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  • How Mini’s Cowley factory came into existence
    on December 15, 2019 at 6:01 am

    Rover and BMW developed the new Mini; it was built in its then little-known Cowley factory The first example of a Mini Adventure, the maker’s well-known ad line, took place inside its Oxford plant. We tell the story Imagine ordering an extensive and rather elaborate new kitchen, and then discovering after it has been part-installed that you must move house and transfer your shiny new units and white goods to a room of a different design and layout. Now imagine the scale of that challenge multiplied by several hundred. And there you have the task facing the team kitting out BMW’s Mini factory in Cowley, Oxford, 19 years ago. The new Mini developed by Rover and BMW in the late 1990s was originally intended to be built at Longbridge, Birmingham, where most original Minis were produced during its 41-year life. All that changed when then chancellor Gordon Brown refused to grant BMW a relatively modest amount of aid to assist with the modernisation of Longbridge. This was the last straw for a BMW board riven by the difficulties faced by its “English Patient”. In March 2000, BMW announced that it was disposing of Rover, keeping Mini and selling Land Rover to Ford. The Phoenix Consortium that bought Rover for a nominal £10 was gifted the Longbridge plant, the MG F, Rover 25, 45 and 75 – the last of these assembled in the Cowley factory that, suddenly, was going to produce the new Mini. Not that the staff of Cowley knew that straight away. “There was a one-hour gap between hearing that Rover was to be sold and that Mini would be coming to Cowley,” says Andy Brook, then in pipeline logistics for the 75, now a materials planning manager. There are still plenty of people at Mini’s Oxford plant today who were involved in this transfer. Mick Fisher, who joined Austin as an apprentice in 1965, drolly describes it as “stripping the Rover 75 out and putting the Mini in”, which rather underestimates the Herculean task involved. “The challenge was that all the equipment was designed for Longbridge and we now had to fit it into a much smaller building,” he says. “The glazing stations and the rolling roads were all going into a much smaller building.” The method of attaching parts to the underside of Minis changed, too. “We had rotary slings for the Mini,” Fisher says. These turned the body through 90deg to make it easier to attach parts, whereas the 75’s underbelly was attended to from a pit beneath. “We wanted to prove the kit,” he says. “We built the first cars on the run. The normal shop-floor build [for a new model] is three years. We had nine months. There was only one body-in-white build phase before the start of production instead of three or four. The first Mini made was carried down the line, because the skillet lines [the body conveyors] were not driven.” Fisher adds that “there was a bouquet of roses on the bonnet” of that car in December 2000. It wasn’t quite the first R50-generation Mini, Longbridge having built a few pre-series cars, but it was a very significant one. The factory was clearly teeming with activity. “There were a lot of BMW staff. There were four teams: the Mini project team kept their jobs,” says Jason Field, a senior IT specialist. “Cowley was paired with BMW’s Regensburg plant and there was a charter flight there to train from Monday to Friday.” The person tasked with overseeing the project is now boss of the Volkswagen Group. “Herbert Diess was a turnaround manager,” says Fisher. “He was nice to the workforce but hard to work for.” Field jokes: “Sleep and food were for wimps. They were long days.” The effort was worth it, though, the buzz building around the car a novelty for a Cowley staff unused to having a big hit on their hands. “After the press event, we kept a lot of early cars,” says Dom Nolan, now a manager in materials supply. “We used them at the weekend and they would be swarmed.” Yet some had doubts. “With the Rover 75, we believed we had built a really good car and it didn’t sell. This could be a repeat,” says Brook. It wasn’t. “As orders started coming back, there were more shifts,” says John Cowan, ex-Rover and now on the electric Mini production integration team. “The weekend shift came on and it was seven days a week.” Not just building cars but “keeping the kit going”, says Fisher. “It was not designed for here. It was almost thrown together. It was a real challenge. The line went up, down and around,” he says of the snake-like path it took. “The start of production was in April, as planned, but there weren’t masses built,” says Fisher. The Mini was launched to the public on 7 July 2001. “It was one launch date we couldn’t miss,” says Cowan. Despite growing demand, Brook says: “There was still talk two years later that the plant might shut.” But as production grew, worries faded. “In 2001, it was less than 50,000 cars,” says Fisher, “but by 2005, it was over 200,000.” A year later, Fisher and his colleagues were finding ways to extend the production line within the old Rover buildings. “It was pretty innovative,” he says of solutions that made plentiful use of roof space. Ingenuity of the kind that made the original Mini famous is clearly flourishing at the factory that BMW calls ‘The Home of the Mini’, its next targets the launch of the Mini Electric and surviving Brexit. What’s it like to drive today? The youngest of the first R50 generation of hatchback Minis is now 13 years old, yet there are still plenty about, partly because it was a big success and partly because it’s a very well-made car. And still desirable. Examine one today and you’re struck by its perfect proportions – sadly absent from the current, long-nosed Mini hatch – the jolly interior and the fact that this first new Mini, criticised for its size at launch, now seems quite small. And it definitely feels Mini-like: the flat cornering, quick steering and eager engine are an enjoyable surprise even today. That enthusiasts are collecting the very earliest – of which this is one – should be no surprise. READ MORE Mini Remastered: Driving the classic car’s £90,000 reinvention Mini to shrink flagship hatch and launch Traveller crossover New electric Mini models to be built in China

  • Is time running out for Japan’s car industry?
