The Sunday Times Motoring

JANUARY 22, 2012

A FIRST DRIVE IN THE LAMBORGHINI AVENTADOR OPTIMISM AT DETROIT MOTOR SHOW

JEEP 2.8 TURBO CRD

2 The Sunday Times MOTORING

JANUARY 22, 2012

EDITORIAL

No more floating coffins MATTHEW NAUDI

O

ver the next few weeks we could be witnessing two remarkable events in Malta, one of which is a consequence of a public transport decision gone somewhat wrong, while the other will have a positive consequence on motoring.

We are all aware that we are currently living an unprecedented political crisis which stemmed from a decision to wipe out the old public transport system and to introduce the Arriva bus service – amid much criticism which seems to have disappeared in the same way the ‘yellow’ buses have.

The other more relevant event to happen over the next few weeks is the launch of a major flood relief project.

As incredible as this may sound, the flood relief project would cover all the major areas around Malta that are prone to flooding – such as Msida, Birkirkara, Gzira, San Ġwann, Zabbar and Marsascala, among others.

Thanks to the EU, the €56 million project will be completed by 2015.

The project will include the construction of various tunnels that will redirect rainwater away from the roads into the sea, although it was said that some of this water would be collected in reservoirs for further use.

The largest of these tunnels will run for 11 kilometres beneath Balzan, Birkirkara and Msida.

No longer will we see Youtube uploads and pictures on front pages of newspapers of empty coffins floating down Birkirkara and of cars half-immersed in water in Valley Road, Birkirkara.

The project will also hopefully bring to an end the chaos reigning around these flood-prone areas at the first drop of rain and the dangerous situations drivers find themselves in.

Although hard to believe we will finally be able to drive through Msida in the worst rainfall without the need for roadside assistance, I sing hallelulia to the government and the EU for this initiative.

I also feel obliged to sing my praises to Transport Malta for finally resurfacing the Regional Road bridge after work on the construction of new side-barriers was completed some weeks ago, the timing of which was the cause of a few altercations

between The Sunday Times Motoring and Transport Malta.

No longer do my low-profile tyres and, more so, my ageing back screech as I drive over the bridge’s movement joints every day on my way back from work.

Although not the smoothest of resurfacing jobs, the work along the stretch of the bridge leading to Paceville has been completed with road markings and all.

This was done, as had been suggested in an editorial a few months ago, during night time, causing practically no inconvenience to road users and having the least negative impact on traffic.

This mainly proves two things: the first is that Transport Malta takes heed of suggestions put forward, and secondly that it is possible to carry out road works at night time.

While praising Transport Malta for this initiative, I somehow fail to understand why the opposing stretch of bridge is still without road markings and why Transport Malta has to put up a sign to point it out.

Temporary signs which were put up months ago before works started are also half-covered with black bags and need sorting out.

It is good to see that efforts are being made all-round to make our roads safer, especially when confronted by data on traffic accidents released recently by the National Statistics Office.

Despite the measures being taken to provide a safe motoring experience, speed cameras and all, four men lost their lives (three drivers and one pedestrian) in traffic accidents between October and December last year.

The data also reveals that 3,482 traffic accidents were reported within this period, an increase of 185 cases over the same time in 2010.

A total of 368 casualties were reported, 237 involving drivers. Another 31 people suffered serious injuries, while 99 were slightly injured.

Throughout 2011 there were 14,264 recorded accidents, an increase of 3.9 per cent over 2010.

That adds up to 1.6 potential fatal accidents every hour, something worth keeping in mind when we are behind the wheel.

I appeal to all of you to drive carefully and use your common sense on the road. motoring@timesofmalta.com

JANUARY 22, 2012

The Sunday Times MOTORING 3

ECONOMY / NEWS

Fuel economy: Europe vs US MATT KIMBERLEY

“C

laimed” fuel economy is a lot like Santa. We all like to believe in both, but few of us have ever actually seen either and nobody believes those who say they have.

Modern, fuel-efficient cars are supposed to reach average economy figures in the 1960s and 1970s from their super-advanced engines, but there seems to be a constant undercurrent of public grumbling about how nobody can get anywhere near the claims.

In the US it seems to be different. At the Los Angeles Auto Show in November, Volkswagen’s North American wing was shouting very loudly about how the Golf ‘Clean Diesel’ can do a whopping 42 mpg on the highway – embarrassing by EU standards. Are cars made for America just rubbish, or is there something else to it?

To find out let’s first level the playing field.

US gallons are smaller than the mighty British ones; 3.78 litres versus 4.54 litres. But even making the necessary adjustments, the American Golf still only musters 50.4 mpg in UK terms. And remember, that is at a cruise.

They don’t measure any kind of ‘combined average’ figure.

But things aren’t always as they seem, because Americans don’t like diesels and to a nation that is used to mpg figures in the 20s, a car that returns over 40 is a revelation.

They’re not ready to buy something as environmentally focused as a Golf BlueMotion yet, and their Clean Diesel is in fact just a 2.0litre TDI, roughly similar to a mid-range European Golf that achieves 58.9 mpg on the well-known and much-maligned combined cycle – 68.9 mpg on the extra-urban one.

This American Golf is a model that doesn’t even have engine stop/start technology – outside of hybrids the idea hasn’t really taken off yet across the pond. The idea of a 74 mpg family hatchback like the Golf BlueMotion is about as real-world as Wile E. Coyote.

And there are differences in the actual fuel economy tests themselves. The current European system is designed to squeeze every last drop of potential forward motion out of economy-tuned engines. It’s even daft enough to allow up to 50 seconds for acceleration up to 62 mph.

The US system is designed to reflect more real-world driving, including using the AC, cold start cycles and other factors that will undoubtedly reduce fuel economy.

The end result is a figure that might well be more typically attainable than the EU figure.

Ford Fiesta gets personal T

he small car style Ford Fiesta is expanding for 2012 with three new packages to give customers more options for personalisation.

The new packages build on the success of the current personalisation choices Fiesta customers enjoy today, with nearly 40 per cent purchasing at least one accessory. To date, more than 26,000 Ford Custom Accessories items have been purchased by Fiesta owners.

“The Fiesta customer loves accessories and personalisation.

These packages extend the desire the customer has to make the car more tailored to his or her own personal tastes,” Global Car marketing manager Lew Echlin said.

“Personalisation has been key since the Fiesta has been launched, and with the new packages we are featuring the latest design trends so customers can do even more with their car.”

“The appeal of accessories reflects on other trends in society, including the desire to personalise phones, computers and clothing,” Sheryl Connelly, manager of Ford Global Trends and Futuring, said.

“People don’t customise to stand out from the crowd; they do it to create a more meaningful connection.”

The new premium sport appearance package takes cues from the European Focus RS with several blacked-out components that feature Tuxedo Black paint, including side mirrors, headlamps, grille surround, licence plate header and upper rear hatch spoiler.

