Love Wax!

After four years I remain firmly in love with my Alfa Romeo 159 1.9 JTD, and I am happy to go to considerable lengths to keep the ‘Rosso’ paint job as pristine as possible. Even using my own elbow grease!

I have been using an American-made spray-on wax finish called ‘FW1 Racing Formula’ which is described as a ‘cleaning wax’ - and I’ve been pretty happy with it. I apply it immediately after I have washed the car.

However, I’m always on the lookout for something simple, and DIY, that I can use to provide the paint job with additional protection, and a new product from 3M looks just the ticket.

3M has just announced the Paint Defender System, a new solution that, I think, is clever, accessible, and convenient. 

The spray-on paint protection application sprays on as a liquid, before drying into a clear, durable film. You can apply it in your garage.

3M offers this list of qualities:

·         Protects vehicles from rock chips, dents, scratches and other common road concerns for at least a year
·         Project can be completed in less than 30 minutes
·         Removes cleanly when the time comes to add a new layer – simply peel off
·         100% clarity and seamless finish
·         Available for less than $45 (in the USA)

Check out the Paint Defender System in action here: http://www.youtube.com/watch?v=1FiS26L5nHM

Even though I am re-publishing parts of a 3M press release, I’m happy to post this on my Blog, because it’s cost-effective and easy to use, and useful for people as nutty about their car as I am.

The Real Cost of Falcon's Demise!

Before we get all emotional about why Falcon failed to get traction outside the Australian market we need to be reminded of the major contributor to the end of this iconic model.

The answer is simple: independence! Ford Australia is known colloquially in Dearborn as ‘The Falcon Motor Company of Australia’ and that’s the major reason for its ultimate demise. However, others also paid a price for this independence!

The Ford Australia Falcon Team (over the past several decades) fought so hard to retain its uniqueness and its existence, that it simply slipped from relevance to the Ford global model catalogue.

It could not be profitably exported because it simply did not align with any other global Ford model, and its unique parts, service and training requirements meant that it was simply too costly to ‘support’ in export markets.

This ‘uniqueness’ has also had a serious and very deleterious, knock-on effect for the Australian parts suppliers who supported Falcon. Because Falcon was both uniquely Australian, and outside the Ford global supply chain, Ford Australia virtually forced Australian component suppliers to produce unique components for a car (Falcon) that could not be used in any other Ford car anywhere else in the world. Thus, Falcon was so unique, that its demise will take down an unnecessarily large number of Australian component manufacturers. Some news commentators have said that for every single job lost in Ford manufacturing, there will be four jobs lost in the component industry.

This, by itself, is a travesty. Ford Australia, by keeping Falcon going, against all logical assessment, and spinning off on a trajectory far way from Ford’s global product developments, has not only cost Ford employees their jobs, but also many more jobs in the fragile Australian automotive components industry.

Equally sad, is that if responsible members of successive Australian federal governments had taken a cold, hard assessment of the local manufacturing situation (instead of the politically-expedient course of pumping money into a dead and dying business), would understood that investing in helping Australian component manufacturers gear up to supply global makers - would have had a greater, and more beneficial outcome to retain local manufacturing and design skills.

Australia’s component manufacturers have demonstrated many, many times that they are flexible, innovative and energetic in developing solutions; manufacturing to tight budgets and deadlines; and responding positively to the huge demands placed on them by Australia’s car manufacturers. When you hear manufacturers talking about ‘getting costs down’ you can bet a component supplier somewhere is getting kicked to cut their profit margins and sell their goods to manufacturers for a cheaper price.

Australia’s component companies have existed completely at the mercy of the car makers. They need their business, just to stay afloat, and the fact that past and present governments have not recognized their world class skills is another travesty.

This is where Australia’s true future in manufacturing lies. Just because a car is a big, visible component hides the fact that individual, smaller components are manufactured to fine tolerances, quality and competitive cost, and this ignores the real value of investing in this sector.

If there are four jobs in the component sector that will be lost for every Ford job, shouldn’t that suggest that the component industry is bigger, and more deserving of support than the big car corporations?

Just think, properly supported and encouraged, our component makers could be making bits and pieces for every car manufacturer in the world and exporting them!

