Newsflash

+++ It has long been assumed the replacement for the Z4 will be known as the Z5, the head of BMW North America has poured cold water on that theory. Ludwig Willisch, the boss of the company’s North American operations, told “there’s no such thing” as a Z5. To allay fears the project had been cancelled, he added: “There will be a sports car, yes, but it’s not going to be a Z5. That’s something that someone else has made up”. When asked what the new car will be known as, Willisch said, “It will be called Z… probably 4”. The BMW North America boss noted, “That’s no indication of the number of cylinders”, hinting the new car will be available with 6-cylinder power. Rumours indicate the new convertible will be sold with both turbocharged 4- and 6-cylinder petrol engines. Production of the second-generation BMW Z4 ceased in August 2016. Its replacement is being developed in conjunction with Toyota. As such, both the new BMW convertible and Toyota coupe, expected to christened Supra, will share a rear-wheel drive platform, and will be built in Europe. Said to be larger, but lighter, than the second-generation Z4, the new BMW roadster features a fabric top instead of a folding hardtop. Although the car may debut some time this year, global sales aren’t expected kick off until 2018. +++

+++ Wearable technology (think Apple Watch, and the like) has become a staple for many of us. The technology allows users to keep tabs on their overall health and encourage more active lifestyles. However, FORD thinks the same kind of technology used in wearables can be implemented in future vehicles. Fortune reports Ford CEO Mark Fields has approached Flex, the maker of wearable fitness trackers for Fitbit and diabetes monitoring systems for Johnson & Johnson, to begin researching ways to embed biometric sensors into cars. Flex and Ford have already worked together on sensors for the automaker’s driverless car program, but Fields believes biometric sensors could help keep vehicle occupants safer behind the wheel in the near term. “The reason he was interested in medical is because he recognizes that there are biometric sensors that can actually go into a car, and those sensors can read a person’s biological makeup and understand whether the person is falling asleep at the wheel or not”, Flex chief marketing officer, Michael Mendenhall, said. “And the car would actually respond”. The biometric sensors could be one way to reduce traffic fatalities before driverless cars are perfected. As has been stated many times, one main goal of autonomous cars is to be crash free on public roads. Ford is also reportedly looking into installing CO2 sensors in vehicles. Their purpose would be to detect children or pets left in a vehicle while the car is locked. The sensors could notify drivers of a life-threatening situation before it’s too late. Or, you could simply not leave your children and pets in a locked car at all. Ford has already implemented a new active safety feature to keep drivers and pedestrians safer. Ford’s latest Pedestrian Detection system now works at night and can automatically bring the car to a controlled stop if a driver doesn’t recognize a pedestrian in front of the vehicle. +++

+++ Hyundai has taken no fewer than 24 global naming trademarks, all starting with G, to cover potential models for its GENESIS luxury marque line-up to rival European and Japanese brands. Apart from standard sedan G badges such as G70 and G80 that are set to appear in Genesis cars in showrooms around the world, including Australia, this year, the variations include GV, GT and GC to cover other body styles. Hyundai let GV out of the bag as its Genesis SUV designation when it showed the GV80 Concept large SUVat the recent New York motor show. GT and GC remain under wraps, but we will take a wild guess and suggest GT is for a sportscar range and GC is a coupe line-up, either of the traditional 2-door sports variety or the new-age low-roof “coupe” sedan or SUV type in the modern trend. The Korean company appears to be allowing for 4 model sizes in each of the lines, with the designations 60, 70, 80 and 90 in all 4 line-ups. For example, the G70, which was shown in concept form at the New York show last year is a BMW 3 Series/Mercedes C-Class-sized sedan, while the G80 is the new name for the one-size larger Genesis sedan that is already on sale. I assume that the G60 name will apply to a smaller luxury car, perhaps to rival the Benz A-Class or Audi A3, while the G90 is known to be a limousine at the top end of the sedan range. Trademark applications submitted in South Korea last year show the same 60/70/80/90 numbering system for the GV, GC and GT. Interestingly, the GT and GC have 4 extra numbers each to provide for potential extra variants (64, 74, 84 and 94) while the GV SUV line also has an extra format (65, 75, 85 and 95). The European Genesis rollout is set to start in 2019 with the first of the GV SUVs, most likely the GV80. While the concept at New York was powered by a fanciful plug-in fuel-cell powertrain, I would expect the production version to come with a conventional petrol engine and perhaps a hybrid. The first production Genesis SUV is believed to be based on the same platform as the rear-wheel-drive G80 sedan. The GV80 is expected to be followed by a smaller, X3/Q5-type SUV, potentially the GV70 based on the upcoming G70 sedan, which itself will be shared with sister company Kia’s upcoming Stinger sports sedan. +++

