go further.

The Gare de l’Est is where the famed Orient Express began its journey. We’ve all heard of the Orient Express — it was featured in Bram Stoker’s 1897 novel Dracula, and was the setting for Agatha Christie’s 1934 thriller Murder on the Orient Express. James Bond rode it in From Russia With Love. It has become a pop culture icon.

The original Orient Express, inaugurated in October 1883, ran from Paris via Strasbourg, Munich, Vienna, Budapest, and then into Romania and Bulgaria before finishing in Istanbul, the ancient Turkish city where Europe literally meets Asia. Look at the route on a map and it screams road trip. Which is why we’re parked at the Gare de l’Est as sleepy-eyed Parisians hustle through the terminal on their way to work: We’re planning to drive our two Hyundais more than 2000 miles east to Istanbul.

Our Genesis sedans — one silver, one blue — are drawing curious looks from the Parisians in the early morning traffic. The driver of a Stuttgart registered Porsche Panamera Turbo– a journalist, presumably, as I recognize the car as being one of those used for the press launch in Bavaria a few weeks back — leans out to stare at the cars as he cruises past us near the Arc de Triomphe.

The Genesis is not sold in Europe, and while Hyundai may be a latecomer to the luxury segment, it’s obvious the big, well finished, well proportioned sedan is sending all the right signals to an audience otherwise unfamiliar with the Korean automaker’s upmarket aspirations in the United States: The reactions are overwhelmingly positive.

Our early morning photoshoot over, we work our way through the city to the A4 autoroute, heading into the sun as the commuter traffic jams the inbound lanes. This is the same route we took out of Paris almost exactly a year ago in the Dodge Challenger SRT8 — we top up both Hyundais at the same gas station a few miles down the road. But this time, where not heading for Reims and its famous old grand prix track. Instead, we’re turning off the autoroute where it crosses the Marne River and heading into the heart of champagne country.

Our destination is the town of Epernay, and the headquarters of Moet & Chandon. Moet has been making champagne since 1743, and sent its first shipment of wine to the United States in 1787. Moet occupies pole position on Epernay’s Avenue de Champagne, where hundreds of thousands of bottles of liquid gold age quietly in the cool darkness of nearly 18 miles of tunnels carved into the soft chalk rock underneath.

We’re met by the charming Veronique, who takes on a tour of the historic site. We walk in the tunnel where Napoleon drank champagne with Jean-Remy Moet, grandson of company founder Claude, and under the tree where in March, 1814, the Duke of Wellington shared a glass of Moet champagne with Emperor Francis II of Austria, the Tsar of Russia, the King of Prussia, and the future king of Holland. It’s that sort of place.

We taste Moet’s most recent vintage champagne — the 2003 — in both white and rose over lunch at the Residence de Trianon, built as a private home for Jean-Remy Moet’s children Adelaide and Victor in 1833, and used as a residence by the family until 1958. It’s like angels dancing on your tongue. But it’s sadly only a taste, as we have a couple of hundred miles to cover before reaching our hotel in Strasbourg, and duty calls. As we’re about to depart, Veronique appears with a magnum of Moet’s Imperiale champagne. “It’s for you to celebrate your arrival in Istanbul,” she says. Bless her.

The Genesis whispers along the autoroute to Strasbourg at 80 mph, the 4.6-liter V-8 turning barely 2200 rpm and returning 25 mpg, according to the readout on the dash. It’s a comfortable and relaxed cruiser, its laid-back demeanor marred only by the slight busyness of the stiffly sprung rear end. It’s a minor niggle in a car that is otherwise astonishingly accomplished.

A few short years ago the idea of retracing one of the world’s great luxury journeys in a Korean car would have seemed laughable. But on Day 1 of our Orient Express roadtrip the smooth, silent, and refined Genesis sedan has felt pretty much at home in the heartland of olde worlde luxury.