Rory Lumsdon, Manager of Product Affairs at Volkswagen UK, said: “In a way, the US [test] is a little bit more real world than the EU one.”

The old problem of poor quality US fuel is a thing of the past, though. All US diesel is, since December 2010, Ultra-Low-Sulphur Diesel, as distinct from Low-Sulphur Diesel.”

“So the type of diesel fuel is no longer an issue.

This means that the different MPG figures are most likely to end up being down to the different test cycles used in calculating MPG.” The dilemma is that big fuel economy numbers sell cars, but the higher the expectation, the bigger the perceived problem is when the car just won’t match up.

Manufacturers themselves don’t actually claim anything, or at least not in the first instance. The testing is done by independent organisations and then the resulting EU-cer-

tified figures are legally binding – companies have to use them whether they like it or not.

They then have to decide whether or not to put their weight behind the published figures and effectively take ownership of them, offsetting commercial gain from sales and brand image with any loss of reputation from their cars not matching what essentially amounts to a theoretical, and therefore always elusive, maximum.

It becomes doubly awkward for plug-in hybrid vehicles like the Chevrolet Volt, which officially recorded 232.5 mpg on the European combined cycle.

Craig Cheetham, PR Manager at Chevrolet UK, acknowledges it’s an awkward situation.

“It’s somewhat frustrating as customers often think we’re claiming a figure and then blame the manufacturer if they can’t achieve it,” he said.

“It’s particularly confusing with cars like the Volt, where the cycle of 100km means the car will complete most of the test in full electric mode, but not all – which gives us an MPG figure of 232.5 mpg on the European cycle and 93mpg on the US cycle, neither of which is truly representative of what you might achieve in the real world, as there are so many variables in the way people use the car.”

Some cars, however, can be driven way in excess of their fuel economy figures. They tend to be large, thirsty cars like the Vauxhall VXR8.

At the 2011 MPG Marathon in the Cotswolds, the V8 muscle car achieved 32.14 mpg; 53% more than its published average of 21.

Car buyers are getting increasingly frustrated with what they see as unrealistic fuel economy figures. Perhaps lowering them would be good for the industry as a whole, and the European Parliament is looking at changing the system to do just that.

4 The Sunday Times MOTORING

JANUARY 22, 2012

JANUARY 22, 2012

FIRST DRIVE Lamborghini Aventador LP 700-4

Unquestionably stunning

MATT JOY

T

he cars may be quick, but Lamborghini is not a company that does things in a hurry. In the last decade it has only launched two models – the Murcielago and the Gallardo – but on the strength of those alone it appears to be a sound approach.

Some of the technology has a little age to it also: the Murcielago’s V12 can trace its roots all the way back to 1963, while the spaceframe construction follows an old recipe. However, 13 years under the wing of parent Audi has allowed the Italian firm to really push its boundaries, and the first product to showcase its future has arrived.

The Aventador is now available in the UK, although don’t expect to see one soon. Not only is it going to be a rare beast in simple availability terms, but the sticker price of £240,000 (€287,650) puts it in a pretty exclusive club.

If you are lucky enough to spot one it is unlikely you’ll mistake it for anything else.

The wedge-shaped silhouette is instantly recognisable and links it visually with the previous Murcielago, Diablo and even the original Countach. But it also follows some of the cues of the incredible Reventon, with squared-off edges all over the exterior and running through the cabin too. It is unquestionably stunning, traffic-stopping and a Lamborghini through and through.

So far so good then, but far from being an evolution inside and out, the Aventador has even more to offer under the skin. The midengined powerplant is a 6.5-litre V12 which you could understandably assume is a developed version of the outgoing Murcielago’s engine. But this is a brand-new unit, lightweight and incredibly powerful.

Revving to a stratospheric 8,250 rpm it pumps out 691 bhp and 509 lb.ft of torque.

That engine has even less work to do thanks to a new approach to the car’s construction. Switching to a carbonfibre monocoque not only provides much greater strength, it saves a huge amount of weight: the chassis and its aluminium frames weighs only 229 kg, while the whole car

“If you are lucky enough to spot one it is unlikely you’ll mistake it for anything else” checks in at 1,575 kg – exactly the same as a Mondeo Estate. It also has pushrod suspension, just like a Formula 1 car allowing finer tuning and reducing unsprung weight.

And you can forget anything you might have heard about the Aventador lacking drama. Walking up to it with the key in hand, the sheer purpose of its shape and

A-list presence guarantees a racing pulse.

The doors open in classic Lamborghini scissor-fashion, which delivers schoolboy-levels of excitement and genuinely makes getting in and out easy.

You can even start the Aventador without getting excited: you need to tread the brake and then flip up a red cover to reveal the starter button, exactly like you would on the fire button on a fighter jet. The result is no less dramatic: after a brief whirr it booms into life, sitting at a high idle speed for a few minutes before settling. It’s loud but not uncouth, a sophisticated mechanical roar rather than just plain loud.

Start off in the friendliest Strada mode and the Aventador is as civilised as you could wish for. The automated clutch takes up smoothly, the steering is lightly weighted at low speeds and aside from the knowledge that you’re steering a very expensive angular wedge, you can simply get on with getting around.

The cabin is comfortable, spacious even, and you have the luxury of being able to see out of it – not necessarily

standard equipment in previous Lamborghinis.

But you’ll only want to drive it like this to get to a place where it can really be opened up. Switch to the sharper Sport mode for stiffer suspension and quicker gearchanges, and the Aventador is ready to deliver its assault to the senses. Flick the left paddle twice to select a low gear and even before you’ve squeezed the accelerator the revs rise to a purposeful snarl. A moment’s preparation is required before you bury the right pedal, because the response is mighty and instantaneous.

The speedo needle instantly starts racing upwards, the engine note hardens and the road ahead is reeled in without any discernible pause.

The transmission flashes through to the next gear bang on the red line and the surge continues once more, all the more remarkable for adding huge chunks of speed regardless of how fast you were going in the first place. That V12 has a glorious song for every last

rev from idle to red line, and you’ll flick between ratios just to hear its cry.

Even though it is capable of terrifying speed the standard carbon ceramic brakes haul it back down to sanity with crushing ease time and again, and even at high speeds the reassurance of fourwheel drive keeps it remarkably stable and faithful. That layout also pays dividends through the bends, allowing the driver to point the nose accurately thanks to the superb steering and unleash the power earlier, all four wheels working hard to catapult it up the road once more.

It won’t grumble when you try to park it, all the buttons and switches work with reassurance and the air-conditioning will keep you as cool as you wish. Some might see this as a sanitisation of the madman spirit of Lamborghini.

But in truth the Aventador is just as resolutely insane as any previous offering, it just thrills and excites for all the right reasons. It rightly deserves its place in the history books as well as representing a glorious future for this legendary marque.