Boy, wouldn’t that be a turnaround, and a timely slap in the face for the car companies!

Hate To Say: "I Told You So, But."

On April 14, 2011 Driving and Life made a bold prediction, that the current Falcon would be the last one designed, engineered and built in Australia - and today's news confirms the accuracy of the Blog post.

 

Past chairmen and management teams of Ford Australia deserve damnation for failing to conceive a post-Falcon business plan.

 

 

 

Successive Federal Governments deserve their fair share of shame too, for failing to recognize and acknowledge the obvious outcomes. It is shameful that thousands of loyal, and skilled workers will now lose their jobs, as a result of such careless business management, and political expediency.

 Especially as the current Ford Falcon and Territory are the beneficiaries of world class design and engineering.
 

It was inevitable that Ford Australia’s manufacturing operations would be shut down, once Falcon lost its lustre in the market.

 

Celebrations 1960 - What a sad end! (Photo - WHEELS)

 

This great car, and an Australian icon, was doomed over ten years ago, and would never survive the growth of smaller, more fuel-efficient cars - and their complete apotheosis, the SUV!

 

A recent drive experience in a Falcon XR 6 in Perth merely confirmed what a great car the current Falcon is. Conceived by the same team which brought us the Figo, the Ranger and the Territory - the Falcon drives well, is comfortable, quiet and a good-looker. I enjoyed every kilometre behind the wheel - and it returned about 9.8 l/100km over 500km!

 

Indigenous Falcon, at Perth's Aboriginal Art Gallery with gumtrees

 

Ford Australia says that its local design and engineering centre will survive, to create more great cars for Ford to sell around the world, and that is definitive acknowledgment of the skills, experience and talent that resides here.

 

Why have we arrived at this point? Surprisingly it’s all because of the cadre of Falcon supporters inside Ford Australia who prolonged the agony. The people who created this great icon, are most probably the people who brought about this s-l-o-w death. They simply didn’t want to see their ‘baby’ die. After all, it has ‘energized’ the Company for more than  50 years!

 

 

 

 

 

 

 

 

 

 

The same thing happened at Mitsubishi Australia when it ended manufacturing. For more than 10 years prior, the Magna-380 team fought to keep manufacturing going. A confidential source revealed that members of the product team even hid the results of damaging research from senior Mitsubishi executives, to delay a decision to end car making!

So, this means that the planning for a post-Falcon future was entirely the responsibility of the management team - and what a weak bunch they have all been. Vision, Leadership and Guidance have been completely missing, and has now seen Falcon heading for the graveyard - without a viable plan which could have kept more of the workers employed, and ensured Ford Australia could line up a profitable range of imported models.

 

It staggers me to think that Ford Australia thought that Falcon was its only option. Ford Australia could have developed the platform-sharing venture with Mazda, and ended up with a car based on the Mazda 6 (like the Ford Fusion in the USA); or, given how talented the Ford Australia design and engineering teams are, they could have begun development of a modular platform structure similar to that now being exploited by Volkswagen Group.

 


Sketches - Victor Uribe Chacon

But all this needed to be 'in the works' 10-15 years ago, or even longer - as most car platforms are planned around an eight year lifespan.

 

At some point why didn’t someone have the guts to speak up and say: “What happens if we don’t have Falcon?”

 

 

Disco Volante Deja Vu!

Back in 2011 I wrote about a special group of automotive artisans based in Milano, Italy, who created a striking shooting brake, based on a Bentley Continental GT convertible.


Called the Flying Star, the car was exhibited at the Geneva Auto Salon by Touring Superleggera of Milano.

This contemporary expression of bespoke coachbuilding, the Bentley Flying Star, is from a company which was originally founded back in 1926 by Felice Bianchi Anderloni. The craftsmanship of the Flying Star is exquisite, the finish is exemplary, and embodies all of the special legends about the Italian Carrozzeria, created by the great design houses of Pinifarina, Bertone, Ghia and Ital Design.

Now, borrowing from a great Italian automotive icon circa 1952, Touring Superleggera has created a modern interpretation of the Alfa Romeo Disco Volante - and it is a stunning and superlative design.

Styled by Louis de Fabribeckers, it's based on the platform and mechanicals of the fabulous Alfa Romeo 8C Competizione.