-Photos by Brian Vance

Source : blogs.motortrend.com/6561705/miscellaneous/on-the-trail-of-the-orient-express-day-1/index.html

2010 Ford Mustang: Near Enough is Not Good Enough

I’ve just had a few days in the new Shelby GT500. It’s a pretty impressive piece — fast, loud, and blessed with the best steering ever in an American car. It has its faults, though. The brakes don’t feel man enough, the ride is borderline harsh, and the rock-hard Goodyear Eagle F1 tires leave it scrabbling for grip.

But the thing that annoys me most about the GT500 — about the whole 2010 Mustang range, for that matter — is the live rear axle. It’s the wrong technology, done for the wrong reasons; emblematic of the cynical “near enough is good enough” attitude from Motown management that helped drive Detroit’s automakers into a ditch.

At the launch of the S197 Mustang in late 2004, Ford countered criticism of the live rear axle — a setup last considered state of the art by the rest of the world’s automakers back in the 1970s — by claiming an independent rear end would have added thousands of dollars to the cost of the car. That would have been correct had the S197 Mustang shared elements of the heavy and expensive DEW98 platform, which underpinned the Lincoln LS, Ford Thunderbird, and Jaguar S-Type. But it’s not quite the whole story.

The S197 was in fact originally planned to share a lighter, simpler, less expensive independent rear suspension with the Australian-designed BA-series Falcon sedan, which launched in 2002. In fact, the rear half of the S197 platform was to be common between the two cars, with the Falcon eventually picking up the Mustang’s front structure when Ford Australia could afford to replace the Falcon’s ancient 4.0-liter straight six with the 3.5-liter Duratec V-6.

The programs diverged because of the Falcon’s need for three passenger rear seating, and the Mustang team’s insistence on a subframe-mounted rear suspension, which improved isolation but compromised the rear passenger package. With the Falcon due to hit the market two years ahead of the Mustang, the Ford Australia engineers cut to the chase and developed their own independent rear end without a subframe. The Mustang team eventually gave up on a subframe, mainly for cost reasons, and developed a similar, light and low cost independent rear end of their own.

Late in the S197 program, however, product development executive Phil Martens reportedly managed to convince Bill Ford Jr. he could save Ford $100 a car if the Mustang was switched to a live rear axle. The S197 platform was hurriedly torn up and reworked to accommodate the old-tech suspension. Martens was named Ford’s group vice-president, product creation, North America, in October, 2003.

Mustang chief engineer Hau Thai-Tang did a great job with the hand he’d been dealt, and the detail tweaks to the chassis for the 2010 model give the Mustang remarkable poise… for a live rear axle car. And there’s the rub: Good as it is, the 2010 Mustang could have been better.

There are a lot of good reasons why the rest of the world’s automakers stopped using the Mustang’s rear suspension layout decades ago. No matter how well set up, a live rear axle will never deliver the refinement, ride quality, and all-round traction of a well set up independent rear end. Yeah, yeah, I know drag racers like live rear axles, but let’s be honest, how many S197s actually spend their weekends pounding quarter miles? I’d be astonished if it’s more than a tiny fraction of the total number of Mustangs sold.

Now here’s the punchline: My well-placed sources say that once the noise, vibration and harshness, and driveline angle issues were solved, the S197’s live rear axle actually ended up costing Ford $98 per unit MORE than the low cost independent rear end originally developed for the car.

Go figure.

Source : blogs.motortrend.com/6523204/auto-review/2010-ford-mustang-near-enough-is-not-good-enough/index.html

The V-6 Corvette and Other Heresies

I’m still tingling from this morning’s 300 mile cross country-blast in the Corvette ZR1. I didn’t go over 140 mph, but Lordy, what a car! Punch the gas and the LS9 bellows like a lion kicked in the balls, delivering a surge of pure, weapons-grade thrust. The short-throw Tremec TR6060 six-speed is slicker than any gearbox handling such massive torque loads has a right to be. The massive Michelin Pilot Sport tires grip like leeches, the steering is accurate and nicely weighted, and the huge carbon brakes are simply bulletproof, hauling the ZR1 down from unfeasibly fast velocities time and again without a hint of fuss and fade.