AT A GLANCE TOP SPEED 217mph

0-100km 2.9 seconds

ECONOMY 17.2mpg

C02

398g/km

ENGINE 6.5-litre petrol unit producing 691 bhp and 509 lb.ft of torque

TRANSMISSION Seven-speed automated manual driving all four wheels

The Sunday Times MOTORING 5

6 The Sunday Times MOTORING

JANUARY 22, 2012

PET TRAVEL

Our dog, our car and our trip MARIKA AZZOPARDI

T

he minute we adopted Poppy, we knew life would never be the same. Our lifestyle occasionally includes overland driving. We had a hunch she would enjoy sharing the experience and from day one we knew we would have to get her a pet passport.

Poppy was micro-chipped before leaving the Society for the Prevention of Cruelty to Animals (SPCA), from where we adopted her. We applied for a passport through our vet.

The travelling process included our dog being routinely de-wormed, treated against ticks, vaccinated against rabies and subsequently undergoing the rabies anti-body titration test, with each step being recorded and signed into the pet passport by the vet.

The rather lengthy procedure took some months to complete and we had to see it through before contemplating travel with Poppy. We definitely wanted to conform to regulations to avoid Poppy being quarantined upon re-entering Malta.

The next issue was the way Poppy would take to boarding a boat since we wanted to travel by catamaran to Sicily. Dogs do not need a paid ticket so long as they are kept inside the vehicle. If this is not the case, their passage must be paid for. The cost is minimal but the ferry boat authorities must be informed upon booking.

As part of the procedure, we had to apply for a transit authorisation (for live animals) through the Veterinary Regulation, Fisheries Conservation and Control Division of the Ministry of Resources and Rural Affairs.

We received a couple of forms by e-mail to fill in, scan and e-mail back complete with Poppy’s travelling dates.

We had to remember to call the same division prior to returning to Malta, so a vet would be available to meet us upon arrival and verify Poppy was her true self and her documents were in order.

While all these official procedures are a big chunk of owner responsibility and do involve a lot of time, thought or expenses, we were also intent on Poppy avoiding any distress during the upheaval of first-time travelling.

Poppy adores car trips and watches out with interest for any possibility of being driven around. But we knew there were risks to consider such as her becoming

Poppy loves travelling in the car, and she made it to Sicily without any major problems.

seasick inside the car during transit and becoming unduly distressed at being left alone, especially as she was still barely one year old.

It was suggested that we crate her inside the car but we initially resisted the idea.

The vet acknowledged our wishes and offered some tranquilising medication to help Poppy relax and possibly sleep through the voyage. We agreed to try it out to see how she reacted some days prior to travelling.

As things turned out, just 10 minutes after ingesting half the recommended dosage, she became drowsy and proceeded to sleep through the next 12 hours. We didn’t like this and the vet said this was unusual for a dog her size which

led us to reconsider crating her inside the car.

Last-minute calls to a couple of suppliers found us a reasonably priced crate to fit her in and we drove to the other end of the island to buy it. Getting her to travel in a crate placed on the back seat of the car meant we could do away with medication and prevent her from destroying the car in her panic at being left alone. We reasoned that we could always give her the medication if she became overly distressed.

We needn’t have worried. On boarding the boat, we enticed her inside with the promise of a huge rawhide bone. Making sure the car windows were left slightly open, we left her to it.

She whimpered, then settled down to watch activity around the car. We occasionally popped down to the garage to check on her, but she dozed off and only became excited again when we returned to the car.

We had arrived in Sicily and Poppy’s first hurdle was over. The crate was put aside and she could sit on the back seat as usual and enjoy the novelty of it all – the smells, the sights… she enhanced our holiday with her boisterous presence. Before departing for Malta we called the vet as agreed and found him waiting for us at the port, so Poppy could return home without any complications.

It did take planning and organisation, but ultimately it was plain sailing and Poppy loved every minute of it.

As from this month entry requirements to Malta from EU member states and from non-EU countries have changed so it is best to consult the experts. Call 2165 0393 or e-mail petstravel.mrra@gov.mt for further information.

JANUARY 22, 2012

SAFETY

Deus ex machina MATT JOY

Whether it is a simple consequence of human nature or a desire to manage all risk out of consideration, humankind’s never-ending quest for safety and automation has both pros and cons.

We can all be grateful in some small way for an electronic intervention in our lives that has prevented injury or possibly worse, but what does that mean for our own responsibilities when we allow a machine to make decisions for us?

In June 2009, Air France 447 crashed into the Atlantic Ocean, resulting in the deaths of all 216 passengers and 12 crew. The exact cause of the crash has still yet to be fully determined, but after the flight data recorders were eventually recovered last May, evidence came to light that the actions of the flight crew may have contributed to the crash.

Before this flight, the Airbus A330 had not been involved in a fatal accident while in passenger service, and alongside other Airbus products was considered one of the most advanced panes in the sky.

Its fly-by-wire system, also a common feature in modern cars, and sophisticated electronics meant a very solid reputation.

In fact it had been described as ‘unstallable’, meaning that the computers would override any pilot input that would result in the plane losing lift and going out of control.

“The ultimte responsibility should and will always be with the driver” In essence that fact remains the case but due to the ferocious weather that Flight 447 was flying through at the time, the pitot tubes had become temporarily blocked. Pitot tubes are external sensors that feed air speed information back to the cockpit, and when the plane was deprived this crucial data it switched to an operating mode dubbed ‘alternate law’. Crucially, this mode removed many of the safeguards that the pilots were used to working with, and from that moment on they were flying a plane that wasn’t behaving as their training led them to believe.

The flight data recorders reveal that the co-pilot, in control of the plane for almost the entire duration of its final descent, held the flight stick backwards to keep the nose of the plane pitched up despite numerous stall warnings – the immediate reaction to which should be to push the stick down.

The result was that the flight descended from 38,000 feet in an

almost continual stall until it reached the ocean.

Imagine the amount of working hours that goes into developing an airliner, the testing and research, and the hundreds of hours of training that all pilots have to go through with regular reassessment and validation.

Yet even then a combination of design, human factors and random elements can result in complete tragedy.

How often do you climb into your car and assume that, because a tiny light on the instrument panel isn’t illuminated, your ABS, ESP, traction control, seat belt tensioners and airbag are working normally?

Do you sometimes drive too close to the car in front, simply because you know your modern car can stop so quickly? And do you ig-

nore weather conditions because you have the reassurance of your sophisticated stability control?

These are all typical actions of human beings, relying on a known quantity until it is completely taken for granted. How many of us have any idea how our car would behave in a variety of conditions if the ABS wasn’t working, or the ESP suddenly failed?

We are forever being offered more sophisticated driver assistance systems on our cars, and they are tested and developed with a reassuring level of regulation and safety in mind.

But however clever they become, the ultimate responsibility should and will always be with the driver.

Any electronic aid can only assist us in the driving process: any greater reliance on a piece of computer code can have dire consequences.