    on December 15, 2019 at 6:01 am

    Supra is the result of a Toyota-BMW tie-up The land of the rising sun once led the car world but looks to have stalled. We ask whether a new dawn await Japan’s car makers “When was the last time anything came out of Japan that was truly, globally innovative?” It was an unusual question for an executive at the very top of a Tokyo-based car maker to be asking a journalist, brow furrowed and eyes glistening with frustration at the point he was making. “You need to go back to the 1980s at least. Everything since then has been about refinement.” These were comments born of frustration, the words of someone who had been held to task for the ever-decreasing benefits of, as he put it, “squeezing the same lemon for more juice”. Golden years had turned to steady years and now – through the lens of a rapidly changing automotive world – he was sat staring at what he summarised as little more than a trickle of opportunity. It had been a long day at the Tokyo motor show and there’s little doubt that overexposure to an room, spreadsheets and senior management keen to impose rising sales targets coloured the mood. Japan, lest it be forgotten, is ranked in the top three global economies, is one of the largest filers of patents in the world and is the largest producer of electronics goods globally. It is also the third-largest automotive manufacturer, behind only China and the US. Yet here was an ungilded – and unattributable, for obvious reasons – view from a show floor that was hot on mid- to long-term conceptual visions of mobility, electrification and connectivity, but short on cutting-edge real-world launches. “The US can point to Tesla, Europe VW, Asia Hyundai: where is Japan’s leadership in innovation, investment and risk taking?” A wide-angled view of the Japanese market highlights some of the issues the industry is facing, as well as painting a perhaps more balanced view of some of the pockets of success: from Nissan kick-starting the SUV boom with the Qashqai (albeit through its European design centre), plus its front-foot launch of the Leaf, to Toyota’s unchallenged global leadership with hybrids and consequent market-bucking sales performance. Felipe Munoz, senior analyst for Jato Dynamics, believes the latter point is perhaps the most relevant for anyone trying to plot the trajectory of Japanese automotive innovation, especially around electric cars. “It is not that they have been slow to move to EV but the focus has been different,” he says. “As Toyota is the absolute leader there and it has focused on hybrids, the politics and regulation have been designed around them. Of course, the global view has shifted and so, too, has Toyota – and now it is just a matter of time before we see a rapid takeover of EVs in Japan.” It’s moot, especially as to date almost every new powerhouse in the car industry has been driven to global success by first dominating its home market. It’s why, for instance, Hyundai-Kia was able to fund its expansion beyond its home shores and why Chinese car makers have struggled to make an impression beyond their own, admittedly vast, borders. Within that explanation, however, there is a concern for future focus as a result of famously esoteric Japanese tastes. “The breakdown of sales in Japan highlights the demand for kei cars and MPVs, which are quite useful when space is a limitation in cities,” says Munoz. “They dominate, with positive and negative consequences. On one hand, they give the market stability, as they are cheap and not exposed to economic cycles. On the other hand, as they are only conceived for the Japanese consumer in Japan, they are not popular abroad and they don’t have export potential.” A look at export data highlights a story of mild, recent decline after years of growth. While Japanese new car sales have been remarkably stable over the past decade, figures suggest that the impact of relatively high labour costs and frequently fluctuating currency swings for the yen have led to an export downswing. “Factories in India, Thailand, Vietnam, Indonesia and Latin America have been the beneficiaries,” says Munoz. However, it is also true that Japan remains the world’s second-largest automotive exporter after Germany and it is already seeking to rebalance its efforts, most notably with the free-trade deal agreed recently with the EU, of which the UK is not likely to be a part. It is also rebalancing its global footprint to have a more domestic bias, evidenced by the closure of Honda’s Swindon plant and the shift of planned Nissan X-Trail production in Sunderland back to Japan. Against the measure of Japan’s historical success, these are, of course, significant problems. However, in a time of transition, they are also being faced by an industry that remains in a position coveted by almost every other nation and that has a line-up of individual marques with the resources to respond. What’s more, it’s still possible that the slow, cautious start into EVs – Nissan aside – may actually be a blessing. After all, Toyota’s profit margins remain the envy of the mass market, whereas few, if any, EV makers are yet in the black. Better, perhaps, to lead in autonomous and connectivity knowhow than the commoditised world of electric motors and batteries. The difficulty is in picking a winner during this interim period of uncertainty, when even those closest to the issues don’t know the solutions and a wilfully conservative culture leans further than almost any other into modest projections, preferring actions over words, and precision and understatement over publicity storms via social media. On the following pages, we analyse whether Japanese car makers are facing a long-term slide or a period of transition from which they will emerge as strong – or stronger – than ever. Jim Holder Honda It’s easy to forget that Honda is really three separate companies. It makes cars, motorcycles and ‘power products’ (such as generators, pumps and agricultural equipment). According to the latest full-year accounts (which ran to April 2019), Honda sold 5.32 million cars globally, up by more than 2%. It sold 6.3m of its power products and a massive 20.24m motorcycles. The company made a middling profit margin of 4.6%, although that does translate to more than £5 billion profit. On the car side, Honda’s profit margin may suffer from it having only a very small presence in the global premium sector, despite its US-centred Acura brand. For example, between January and August 2019, Honda US sold near 991,000 vehicles, but Acura just 102,000 units across six nameplates. Its profit margin is also affected by Honda shifting significant numbers of vehicles in the very price-competitive Asia markets. The HR-V baby crossover sells over half a million a year, with the majority of sales in China. Motorcycles sales also produce very thin profit margins, even though the unit sales are huge. Honda has tried to tap into the huge margins delivered by pick-ups in the US, too. It has been