The California State Assembly unanimously passed Assembly Concurrent Resolution 37 (ACR 37) by Assemblymember Mendoza to establish April as Automotive Career Month.
The California Motor Car
Dealers Association (CMCDA) is pleased to see the Legislature highlighting the rewarding careers in the automotive industry. Over 500,000 Californians are in automotive-dependent careers, and the demands for recruiting will continue to grow.
Californians showed their support of Career Technical Education (CTE) when they approved a general obligation bond for CTE in November of 2006. CMCDA is proud to also show its support by creating a Scholarship Foundation for automotive education.
"The California Motor Car Dealer Association is pleased to have raised nearly $500,000 for our Scholarship Foundation over the past two years,- said Peter Welch, CMCDA President. 'We could not be more satisfied with our members' commitment to automotive education.-
Thursday, April 26, 2007
Assembly Resolution Establishes April as Automotive Career Month
Wednesday, April 25, 2007
Mercedes-Benz S-class
The S-Class is the flagship sedan of the Mercedes-Benz lineup with state-of-the-art occupant protection, anti-theft, and vehicle-stability systems.
For 2003 the S600 received a twin-turbo V12 with 493 hp and 590 lb-ft of torque, the S55 AMG received a supercharged 5.5-liter V8 with 493 hp and 516 lb-ft of torque, and 4MATIC all-wheel drive was added as an option for S420 and S500. The S-Class is redesigned for 2007.
Tuesday, April 24, 2007
Honda S2000
Description:
Already a legend in its own time, the scintillating S2000 represents over 40 years of Honda racing experience. Its 2.2-liter VTEC® engine provides low- and mid-range torque while maintaining all of its 237 horses. Aggressive styling is wrapped around a refined suspension that's at home on both road and track.
This truest of sports cars is a direct link between world-beating performance and you. Strap in. Press the blazing red start button and run it up through all six gears. You'll have no problem discovering this sport machine's true genetic code. And as you rush from turn to turn, wind whipping your hair, nothing else in the world matters.
BMW 5-series
Description:
The 5-Series is BMW’s luxury midsize sedan, a car that has been a favorite among driving enthusiasts since it was first imported to the U.S. in 1975. The 5-Series was redesigned for 2004, and for 2006 receives all-wheel drive for the first time. The 5-Series has always emphasized performance and an enjoyable driving experience, offering a variety of engine choices as well as both manual and automatic transmissions.
New for 2007
After engine grades for 2006, the 2007 BMW 5-Series receives an auxiliary audio input that’s suitable for an iPod or MP3 player and tire-pressure monitor as standard equipment. New options include a high-definition radio and Night Vision system that uses a thermal-imaging camera that constantly monitors the road ahead and displays images according to their temperature on the iDrive screen (requires navigation system). A 3-spoke sport steering wheel is added to the Sport Package and the Sport Package now includes 20-way Multi-contour seats. Standard coverage for BMW Assist Safety Plan now includes a 4-year membership (previously only 1 year).
2007 Nissan 350Z Roadster
Introduction
Nissan’s GT sports car lineage has a long history dating back almost four decades. In 1970 Nissan was known as Datsun and the first 240Z was introduced to the world. During the 80’s, the designers lost sight of the true “Z” sports car heritage. The 280Z series became slow and fat while trying to appeal to a sports car luxury market. Strict California emission requirements didn’t help the car’s performance, either. The next generation “Z” came in the form of the 300ZX (produced between 1990 and 1996). That particular generation has a loyal following and is coveted by many enthusiasts. After a six year hiatus Nissan introduced the 350Z and rocked the world again in 2003. The new design captured much of the youthful enthusiasm of the early generations and it became fun to drive a “Z” again. Does the Roadster version, with 306 HP, retain the same aggressive “chops” as the coupe model? Read on and we shall see.
Driving Impressions
Once I got beyond the thrill of driving an open top sports car, I began to settle into the car and learn the behavior of the 350Z on the open road. I spent four hours with Roadster in various driving conditions (slow traffic, fast commuter traffic on the freeway, surface street driving and a twisty/curvy route that included California’s scenic Highway 1 drive along the coastline.
When I was driving with the top up I noticed that the cabin can be on the noisy side. Lots of wind noise is apparent in the cabin while cruising at 50 MPH or faster. Thank goodness for the 7-speaker Bose audio system with subwoofer. Drowning out the wind noise was easy just by cranking up the tunes. Visibility around the car is alright with the top up. Although, the side view mirrors don’t offer much viewing area due to their small size. The side mirrors are very nicely sculpted, but check those blind spots carefully before changing lanes.
With the convertible top down I noticed the cabin picks up a lot of turbulence at 35 MPH or higher. The windshield behind the front seats could probably be a little taller if its purpose is to defeat the swirling winds inside the cabin. Hats are required unless you prefer the Oklahoma twister look.
2007 Infiniti FX35 - Driving Impressions
The Infiniti FX35 is a crossover vehicle blending the functionality of an SUV with the dynamics of a luxury sports car. The 280 HP FX35 is based on the G35 sedan and quite capable of towing the ski-doos to the lake or getting the kids to soccer practice with style. Below are three different viewpoints of the FX35 capabilities - including a woman's perspect
Go with the flow
The rumors have been flying at warp speed throughout the garage for weeks. Drivers, crew chiefs, and pit crewmen have speculated endlessly about the Car of Tomorrow, forecasting who's going to be strong in the new car design, who's going to be weak and who's going to be the wild card. Here's a quick look at five drivers who appear to be poised to do very, very well in the COT this season.
1. Jimmie Johnson
At the most recent test session at Bristol Motor Speedway, JJ clocked the fastest time. His team, Hendrick Motorsports, has more resources at its disposal than any other in NASCAR, so expect Johnson's equipment to continue to be as good as anyone's in the sport. Plus, Johnson has the luxury of having Chad Knaus atop his pit box. Over the last three years Knaus has proven to be the top crew chief in NASCAR. He's certainly the most driven, and his sleepless nights spent fretting over the COT will translate into speed on Sundays.
2. Jeff Burton
The general consensus in the garage is that the Chevys of Richard Childress Racing will be the class of the field in the first COT race. This obviously bodes well for Burton, an RCR driver. A 14-year veteran of Cup racing, Burton makes fewer mistakes on the track than any other full-time driver in the series now that Mark Martin has shifted to a part-time schedule. He excels at keeping his fenders clean and not pushing his car too hard. These attributes will serve him well as drivers adapt to the COT.