The Sunday Times MOTORING 7

8 The Sunday Times MOTORING

JANUARY 22, 2012

JANUARY 22, 2012

The Sunday Times MOTORING 9

NORTH AMERICAN INTERNATIONAL AUTO SHOW 2012

Detroit spinners MATT JOY

In front of a packed auditorium Chevrolet unveiled two new concepts at the Detroit Auto Show that indicated the brand’s future goal to conquer the young drivers market.

Both new concepts are four-seater coupes powered by the familiar GM 1.4-litre turbocharged engine with a US sticker price of under $20,000 (€15,500), promising genuine affordability and 40 mpg economy thanks to underpinnings based on existing Cruze saloon.

The Tru 140S is billed as an affordable exotic, with a very strong design theme said to be influenced by modern Ferraris.

Despite the seductive lines the intention is to offer genuine space for four adults.

Its sister concept, the Code 130R, is a rear-wheel drive coupe with echoes of both the BMW 1-Series Coupe and its Chevrolet Camaro sibling. Despite these strong looks, GM North America President Marc Reuss said the Code was not a retro car but a functional, modern muscle car.

Although no plans for production were mentioned, the use of current mechanicals and a low retail price could see either or both cars reaching showrooms, although Chevrolet’s determination to involve potential customers throughout the design process could see the most popular of the two eventually becoming a reality.

Volvo adds plug-in power to popular SUV

H

owever restrained your Christmas holiday was, getting back into the swing of work can be something of a struggle. Have a little sympathy then for the big car manufacturers trying to generate enthusiasm and stomach a challenging year ahead at the Detroit Auto Show 2012.

The Detroit show is the traditional curtain-raiser to the automotive calendar and is often seen as a barometer for the year ahead. Refreshingly it seems that, despite 2011 being a tough year for most manufacturers, 2012 has plenty of reasons for optimism.

As expected, most of the big show debuts had very strong green credentials: almost every star car on each stand was either a hybrid or showcased the latest highly efficient combustion engine, but unlike previous years where eco cars were whiter than white there was a parallel focus on making them desirable and fun to drive.

Chevrolet had two perfect examples in the form of a pair of concepts illustrating its ideas for youth-oriented cars of the future.

The Tru 140S and Code 130R are designed to be low-cost but desirable four-seater coupes, both using the same high-efficiency 1.4-litre turbocharged engine already seen in the Vauxhall Astra to deliver over 40 mpg.

Both cars have distinctive and individual styling – remarkably so for such relatively low budget cars – and with a focus on sporty driving dynamics are likely to appeal to a wide audience. Yet using many existing mechanical parts (donated from the current Cruze saloon) helps to keep the costs down.

Even at the opposite end of the scale, driving pleasure and economy are seemingly going hand in hand. Both Mercedes-Benz and Bentley unveiled high performance luxury cars with substantially improved economy and emissions than before: the

 Chevrolet shows future direction with new concepts

Alongside the recently announced V60 version, Volvo has given clear hints that an increased range of plug-in hybrid models with the addition of the XC60 Plug-In Hybrid Concept, unveiled at the Detroit Auto Show.

Volvo claims the XC60 has the performance of a six-cylinder car with just a fourcylinder engine, yet offers fuel economy far beyond what is typically possible from a conventional SUV. The hybrid system is controllable by the driver, allowing pure electric running for up to 28 miles, while using all available modes it is capable of a claimed 53g/km of CO₂ for emissions, translating to well in excess of 100mpg.

The XC60 uses a new turbocharged four-cylinder engine which is the first of a new generation of powerplants from Volvo, as well as debuting a sophisticated infotainment system with online connectivity and a mobile phone application allowing constant communication with the car.

Volvo has given a two-year timescale for the XC60 to become a production reality, giving sufficient time for further development and economies of scale to reduce the final price.

all-new Mercedes-Benz SL claims over 40 mpg combined in V6 form despite being able to reach 62 mph from rest in under six seconds, while Bentley’s Continental GT V8 hits the same benchmark in only 4.6 seconds yet is 40 per cent more economical than the W12 model. Even the usual supercar debuts all used hybrid

power to achieve their headline-grabbing performance.

As a show that is understandably dominated by the home manufacturers, the 2012 Detroit Auto Show delivered a tone of

cautious optimism and the products on show gave a clear indication that this year might be a good one for manufacturers and car buyers alike.

 Audi goes off-piste with Q3 Seen in public for the first time at the Detroit Auto Show, Audi has unveiled a new concept based on the current Q3 SUV. Dubbed the Q3 Vail, it is a more dynamic version with a winter sports theme – although the key change is the adoption of the 2.5-litre five-cylinder engine seen elsewhere in the Audi range.

The Vail adds a two-tone colour scheme with a bespoke body colour – Energy Red – combined with matt grey lower sections, prominent running boards, a single-frame grille and a slick roof rack with LED lights built in.

However, it is the powerful 310 bhp engine that is the most interesting feature, delivering a 5.5 second 0-62 mph time and a top speed of 163 mph. Although many of the Veil’s features remain conceptual, the adoption of this characterful five-cylinder engine points the way to a future Q3 production model wearing the S badge that will be the flagship of the range.

Although Audi remains tight-lipped on the subject, a production Q3 with this engine layout would be likely to appear towards the end of 2012.

 Next Mondeo appears as new Fusion Anyone with a new Mondeo pencilled in as their next company car will be pleased with the unveiling of the 2013 Ford Fusion at the Detroit Auto Show.

The Fusion is the most crucial car for Ford in the US but is also virtually identical to the next generation Mondeo that will appear in Europe early in 2013.

Visually the bold front end design instantly grabs attention, with clear design influences from the likes of Aston Martin. It has a high window line to give the sides visual strength while at the rear a high tailgate line finishes with a design quite similar to the current car.

The push for greater efficiency and economy is now a global target, and hence the Fusion will be offered with a wide choice of powertrain options: alongside a naturally-aspirated petrol there are two Ecoboost turbocharged engines, a hybrid and a plug-in hybrid versions, with the latter claiming to be the world’s most fuel efficient vehicle. The European Mondeo will add a range of diesel options to this choice.

The Fusion also brings a host of driver assistance technologies, such as lane departure monitoring, adaptive cruise control and blind-spot monitoring, all appearing on a Ford mid-sized offering for the first time.

On sale in the US later in 2012, the Mondeo will reach UK showrooms in the first quarter of 2013.

 Mercedes reveals new high-tech SL Making its public debut at the 2012 Detroit show, Mercedes-Benz has unveiled the sixth generation of its seductive SL sports car.

Externally it appears quite similar to the outgoing car but for the first time Mercedes-Benz has adopted an all-aluminium bodyshell, saving a claimed 110 kg over a conventional steel shell. As well as boosting economy and performance the lightweight approach will benefit ride and handling.