building the Ridgeline since 2004, but monthly sales in the US mostly average around 3000. By comparison, Ford’s market-leading F150 sold over 900,000 units in 2018, which translates to more than 75,000 a month on average. The CR-V, though, is a huge global hit for Honda. It’s the best-selling model in the US, followed closely by the Civic, which is expected to sell more than 350,000 units in the country in 2019. Indeed, August 2019 was the company’s best sales month to date in the US, with 174,000 vehicles sold, around 100,000 of them being crossovers and SUVs. Honda also misses out on the healthy margins that usually follow commercial van production (Ford profit margins on the Transit family are far higher than BMW can manage, for instance) as it does not have a commercial vehicle division. In its home market, Honda was the second-biggest seller in 2018. It sold 749,000 vehicles (its N-Box kei van being a best-seller in its segment) in a market of 5.26m new cars. Honda slipped to a loss at the beginning of the year because of the costs of closing its UK plant. And Europe is where Honda’s biggest problem lies. It may be a super-competitive market, but it sold just 169,000 cars across the continent over 2018-19 and forecasts are even lower for 2020. For a company that sold 1.9 million vehicles in the US, that is a disaster. It’s possible Honda has now lost any serious foothold in Europe. Hilton Holloway Nissan Nissan should be in an enviable position compared with its Japanese rivals: with the Juke and Qashqai, it basically sparked the SUV craze, the Leaf is one of the longest-running and most successful electric cars going and an alliance with Renault gives it incredible scale. Except that instead of making the most of that position, Nissan is currently engulfed by an executive drama of Hollywood proportions. It started with the shock arrest and ousting of chairman Carlos Ghosn and executive Greg Kelly on a string of financial charges. Ghosn’s court case has only just begun, but the allegations have kept coming. More revelations in an internal report prompted the resignation of CEO Hiroto Saikawa and it now falls to former China boss Makoto Uchida to steady the ship. The first tasks on his mammoth to-do list will be to stem the losses and stabilise the share price, firm up the company’s behind-schedule turnaround plan and – most crucial – repair the relationship with Renault post-Ghosn. Once that is done, Nissan still faces a tough task defending its SUV and EV patch from a growing list of contenders. James Attwood Mitsubishi How’s life at Mitsubishi Motors after the Evo? That’s what we asked a year ago in an in-depth look at the car-making arm of the vast Mitsubishi Corporation. And we found a car company with a new lease of life that had settled on gaining as much as it could from common architectures, standards and services and associated cost savings away from the customer’s eyes, while being poised to start leading development across the Renault-Nissan-Mitsubishi Alliance (formed in 2016 after Nissan bought a 34% stake in Mitsubishi) of true four-wheel-drive SUVs, plug-in hybrid technology and pick-ups. Yet the question a year on from that should be: how’s life at Mitsubishi after the fall from grace of Carlos Ghosn? The man best known for leading Nissan and Renault was also chairman of Mitsubishi and the company had quickly been built up in his image. It needed to change because, before Nissan came in, Mitsubishi was at rock bottom – share price included – after it was found to have falsified fuel economy data in Japan. Ghosn bought in several ex-Nissan bosses, including Brit Trevor Mann as chief operating officer and Vincent Cobee as strategy boss, yet they have since followed Ghosn out the door. Long-standing CEO Osamu Masuko, who surprisingly had kept his job after the fuel scandal, is also gone. Although small in Europe and even relatively so in its domestic market compared with the giants of Toyota, Nissan and Honda, Mitsubishi is big in other emerging markets, such as Indonesia (topped only by China as Mitsubishi’s biggest global market), Thailand and the Philippines, as well as parts of the world where its rugged off-roaders and trucks appeal, such as Australia and Russia. That’s reflected in the appointment of Takao Kato as CEO. Formerly Mitsubishi boss in Indonesia, his vast experience in emerging markets will be of benefit to the company in not only maintaining but also growing its presence there. Look at Mitsubishi now without the rose-tinted glasses that show the Evo and it’s the Outlander PHEV, first revealed in 2012, that’s front and centre. Updated last year and due to be replaced by the end of 2020, it’s the world’s best-selling plug-in hybrid. There’s undoubtedly an element of good fortune in the success of the Outlander PHEV, which was the right car at the right time to take advantage of taxation changes in many European countries. It has fallen away in some areas, most notably the Netherlands after it changed the subsidies towards plug-in hybrids, but Mitsubishi insists sales have remained firm elsewhere, including the UK after the government removed the £2500 plug-in hybrid grant last November. Outlander PHEV sales in 2019 to the end of August are comparable with 2018’s (4428 in 2019 versus 4521 in 2018). Mitsubishi also refutes suggestions that few owners charge them up and buy them just for the tax breaks, with a study showing 90% of owners charge their cars two to three times a week. Post-Ghosn, Mitsubishi is sticking to what it knows: development of plug-in hybrid technology, which, it maintains, offers the best of both worlds and is a progressive step towards electric cars, four-wheeldrive technology and SUVs, three areas that sit together quite happily. Its three SUVs in Europe – the ASX, Eclipse Cross and Outlander – will be electrified and moved further apart in size in their next generation to give each more room to breathe and a more distinct identity. The allnew L200 pick-up, launched earlier this year, is important in maintaining Mitsubishi’s rugged grass-roots workhorse appeal not only here but also in south-east Asia and Australia, while the Shogun Sport is innovative in making an SUV out of L200 underpinnings, albeit quite crudely. The Evo question still hasn’t gone away. You sense there’s a will in the company deep down to make one, yet if it’s ever to return, it will likely do so as a crossover/SUV and be electric. Mitsubishi’s recent Mi-Tech concept shows a powerful four-motor electric system with considerable performance potential… Yet the repositioning of the brand as a maker of true four-wheel-drive SUVs makes the absence of an Evo less troubling than the absence of a Shogun, Mitsubishi’s other icon. Reinventions of the Mercedes G-Wagen, Jeep Wrangler and Land Rover Defender in the past couple of years should have persuaded Mitsubishi that there’s the appetite for such a car. Mark Tisshaw Subaru After a long winning streak, Subaru stumbled in 2018. It made a total