3. Tony Stewart
Stewart, the most versatile driver in NASCAR, shouldn't have any problem moving into the COT. He's won races on dirt, on pavement, in open-wheel cars, in stock cars and within a month I'm guessing he'll win in a COT.
4. Jeff Gordon
Like Stewart, Gordon comes from a diverse racing background. Gordon and Stewart are generally acknowledged to be the two most naturally talented drivers in the sport, and they both should adapt quicker to the COT than the other drivers. Gordon, who flourishes on the short tracks, is my pick to win this Sunday in Bristol.
5. Denny Hamlin
Hamlin has something going for him that is normally a liability in racing: his youth. I chatted with the 26-year-old last weekend in Atlanta, and Hamlin couldn't wait to hop into the COT. Unlike the older drivers who are set in their ways and are extremely comfortable in the old design of car, Hamlin doesn't have a lot of experience with the old stock car, and he won't have as many habits to break. Hamlin believes -- and so do I -- that this will make his transition into the COT easier than it is for most of the other drivers. "To me the COT feels a lot like the old car," Hamlin says. "Honestly, there's not as big of a difference as everyone says."
Climate change and transportaion
What can be done to make Canada's transportation more climate-friendly is the topic of a public lecture to be held at the University of Waterloo on Wednesday, Nov. 28.
Guy Dauncey, co-author of Stormy Weather: 101 Solutions to Global Climate Change, will deliver his speech, "Beyond Kyoto: How Can We Resolve The Climate Change Crisis," at 9:30 a.m. in the Humanities Theatre, Hagey Hall. Free admission.
In announcing the public lecture, three UW environmental studies faculty member -- Ian Rowlands, Jean Andrey and Greg Michalenko -- said that Dauncey will offer some solutions for the transportation sector.
"With the world's scientists agreed about the reality of global warming, and concerned about the dramatic extent of the possible temperature increases during the next century, our planet's leaders face an urgent need to craft the policy and technology changes that will enable us to reduce our greenhouse gas emissions by far more than that agreed to in the Kyoto Protocol," they said in a statement.
"Globally, transportation produces 21 per cent of the world's greenhouse gases. Guy Dauncey argues that a hydrogen-based transportation system is technically possible, pointing to early protoypes that are already on the roads. Iceland, for example, is planning to switch its entire economy to hydrogen by 2030.
"Without major policy initiatives to encourage the transition, however, Dauncey maintains that the change will be too small, too limited and too late. The challenge, therefore, is to combine smart technology and smart systems-based planning with smart politics. In his public lecture, Dauncey will outline how it can be done."
After the lecture, Dauncey will be available for discussion about his ideas in Environmental Studies 1, Room 221, from 10:30 a.m. to 11:20 a.m. His visit is sponsored by the Department of Geography and the Environmentalist-in-Residence program, centered in the Department of Environment and Resource Studies.
Electron
The Electron is an experimental car built by Robin Shute, a 15 year old. There is a Lotus connection as the body is from the Lotus soap box derby entry for the Goodwood Speed Week.
Ford GT40
The Ford GT40 is the car I wanted, until the Elise came out. It also is a street legal race car. I hope the kids will like it as much as the other two. It is light, nimble, and quick, in a different way than the NSX and the Super Seven.
But I still want one.. This is more difficult to achieve, because there are only so many made and they are very expensive. Ford recently built a concept car called the GT and it will be produced in limited numbers.
Honda (Acura) NSX
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The Honda NSX is a modern sports car, an effort by Honda to produce an exotic, world class sports car. It has one of the largest performance envelopes of any car ever built. I can drive it to the store for groceries, or travel safely at 160 mph for 15 minutes. I have done both. I autocrossed it and drove it in the Nevada Open Road Challenges. It is also a technical wonder.
The kids like it because it has lots of buttons to push and because it is red (they were young when we owned it). It is light, nimble and quick, just like the Seven and the Elise.
Caterham Super Seven
The Super Seven is a component car, originally the seventh design by Colin Chapman, founder of Lotus. It was designed in the late 1950s but is still being manufactured today. Mine weighs 1200 pounds and has about 130 horse power. With autocross tires, it generates 1.25 gees lateral cornering force. One variant held the world record for 0-60 mph for a production car in 3.48 seconds. It is a street legal race car.
The kids like it because they can see over the sills. It is light, nimble and quick, just like the NSX and the Elise.
Lotus Elise
The Lotus Elise is a modern sports car. It achieves its performance through light weight. It corners and brakes as well as any other car, communicates its intentions better than any other car, and accelerations faster than most other cars. It is a "minimal" car, simple but elegant, like the Seven. This car is fun to drive!
The kids know what it is because I talk about it constantly. Now that we have one, the kids like it because it is light, nimble and quick. It also gets a lot of attention when I take them to school
Tuesday, April 10, 2007
Alcoa Forged Specialty Wheels Announces New Dura-Bright® Surface Treatment for Aftermarket Truck and SUV Wheels
CLEVELAND--Alcoa Forged Specialty Wheels, a Cleveland-based business unit of Alcoa Inc. , today unveiled Dura-Bright® technology, a revolutionary new wheel surface treatment available on aftermarket truck and SUV wheels that offers a premium appearance combined with unmatched ease of maintenance.
Alcoa’s new Dura-Bright® technology is a patented wheel surface treatment that provides sophisticated style that is easy to maintain. It is not a coating or a finish, but a proprietary surface treatment that penetrates and reacts with the aluminum thus becoming an integral part of the wheel. The revolutionary process resists peeling, cracking and corrosion. Automotive News recently nominated Alcoa Dura-Bright® technology with a Finalist nomination in the prestigious 2007 PACE (Premier Automotive Suppliers Contribution to Excellence) Award competition.
“We are proud to announce Dura-Bright® technology as an innovative new surface treatment option for our one-half ton truck and SUV aftermarket wheels,” said Doug Dietrich, Vice President and General Manager Alcoa Wheel Products. “Dura-Bright® technology allows us to expand our product portfolio and offer an innovative new wheel surface treatment that addresses the appearance and ease of maintenance needs of our customers.”
Truck and SUV fitments were selected for the initial launch of Dura-Bright® technology since they require extensive maintenance and many owners have requested new finish appearance and maintenance options. Alcoa has found that trucks and SUVs with large brake packages generate high amounts of brake dust along with dirt and road grime accumulated in daily driving. Dura-Bright® technology continually resists brake dust, dirt and road grime allowing drivers to maintain their vehicle’s appearance with minimal maintenance – just with a little soap and water.