Underneath the skin the SL is available with a range of new engines, including a 4.7-litre V8 that manages to offer 12 per cent more power and 32 per cent more torque while reducing fuel consumption by an impressive 22 per cent. The most popular option is likely to be the new V6 SL350, which is capable of a remarkable 41.5 mpg combined thanks to standard fit stop/start, yet it can still accelerate to 62 mph from rest in 5.9 seconds.

Unlike previous generations the SL can be fitted with an optional Magic Sky roof, which has a glass panel that can be switched from transparent to opaque at the touch of a button. Magic Vision Control is a sophisticated wiper blade system that distributes water ahead of the blade in both directions, while Frontbass uses spaces in the aluminium structure to amplify bass frequencies from the audio system without the need for additional speakers – both of these features are standard on all SLs. UK prices and specifications are yet to be confirmed, but expect the latest SL to cost around five per cent more than the outgoing model in the summer of 2012.

 Chevrolet Sonic points way to hot Aveo Alongside two affordable concept cars Chevrolet also showed a production-ready performance version of its Sonic supermini, based on the Aveo as sold in the UK. Adopting the efficient but powerful 1.4-litre turbocharged engine seen in other GM products should give the Sonic a brisk turn of speed. The other key enhancements are stiffer suspension, disc brakes all round, revised gear ratios and a sports exhaust system.

The outside is distinguished from lesser models by a chunky body kit, deep front grille and 17-inch alloy wheels.

RS spec also adds a higher specification infotainment system, aluminium pedals, sports seats and a chunky flat-bottomed steering wheel.

 Cadillac reveals new compact challenger Ahead of the official opening of the 2012 North American International Auto Show home manufacturer Cadillac unveiled its allnew ATS to a select audience in Detroit.

Dubbed ATS and sized just below the existing CTS, senior Cadillac executives admitted that the compact saloon is targeted directly at the class leaders, such as the BMW 3-Series, Audi A4 and Mercedes-Benz C-Class saloons.

Cadillac claims the ATS is ‘nimble, quick and fun’, with an all-new chassis underneath the bold exterior that follows a familiar pattern of hard edges and prominent features as seen on its most recent models.

Crucially the ATS will be available in righthand drive from the start of production,

indicating that the American firm is likely to spearhead a renewed effort in the UK with its latest offering.

Available in rear-wheel and four-wheel drive formats, the ATS will be offered with a choice of two four-cylinder petrols, a 3.6-litre V6 petrol and a four-cylinder diesel. The higher output four-cylinder unit is a new turbocharged power plant with a quoted output of 270 horsepower, considerably more than any rival offerings.

Cadillac claims a strong focus on weight saving too, with aluminium and magnesium suspension components, an aluminium bonnet and even magnesium paddle shifters on automatic versions. This helps towards an

impressive 50:50 front/rear weight distribution, and with thousands of development miles carried out at the famous Nurburgring Nordschleife in Germany there is a clear focus on dynamic ability.

The ATS will also be one of the first Cadillacs to receive the Cadillac User Experience (CUE) instrument layout, which uses a 12.3 inch TFT display in place of the instrument panel and a claimed world-first capacitive touchscreen in the centre console, allowing a wide range of user configuration and the ability to use apps to enhance the user experience.

US sales will begin towards the spring of 2012, with potential UK sales starting at the end of the year.

10 The Sunday Times MOTORING

JANUARY 22, 2012

NEWS

‘Best Compact Executive Car’ for seventh year

T

he new BMW 3 Series saloon has lived up to the legacy of its predecessor having been crowned What Car? ‘Best Compact Executive Car’ 2012, for the seventh consecutive year with the 320d SE. The BMW 3 Series saloon reigned supreme in the compact executive category, recognised for remaining ahead of the competition in every way.

With its EfficientDynamics package, making this 3 Series one of the most economical cars in its class, it appeals to both business and retail customers.

However, it was not just the BMW 3 Series’ outstanding economy that stood out for the judges; it was commended for being smooth and refined while still offering that sheer driving pleasure.

What Car? editor-in-chief Chas Hallett said: “The new BMW 3 Series is great to drive, with sharp steering and a welljudged chassis. But the biggest gains are in efficiency; it delivers 60 mpg and low CO2.

It’s a convincing winner of our Executive Car of the Year award.”

Tim Abbott, managing director of BMW UK, said: “It is a testament to the quality and refinement of the BMW 3 Series to win this prestigious award for seven consecutive years.

“To have this consistent recognition, across the generations, for all of the hard work that goes into producing BMW’s core model is a great honour.”

Continuing the success of the ‘3’, the BMW X3 took home the accolade of What Car? Best SUV 2012, having fought off stiff opposition in a very competitive sector.

The BMW X3 xDrive20d was awarded the top honour in recognition of its exceptional blend of efficiency, practicality and quality.

While CO2 emissions of just 147g/km and a combined consumption of 50.4 mpg ensure that running costs are kept to a minimum.

Motor insurance discounts

C

itadel Insurance plc is offering customers new discounts and offers across its motor insurance policies that can give additional savings of up to 20 per cent off motor insurance premiums.

These discounts are being applied across a number of policies, with special benefits for those with newly registered cars.

They also stack with a number of other savings. Careful drivers with a four-year, claim-free period, owning low-emission vehicles and vehicles that are not used often can already benefit from specific schemes, as can customers who insure multiple vehicles within the same household.

Traditionally, multiple vehicle discounts have only been applicable between spouses.

Citadel Insurance has extended this benefit to allow all members of the same household to benefit. Other members living in the same household can now be included in this scheme.

The company is also offering a number of additional benefits to policy holders, such as including a number of free days of cover to be used while travelling with their car outside Malta (in any EU country).

In addition, new comprehensive policies come with one year of roadside breakdown assistance at no charge, while renewal policies can enjoy specially discounted rates on this service.

For more information, call freephone on 8007 2322 or visit the company’s customer service office in Floriana.

JANUARY 22, 2012

The Sunday Times MOTORING 11

ON TEST JEEP 2.8 TURBO CRD AUTOMATIC

VERDICT COMFORT

A name to play with, a vehicle to enjoy HUGH ARNETT

A

n incredible number of people still refer to all unidentified, rugged, off-road type vehicles as ‘Jeeps’.

This is a compliment indeed, but then the name has been around since 1941.

A reminder of this is the small original radiator grille and front lamps depicted at the top of the current Jeep Wrangler Sahara windscreen.

Although The Sunday Times Motoring test drove the latest twodoor, 2.8 turbo CRD automatic to come to our shores, there is a long wheelbase, four-door version equally at home with less sporting types.

This is quite an innovative vehicle. Admittedly it looks like the stereotype Jeep, sporting a rugged profile with much ‘promise’.

However the promise is actually so much more than idle chatter.

Inside the structure is like a well-made road car, except that the warm weather will tempt the owner to turn this delightful piece of motoring history into something more like a very rapid open sporting delight.