of 1,019,364 cars (down 5% on the year before), with 680,000 of them sold in the US. However, 2018 was also marked by its first quarterly loss since 2010 as it was forced to confront various quality issues, including recalling more than 400,000 models for faulty valve springs. The recall cost was estimated at $500 million. Subaru relies on American consumers, having established itself over 20 years ago with the Forester and Outback, innovative lightweight crossovers in an era of truck-based SUVs. Last year, it sold 171,000 Foresters and 178,000 Outbacks in America. Sales in Japan are a modest 100,000 units annually, 22,000 of those kei cars. The company is now rolling out a fresh generation of vehicles based on its new global platform and has added the seven-seat Ascent crossover to its US line-up. But globally, it is a small company, which is why Toyota’s decision in September to take a 20% stake in Subaru is good news. The two will develop a joint platform for a future electric crossover and will continue to collaborate on hybrid drive and all-wheel drive. Hilton Holloway Suzuki Suzuki couldn’t have garnered much more attention in the past 12 months than it has with its latest Jimny, which stays true to its quirky, off-road roots. While the new Jimny has created a ‘halo’ effect, the Vitara is Suzuki’s biggest-selling car in Europe, making up a third of sales and helping the maker to hold a 1.5% market share last year, totalling 245,653 units. That’s modest, but it’s a different story in Japan: Suzuki is the thirdbiggest-selling car maker, with 714,594 units. Worldwide, Suzuki production increased by 4% last year, buoyed by particular success in its home market, India and Pakistan. So far, Suzuki has been slow off the electrification mark, offering just two mild-hybrid models, the Ignis SZ5 and Swift SZ5, in the UK. A deal with Toyota, announced earlier this year, will help the cause and enable the production of two Suzuki-badged hybrid vehicles based on the RAV4 and Corolla. The two firms will also collaborate on an autonomous driving project. Suzuki gave a taste of its self-driving future at the recent Tokyo show with the Hanare concept, a pod-style autonomous vehicle. It was shown alongside the Waku SPO, an innovative compact car that could morph from a coupé to an estate at the touch of a button. Rachel Burgess Mazda Mazda’s bold approach to reducing fuel consumption and emissions is ensuring it carves out a niche in this increasingly electric world. While many makers are moving away from traditional powertrains, Mazda couldn’t be more effusive about petrol and diesel. It quotes research showing that, even in 2050, more than half of the cars sold globally will use an internal combustion engine. Its innovative spark-plug-controlled compression-ignition Skyactiv-X petrol unit, launched on the Mazda 3 this year, relies on two technologies – lean-burn combustion and compression ignition – to reduce fuel consumption and CO2 emissions while delivering good performance. Mazda insists that diesel has plenty of life in it yet. Although most makers will happily say that diesel still has its place, few are investing in major R&D. Mazda UK boss Jeremy Thomson explains: “We’ve been affected, as everybody has, by the downturn in consumer confidence in diesel, but I think there will be a bounce back. Whereas many manufacturers are walking away from it, we see a place for it.” Next year, we will see a new-generation Mazda diesel engine that’s likely to use similar technology to the Skyactiv-X unit. “In 2020, we have a new approach to diesel engines,” says Europe R&D boss, Christian Schultze. “We will show you how clean and very efficient diesel engines can be.” Global R&D boss Ichiro Hirose adds: “In terms of the evolution of the diesel engine, we have always been consistent: how can we mix the air and fuel in a very good manner for emissions? When it comes to fuel economy and emissions in diesel, we still have a lot of room to improve.” Of course, Mazda can’t ignore electrification and recently announced its strategy, including revealing its first EV, the MX-30. Beyond the MX-30, which will be launched in the UK in early 2021, no electrified models are confirmed but expect a plug-in hybrid within the next 18 months on a high-volume car such as the 3. Mazda is basing its EV strategy on life-cycle CO2 emissions rather than just those at the tailpipe. As a result, it has introduced the MX-30 with a 35.5kWh battery, which doesn’t offer huge range or power but does ensure that goal. Its study shows that the MX-30 will emit significantly fewer life-cycle emissions than a 95kWh EV (such as the Audi E-tron). There will be a hybrid range-extender variant of the MX-30 powered by a rotary engine in the next couple of years. It means the revival of Mazda’s famous rotary engine, last seen in the RX-8, which went out of production in 2012. It has been developed for use in a number of applications, including as a power generator in range extenders, hybrids and plug-in hybrids as well as working with hydrogen and LPG. Beyond that, Mazda is in the early stages of looking at other powertrain options, such as recyclable liquid fuels from microalgae. There is no clear time frame for its introduction. Hirose says: “We still have lots of problems we need to overcome with algae fuel. To achieve our targets [reducing CO2 emissions by 50% in 2030 from 2010 levels], we have to start working on it now or we will be out of time. “The biggest problem is productivity. This one alga produces oil, but the amount is too small to commercialise it as fuel. We are using genome editing to boost the oil production from the microalgae.” Mazda is hopeful its broad-brush approach will pay dividends in the industry’s fast-changing landscape, believing electrification isn’t the only option. Schultze says: “If we come into an age when sustainable fuels are economically similar, why not use them? We hope governments wake up and see that electrification is one way but there are others, too. Skyactiv-X is a step in the right direction.” Rachel Burgess Toyota Dependable, reliable, trustworthy… all words traditionally associated with Toyota that risk damning it with faint praise and rather overlook the incredible transformation it has undergone in recent years. This is best illustrated by Toyota’s shift from bland to shocking styling but underpinned by everything from its hybrid and fuel cell dominance to the dynamic ability of its TNGA platform and rumoured leadership in the breakthrough field of solid-cell battery technology. Then there is the heartfelt development of electrified, autonomous mobility solutions created with an emphasis on aiding the infirm, elderly and disabled. Certainly anyone who witnessed company president Akio Toyoda’s charismatic Tokyo motor show speech – made on a stand that didn’t have a single traditional car on display, but rather a dizzying mix of autonomous pods, disability mobility aids and, erm, an electrically driven witch’s broom – couldn’t criticise either the scale of the firm’s ambitions or the absolute integrity of its intent. Pronouncements emerging about the firm’s future plans may frequently sit somewhere between being inscrutable and baffling, but cut through the chaff and a picture soon emerges of a world leader in action. The driver behind this – beyond Toyoda’s inspirational leadership – is the Toyota Group’s trend-busting financial health. By most measures, it is not only the world’s largest producer of cars – a goal it has notably never set itself, nor publicly set any store by – but also one of the most profitable. Its margins have been averaging around 6%-8% over the past five years, a level that has, at times, rivalled that of much smaller, purely premium car makers, let alone ones in the mainstream where Toyota predominantly lives. Data from analysts LMC Automotive suggests that while so-called light-vehicle (car) production in the Asia-Pacific region is on course to drop by 6% year on year in 2019, mainly as a result of output declines in China and India, Toyota’s production volume is expected to grow by 5%. That will mean it is one of only two of the top 10 makers in the region to grow. Likewise, and more significant for stability, Toyota’s global output is expected to rise 3% against a market average drop of 5%. Driving this volume growth are refreshed mainstream, global models such as the Corolla and RAV4 – both significantly sold with hybrid options, as are an increasing number of Toyotas like the revised CH-R and new Yaris. When car making is done well, large profits follow – and this cash-rich environment is the ideal one from which to be making the huge capital investments required at a time of change and instability. This scale also gives Toyota opportunities that others are scrabbling to replicate, be it through acquisition, merger or partnership. Not only can it spread its investment costs across more cars sold than rivals, but it has also been growing its influence by setting the standard around co-operations for some time, both at home (it holds shares in Mazda, Subaru, Suzuki and Yamaha, among others) and internationally (most notably with BMW, on projects including everything from the Supra to fuel cell development). Critics say Toyota has been slow to develop electric cars. Insiders say it remains unconvinced that battery-electric technology is the right environmental answer. But with the world’s leaders having set a seemingly prescriptive course, Toyota is now using its hybrid know-how to respond, unleashing its scale and profit-driven R&D budgets to ensure it remains at the top of the industry. Jim Holder Motorsport in Japan The national motorsport scene in Japan has earned global cult status. Headlined by Formula 3, Super Formula (an equivalent to Indycars), Super GT and, more recently, its own sport of drifting, Japanese motorsport thrives within its own ecosystem, almost totally self-contained and for the past 30 years dancing to its own tune on rules and regulations. The cars are fast and spectacular, the home-grown heroes know the circuits intimately and, like everything in this fascinating country, it all feels exotic and a bit alien to Europeans. The other attraction for foreign drivers is that you can get paid to race in Japan – and get paid well. That’s what drew a generation away from Europe in the 1990s. Eddie Irvine was the best-known example to use All-Japan Formula 3000 (as Super Formula was then) as a springboard to Formula 1, but the list of those who joined and followed him is long. Nearly all who experienced Japan returned with tall tales of great racing, lovely people and the odd bit of hedonism from nights out in Tokyo. Today, Super Formula thrives, with a bespoke Dallara chassis, sticky Yokohama tyres and Honda and Toyota vying for engine superiority. Honda, Lexus and Nissan also do fierce battle in Super GT, a series last year won by avid Japanophile Jenson Button. He, like so many before him, found the whole scene and its unique racing culture a breath of fresh air, especially after so many years immersed in uptight F1. Change could be on the near horizon, following a recent ‘dream race’ that mixed DTM and Super GT at Fuji after years of talks about such a collaboration. Opening that door is exciting – so long as it doesn’t pollute one of the most colourful, diverse and healthy racing ecosystems found anywhere in the world. Damien Smith Japanese makers’ future in the UK The love story between Japan and the UK has soured recently, as the industry’s trials and tribulations have hit car manufacturing. Honda’s shock announcement last year that it will close its Swindon plant in 2021 when the current Civic generation ends means the loss of 3500 jobs. Honda attributed the move to “unprecedented changes in the global automotive industry”, adding that “resources and production systems for electrified vehicles will be focused in regions with a high volume of customer demand”. Questions remain about Nissan’s commitment to Sunderland, where it has already pulled planned production of the next X-Trail, blaming the diesel sales downturn and Brexit uncertainty. Recent reports that the factory, which builds the popular Qashqai, will close if the UK leaves the EU without a trade deal adds further fuel to the fire. However, Toyota’s future in the UK is looking brighter. In 2017, it announced a £240 million investment in its Burnaston plant to accommodate production of vehicles on its new global platform. Another Japanese maker is also helping to secure its future. As part of a tie-up between Toyota and Suzuki, hybrid Suzuki models will be built at the factory. Rachel Burgess What you need to know Honda  New i-MMD petrol-hybrid engine promises class-leading fuel economy in cars such as the Civic and Jazz.  Spending on a new plant and R&D is at a high level, which bodes well for the future.  Delivery vans equipped with i-MMD – possibly based on Odyssey MPV – represent an untapped opening.  Honda’s European presence is under serious threat. Mazda  Electric MX-30, arriving in early 2021, will also get rotary-engined range-extender variant.  Mazda remains committed to petrol and diesel and is also researching biofuel.  Tie-up with Toyota and Denso will help accelerate its electrification plans. Mitsubishi  Next-gen ASX, due in 2021 after next year’s facelift, will be Mitsubishi’s first EV since the 2009 i-Miev city car.  Japan makes the most Mitsubishis (661,000) but is only the fourth-biggest market for sales (104,000).  R&D spend in 2019 will be double that of 2014. Nissan  Leadership crisis has affected its relationship with Renault and long-term plans.  Readying crucial IMX to grab a slice of the burgeoning electric SUV market.  Most recent quarterly profits slumped 55% – and the company has hinted at worse to come.  New Juke will help its UK market share, but Brexit uncertainty continues to threaten its Sunderland plant Subaru  Tightly run company with a single platform and all-wheel drive.  Toyota’s stake is a big help with electrification and quality processes.  It needs to address its reliance on the US and its tiny presence in Europe.  Plug-in hybrid drivetrains needed soon. Suzuki  European market share is above 1.5% for the first time in eight years.  UK waiting list for the popular Jimny is 12 months.  Its deal with Toyota will bring Suzuki-badged hybrid vehicles based on the RAV4 and Corolla. Toyota  Its global sales are growing despite the industry-wide downturn.  Slow in battery-electric space but can use hybrid know-how to catch up.  R&D spend, scale and partnerships give it nearunique level of resource.  Its global sales are growing despite the industry-wide downturn.  Slow in battery-electric space but can use hybrid know-how to catch up.  R&D spend, scale and partnerships give it near-unique level of resource. READ MORE 2019 Tokyo motor show: show report and pictures Toyota to launch two-seat EV in 2020 Nissan ‘to review future’ of Sunderland plant in case of no-deal Brexit