Launch fitments for Dura-Bright® technology include twenty-inch forged Alcoa Adventure Series wheels currently only offered in polished clear coat and chrome finish options. Dura-Bright® technology allows Alcoa to offer a new finish option with unique features not currently available to truck and SUV owners. Five and six-spoke design options are planned for Chrysler, Dodge, Jeep, Chevrolet, GMC, Ford, Lincoln, Nissan and Toyota fitments. Adventure Series wheels with Dura-Bright® technology will be available for purchase in second quarter 2007. Other styles and options will follow.
“Dura-Bright® technology allows Alcoa to offer a premium new platinum appearance with our wheels,” said Brandon Stotsenburg, Director of Automotive Aftermarket, Alcoa Forged Specialty Wheels. “A unique appearance coupled with ease of maintenance is a combination that is not currently available in the aftermarket wheel category.”
Each wheel is engraved with an icon to identify the wheel as being treated with Alcoa’s new innovative surface treatment allowing consumers to identify the benefits of the product.
As with all Alcoa one-piece forged aluminum wheels, Dura-Bright® technology wheels are backed with a lifetime limited structural warranty. A three-year limited warranty is offered on the Dura-Bright® technology surface treatment. Visit www.alcoawheels.com or www.strongwheels.com for more details.
About Alcoa Wheel Products
Alcoa Wheel Products is headquartered in Cleveland, Ohio, and employs more than 3,000 associates in seven locations globally. The Alcoa business unit manufactures cast and forged aluminum wheels for the heavy truck, automotive, and motorcycle industries.
About Alcoa
Alcoa is the world's leading producer and manager of primary aluminum, fabricated aluminum and alumina facilities, and is active in all major aspects of the industry. Alcoa serves the aerospace, automotive, packaging, building and construction, commercial transportation and industrial markets, bringing design, engineering, production and other capabilities of Alcoa's businesses to customers. In addition to aluminum products and components, Alcoa also markets consumer brands including Reynolds Wrap® foils and plastic wraps, Alcoa® wheels, and Baco® household wraps. Among its other businesses are closures, fastening systems, precision castings, and electrical distribution systems for cars and trucks. The company has 123,000 employees in 44 countries and has been named one of the top most sustainable corporations in the world at the World Economic Forum in Davos, Switzerland. More information can be found at www.alcoa.com.
BRIEFING: Auto headlines
Potential buyers of the Chrysler Group want to set up a special $10-billion health care fund run by the UAW as a way to mitigate financial risks, according to a report Monday by Automotive News.
DaimlerChrysler AG has been mulling options, including a sale, of the Chrysler Group since February. Analysts have cited pension and health care liabilities as a major obstacle for any deal.
A special fund administered by the UAW could reduce the risks by shifting the obligation of paying for retiree health care costs to the union. The idea is modeled after a program used by Goodyear Tire & Rubber Co. The UAW has declined to talk about specific bidders or whether it would agree to certain proposals by those bidders.
GM Russian sales up
General Motors Corp.'s joint venture with Volga in Russia reported Monday that it sold 28% more vehicles in the first three months of the year compared with the same period last year.
The five-year-old GM-Avtovaz sold 12,400 vehicles in the first quarter of the year, it reported Monday.
GM announced last month that it would double to 70,000 the originally planned production capacity of a new assembly plant it is building near St. Petersburg.
Drive shafts investigated
Ford Motor Co.'s Land Rover SUVs are under investigation by U.S. safety regulators because the drive shaft or a front axle part may fail while the SUVs are being driven.
The inquiry covers 2002 through 2004 Range Rover and New Range Rover models, the National Highway Traffic Safety Administration said on its Web site. As many as 33,000 vehicles may be affected, the Washington-based agency said.
Of 38 complaints received, 17 involved failure of the drive shaft or front-axle differential while the vehicles were traveling faster than 40 miles per hour, the agency said. No accidents or injuries were reported, NHTSA said. The problem may cause the vehicle to come to a halt, the agency said.
DCX Truck sets regions
DaimlerChrysler AG, the world's largest truckmaker, said its U.S. truck-financing operations are being split into four regions to improve service to Freightliner, Sterling and Western Star dealers.
DaimlerChrysler Truck Financial disclosed the plan in a statement Monday. The Lisle, Ill.-based financing unit will have Eastern, Central, Southern and Western regions.
CarMax chairman retires
CarMax Inc., the largest U.S. used car dealer, said board Chairman Richard Sharp is retiring and will be succeeded by board member William Tiefel.
Sharp, 60, will step down effective June 26, when CarMax will hold its annual shareholder meeting, the company said in a statement Monday. Sharp has been chairman since 2002, when CarMax was spun off from Circuit City Stores Inc., where he was chief executive officer from 1986 to 2000.
Ford Edge sales gain momentum
To many, the 2007 Ford Edge represents the best Ford has to offer in its current lineup, and sales of the stylish crossover are starting to fulfill the vehicle's promise. The Edge has only been on the market for four months, and it's already within 1,000 monthly units of the segment leaders Toyota Highlander and Nissan Murano.
Even better, according to JD Powers' Power Information Network, the Edge is only staying on the dealer lot for about 20 days, which is far less than the 48 days it takes to move a mid size CUV industry-wide. Dealers are also finding it easier to sell higher-content models, as Edmunds.com reports an average March transaction price of $29,699. Ford is also using the Edge to help stop Explorer, Expedition, and Escape owners from leaving the Ford brand, with 25% of its sales coming from its own SUVs.
The Detroit Free Press quotes Ford spokesman Jim Cain as saying that a second wave of marketing is coming soon for the Edge, and production at the company's Oakville, Ontario plant is scheduled to increase.
We had a feeling the Edge's good looks would make for a hit for Ford, and early numbers are showing that the company's newest CUV is more than holding its own in the industry's hottest segment. Now if they could just work on that cheap-o interior.
[Source: Detroit Free Press]
Tata iKS Offers SAE CAD Automotive Diploma Program
DENVER, Colorado, April 9, 2007 - Tata Technologies iKS today announced that it has collaborated with SAE International (the Society of Automotive Engineers) to develop a SAE CAD Automotive Diploma program that is 100% delivered online through i get it. Powered by Google, i get it is the leading knowledge transfer solution used by 55,000 engineers in 25 countries.