+++ The HONDA HR-V has stood tall against an influx of new rivals, remaining one of the better sellers in the small SUV segment. But that doesn’t mean Honda will rest on its laurels. The Japanese brand is set to offer an ‘upgrade’ on the current model imminently, ahead of a more comprehensive HR-V update due early in 2018. A spokesman confirmed the HR-V will be freshened-up soon, but wouldn’t specify what to expect. I think it’ll be the option of an in-built satellite navigation system, rather than the smartphone app-based system currently offered, and the inclusion of Apple CarPlay and Android Auto. “We’ve got an upgrade coming in the not-too-distant future, and the normal cycle would be that maybe next year we would have a minor cycle change; styling and so forth, which fits into the normal life-cycle”, the spokesman said. That update will likely include a range of cosmetic changes: expect a revised front bumper and grille, perhaps new light graphics and maybe even some interior design changes, too. What buyers shouldn’t expect is an expanded model range, nor new engines or transmissions. +++

+++ PORSCHE ’s GT division has finally brushed off the rumors that a Cayenne GT or a Macan GT will be added to its current lineup. In a recent interview, Andreas Preuninger confirmed that neither Porsche’s SUV nor crossover range will get GT2 or GT3 versions made. The Head for Road Car Development has even mentioned the Panamera while explaining how the GTs are built directly on real race car models. That said, unless a Panamera, Macan or a Cayenne gets into racing, there is no reason to anticipate a GT version at all. Preuninger further noted that a customer purchasing a 911 GT3 is well aware about their products. He also said that a Cayenne or a Macan taking part at the Dakar rally is one thing that hasn’t crossed their minds. If so, Preuninger thinks it could be all up to the Motorsport division whether that type of vehicle should be brought into racing. From the way we see it, it seems Porsche won’t bank on the GT’s heritage for the sake of building more race car versions of their current lineup. Preuninger believes that using a GT badge on either a Cayenne or a Panamera just to make it more marketable will only compromise the division’s credibility. I think he’s right. In any way, Porsche’s GT division isn’t the only branch of the company qualified to build such high-performance cars. Underneath the hood of the current version of the Panamera comes an impressive 680 hp and 850 Nm of torque. The current Cayenne Turbo S comes with a 570 hp with a torque output of 800 Nm. Porsche is also coming up with a more powerful Turbo S E-Hybrid trim for its new generation model. At the very least, the Porsche Macan Turbo with Performance Package boasts up to 440 hp coming from its 3.6-liter V6 biturbo powerful engine. In the meantime, Preuninger and his team are currently working on some new projects. Recent photos revealed that a 718 Cayman GT4 RS should come around soon. Some new images of the refreshed 911 GT3 RS meanwhile hint at an enormous wing and possibly new air intakes along the hood. Of course, others are quick to judge that there also might be a new 4.2-liter engine on the line. Adding to that, a 911 GT3 was seen being tested without a wing while the upcoming GT3 RS is said to have the same body as the turbocharged GT2, except for the 2 new large tailpipes at each corner of the rear. Let’s wait and see if there is any truth about these rumors as the days unfold. +++