Alfa Romeo 8C Competizione

The new Disco Volante (which will only be built in limited numbers to special order) was a huge hit in Geneva this year, 60 years after the original concept also stunned the crowds at the Salon de l’Auto.

Whilst the original concept was built first as an open car, with a coupe added later, the 2013 Disco Volante is a glamorous coupe, with impeccable finish, and attention to detail,
with its front-central mounted 4.7 litre V8 engine and a transaxle rear drive with unmodified specifications.

Each unit, of which the construction requires 4,000 hours of manual work, will be built only on demand.

Many elements were changed from the styling study which was presented in 2012, like a slightly higher bonnet needed for the engine bay ventilation. Still, the original proportions were retained, so these changes will be hardly noticed. The final result is even more dramatic and impressive than the original concept.

The Alfa Romeo 8C’s steel space-frame and other structural elements were retained to guarantee torsional stiffness, high performance, and impressive integrity. The frame members and the central carbon cell remained unchanged. Elements of the underpinning and the body, such as the engine bay and firewall, the windscreen and cowl, the a-pillar and the locks and hinges have been retained too, just as the dashboard and instruments, the pedals and the steering wheel.

Parts like door frames, the roof frame and the c-pillar have been modified to match with the new shape. 

The layout of a front-central mounted engine, a transaxle transmission and rear-wheel drive offers an optimal weight distribution of 49-51% between the front and rear axles. To ensure excellent handling the front and rear double-wishbone suspension scheme is combined with hub carriers of forged aluminium and additional trailing arms for the rear suspension. 

The lightweight and compact 4.7 litre V8 engine delivers 450HP and 480Nm peak torque. It is coupled with a six-speed sequential transaxle gearbox with electronic control and paddle-shift gear selection. Together with a limited-slip differential and a state-of-the-art braking system with large diameter, ventilated discs a precise, dynamic and proactive drive is ensured.

The Disco Volante can accelerate from 0 to 100 km/h (0-62 mph) in 4,2 seconds and has a top speed of about 290 km/h (181 mph).

Touring Superleggera is synonymous with the manufacture of lightweight bodywork. The weight advantage of aluminium is one of the assets of Touring Superleggera's construction methods. Nowadays however, the craft of hand-beating aluminium panels is combined with the use of carbon fibre reinforced plastic (CFRP).

For the Disco Volante, Touring decided to use this combination of aluminium and CFRP. This has been the result of a study conducted to define optimal use of materials for the bodywork in terms of weight, resistance, precision, finish and quality, and ease of repair in case of damage.

The CFRP is used for specific components like the front bumper and grille, the bonnet, the skirts, the boot lid and the integrated rear-window frame. The bonnet and the boot lid are sandwich-built with Nomex filler in-between to obtain a better stiffness/weight ratio and to dampen vibration and noise. 

The aluminium panels are hand-beaten using an epoxy mould. Since the inner frames of most parts of the bodywork are made of CFRP, this requires glueing aluminium to carbon fibre. This technique adds to the rigidity as the adhesive bonding has structural properties. 

The body panels are pre-assembled on a laser measurement platform using a jig. This ensures that the strict tolerance required is maintained. After adjustments, the panels are either welded or glued. The body-in-white is then used to preassemble and fit all trim components, brightware and moulding.

To ensure constant and repeatable quality, the entire production process is documented and digitally logged. Like in series production, there is a quantified manufacturing cycle and a Bill of Materials. Tolerances, measurements and other quality standards are quantified.

I don’t need to include details of the quality control standards, because I’m sure the photographs attest to the excellence of the presentation.

It gives me huge pleasure to report that there is still a kernel of coachbuilding excellence existing in Italy, and that Touring Superleggera maintains traditions based on a historic pursuit of individuality, innovation and most importantly Italian style!

Holy Flying Saucers! It's the Disco Volante

As the cardinals are in conclave in Rome, it seems timely to focus on another notable Italian, made in Milan by a small carrozzeria, called Touring of Milan.

Its automotive artisans took the mechanicals of the 1951 Alfa Romeo 1900 (the first Alfa Romeo to be made on a production line), and fashioned a beautiful, striking and slippery body, and named it the Disco Volante - Italian for 'Flying Saucer'.