Existing i get it Engineer subscribers will have free access to the Automotive Essentials content for both CATIA and NX. Individuals interested in receiving the SAE Diploma can complete the 60-hour Automotive Essentials course and earn SAE recognition for $49 USD. Specialty diplomas in structures, interior trim, powertrain, and chassis can be earned for $79.
Commenting on the new program, Kevin Perry, SAE’s Manager of Professional Development, stated: “We are excited about this new program because it eliminates any potential cost barriers for engineers wanting to learn and qualify their skills. The Diploma program is easy to access and enables engineers to learn at their own pace.”
David Fedler, vice president for TATA Technologies iKS said: “The new online program is accessible at www.myigetit.com and does not require membership or pre-requisites. Engineers can select which Diploma program they want and purchase through a simple online transaction. Diploma program options include:
* SAE CAD Automotive Essentials Diploma [UG/NX] $49 USD
* SAE CAD Automotive Essentials Diploma [CATIA] $49 USD
* SAE CAD Automotive Structures Diploma [UG/NX] $79 USD
* SAE CAD Automotive Interior Trim Diploma [UG/NX] $79 USD
* SAE CAD Automotive Powertrain Diploma [UG/NX] $79 USD
* SAE CAD Automotive Chassis Diploma [UG/NX] $79 USD
Upon completing the transaction, the Engineer will receive 90-day access to the course materials and an assessment. Upon successful completion of the assessment [score of 70% or higher], the diploma candidate will electronically receive an official SAE color certificate indicating completion of the Diploma course with the candidate’s name and a unique serial number.
Individuals interested in registering for an SAE CAD Diploma program go to www.myigetit.com and click on the SAE Diploma announcement. Companies interested in implementing the SAE CAD Diploma program for design groups/teams, can contact David Fedler at +1303-252-8485 or fedler@myigetit.com.
About Tata Technologies iKS
Tata Technologies iKS (iKS) a global leader in engineering knowledge transformation technology is a part of the $22B Tata Group. For over 15 years, iKS has enabled engineering knowledge transformation through i get it and iCHECK applications. The flagship product, i get it is the only web application in the world that offering engineering knowledge delivery for AutoCAD, INVENTOR, Solid Works, Solid Edge, UG/NX, Teamcenter, COSMOS Works, and CATIA on a single delivery platform. iCHECK is the industry leading application for managing engineering knowledge validation, and digital design methods/best practices. Over 55,000 engineers use iKS applications.
About SAE International
SAE International is a non-profit engineering and scientific organization dedicated to the advancement of mobility technology to better serve humanity. Nearly 93,000 engineers and scientists who are SAE members develop technical information on all forms of self-propelled vehicles, including automobiles, aircraft, aerospace craft, trucks, buses, marine, rail and transit machinery. This information is disseminated through SAE meetings, books, electronic products and databases, technical papers, standards, reports, and professional development programs. For more on SAE, visit www.sae.org.
About Tata Technologies
The Tata Technologies Group helps great manufacturers create great products. Through its operating companies, INCAT and iKnowledge Solutions, the Tata Technologies Group is an emerging world leader in the provision of specialized Engineering & Design (E&D), Product Lifecycle Management (PLM) and product-centric IT services to leading manufacturers. It responds to customers’ needs through its operations in 45 cities across 12 countries on three continents and through its delivery centers in India and Thailand. The Group’s customers are among the world’s premier automotive, aerospace and durable goods manufacturers.
For Tata Technologies on the Web, visit: www.tatatechnologies.com.
A car gives freedom; don't let a bad deal slow you down
If you're ready to buy a car for the first time, you don't want to be taken for a ride on this significant purchase. To make sure you don't overextend your budget and come to regret your decision, avoid these new-buyer mistakes:
Focusing on the monthly payment. When you're just getting started, you may not have a lot of room in your budget for auto expenses after rent, utilities and food. So nabbing a low monthly car payment seems critical.
But that figure shouldn't be the starting point in your negotiations on the car lot. Doing so only opens the opportunity for a dealer to finesse the interest rate or other loan terms to meet your monthly price.
''The figure essentially doesn't have anything to do with the car,'' said Philip Reed, editor for Edmunds.com and co-author of ''Strategies for Smart Car Buyers.''
''The dealer looks not at the price of the car but what you can pay.''
Instead, get approved for a loan from your bank or credit union before going to a dealership.
''With that one step you take away the strongest negotiating tool the dealer has,'' Reed said.
It may even entice the dealer to offer a loan with a lower interest rate, he said.
Leasing to get a "cool" car. Leasing offers another way to get caught in the monthly payment trap.
With a lease, you essentially rent the car from the dealer for a set period of time, typically three years.
Because you're not buying the car, leases often carry a lower monthly payment. In addition, you drive a new car that's under warranty, generally hassle-free and dependable.
But it's often tempting for drivers to lease a car that they otherwise couldn't afford. Good for your ego, bad for your wallet: You're still paying a sizable monthly payment, but when the lease is up, you don't own the keys. You have to buy or lease again.
''Your car is never worth more to you than when it's paid off,'' said Joe Wiesenfelder, senior editor for Cars.com (of which Tribune Co., publisher of this newspaper, is a part owner).
Plus, leases come with strict rules about mileage and the car's condition. Take one too many road trips or get into a fender bender, and you could owe the dealer.
Buying used without considering repair costs. Upfront, buying a used car will be more affordable. A car generally loses some 20 percent of its value the moment it is driven off the car lot, Wiesenfelder said. The value drops further once the manufacturer's warranty expires.
As a result, you'll pay a lower sticker price by buying used, and possibly receive more value for the dollar.
But you could spend more in repair costs.
So ask if the original warranty transfers to another owner, Wiesenfelder said. Check quality ratings for specific makes and models on automotive Web sites such as JDPower.com.
And most important, try to build cash savings so you can afford a trip to the mechanic.
Forgetting to call the insurance agent first. Another cost that young buyers often fail to consider is insurance.
Besides your age and driving record, insurance agencies calculate your premium based on the type of car you drive.
Cars that cost more to repair could be more expensive to insure. And even though traditional thinking says used cars are cheaper to insure -- especially because you may not need to shell out for collision coverage on a car worth only a few thousand dollars -- some insurers give discounts for cars less than 3 years old.