This ZR1 is without doubt the most accomplished Corvette ever; the first that could be considered a true Ferrari rival. I adore it, so much so I can forgive its cheap-looking, made-by-Mattel interior and the faint whiff of Dogtown surf shop when I open the rear hatch. So why on earth did I suggest GM build a V-6 Corvette in my story on how we’d remake GM’s product range earlier this week?

Fair question.

Back in 2007 we pulled together a number of scenarios for the C7 Corvette, which at the time was scheduled for a 2012 debut. In it we outlined three different scenarios for the C7’s development. Our preferred option was a careful evolution of the C6, with a three model line up — base, Z06, and ZR1 (though at the time we didn’t know what the super-Vette was going to be called) — all powered by V-8 engines.

A couple of things have changed since then, though. First, timing: The C7 program has been on hold indefinitely since last year, and the sudden retirement last November of Tom Wallace, only the fourth Corvette chief engineer in the car’s history — he was barely three years into the ultimate gig for any GM engineer with an ounce of gasoline in his veins — suggests it’s not likely to be started again in a hurry. That pushes the potential launch of a next generation Corvette to 2014 or 2015 at the earliest.

The other big change since our 2007 story, of course, is that we now know exactly what the new CAFE regulations look like. We based our preferred scenario on a CAFE mandate of 35 mpg by 2020. As we now know, it’s 35.5 mpg by 2016, and because SUVs still get a break, that translates to a 39 mpg target for cars. Bottom line: If Chevy green lights the C7, it now has to meet a tougher fuel economy target from the get-go.

The 6.2-liter LS3 V-8 that currently powers the base C6 Corvette is an impressive engine. It’s relatively light and compact and quite fuel efficient for its capacity. A base C6 manual returns an impressive 16 mpg city and 26 mpg highway, though GM is a master at gaming the EPA numbers: you get 26 mpg courtesy of a mountain of torque and a moonshot sixth gear, and 16 mpg only if you’re prepared to live with the klutzy first-to-fourth skip-shift and drive like a granny.

Could the LS3 be made fuel efficient enough to survive beyond 2016 in a Corvette that’s going to have to be smaller and lighter than the C6?  Cylinder deactivation is difficult, because the system sets up all sorts of weird harmonics through the Corvette’s torque tube and rear-mounted transmission layout. Direct injection is a more promising alternative, as you could reduce the LS3’s capacity to further improve fuel economy while still delivering good power. Variable valve timing offers potential for further efficiency gains. Both add cost and complexity, however.

So it would be foolish not look at the direct injection 3.6-liter V-6 as option. The hardware’s shared with a large number of GM products, helping keep a lid on costs. Would performance suffer compared with and LS3 powered C6? Sure, but not by as much as you might think. And if the alternative is no Corvette at all, why not consider it?

My other point is this: A V-8 under the hood is nice, but it doesn’t automatically make a Corvette a great sports car. Exhibit A: The 1975 C3, which boasted a pathetic 165 hp, and could barely get out of its own way. And unless we want to turn Corvette into a kind of four wheeled Harley-Davidson — an amusingly pointless anachronism — we should be prepared to accept the fact that sports cars must change and evolve with the times.

Porsche’s 911 started out as a flat-four before it became a flat-six, and the company is looking to going back to a four again for an entry-level Cayman. Ferrari’s first road car was a four-banger, then came a long line of V-12s before it built its first V-6 road car in the 60s and first V-8 road car in the 70s. Lotus sports cars have been powered by fours, sixes and eights; Jaguars by sixes, eights and twelves. Cylinder count does not define a great sports car.

Besides, if you re-read my story carefully, you’ll see I didn’t say all C7 Corvettes should be V-6. If I ran the New GM I’d make sure I’d keep that mighty LS9 alive, powering a C7 ZR1. It’s a 2000-3000 unit a year car at most, low enough volume to keep it flying under the CAFE radar. America should continue to build at least one true, no-holds-barred Ferrari fighter.

Source : blogs.motortrend.com/6520948/editorial/the-v-6-corvette-and-other-heresies/index.html

Coda electric sedan looks to plug in to U.S. market

There’s some competition for the Tesla Model S. Santa Monica, Calif.-based Coda Automotive unveiled its first electric car on Wednesday, and it’s no golf cart.