+++ Notwithstanding TESLA ’s effortless marketing and anti-selling initiatives, its CEO, Elon Musk has finally announced that paid reservations for the Model 3 continue to go up every week. After commencing the reservation procedures barely a month ago, the CEO once shared that the company has already taken about 400,000 pre-order reservations. Since discussing these numbers however, Musk no longer wants to share the exact figures. He explained that if he does this, many people will speculate or make wrong assumptions on what’s going to happen next. In the recent 1st quarter earnings call, Musk neither answered directly nor tried to eschew the inquiry. Instead, he replied by saying that although he’s not willing to share the actual number, the reservations continue to climb on a weekly basis. That is, in spite of their attempts to encourage their customers to buy the Model S instead of the Model 3. When asked to provide the exact number of reservations, the CEO said that the problem lies in the probability that people will run off and make all kinds of conclusions based on the number and he thinks that this isn’t “predictive” of the future. He also mentioned that these people aren’t even allowed to test-drive a Model 3 and that the company doesn’t do a thing to sell the Model 3 but increasingly more reservations are made every week. Incidentally, there has been absolutely zero advertising created for the Model 3. This is something that we think is quite astonishing. Musk also mentioned that what the brand does is actually to “anti-sell” the Tesla Model 3. Rather, its sales people urge those who enter their showrooms to get either a Model S or a Model X. No one knows for the time being what the real number is though. If the first figure they revealed stands at 400,000 and it goes up every week, then the potential appears endless. Otherwise it could have gone down at some point, has fairly increased in due time and now it remains to go up each week. Who knows? Tesla introduced its lowcost Model 3 in 2016 and announced a minimum reservation cost of $1,000. The affordable sedan was promoted with almost zero advertising while no customer has ever tried to test drive the EV for once. Regardless, the supposedly increasing pre-orders is a good indicator for the success of Tesla’s future EV range. +++

+++ The Australasian New Car Assessment Program (ANCAP) has conducted a comparison test between 2 TOYOTA Corollas (one new, the other 19 years old) to demonstrate the difference in safety technologies between now and then. The 2 vehicles were subjected to a frontal offset crash test carried out at 64 km/h, with ANCAP chief executive officer James Goodwin stating the test “physically illustrates the benefits of newer, safer cars”. The current-generation Corolla, which came out in 2015 and comes with six airbags, ABS, electronic brake force distribution and brake assist as standard, scored 12.93 out of a possible 16 points in the frontal offset crash test; contributing to an overall 5-star rating. On the other hand, the 1998 Corolla, which does not feature a single airbag, did not even register a full point in the same test (scoring 0.4 out of 16) meaning it would receive a zero-star rating. Dummy readings showed an extremely high risk of serious head, chest and leg injury to the driver. After the crash the old Corolla showed a crumpled A-pillar, bent roof, a driver’ s door that had almost completely separated from the body of the car, a heavily crumpled front end, and significant damage to the interior including the centre console and steering wheel which protruded towards the driver. On the other hand, the 2015 Corolla showed minimal damage beyond the front wheels, with the A-pillar only slightly dented and the interior relatively unscathed. Goodwin highlighted the fact that those most likely to be driving older vehicles were those most vulnerable to car accidents, namely young, inexperienced drivers and older, frail drivers. “We’ve been tracking the average age of a vehicle involved in a fatal crash, and in just one year we’ve seen that average increase from 12.5 years to 12.9 years”, he said. “This highlights the need for a renewed national focus and greater support for safer vehicles. It is unfortunate we tend to see our most at-risk drivers (the young and inexperienced, as well as the elderly and more frail) in the most at-risk vehicles, and we hope this test promotes a conversation to encourage all motorists to consider the safety of their car. “Safety is not a luxury and we want everyone to remain safe on the road, so consumers should look for the safest car they can afford and the safest car that suits their needs. The outcomes of this test are stark and the automotive, finance and insurance industries can play a part to assist in encouraging people into newer, safer cars”. Data from the Australian Bureau of Statistics shows that while vehicles built in 2000 and earlier only make up 20 percent of vehicles on the roads, they are involved in 33 percent of road fatalities. Conversely, vehicles manufactured between 2011 and 2016 make up 31 percent of registered vehicles, while only 13 percent are involved in fatal crashes. Overall, the average age of all vehicles on Australian roads is 9.8 years, while the average age of vehicles involved in a fatal crash is 12.9 years. +++