Laser Welding Gains Traction in Plastics Joining
Several factors point to a major acceleration of laser welding as a method of joining plastics, particularly for electronics enclosures:
* Major resin companies are expanding materials choices for laser welding of black and other colors;
* Comfort level with the technology among design engineers is growing, slowly but surely;
* Litigation over patent issues is giving way to royalty agreements, particularly in Europe, where the use of laser welding is more advanced; and
* New equipment technology is expanding joining options, particularly for complex geometries.
High equipment and materials costs, however, remain a concern, and will ensure growth is focused, at least for the near term, on areas that benefit the most. “Laser welding is growing because it a clean, non-contact process. Everything is aligned through clamping before the weld,” says Mark St. John, senior engineer, plastics welding at the Edison Welding Institute in Columbus, OH. Unlike competing processes, such as vibration welding, there is no movement of the parts. Unlike hot plate or solvent welding, laser welding does not generate fumes. And unlike adhesive bonding, laser welding requires procurement of no additional material.
Most thermoplastics possess a high optical transmittance of radiation in the visual and near infrared wavelengths. Laser radiation can be transmitted through a top layer into a welding zone, where it reaches a joining plastic that absorbs the radiation. Heat is generated back into the transmissive top layer causing it to melt.
Laser welding is most frequently used in automotive applications, particularly for under-the-hood electronic enclosures, but is also used in medical assembly for tube-to-tube assemblies, filters and ostomy bags.
One of the major applications of laser welding is attachment of a high-speed electrically activated Acoustic Control Induction System (ACIS) to a plastic surge tank on the 2006 Lexus RX350 luxury sports utility vehicle. Both parts are nylon 6. The new system “varies air induction by automatically adjusting the intake pipe length according to engine rpm, optimizing the fuel/air mixture to further boost torque across the full rev range,” says Yoshihiko Matsuda, chief engineer, Lexus Rx 350. The ACIS uses the intake air control valve to divide the intake manifold into two stages. The result is more power output.
Vibration welding, widely used for engine intake modules, leaves a rough burr of polymer at the mating surfaces. Lasers produce clean smooth joints and avoid the possibility of turbulent fluid flow in parts that carry liquids or air.
Nearly all thermoplastics and thermoplastic elastomers can be welded with laser radiation even when they are glass reinforced (up to 33 percent). The joint strength is comparable with that of the base material. Laser welding does not change the chemical or physical properties of the plastic, unlike adhesive bonds, whose aging or embrittlement can create design uncertainty. “You also don't have environmental issues, like you do with adhesives,” says Dan Jones, North American assembly technology leader for DuPont.
The prerequisite for a safe bonding of thermoplastics is a minimum chemical compatibility of the polymers. Most engineering plastics can be laser welded in their natural form: nylon 6 and 6/6, PBT-type polyester, polycarbonate, ABS, polyacetal, as well as non-engineering grades such as polypropylene and polyethylene. Different plastics may also be welded to each other, such as PBT to polycarbonate and ABS to acrylic. Check miscibility charts at your resin supplier for laser weldability.
One of the most common ways to make a polymer laser absorbing is the addition of carbon black, typically with a loading of 0.05 - 0.5 percent That's fine if cosmetics don't matter. Assembly of a natural PBT to a black PBT is an ideal candidate for laser welding. Many automotive customers, however, want under-the-hood enclosures that are all black.
BASF developed an additive called Lumogen that produces parts that appear black but allow laser transmission. They are described as thermally stable, highly transparent absorbers of near infrared energy. They contain a small amount of color in the visible range and provide absorption of emission wavelengths of 808 nm. They can be used in combination with other pigment systems, allowing laser welding of light-colored or even transparent parts. One of the major producers of Lumogen additive systems is a European color compounder called Treffert, which showed new applications in medical and automotive at last year's National Plastics Exposition.
A European patent holder (Marquardt) is requiring licensing fees from users of laser welding involving black polymers. There are several reports that major processors in Europe have reached settlements, and are now paying royalties. Other processors have found ways to work around the patent, such as using very dark gray pigments.
Toyota has been laser welding plastic components for more than 20 years, but the process really entered the industrial stage about seven years ago.
As a result, there is still a lack of familiarity with the process, how it fits, where it should be used and what are the basic design issues.
“Laser welding Is not here to rule out other types of welding processes,” says Jim Greene, vice president of sales and marketing for LPKF Laser & Electronics in Wilsonville, OR. “It doesn't make sense to invest in laser welding if you can use a less expensive process like vibration or ultrasonic welding. What laser welding does is come in where the other types of welding processes leave off. For that reason, we see electronics as one of the main application areas.”
LPKF sells laser welding equipment developed by a sister company in Germany called Laserquipment, which is a spin-off from the Bavarian Welding Institute.
Familiarity with the process is one factor holding back laser welding. Another is lack of attention to joining technologies. “Some design engineers tend not to look into the joining issue very much before they design the part,” says St. John of the Edison Welding Institute. The fact is, however, that attention to the design is important to avoid high tooling costs and poor joints.
“The design for laser welding is very important, unlike vibration welding,” says Chul Lee, applications technology leader for BASF. “We have found that the thickness of the transmissive layer and the absorbing layer must be determined first.” For starters, different plastics have different levels of transmissivity. A general range for the transmissive layer is 0.8 to 3 mm. Check your materials supplier for specific information. Glass loadings change the transmissiveness of the polymer, and must be taken into consideration.
It's also very important the mating part nests very tightly with the transmissive layer. Warpage, of course, is a problem for many injection molded parts. BASF's Lee recommends the engineer first ensure his processor uses a robust process that is as repeatable as possible. Still, you must always plan for warpage on certain parts. “You measure the warpage in the part, and then you go back to the tool and you compensate,” says Scott Schlicker, advanced development group mange at BASF. “Before you finalize the tool, you go to the mold maker, and you say this is an area I am going to sequester for the laser.”
Gate location is also important. Glass fiber can agglomerate in the area near the injection point. So, it's important to locate the gate away from the weld plane. It's also important to make sure the melt cools according to plan. Otherwise the part will have a higher degree of crystallinity. Like glass fibers, crystalline domains can scatter the laser radiation.
Finally, equipment selection is important. Consider Nd:YAG lasers for welding seam widths below 1 mm and for plane welding geometries with scanning head applications. Diode lasers are recommended for wider welding seams, circular seams and simple spot welds. In most cases the required power ranges from 30 to 150W.
One of the processes most commonly used are contour welding, in which the laser beam follows the welding seam, much like the welding of metal. The gap width that can be tolerated (approximately 100 microns) is often a determining factor for contour welding. In quasi-simultaneous welding, the laser beam rapidly passes over the entire welding area several times. The entire welding area melts simultaneously. This approach requires more power. Other systems include mask, radial and Globo, a concept developed by Leister that facilitates two and three-dimensional laser welding.