Alfa Romeo Disco Volante by Touring of Milan

This car was a dazzling design for its day, and some say it may have been the launching pad for design ideas that Malcolm Sayer included in his epochal Jaguar e-Type!

Original concept car being loaded for the Geneva Salon

The Disco Volante has been re-created, again by the modern company Touring of Milan Superleggera, but that’s another story, direct from this year's Geneva Salon.

The original designs were racing car concepts with mechanics from the Alfa Romeo 1900, the engine was a slightly tuned 1900 engine (1997 cc) now producing 158 bhp (118 kW). The car was very streamlined, wind-tunnel-tested, and the body was built on a tubular space frame. The highly aerodynamic shape made a top speed of 220 kilometres per hour (140 mph) possible.

Alfa Romeo 1900 C competing in the Mille Miglia Re-run

Three different body styles were made: one open seater and two different coupé styles.

Disco Volante Coupe

There was even a 3.5 L version made for Juan Manuel Fangio. None of these automobiles ever attained the status of truly successful racing cars although they were tried a few times, with one victory having been taken at the Gran Premio Supercortemaggiore.

The unique 3.5-liter car is preserved in the Museo Nazionale dell’Automotbile in Turin. Two 2.0-liter prototypes are preserved in the Alfa Romeo museum in Arese, and are regularly used in classic car races. Estimated value of each is between 1 and 2 million Euros.

(Source: Wikipedia)

In 2010 one of the open cars was shipped to the USA to be displayed (along with a number of Alfa Romeo classics) at the Pebble Beach Concours d’Elegance, again to celebrate Alfa Romeo’s centenary.

Disco Volante at the 2010 Pebble Beach Concours d'E;egance

The original design highlights the appeal of the magic name of Alfa Romeo, which enjoyed great success in Grands Prix with its Tipo 158 and 159 Alfetta monopostos.

Alfa Romeo Tipo 158 Alfetta

As for Part Two of this story, it's in a forthcoming post!

How The Americans Saved Jaguar

Anyone connected with a ‘Brand’ knows that retaining customers and growing sales from that base is much more cost-effective than trying to get conquest sales, but customer retention methods vary.

Most methods could be described as a bribe really, either in the form of a cash bonus, a discount or buy one, get one free.

In the early 90s Jaguar Cars in the USA faced a serious problem. Its customer retention rate fell as low as 27%, reflecting its reputation for poor quality cars. Jaguar dealers really only sold cars two ways - cash, or hire purchase, and once customers came to grips with the reality of poor quality they were usually lost to the brand.

Jaguar’s owner, Ford Motor Company, appointed Jim Padilla, one of its top engineers and quality control experts as Chief Engineer. He worked a form of magic to ‘design-in’ better components, and reverse the line workers attitude to quality. His efforts effected massive quality improvements in just two years.

Despite vastly improved cars, Jaguar’s reputation remained tarnished, and although the public relations programs were aimed at getting the word out, it was clearly going to take a long time before the ‘new and improved’ image penetrated the phobia most potential buyers suffered from.

Jaguar got great press, and the media acknowledged the cars were clearly much improved. Even Jaguar dealers, who were as critical as the customers were impressed. But, Jaguar needed something extra to bring in the buyers, and more importantly, retain them as loyal owners.

Ford operated a very successful leasing program, called ‘Red Carpet Leasing’ and Jaguar decided that leasing could not only increase sales, but may also lead to stronger customer retention.

Just two years into the leasing program the signs were good. Jaguar’s rating in the influential J.D. Power Initial Quality Study (IQS) shot up near the top, and dealers told the company that the customers regularly reported their satisfaction with the quality of the cars.

Sales rates also climbed as a result of the new leasing program, and thanks to an innovative way of dealing with cars at the end of the lease contract, it looked like all the factors which improve the residual (or retained) value of off-lease cars were pointed in the right direction.

Jaguar had taken the decision that as cars were returned at the end of the lease contract, rather than let them be sold on the open used car market (where there would be no control over prices), it would take in all the cars, and after a very exhaustive mechanical check, would auction them only to Jaguar dealers, via one of America’s most respected auction companies.