+++ Changes in TYRE compound technology have been cited at the next big advancement in rubber, according to a key Michelin executive who also believes that that the breakthrough ‘connected’ tyre is still years away from production. Speaking at the international media launch of the Michelin Pilot Sport 4S in Abu Dhabi, Michelin engineering support and operational marketing manager Charles Donahoe revealed that tread design changes were running a distant second to that of tyre architecture in the brand’s research laboratories. “Tread design between Pilot Super Sport and Pilot Sport 4S is visual and it has a big influence, but where we’ve really been able to make the biggest improvements is in the compound changes and in those functional aspects”, Donahoe explained. “Under cornering force and heavy load, the contact patch changes shape and while tread design and tread pattern has an influence, the biggest influence is the architecture, so how the tyre functions when it’s pushed really hard. We are starting to understand more how we can get these elastomers to deliver different performance characteristics and work within wide temperature ranges. This really is the big breakthrough at the moment, in the understanding of those elastomers and how to mix them to really exploit performance”. Donahoe further revealed that “the compounds are completely different” in the new Pilot Sport 4S compared with its predecessor, the seven-year-old Pilot Super Sport. Asked whether compound technology still had a lot further to go in terms of development compared with the advancement of tread design, Donahoe replied: “Yes”. The next major development, however, was seen as the ‘connected’ tyre that communicates wear and other factors with a vehicle’s engine management and electronic stability control (ESC) to fine-tune the operation of such systems. Michelin rival Goodyear has shown this as a concept, but Donahoe warned that the technology was still years away from seeing production. “It’s interesting to see one specific competitor was talking about something at the Geneva motor show as if it was ready to go, but when you probe a bit more, there’s really not the technology behind it yet to deliver it to the market”, Donahoe opined. “The end goal is to have a connected tyre. We’ve all got our smartphones and smart watches that record hours of sleep, heart rate, health, fitness, hours spent exercising. We’d love to have a connected tyre, where you monitor temperature, treadlife, age of tyre, all of these elements that would ultimately contribute to safer driving. “We’re playing with technologies similar to our competitors but we’ve had a few attempts and we’re not convinced it’s yet at the level”. The technology was a “medium-term” development, the Michelin executive insisted, although he added that “the technology is coming along pretty quickly”. “It’s all algorithms in the chip that basically look at pressure growth and try to calculate temperature and pressure in the tyre”. he said. “If you put all these elements into a tyre, all these elements into the car, say that they car arrives at an obstacle in the road, and it causes a car accident, there’s really not a lot that you could have put in terms of technology into the vehicle that could have avoided that accident. But when you start really talking about a connected motorway or motoring world, you can warn the people behind you, so when you’re connected to a larger grid, it doesn’t necessarily protect the person who has that technology, but it alerts other people that there may be a safety risk. Far ahead, we’re taking the driver out of the car too with autonomous vehicles. We’re talking about a world where there’s maybe no need for traffic lights, because if everything is connected then it’s all in sync. I think ultimately this larger grid is what tyres will be connected to. You’ll have a tyre that can talk to the car, a car that can talk to the larger network”. According to Donahoe, the last major development in tyres, the controversial run-flat design, would not pass anytime soon. Despite admitting that the “initial drawbacks are still there but they’ve just been reduced”, some car brands were keeping up the pressure on Michelin for progressing the technology that allows buyers to drive briefly on a punctured tyre. “The inherent disadvantage with having a run-flat is a clear impact on rolling resistance”, he said. “You’re putting more material in the tyre, creating more rolling resistance, increasing fuel consumption, and the big trade-off is also in ride comfort. Where we’re at with our second generation is we’re lighter, we’ve improved the rolling resistance, the tyres are more comfortable (and) better accepted by customers”. But the technology would not graduate into the realms of Michelin’s sportscar tyres such as the Pilot Sport 4S, because of such drawbacks. Luxury-based tyres, however, would continue with a development of the run-flat design. “It’s something that’s here to stay and we need to accept that”, he added. “BMW and Mercedes are the key drivers in pushing that run-flat, but not for a sports application. If you were to put it in a consumer segment, the people who buy a luxury car aren’t going to get their hands dirty”. +++