The number of equipment options continues to grow. Many suppliers are now offering lower-cost machines. But they also come with lower capabilities. Among new models introduced at last year's plastics show are 1) the Novolas Basic AT from Leister Technologies, described as an entry-level system that is aimed at integration into automated systems, 2) Branson Ultrasonics now has two infrared models. The IRAM 200 is a modular system and the IRAM 300 operates at 600W at 980 nm 3) LPKF Laser & Electronics introduced the LW-Power RT, a stand-alone unit with two-station rotary table and 4) Forward Technology displayed the VHIR-1445, a vertical hydraulic motion-controlled infrared welder that can handle parts up to 14 by 45 inches or multiple smaller parts.
Other important technology players include the Dukane Intelligent Assembly Solutions Div., Bielomatik and Gentex Corp. which offrs coatings that are designed to absorb laser energy in the 940 to 1,064 nm range.
Roche Expands Hybrid Car Fleet to 242
Roche, a company with a long-term commitment to the needs of current and future generations, announced today that the number of environmentally-friendly hybrid vehicles in its pharmaceutical sales fleet has expanded to a total of 242 vehicles as of the end of 2006. Having this number of hybrids in the Roche fleet will result in greenhouse gas emissions reductions of 1,033.5 tons and gasoline savings of more than 80,253 gallons each year.
Approximately 15 percent of Roche's sales representatives drive company- owned hybrid vehicles -- a number that is expected to grow with each semi- annual buying cycle. The company supports the development of more fuel efficient vehicles and recent efforts in Congress to improve vehicle fuel economy standards.
"Roche's hybrid-car program demonstrates the company's commitment to corporate social responsibility," said Terry F. Yosie, President and CEO, World Environment Center, an independent, not-for-profit, non-advocacy organization based in Washington, D.C. "Roche is a leader among pharmaceutical companies striving to make a difference, and this hybrid car program is a prime example of how all companies can make a contribution"
Roche began its hybrid-car program in July 2004 by replacing 20 conventional gasoline-powered vehicles with Toyota Prius and Ford Escape gas- electric hybrids. The improved fuel efficiency and lower emissions of these vehicles, along with positive performance reviews from the users, prompted the company to expand the program. Roche is committed to increasing its use of the Ford Escape and Toyota Prius hybrids and to expanding the selection of fuel-efficient vehicles throughout its fleet.
"Roche is devoted to conserving natural resources and improving human health, and we believe in and practice environmental sustainability," said Jack Kace, Vice President, Corporate Environmental & Safety Affairs, Roche. "The expansion of our hybrid vehicle program is a great example of this commitment. We are using less gasoline, reducing our emissions and reducing our fleet costs as well."
Throughout its history, Roche has been active in instituting environmentally-friendly programs, focusing on energy efficiency and waste reduction programs. In addition, the company sponsors sustainability and energy awareness days to encourage all employees to be environmentally responsible. The Roche Companies in the US have joined forces with the EPA Climate Leaders Program. Climate Leaders is a voluntary industry-government partnership that encourages companies to develop long-term comprehensive climate change strategies and set greenhouse gas (GHG) emissions reduction goals.
For more information, access: http://www.epa.gov/climateleaders/
Sustainable Development at Roche
Sustainable development has been a core value at Roche ever since the company was founded in 1896. In recent years, Roche has extended its internal and external reporting on its efforts in sustainability, adopting the definition proposed in the 1986 Brundtland Report -- namely, that development is sustainable if it meets the needs of the present without compromising the ability of future generations to meet their own needs. In late 2002, the Roche Corporate Sustainability Committee, which reports directly to the Group's Chairman and CEO, was established to assess and coordinate corporate policies and all activities as they relate to sustainable development. In 2004, the first Roche Corporate Sustainability Report, based on the guidelines of the Global Reporting Initiative (GRI), was published as an integral part of the Group's Annual Report. For its efforts, Roche has been selected as an index component of the Dow Jones Sustainability World Indexes, (DJSI World) and Dow Jones STOXX Sustainability Indexes (DJSI STOXX) (http://www.sustainability-indexes.com/). Within the healthcare sector Roche is recognized as a leading company in both indexes. Roche is also on the FTSE4Good Index (http://www.ftse4good.com/). At Roche, protecting people and the environment isn't just a legal or social obligation -- it's a key concern in everything we do.
For more information on Roche sustainability efforts, access: http://www.roche.com/home/sustainability.htm
About Roche
Hoffmann-La Roche Inc. (Roche), based in Nutley, N.J., is the U.S. pharmaceuticals headquarters of the Roche Group, one of the world's leading research-oriented healthcare groups with core businesses in pharmaceuticals and diagnostics. For more than 100 years, the Roche Group has been committed to developing innovative products and services that address prevention, diagnosis and treatment of diseases, thus enhancing people's health and quality of life. An employer of choice, in 2006, Roche was named one of the Top 20 Employers (Science magazine), ranked the No. 1 Company to Sell For (Selling Power), and one of AARP's Top Companies for Older Workers, and in 2005, Roche was named one of Fortune magazine's Best Companies to Work For in America.
For additional information about the U.S. pharmaceuticals business, visit our websites: http://www.rocheusa.com/ or http://www.roche.us/
Hydraulic Lift - Extreme Garage Makeovers
This is the first part in a series about optimizing the appearance and functionality of your garage. An Englishman's home is his castle, but any guy's garage is his private domain. Maybe you're thinking about adding a couple of windows, an outward swinging door to the backyard, a lengthened and widened third car spot, 220v wiring, extra electrical outlets and the all-important slop sink (which is very important if you're married). Over the next few months, we'll show how this particular garage went from fairly ordinary to a place you could really enjoy working in.
Ever considered having a lift in your garage, but thought it was impossible? That lifts probably didn't come cheaper than $8,000? And anyway, it would be a major pain to install and could only be done by a professional, right? Not so. Buying a lift does not have to break the bank. American Automotive Equipment (AAE), based in Port Chester, New York, has been selling automotive lifts since 1969, with units starting at a little over $1,000. The company has a variety of lifts, but will also build custom rigs.