This way the best ‘used’ Jaguars were only available through its dealer network. This had two benefits - first, it helped maintain good prices (retained value), but more importantly the second benefit was that it made ‘cheaper’ Jaguars available to a new class of buyer - people who always lusted after a Jaguar, but couldn’t afford a new model.

All America's Jaguar dealers sang with one voice: "It was the leasing program which helped Jaguar turn the corner in its biggest and most important market". 

Keeping in mind that most lease contracts were for 36 months, after just six years Jaguar’s customer retention rate had soared to more than 65%.

So, Jaguar’s method of building a stronger customer base wasn’t a bribe, because it was quite a complex and expensive gamble involving a new way of getting people to consider a sort of ‘try before you buy’ scheme, and let them experience Jaguar’s improved quality. It was also much easier for the dealers to replace an off-lease car at the end of the lease contract with a new model - and that’s when the customer retention rate ratcheted up and confirmed the success of the program.

Concurrent with the lease program Jaguar took an even riskier retailing gamble, by offering a 30 day money back guarantee to any buyers who paid cash, or took the car on hire purchase! Auto industry experts in America thought it was crazy! Given Jaguar’s poor reputation for quality, this was sure to lead to hundreds of cars being returned!

In reality, for the duration of the year-long program, Jaguar only repurchased less than two dozen cars. Some of course, were frivolous returns, from buyers testing the scheme, but there we some genuine cases. However, that program, helped convince potential customers that Jaguar must have truly gotten on top of the quality issues.

All of which goes to prove that if you want to get really serious about retaining customers it’s going to cost time, money and genuine effort, to bring about change. Remember, you get nothing for nothing!

Oh, lastly. Sales? From a nadir of 9,651 in 1991, along to 1996 when Jaguar was selling close to 22,000 cars a year to Americans.

BMW's Numbers Game - 60 from 1

Over my years of car testing I’ve driven lots of BMWs and always enjoyed them. Back in the 70s, in Munich, I got a lecture from the then PR Chief about how BMWs were drivers’ cars and that the design and engineering principles were inviolate.

 

As far as I’m concerned BMW has religiously stuck to its brief, but at this year’s Geneva Salon BMW will break a covenant – front wheel drive models from the company that prides itself on producing only rear wheel drive cars!

 

While the new 1-Series (below) features a twin-turbocharged diesel engine that delivers 60 mpg (4.4 l/100km), I believe we will see the first production FWD cars, which evolved from the Active Tourer Concept design model shown at the Paris Salon last year.

 

BMW enthusiasts should not be the slightest bit concerned about this shift – if this company can produce a great car like the Mini, then a FWD BMW should be a doddle.

 

Looking back to BMWs I’ve driven recently, it is the diesels I have most admired.

Sure, I truly enjoyed a petrol-powered M3 coupe, which was launched to the media in Port Macquarie, and a fantastic drive up through the Great Dividing Range, along the Oxley Highway to Walcha – then back down the mountain to a fabulous dinner, replete with great driving stories recalled from the day’s drive.

 

However, I think the BMW X3 2.0D, the 520D and the 730D are the cars that I’ve really enjoyed – not only for their driving pleasure, but the delivery of a great experience from a diesel powerplant.

 

I drove the X3 SUV around the Mount Macedon region, just outside Melbourne – and I came away thinking: “Why would you want a bigger, more powerful SUV?” This practical off-roader has loads of room, compact dimensions, and terrific performance.

 

Then I drove the 520D along what is called the ‘Burke & Wills Track’ and marvelled at how a 2-litre diesel had been fitted to a (relatively) big car, and how the performance hardly seemed to suffer – certainly not by my subjective judgement! It’s a great highway cruiser.

 

A spin on the Queensland Gold Coast’s mountainous Hinterland roads in a 730d showed that even the biggest of BMW’s models had been enhanced by a torquey, quiet, and fuel-efficient oil-burner.

If the Active Tourer Concept (below) comes to market looking like it did in Paris, I think BMW will have another winner on its hands. Front-Wheel-Drive? No worries.

 

 

BMW has stuck to its principles and despite the fact that (in size) it’s a minnow, compared to Daimler-Benz and Volkswagen Group, I think that as long as we are able to enjoy driving great cars, we will love the fact that BMW continues to adhere to the principle of the ‘Ultimate Driving Machine’.