On entering the vehicle, everything seemed entirely European and this latest Jeep really handles far better than a number of popular contemporary saloon cars.

It was a genuine delight; a vehicle all enthusiasts should sample at some stage in their motoring adventure.

Normally the Jeep has twowheel-drive engaged but with its Command-Trac shift-on-thefly 4WD it can become a most commanding off-road machine.

On test we stayed on supposedly surfaced roads, but as the

Jeep is most popular in places like Libya, the current model must truly be able to cope with pretty interesting terrain.

The two-door, five-seat car, is just a little daunting for older, less active types to clamber onto the rear seats, but once there the comfort level is great.

The Jeep absorbs shocks and poor road surfaces like competitors costing far more of your precious euros, and up front the driver’s seat is height adjustable as well as being heated (optional along with the leather seats that we enjoyed).

“This latest Jeep really handles far better than a number of popular saloon cars” Air-conditioning, cruise control, power steering and windows, along with a hill start assist, and on automatics a hill descent control, with Electronic Roll Mitigation (ERM), and an Electronic Stability Programme (ESP) with a Hydraulic Assist Brake Booster and Traction Control all go far to really making sure any enthusiast will get the better of adverse conditions.

Obviously, the seat belts working in conjunction with air bags mitigate potential pain when the car stops suddenly.

Underneath there is a fuel tank skid-plate shield and a transfer plate skid plate shield. The heavyduty suspension and gas filled dampers do their job to perfection and work well with the front and rear stabiliser bars.

Back on board, the tilting steering column provides super adjustment along with the height adjustable driver’ seat and the fact that the front seats recline and the rear seat folds makes for long distances to be covered with the ability for comfortable rest-time to be taken.

In-car entertainment is properly taken care of with Am/Fm radio with RDS/EON and single disc CD player, the noise is emitted through six-speakers and there is also a U-connect phone with voice command.

The short-wheel base two-door tested is only 4,223 mm long, 1877 mm wide, which appears to be a bit misleading as the iconic front wings are invisible to the driver thereby making it seem that the Jeep is probably wider than it is, and she sits with a height of 1,840mm.

All in all, this is a very decent sized vehicle to enjoy on any of our roads lanes or even tracks.

The steering circle, kerb-tokerb is 10.36 metres, but as the automatic gear change is far quicker than most cars toing and frowing around narrow roads, to reverse the direction of flow is a piece of cake.

All important ground clearance with 17” tyres is 266.7mm at the front and 259.1mm at the rear, and the absorbing fact that at 8km/h the driver can proceed through 482.6mm of water makes the Jeep a contender for All Wheel Drive Club events.

Seats up, the maximum load is 142 litres. Seats down, it goes up to a respectable 430 litre.

This is a highly interesting and a very well-constructed, all-terrain vehicle, one to own and enjoy.

A revelation for this type of motoring experience

PERFORMANCE A great turbo diesel tuned to perfection

COOL

It is not only useful, but a great looking and handling experience

QUALITY

In class really difficult to fault

AT A GLANCE STARTING PRICE €39,900

TOP SPEED 172 km/h

0-100km

12.9 seconds

ECONOMY

Combined cycle 34.9 mpg (8.1 litres per 100 km)

C02

213g/km– Euro 5 compliant.

ENGINE

Four-cylinders in line displacing 2777cc.

Direct injection common rail technology turbo diesel.

POWER

197 bhp at 3,600rpm

MAXIMUM TORQUE

Five-speed automatic

SUSPENSION

Live axle, leading arms, track bar, and coil springs, stabiliser bars and gas filled high-pressure dampers. Vented disc at the front. Solid discs at the rear

12 The Sunday Times MOTORING

JANUARY 22, 2012

NEWS

Three new Hyundais launched in one day M eridian Enterprises, importers and distributors of Hyundai in Malta, last Friday launched the first three new models of 2012 – the Hyundai Veloster, winner of the ‘Good Design Award 2011’, the Hyundai Elantra, which has just been awarded the ‘Autobest 2012 Award’ as the best buy choice in 15 European countries, and the Hyundai i40.

The launch of the new models at Hyundai’s showroom in Valley Road Birkirkara, was addressed by Francesca Mamo, managing director of Meridian Enterprises who said the new models represent the brand slogan ‘New Thinking, New Possibilities’, which encompasses Hyundai’s new brand positioning.

“This slogan,” explained Ms Mamo, “conveys Hyundai’s objective and new business mission, which seeks to offer customers ‘modern premium’ and experiences beyond expectations. It also captures the spirit of change Hyundai is undergoing, its evolution as well as the dramatic growth in all areas of Hyundai business at an international level.”

Referring to Hyundai’s sales growth figures, Ms Mamo said that “in 2011, Hyundai Europe sold 375,000 units, an increase of 11 per cent over 2010”. She said this was a remarkable achievement in an industry that had registered a significant decline, adding that few motor vehicle companies had achieved what Hyundai has managed to achieve last year.

Hyundai today offers at least one model in every segment, many of which are highly successful both in terms of sales

achievement but also in terms of setting the bar.

Ms Mamo added: “While traditional premium is usually linked with high prices for the privileged few, Hyundai has revolutionised this in order to introduce a ‘modern premium’, based on the idea that high quality does not necessarily require a high price.”

Referring to the three new models, Ms Mamo said: “The New Hyundai i40 is a clear sign of how far Hyundai has come in recent years, a car that truly embodies the meaning of ‘modern premium’”.

Inspired by the Genus concept car, the i40 could be the most significant car launched by Hyundai for many years. It has been designed by Thomas Buerkle, the chief designer at Hyundai’s European

"The Veloster is in the running to be acclaimed 'The Most Beautiful Car of the Year 2011'" Technical centre. The i40 was launched a couple of months ago in most European countries and has already achieved remarkable recognition and sales success.

The Hyundai Elantra has recently been awarded both the ‘North American Car of the Year 2012’ award and the ‘Autobest 2012 Award’. The latter award is given for the best buy choice for mainstream

customers in 15 European and neighbouring countries representing a market of over 300 million people.

The Hyundai Veloster is another example of the embodiment of Hyundai’s ‘New Thinking, New Possibilities’ concept. The Veloster is a ground-breaking and innovative compact coupe with a unique 1 + 2 door configuration. The car has already won one of the world’s most prestigious global awards for new product design, the ‘Good Design Award 2011’, and is now in the running to be acclaimed ‘The Most Beautiful Car of The Year 2011’.”

Ms Mamo said Hyundai’s aim was to go beyond achieving consistent sales growth through the launch of new and award winning models: “Hyundai seeks to be a brand that is close to the customer and that offers the customer a second-to-none ownership experience and complete peace of mind throughout.”

This is the objective behind the Five Year Triple Care package that accompanies each new Hyundai model – five years unlimited warranty, five years of roadside assistance and five years of free vehicle health inspections.