Assuming your city requires one, it's not too difficult to get a permit. The Building and Safety Department of Riverside, California, (my previous residence) states that any bolted-down lift would require a permit. The home owner must present a layout drawn by an engineer or architect showing how a lift is going to be installed. That drawing, plus the fee for the actual permit, would be the extra possible costs associated with doing it all kosher. It would include permission for 220v hard wiring (should the lift require it), with the permit issued over the counter. The Californian authorities want to see that the lift would be safe in the event of an earthquake, and that it would only be used for simple automotive work-no welding allowed.
Speaking with the building safety department in Shawnee, Kansas (a suburb of Kansas City), a permit is only needed if the lift requires being hard-wired for 220 volts (which most household ovens use). You're also technically required to get a permit when adding even a simple 110v electrical outlet. As if that ever happens.
The hardest part of installing a lift is physically getting it into your garage. In most cases, the shipping company used by AAE will get it off the truck for an additional fee, but the customer is solely responsible from there on. Solutions can range from using a rolling engine crane to getting a little more extreme with a Bobcat or forklift. In this case, with no living space above the third car spot, the ceiling support beam was taken out, giving 14 feet of ceiling clearance. We also made the garage foundation two feet wider, with the section that will take the lift given six inches of concrete, instead of the four inches required by AAE.
For those planning to spend a little time beneath their cars, the two-post offers not only unlimited mobility but, unlike the four-post lifts, also allows wheels to come off for full access to brakes and suspensions. I decided to go with theasymmetrical option on the two-post model, which allows car doors to be swung open more freely. Without the ceiling clearance or 220v/30amp wiring, the $1,495 TP8A lift is fine. It sports an 8000-pound capacity and only needs 9.25 feet of ceiling clearance, because the support cross member is located on the floor. But we're happy with the stronger TP09A. Not only does it have a higher lift capacity, but it also has no obstructions underneath the car to potentially trip over. At $1,599 plus about $300 shipping (AAE drop-ships anywhere in the US), this is a bargain and will lift a car six feet in only 45 seconds. The included extension aids will help lift an SUV, truck, or any other vehicle with added ground clearance up to seven feet.
Tuesday, April 3, 2007
Car review 2007: Audi R8
So this is it, the moment of truth. The day we discover whether Audi really has managed to build a car capable of beating the 911 at its own game.
We knew the day would come, but I don’t think we expected it to come in Las Vegas, Nevada. Land of the endless straight road and Highway Patrol officers who are as proficient with a radar gun as they are with a handgun, it’s not the ideal launch venue for a 187mph mid-engined supercar. Or rather it would be if it weren’t for the fear of incarceration that sweeps through you every time you prod the throttle.
There’s a greater irony attached to launching the R8 in Vegas, but it emerges only after we’ve checked in to our hotel. A huge and lavish affair, it’s a convincing facsimile of an Italian Renaissance villa. However, when you get up close, it’s clear the hotel developer doesn’t ‘do’ flaking grandeur, and it’s this perfection, not to mention the replica Pontevecchio complete with obligatory Wedding Chapel, that betray its artificiality.
The fact that it also sits on the shores of ‘Lake Las Vegas’ – a super-sized Charlie Dimmock-style water feature – despite being in the middle of the desert only cements the whole sense of unreality. As you soon come to learn in Vegas, nothing is as it seems.
So what of the R8? Will it possess authentic, enthralling dynamics to match the slinky mid-engined styling, or fall foul of Audi’s oft-cited lack of passion? More crucially, are we really looking at a genuine, no-excuses alternative to the Porsche 911, or another promising challenger that ultimately falls wide of the mark?
In the cold – and I mean cold – light of a near-freezing Nevada morning, the R8 immediately answers one question: namely, does it fulfil the abundant promise of early pre-drive pictures? The answer is an emphatic yes, for the R8 is imposing and supremely aggressive. It’s exciting and unconventional too, studded with bold touches and sexy details. There’s certainly plenty to take in, and a few things to get used to, but the overriding impression remains one of purity, cohesion and originality.
Given Porsche’s predilection for unembellished, pebble-smooth and increasingly predictable forms, the R8 really grabs your attention and holds it.
Following time-honoured launch ritual, we’re ushered to our car and given a short pre-flight briefing. Unique amongst the launch fleet, our test car is an interesting mixture of standard and optional hardware: standard six-speed manual transmission, cast-iron brakes and gorgeous 19in alloys, supplemented by optional switchable magnetic dampers at £1350 and the £1500 carbonfibre ‘sideblade’ (the carapace-like panel that sits behind the doors). All the others are fitted with the paddle-shift ‘R tronic’ transmission, reflecting Audi’s expectation that as many as 90 per cent of R8s will come equipped with R tronic.
But we’re not disappointed to be shifting with a shifting with a stick; the UK market remains the last bastion of drivers who enjoy the added interaction of changing gear manually.
At £76,725, this manual R8 is way more expensive than a 911 Carrera 4S (£72K), let alone a Carrera S. The £81,925 R tronic version is more closely aligned to the pricing of Aston’s V8 Vantage (£82K). While that’s to be expected from a product that’s hand-built in small numbers (a maximum of 15 cars per day – that’s 3000 per year – will emerge from the specially constructed block at Audi’s Neckarsulm plant) it’s disappointing that yet another purported 911 rival strategically sidesteps a genuine head-to-head battle through bullish pricing.
Open the driver’s door and the R8 does a great job of justifying the asking price. The driving position is excellent, the sense of space impressive, and the use of contrasting materials and bold design make it the most exciting Audi interior by quite a margin. In fact it’s right up there with Aston Martin. The stainless steel pedals, aluminium gearlever and knurled rotary controls shine brightly against the high-gloss piano black centre console and door pulls (these can also be had in optional carbonfibre), creating an exciting, supercar-like environment while retaining the uncompromising quality and logical layout you’d expect from an Audi. A Gallardo owner will certainly feel like the poor relation. A 911 owner will weep.
It all comes at a price, though, for another quick glance through the extensive options list reveals that the satnav, Bang & Olufsen stereo, full leather upholstery, Alcantara headlining, hill-hold assist, acoustic parking system, electric heated seats and even the Daytona Grey paint fitted to our car are all cost options, which together add the best part of another £9500. Combine this with the carbon sideblade and magnetic dampers and you’re looking at an £88,500 R8. As none of these options is what you’d call an extravagant choice (for that you want the £2750 carbon engine cover complete with Pimp My Ride engine bay illumination package) there really is every chance people will be blowing around £100K on fully-loaded R tronic models. That’s not just 911 money, that’s 911 Turbo money.