  • To Denmark by Mini: Driving the 10-millionth Mini to Lego HQ
    on December 14, 2019 at 6:01 am

    The ten-millionth Mini arrives at Lego House To mark the milestone, we drive the great Brit to a great Dane built on a similar ethos of ingenious, fun design So here we are, then. Some 60 years after visionary car designer and all-round Autocar hero Sir Alec Issigonis decided it would be a smart idea to mount a four-cylinder engine transversely at the nose of his new compact, fuel-efficient city car, photographer Luc Lacey and I find ourselves looking – somewhat apprehensively, I might add – at a verdant green example of that original car’s modern-day descendant. The car in question is a Mini. Of course, it is. How could it be anything else? And this particular Mini isn’t just any old Mini, either: it’s the 10-millionth Mini built since the now defunct British Motor Corporation launched the genre-defining original in 1959. Specifically, it’s a limited-run 189bhp Cooper S 60 Years Edition, which seems rather convenient considering that it also happens to be the 10-millionth Mini. Did I mention it’s the 10-millionth Mini? It’s the 10-millionth Mini. Can you see the stickers on the car? Tough to miss, right? Anyway, back in 1959, the Mini brand didn’t officially exist in its own right, BMC marketing Issigonis’s breakthrough model under its Austin and Morris brands as the Seven and Mini-Minor respectively. It has been known by a few different names since then, too, while the Mini brand itself has been passed from keeper to keeper before finally finding its current home at BMW in the late 1990s. But the Mini story is one that’s been told 10 million times before. And Lacey and I haven’t arrived at Autocar’s south-west London road test base on what could be described, politely, as a ‘very cold’ November morning for a history lesson. No, our task is a different one. An epic European road trip. One that should – everything going to plan – provide a fitting tribute to what is a landmark car, from a landmark brand in a landmark year. The plan is simple: take the Mini to Monaco and retrace the route of the 1964 Rallye Monte-Carlo. Actually, no, it isn’t. I’m only kidding. As good a trip as that would undoubtedly be, it’s also a bit, well, predictable, and for this road trip, we wanted to do something a little different. A little off the wall. So instead of crossing the Channel and immediately making a desperate dash south for the invitingly warmer climes of the French Riviera, we’ll continue east, before hooking a bit of a left and travelling north. Quite a long way north. Our destination is the small town of Billund in Denmark, the home of another company whose focus on compact, ingenious design and unshakeable sense of fun and character have seen it become a much loved household name in its own right – just like Mini. That company is Lego, the famous maker of brick-based build-it-yourself toys whose forms are ultimately limited by only the breadth of your imagination. Considering that it has been around since 1932, I’d wager you’ve probably heard of it. The plan is to get from London to Lego House in Billund for a look at its wares and a photoshoot before turning around and heading all the way back to London again – all in the space of three days. Taking two overnight halts in the German city of Bremen into account, Google Maps puts our trip at just over 1500 miles in total. That’s a hell of a distance to travel in any vehicle, let alone a Mini – a car that hasn’t always won praise for a soothing, comforting ride. Perhaps you can see where that aforementioned apprehension might be coming from. But with a Eurotunnel train to catch, press on we must; which is exactly what we do once the diminutive rear seats have been collapsed to make way for Lacey’s expansive collection of camera equipment. Amusingly, this process provides a rather poignant reminder that while the Mini has grown over the years, its fundamental design has stayed largely the same. Its transverse engine still allows for the wheels to be positioned towards its extremities, which in turn frees up cabin space for its occupants – provided the boot remains fairly small. Today, the end result might not be quite as groundbreakingly effective as it was in 1959. Increasingly stringent safety requirements and greater customer appetites for as many bells and whistles as possible have done their respective bits to inflate proportions and take up space (you didn’t even get seatbelts on the original) – but the overall blueprint remains unmistakably Mini. Such is the price of progress, I guess. Nevertheless, the hop down to Folkestone and across to Calais via the Eurotunnel is pleasingly painless. The Mini’s impressively supportive seats – upholstered here in attractive special-edition brown leather – do well to ward off any aches, while the seat heaters quickly neutralise the winter’s chill. Gripes at this point are fairly limited, too. The firm-edged ride hasn’t proved problematic just yet, although I haven’t completely warmed to the seven-speed dual-clutch ’box. It can be a bit too slow on the uptake, hesitating when I’d prefer a snappy downshift for a swift passing manoeuvre. Given the choice, I’d have gone for the standard six-speed manual without thinking about it. But with practically all of the trip still ahead of us – and most of that being on potentially congested motorways and autobahns – I’m nonetheless grateful for the dual-clutch gearbox’s ease of use. As is my left leg. Eventually, we clear the expansive, relatively dull farming plains of northern France and Belgium and are soon bearing down on the German border from the Netherlands. A quick driver change just before we cross into Germany puts Lacey at the wheel and gives me some much-needed rest, right in time for the skies to open and unleash one of the heaviest deluges I think I’ve ever seen. Thankfully, the Mini remains staunchly unflummoxed all the way to our hotel in Bremen, but the rain scuppers any attempt