Ms Mamo said the triple launch was an excellent way to start off 2012: “It is not often that a brand launches three new models in one day and we are enthusiastic to show them to the Maltese public throughout the Open Week.”

The Open Week will last until February 4 and visitors to the Meridian Enterprises showroom will have the chance of winning a €3,000 voucher to be spent on any Hyundai of their choice.

The Veloster (top), the i40, and the Elantra.

Full hybrid Yaris set for Geneva

H

ere is a sneak peek of the first full hybrid supermini on the market, the new Toyota Yaris Hybrid, which will have its world premiere at the Geneva Motor Show in March.

The car is able to run solely on electric power, with zero exhaust emissions, and can also act as a closed system that never needs to be recharged. The system is similar to that in the Auris Hybrid, but redeveloped in key areas to make it 20 per cent lighter.

The Yaris Hybrid’s 1.5-litre petrol engine is new, while the motor, battery pack and associated components are smaller.

The result is a Yaris just like any other with the family face to match, but combining 98bhp with what Toyota is calling “segmentleading CO2 emissions.” Its key rival is the Honda Jazz Hybrid, which doesn’t run a full hybrid system and emits 104g/km, so expect sub100g/km from the Yaris.

Toyota is staying tight-lipped about final numbers until official tests have been run and the data confirmed.

What’s particularly impressive is that Toyota has been able to package all the hybrid technology without compromising interior or boot space at all, leaving it with the same 286-litre luggage capacity as any other version.

Modifications have been made, however, to the aerodynamics of the hybrid model to make sure it’s as efficient as can be.

There will be driving modes available for using the electric motor as much as possible, creating a zero-emission, super-quiet car for in-town driving. When the batteries’ energy is depleted the petrol engine will cut back in and help to recharge them.

Final specifications are yet to be confirmed, but all models will come with continuously variable automatic transmissions and climate control.

JANUARY 22, 2012

The Sunday Times MOTORING 13

ON TEST RENAULT CLIO 200 RS

A fabulous drive HUGH ARNETT

I

often meander into Kinds Motor showrooms and remark to myself that there has to be a bit of a split personality in one company dealing with beautiful German thoroughbreds on one side of the showroom and Renault cars on the other.

This is where the magic, the indefinable élan, the bubbling effervescence that seems to eternally spring from Renault cars satisfies the most non-interested among our motoring population at one end of the scale, and the lover of thoroughbred competition saloons at the other end of the motoring kaleidoscope.

Quite simply, this writer has been involved with the ownership of a Renault 5 soon after it was launched and then enjoyed three of the most exciting drives in a long career as a road test driver, in Renault cars.

Frank Fenech’s Mark I, Five Turbo, with its mid-engine and only two seats was a dynamic and exciting car to try and handle well and once the very noticeable turbo lag had been sorted when trying to corner fast, the sense of personal achievement was only bettered when the handling of

my old Aston Martin Ulster had been properly mastered.

More recently, the Megane F1 tested me to my limits on all but the smoothest surfaces, but what a car it was to drive, scintillating, captivating and almost untameable in the short time allowed for the test drive.

An offer of the exciting Clio 200 RS came as a total surprise – a fabulous Christmas drive that raised my respect for Renault cars to extreme levels.

The car is race bred, a body surprisingly similar to the well-known Clio range, suspension tuned to the nines, a dynamic dash layout where the rev counter is far and away – the most important dial among a fine collection of instruments.

The Recaro front seats grip the thighs like a rugby scrum, but the car has an almost total absence of roll even when cornering fast, so the ultra grippy seats are never even remotely uncomfortable.

If these facts were the end of the story, it would be a story well worth telling, but the tale has just begun, for the drive behind the need to modify a popular little vehicle begins with a two-litre engine that develops 200 bhp, blasts from 0-100 km/h in only 6.9 seconds, and peaks out at about

VERDICT COMFORT Amazing for a race-bred vehicle.

PERFORMANCE In class.

COOL Words elude me.

“This is sensational motoring from a small family saloon... a unique motoring experience” 220 km/h. This is quite frankly sensational motoring from a small family saloon and I dare say an almost unique motoring experience among saloon counterparts imported into Malta.

Obviously, in any high-speed dash, the brakes have to be tested beyond the norm because the life of the occupant/s depends on the car’s ability to be brought to a halt from high speed without the brakes locking, binding or misbehaving, and the tyres must be able to sustain their integrity under unusual moments of stress.

Even hands off the wheel at the legal maximum, the brakes were faultless, and at high speed quite amazing.

The six-speed gear change lever took a few changes to get used to as it has an amazingly short ‘throw’.

This means that once mastered gear changes are done in a fraction of the time a conventional Clio would take.

At this point, the gear throw had a charm of its own and provided an even more exciting drive.

These days I like the input from a skilled passenger and had James, an expert Land Rover pilot on board. Every few moments after a fresh excitement he would murmur: “I must own this car”.

Abroad, these high-performance Clios have a general four-star rating, which is an obvious introduction into the far realms of the Clio kingdom.

The model tested should be the benchmark for all those manufacturers exporting normal saloons, of a sporting persuasion, to our shores.

This little car is small enough not to be obstructive, is easy to park, nimble as an elf with razor sharp and delightfully positive steering and a total joy to drive whether on the open road or in town traffic.

My only word of caution is to behave with care on pot-holed surfaces, as expensive wheels and low-profile tyres really dislike being thumped around.

QUALITY In class.

AT A GLANCE TOP SPEED 220km/h

0-100km 6.9 seconds

ECONOMY Combined cycle, 8.2 l/100 km

C02

190g/km

ENGINE Euro 5, fourcylinders 16 valves. 1998cc displacement.

POWER 200bhp

MAXIMUM TORQUE 215 Nm

14 The Sunday Times MOTORING

JANUARY 22, 2012

RACING / NEWS

Malta’s success at Racalmuto

M

otorsport Team Malta has come to the end of another successful year in Sicily. Set up four years ago, the team has competed regularly in speed events in Sicily, starting with hill climbs but more recently supporting the Sicilian Circuit Racing Championship at Racalmuto.

“We ventured into the unknown in 2008, but found out in no time at all that our boys could run with the very best,” team manager Joe Anastasi said.

The team’s first foray in Sicily was to Nebrodi, and more precisely the first hill climb at Cesaro. With the likes of Italian Champions Giuseppe Spoto, Carmelo Scaramozzino, and others participating, nobody was expecting too much, but at the end of the weekend the team filled the podium with young Zach Zammit winning overall with his Ralt Honda, Joshua Anastasi placing second with his JBR-3 Kawasaki, and Matthew Zammit fourth driving his Van Diemen Suzuki.

It was to open a new page in Malta’s motorsport history, one that has turned into a book and a total success story. The success of Cesaro was followed by successive wins for Anastasi at Vittoria where Zammit finished second and Maltese drivers filled six of the top 10 places in the results, and then the hill climb at Adrano where again Anasasi, with his home built JBR-3 was in a class of his own, against all expectations.