So Audi hasn’t been shy with the pricing. Question is, can the R8 live up to the 911-beating claims? Settled behind the wheel, and with a hot tip for a great road that’s not on the prescribed launch route, it’s time to find out.
You start the R8 with a key, rather than with a starter button as you do in the RS4 and even the Q7. This seems perversely conventional for Audi’s first out-and-out sports car, but it matters little once the 4.2-litre, 414bhp V8 engine has spun busily on the starter motor. It fires with an encouragingly vocal bark: not as exuberantly as Aston’s pumped-up fanfare, true, but with smile-inducing gusto nonetheless.
Car review: BMW 335d
You’ve got to love a car with 428lb ft of torque. Even if you don’t understand exactly what torque is, put your foot down and you understand what it does. And over 400lb ft shoves a medium-weight car like this 3-series coupe up the road like it’s got a 5-litre engine under its bonnet.
Not bad for a 3-litre diesel…
Nail the throttle and, virtually from tickover to the red line, this sober-looking BMW 335d delivers proper performance-car grunt. The key to the muscularity of its straight-six diesel is the sequential nature of its twin turbos: a smaller, lighter one spools up quickly to deliver boost at low revs before handing over, seamlessly, to a bigger one that delivers the volumes at higher revs.
For those of us who understand power better than torque, the 335d has a not insubstantial 282bhp – just 20bhp less than the 3-litre twin-turbo petrol engine found in the 335i Coupe that impressed us in last issue’s eCoty contest.
There’s a bit of clattery commotion when starting from cold, but being an in-line six the note filtering through is somewhat classier and more appealing than that of your average diesel. Once it’s warmed through and set to a motorway cruise, most people wouldn’t guess it wasn’t burning petrol. Maybe that’s why the fuel gauge is marked ‘diesel’.
With over a third more torque than the petrol (which boasts just under 300lb ft), you’re grateful for the back-up of DSC in the wet. In the dry the 335d has little trouble using all 428lb ft – delivered from just 1750rpm – to punch forward in dramatic style. And it just keeps on charging forward.
The shift quality of the standard-issue six-speed auto is superb, even at full throttle, and, even in ‘Drive’, manual selection is possible just by flicking a paddle. The paddles aren’t the best, though. Hands on the wheel, your fingertips are perfectly placed, but the logic is different to the norm: both left and right paddles give upshifts at your fingertips, for downshifts you have to stretch a thumb to the paddle extensions that peep over the top of the steering wheel boss.
It’s awkward and out of step with most other systems.
As with the 335i, the ride is a bit jiggly at town speeds, but over a flowing road the 335d rides smoothly, feeling poised and precise. Here the steering weight is well-judged, which is in contrast to town speeds, where speeds, where it is artificially heavy.
Overall the 335i feels a little sweeter dynamically, but the 335d is a fine and very fast car. The catch is the price: the 335d costs £2055 more than the manual 335i. If you can live without an auto ’box, which is a £1590 option on the petrol car, BMW’s combined-cycle consumption figures (38mpg diesel, 30mpg petrol) suggest you would have to cover an awful lot of miles in the diesel 335 before you got a return on the extra investment.
Torque isn’t cheap, but it is hugely gratifying. The manual-shift 335i doesn’t seem lacking in this respect, though, and that would be our choice.
Car review: Peugeot 207 LW
Assessing cars can be a tricky business. Is the judgment absolute or relative? Standards change all the time, and this puts a lot of pressure on our built-in mental calibration systems. Imagine you’re comparing, say, three new hot hatches, all of which are fundamentally good.
Context then becomes everything, minor differences assume major proportions, less good turns temporarily into tragically bad until equilibrium returns.
Why am I telling you this? Because Peugeot’s new 207 GT THP 150 is splitting opinion. Some like it for its glimpses into a 207 GTI future flavoured with 205 GTI driver involvement, for its torque and its pointability, if not its intrusive and non-switchable (above 30mph) ESP system. But others, including Jethro here at Evo Towers, do not.
What, then, are we to make of this racetrack mutant of the breed, the 207 LW?
The LW, or lightweight, is next March’s GTI (or RC in France) stripped out for one-make race action. It has the full-fat 172bhp turbo engine already seen in the Mini Cooper S, plus a cat’s cradle of a bolted-in roll-cage that puts back the weight lost by the removal of all superfluous trim. The only seat left is the driver’s Sparco bucket, the only original trim is on the dashboard; the door panels are sheets of glassfibre and even the gear linkage is naked.
Overall, about 100kg are jettisoned.
ESP and ABS are out, adjustable brake balance is in. The wheels are ultra-light Peugeot Sport racing items, but the tyres are the GTI-standard 225/45 R17s. Aluminium-look door mirrors and the tailgate spoiler are also GTI items.
You can buy an LW from March at £17K in kit form or £20K ready to race, but it’s not really road-legal despite retaining its catalyst.
I’m at a little racetrack in Lohéac, Brittany, and the surface is damp. Climb in, belt up, start up, go. We already know the Cooper S engine has a fine torque delivery, quick and consistent with so little lag it almost feels like a supercharged unit.
It’s the same here in the 207, which surges forward with S-matching eagerness. So it should, because the LW weighs much the same as a road-ready Cooper S. There are only five mushily selected forward gears here, though, which is disappointing even though the torque spread bridges the gaps perfectly well.
Lap two, confidence building, here’s the end of the first straight and I’m braking hard, too hard, for the hairpin. .the hairpin. The brakes, whose calibration is still ‘under development’, lock up and I slither gently into the gravel. No harm done, back on to the track, and what happens if I pile into this long left-hander and lift off?
The tail steps out obligingly, quickly, precisely and controllably, which I expected given the nose’s keenness to point into every bend. This is a very flickable car, tidy but frisky and good fun, if a touch lacking in steering feedback.
So, is this what the GTI will be like? The LW has dampers calibrated for its weight and track role but yes, says Peugeot, it’s an accurate GTI-pointer. That’s good news, especially as the GTI’s ESP will be fully killable. Pity the GTI won’t be a bit more LW, though. If the new Mini can be relatively light, why not the 207?
Cadillac CTS-V : South Korean sexy models pose
South Korean models pose on a General Motors Cadillac CTS-V during the Seoul Motor Show in Ilsan, north of Seoul, April 2005.
South Korean automakers will hire fewer sexy models for next month’s Seoul Motor Show because they want visitors to admire the cars rather than the girls, according to a report.