to make the most of the derestricted autobahns. By the time we wake up to the cold, grey dawn of the second day of our trip, the rain has lifted. Save for a brief run-in with the Autobahnpolizei, this allows for swift progress to be made into Denmark. The Mini’s 2.0-litre four-pot proves powerful enough so as not to be grossly shown up on the autobahn and it doesn’t become too much of an earache when cruising at speeds of between 100mph and 130mph, either. After roughly four hours on the road, we roll into Billund and arrive at Lego House. Despite turning up somewhat unannounced, the ever-charming Lacey manages to sweet-talk his way into parking the Mini on the pavement for a few snaps in front of the building and a chance encounter with Trine Nissen – the head of communications for Lego House – leads to a fascinating, and very entertaining, impromptu tour of this Mecca for all things small. In addition to an impressive array of Lego-based constructions (the ‘Tree of Creativity’ is a highlight, being made of more than six million pieces and standing 15 metres tall), Nissen sheds light on how Lego came to be the global success it is today. Unsurprisingly, the decision of founder Ole Kirk Christiansen to introduce interlocking plastic building bricks alongside the company’s existing line-up of wooden toys plays a key role. However, these original bricks were hollow, which limited their structural integrity and versatility. A solution was soon found, though, and as with all great designs that fix, it was a delightfully simple one: a series of reinforcing cylindrical tubes was added to the interior of every new brick. Lego patented the concept and the rest – as they say – is history. And with the photographs in the bag, so, too, is our time in Billund. Back in Bremen, we wake on the third and final day of our trip to find a thick, soupy fog has swept across the city like a ghostly stage curtain. The weather once again seems to be doing its best to work against us. Out on the autobahn, visibility is all but non-existent and we’re limited to a more conservative pace. Nonetheless, the Mini takes it all in its stride. As we push on through the murk and cross into the surprisingly sunny Netherlands, before meandering back towards Calais and on to Britain, I can’t help but be amused by the commonalities between Issigonis and Christiansen. Both men were pioneers in their own right and led teams of clever people whose respective creations went on to inspire leagues of copycats. Whether they would have got on in real life I’ve no idea; but surely there’d be some degree of mutual respect for the simple engineering solutions and clever design that helped catalyse the success of the other’s brainchild. During our time in Billund, Nissen mentioned that six identical 2×4 Lego bricks could be combined to create 915,103,765 different permutations. Obviously, a Mini can’t take quite that many forms, but that’s not to say it hasn’t sprouted permutations of its own over the course of its 60-year life. In 2019 alone, we have the Mini Clubman, Countryman and Cabriolet models, as well as the likes of the Coupé and Paceman in recent years. We’ve had a fair few quick Minis, too, as well as Minis that have gone on to become motorsport icons (Rallye Monte-Carlo, anyone?). As time progresses, however, both companies will face even greater change, driven in no small part by shifting environmental concerns. The long-awaited Mini Electric will arrive early next year as one response and Lego will have to come to grips with the possibility that the non-biodegradable plastics on which a lot of its products are based could well fall out of fashion. That said, it’s not like both companies don’t have form in coming up with clever, often beautifully simple solutions to complex challenges. Given the inherent creativity that has driven their respective success, I’m confident both will be around for some time yet. How to build your own Mini Lego has collaborated with a number of car manufacturers over the years to launch brick-based renditions of some of their best-known models and Mini is no exception. Under its Creator Expert series, Lego launched its take on the Mini Cooper Mk7 – the car that, when production ceased in 2000, represented the end of the line for the original Mini. This model was made up of 1077 pieces and was finished in British Racing Green. Its bonnet lifted to reveal a detailed engine and the seats were made to look as though they were finished in a patchwork-style upholstery. It even came with a picnic basket – not unlike the original car. Today, under its Speed Champions series, Lego has recreated the Monte Carlo Rally-winning 1967 Mini Cooper S, as well as a 2018 Mini John Cooper Works rally buggy. Both come as part of the same 481-piece set. READ MORE Mini Remastered: Driving the classic car’s £90,000 reinvention Mini to shrink flagship hatch and launch Traveller crossover New electric Mini models to be built in China

  • Ford Ranger Raptor 2019 long-term review
    on December 14, 2019 at 6:01 am

    Ford by name, ford by nature. So let’s push this mud-plugging pick-up to its very limits Why we’re running it: To discover if it’s as capable as we think it is – or if it’s just silly. Month 1 – Specs Life with a Ford Ranger Raptor: Month 1 Welcoming the Ranger Raptor to the fleet – 13th November 2019 If all the things to like about the Ford Ranger Raptor, it’s the least seen that is the most impressive. So you keep having to explain. Explain that, yes, this is a Raptor. And no, it’s not that quick in a straight line. And yes, it is expensive. And yes, it does have a 2.0-litre diesel, not a powerful turbocharged petrol V6. But that, honestly, you just need to get it onto the right track and then it’s brilliant. In its ethos, the Raptor isn’t like other double-cab pick-ups. It’s more like a supercar, in that it has capabilities that you rarely get the chance to fully explore. So over the next few months we’ll try to find its limits. Double-cab pick-ups tend to be versatile, do-everything vehicles that can seat five yet have a one-tonne plus load bay, which, in the UK, gives them van tax status. The Raptor throws some of those do-everything elements out. It was developed by Ford Australia to basically pound rough tracks into submission, and to heck with being a commercial vehicle. You have to see a Raptor’s bare chassis to fully appreciate just what Ford did to it: how the front end is stiffened to withstand Baja-style rally-raid impacts, while the rear end has been completely redesigned and fabricated to accommodate coil springs that have a lighter unsprung weight and far quicker responses than the leaf springs that Rangers, like most other pick-ups, otherwise come with. And then there are the dampers from off-road specialist Fox, which is like “a candy store for dynamics engineers”, says Simon Johnson, the Ranger Raptor’s lead dynamics engineer. Forgive me if I go off on a dive into these. The most notable part of them, if I