The Chinese-made, four-door, five-seat sedan has everything from Bluetooth and navigation to an iPod dock and a finished interior. The car will sticker for $45,000 when it goes on sale in fall 2010, but federal and state rebates could lower that to the mid-$30,000 range.

Speaking of range, the Coda sedan will get between 90 and 120 miles of what the carmaker calls “real-world range” from its 728 prismatic lithium-ion batteries. Recharges take six hours on 220 volts. Top speed is a freeway-capable 80 mph.

We rode in the passenger seat for a few blocks near Coda headquarters and found the car did, in fact, accelerate, turn and brake, so it’s not just vaporware. It accelerated pretty smoothly, too. Our technician driver said the pedal software allows a progressive action to keep the wheels from spinning on launch. We couldn’t tell how it felt to steer but all systems seemed to function just fine.

The car was a prototype, so it might not be fair to judge the fit and finish we saw inside, but it was certainly ahead of that found on so-called neighborhood electric vehicles we’ve driven.

Perhaps the most innovative thing about the Coda is its provenance. The design began life as a home-market Mitsubishi sedan that was then licensed to Chinese carmaker Hafei. Hafei makes an internal combustion version of this car, named Saibao, for sale in China.

Rather than start from the ground up, Coda designed an electric powertrain to insert on the Saibao assembly line, along with about 95 changes to the chassis, thus saving about $1 billion dollars right off the bat. Coda says that the car has passed all U.S. government crash standards and Coda expects it to get–depending on who you ask–four or five stars in the NCAP test.

Coda is a separate entity that grew out of Miles Electric Vehicles. Coda makes highway speed-capable EVs while Miles continues to manufacture low-speed EVs for sales to fleets.

The batteries come from a joint venture with Chinese battery-maker Lishen, a major supplier of lithium-ion cells for computers and cell phones. The chemistry includes iron instead of cobalt in the lithium mix for increased battery life.

“I think five or 10 years from now, we’ll get cars with 1 million miles on the original battery pack,” said Kevin Czinger, president and CEO of Coda.

“Our thing is to create a mass-market car and still be profitable,” added Czinger. “We have a price that is a fraction of what anybody else can do.”

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Leaked Images: 2010 Mercedes Benz E-Class Unveiled!

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The official pictures of the next generation E-Class have leaked on the internet. The highly aniticipated german saloon will be launched at the Geneva Motor Show next year?and will go on sale the same year as a year 2010 model. The wagon variant will come with-in?12 months of the sedan launch?and will feature a widened? C-pillar and a chrome strip across the rear. The leaked images are very close to the redering produced?by Auto Bild sometime back.

The new E-Class carries the Mercedes traditional 4-Louvre grille upfront but the styling is more edgier compared to the well rounded but boring looks of the current ‘E’. The trademark?’E’ twin headlamps also remain but break away from the tradition by being squarish instead of the classic round eyed affair. Overall design theme is based on well formed lines instead of the more rounded look of the current generation.

The base E-Class sedan and estate will come with a 4 cylinder turbocharged engine developing around 184 bhp while the range topper will come with a 550 bhp V8 from the AMG E63. New engine to the line up will include a direct injection petrol V6 and a 354 bhp diesel V8! There will be a hybrid version too with the same V6 petrol and electric motor powertrain as the S400 BlueHybrid.

An all new MacPherson strut and active multilink suspension is expected to make it apperance on the new ‘E’ alongwith bigger more powerful brakes and more accurate steering system. The Mercedes recent return to form with the interior?quality with the C-Class will be carried over to the new ‘E’ as well.?The interior?styling mirror both the S-Class and the new C-Class including a centrally mounted screen as well an in-dash unit between the speedometer and the tachometer.

Expect the new E Class to be loaded with advanced electronics for performance, safety and entertainment which will include ability to read road signs, monitoring driver fatigue and even infra-red lightening like its big brother S-Class.

Jump over for more images.

Source: Autoblog.it

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