understand it right, is bypass valves in the middle of the dampers’ travel. So there’s firm initial damping, then quite a soft phase in which the valves are letting oil bypass the plunger, so it’s riding easily and comfortably, and is apparently a phase you drive in quite often. Then the damping force ramps up again towards the end of travel, after the piston has moved beyond the bypass valves. Ultimately, it’s a bit like a soft-close drawer – easy travelling but shove it as hard as you like and it’ll never slam shut. There are other impressive chassis things too. Ground clearance is up 51mm to 283mm. The approach angle is a terrific 32.5deg, the departure angle is 24deg (pickups have long rear ends) and the breakover angle is 24deg. Wade depth is a fairly astonishing 850mm. There are bespoke BF Goodrich KO2 tyres on a much wider track, with a Watt’s linkage at the back to limit sway The result is a car that Johnson says is like a “four-wheeled dirt bike” and two things strike me in my experience of the Raptor so far. For one, Johnson’s not wrong. For two, like trying to use all of a Ferrari 488’s performance, you have to go hunting for the right location to do it. Like with supercars, some people understand this, and some don’t. Some of those who don’t get it think that the Raptor should have a more meaty engine than the twin-turbocharged 210bhp diesel that leaves it with a 0-62mph time of 10.5sec. Actually, some of those who do understand the car think that, too. But the costs are already prohibitive and nobody buys pick-ups, Ford argues, with those kinds of engine in Europe. So there we are. The other issue is the price. This is a £47,874 offroader and, thanks to coil springs, its load capacity has reduced from over a tonne to just 620kg, which means for tax purposes it should be treated as a car rather than a van. That makes a VAT reclaim harder, while monthly benefit-in-kind for a 20/40% taxpayer is not £57/£114 as it would be on a Ranger Wildtrak but £295/£590. Every month. The towing capacity has dropped from other Rangers too, from 3500kg to 2500kg. So the Raptor is very expensive as a car and hopeless as a commercial vehicle. Or the other way round. Or both. Other issues? Well, I’m getting 27mpg so far and it doesn’t really fit into parking spaces. The 12.9-metre turning circle is no fun, the whole ‘separate chassis’ thing is still less refined than a monocoque on the road and the interior is a breathed-on pick-up’s cabin, not one befitting a £50k car. The engine, despite some synthesising through the speakers, is grumbly. And I’m sure people look at it like it should have one of those cringeworthy ‘BO55…’ number plates and assume its driver is 90% oaf. It’s such an utterly, utterly stupid car. And so help me, I love it. I like that Ford’s engineers watched cross-country rally recce vehicles and decided to put one into production. I like that you have to go searching for the right place to use the full limits of its handling. And most of all, I like how much fun it is. That’s entirely what it was meant to be. It is as much a driver’s car as a Caterham or Ferrari or hot hatchback, just designed for a different kind of road. So even if it makes me look ridiculous, is too big and has limits that are incredibly hard to find, none of that is a problem with the car. I just live in the wrong place. Second Opinion We road tested one earlier this year and I loved it. Never has a car felt more at home in the air than the big Ford. But it was the nonchalant manner in which it slipped back into being a surprisingly comfortable road car that sealed the deal for me. It is massive, though, and I reckon that would start to grate if I ran it daily.  Simon Davis Back to the top Ford Ranger Raptor specification Specs: Price New £47,874 Price as tested £48,474 Options Special paint £600 Test Data: Engine 4 cyls in line, 1996cc, twin-turbo, diesel Power 210bhp at 3750rpm Torque 367lb ft at 1750-2000rpm Kerb weight 2510kg Top speed 106mph 0-62mph 10.5sec Fuel economy 31.7mpg CO2 233g/km Faults None Expenses None Back to the top

  • Jeep Renegade plug-in hybrid: technical details revealed
    on December 13, 2019 at 4:40 pm

    Jeep will launch petrol-electric Renegade and Compass models next year, and the powertrain’s full specification has been detailed Jeep has revealed details of a powerful plug-in hybrid version of the Renegade SUV, set to go on sale in June 2020.  Revealing the Renegade PHEV in cutaway form, Jeep’s Head of Product Marketing Marco Pigozzi said the company intended for the new model ‘to sell in volume’ and, to that end, the Renegade PHEV would be priced ‘aggressively’. The new car is substantially based on today’s Renegade, with the most major change being the addition of a 134bhp rear-mounted electric motor, mounted on a modified version of the AWD Renegade’s rear subframe.  The battery – which will be good for an EV range of 31 miles at up to 81mph in ideal conditions – has been mounted in the floorpan’s centre tunnel and also takes up some space under the rear seat. The fuel tank – also under the rear seat – has been squeezed down to a capacity of 39-litres. Under the bonnet, the 177bhp four-cylinder turbo petrol engine now drives the front wheels through a six-speed automatic ‘box (in place of the standard nine-speed unit). The engine also gains a belt-activated generator, which recharges the battery when the car is braking or coasting.  The car can run in pure EV mode with electric power sent to the rear wheels, in pure petrol mode with drive to the front wheels and as a petrol hybrid with the generator assisting the engine. In all-wheel drive mode, there’s a total of 237bhp shared between all four wheels, allowing it to achieve a 0-62mph time of around seven seconds. It will also be possible to put the battery on ‘hold’ so it can be used when arriving in city centres at the end of a journey. Jeep is also promising a significant improvement in off-road ability because the rear electric motor offers a very precisely controlled 191 lb ft of torque that can be split between each rear wheel. There will also be a ‘TrailRated’ version of this Renegade that will be able to wade through water that’s up to 60cm deep. Pigozzi says that the intention was to create this plug-in version without compromising interior room and that no space has been lost in the rear cabin, while the boot floor did not need to be raised. The main change was the loss of 15 litres in the boot because some of the electronic control systems are mounted on the boot wall. Interestingly, this PHEV only weighs 120kg more than the diesel Renegade, an important factory when considering high-speed economy. The Renegade PHEV will be launched in early 2020, with the electrified Compass due to follow that summer to coincide with its production switching from Mexico to Italy.   READ MORE Jeep confirms baby SUV, pickup, Grand Wagoneer, plus EVs by 2022 Fiat Centoventi EV concept previews new Panda Geneva motor show 2019: full report and pictures