The plan for 2009 was for more of the same, but when UISP negotiated a circuit championship deal with the owners of the Racalmuto circuit, it was too good to ignore.

A couple of hill climbs were entered, these being Cesaro for the second time, and the Etna, and again Malta Team drivers came out on top. This time it was young Alan Curmi who took the honours on both occasions, but the circuit bug had bitten and with each event more and more locals successfully participated at Racalmuto.

The success on the hills was repeated on the track. At the very first round of the new Campionato Siciliano di Velocita in Pista Anastasi put his new JBR-4 Kawasaki car on pole position and made the fastest lap of the weekend.

Others were equally successful, including Edward Calleja and David Anastasi who both thrilled the spectators in their closely contested races. Other good performances were those of Matthew, John, and Zach Zammit, Steve Zammit Cutajar, Patrick Gauci, Johann Spiteri and Alan Curmi.

At the end of the championship Joshua Anastasi had scored enough points to win his class and become the first Maltese driver to win a motorsport championship overseas.

The programme for 2010 was much the same. Cesaro for the third year, and the circuit championship at Racalmuto. At Cesaro Matthew Zammit, driving his 1000 cc Van Diemen Suzuki made the fastest time of the

Alan & Team

day, beating Italian favorite Rosario Miano, with Joshua Anastasi third and Alan Curmi fourth, but a technical loophole saw all Maltese drivers eliminated from the results.

“They hit us below the belt with this new ruling we Joshua Anastasi were not told about after we had given them our full support for three years,” said an angry and pole position and won his race, Patrick disappointed Joe Anastasi. “I will not sup- Gauci (Hawke Kawasaki) and Alan Curmi port that organiser again.” won their respective classes, and Joshua So the team put all its future efforts into Anastasi put his car on pole with the fastest the circuit championship at Racalmuto. lap of the weekend, then went on to win his Curmi was in fine form throughout the year race too. with his newly acquired Radical PR6 Suzuki This sort of performance was repeated in and was unbeatable in his class, also win- the September round with Spiteri and Anasning a number of events overall. On the tasi again winning the two formula races other hand, Joshua Anastasi had a troubled from pole, and Patrick, Alan and John Zamseason with numerous mechanical failures mit winning their respective classes. on his now supercharged JBR-4 Kawasaki.

David Anastasi again had the crowds on In the popular 1000cc Formula class Jo- their feet, the little Honda engine Mini, now hann Spiteri (Jedi Suzuki) and Matthew Za- turbocharged, being more than a match for mmit were always very competitive, Spiteri the bigger and more powerful Porsches and taking a couple of well-deserved wins, with BMWs and Fabio Baldacchino, Simon Zammit always in the top three. David Anas- Camilleri and Adam Bugeja also joined the tasi thrilled the crowds with his cheeky little team in Sicily for the first time that weekend, Mini regularly beating the bigger engine all performing well, with Adam a class winBMWs, and Jamie Sammut and Patrick ner on his debut in Sicily.

Gauci placed regularly in their respective The last round in November saw just formula classes, to make it another success- three Maltese entries, which were reduced ful year. Alan Curmi capped it all by becom- to two when Joshua’s car encountered meing the second Maltese champion in as chanical problems during qualifying. many years.

Johann Spiteri again put his Jedi on the The circuit championship organisers at front row, finishing an excellent second in Racalmuto had really started to get their act both the very competitive 1000cc formula together by the time the 2011 season got races, which this time were also attended by under way in April. the works Gloria team from Turin. Alan Team Malta missed the first round but Curmi drove excellently to win his class were present in force for Round 2 in May again and place second overall in the “big” where Johann Spiteri put his Jedi Suzuki on formula race.

Patrick Gauci

David Anastasi

It had been another successful season for Motorsport Team Malta, and when all the points were totted up we had 2 more Maltese drivers winning their respective championship classes, these being Patrick Gauci and Joshua Anastasi. Alan Curmi was a close second in his class despite only competing in six of the 12 races, and Johann Spiteri and Matthew Zammit placed third and fifth respectively, simply because they too could not attend all the races.

With champions in 2009, 2010 and 2011, nobody can dispute the fact that Team Malta has left its mark in Sicily. The last word from team manager Joe Anastasi: “We are now a respected force, not just for pure speed, but for our friendliness, sportsmanship, and good behaviour. The Italian organizers are always pleased to welcome us and I am constantly getting so many invitations. Pity we can’t afford to do them all. I am proud of our boys, and looking forward to helping them out again in 2012. I would also like to take this opportunity to thank our main sponsors Virtu Ferries, without whose help none of this would have been possible”.

Peugeot Bipper is city van of the year T he Peugeot Bipper Van has been awarded ‘City Van of the Year 2011’ – a prestigious accolade at the recent Fleet Van Awards.

The highly contested ‘Manufacturer Awards’ is very sought after and the Bipper’s compact proportions, frugal HDi diesel engines and transmissions (with manual, EGC and Stop and Start systems available), a payload of up to 660 kg and a load volume of 2.5m3 make it a leading business choice. However, a key factor behind the award success was attributed to the product durability and the quality of Peugeot’s Fleet sales and support service.

Commenting on the Peugeot Bipper’s award success, Trevor Gelken, editor of

Fleet Van, said: “This was a closely-fought contest, but the Bipper was a clear overall winner, assisted by the prominence of Peugeot’s renewed focus on fleet support and after sales.”

“The Bipper is a terrific light commercial van and thoroughly deserves to be the ‘City Van of the Year 2011’. Winning this prestigious award is yet another demonstration of the importance we place in product excellence with good customer support and after sales service support,” Phil Robson, Peugeot UK Fleet Director, said.

The Bipper van is locally imported and distributed by Michael Attard Ltd, of National Road, Blata L-Bajda.

JANUARY 22, 2012

The Sunday Times MOTORING 15

CAR TORQUE

Rules are there for all HUGH ARNETT Recently I read with interest that a manager at Arriva claimed the number of accidents involving Arriva buses was within acceptable limits.

George Borg Olivier Street, Mellieħa, has become a no-go road, partly because of the increase in traffic following the closure of the bypass and partly because of the complete disregard shown by Arriva drivers for the legitimately parked cars so parked because their unfortunate owners need to shop in their hometown.

I received a message from one irate reader of these columns who had just witnessed an Arriva bus snap off the wing mirror and badly dent the front wing of a parked car, and although people were shouting at the driver, he simply ignored them and continued on his way.

If I need to get beyond Mellieħa I either use the well-surfaced country road that comes down to Popeye Village, or I go through Santa Maria Estate and join Triq Il-Marfa, the main road after using Triq l-Arznell.

Until I was forced into taking evasive action on a roundabout I refused to believe various Arriva drivers assumed right of way over traffic on a roundabout and obviously to the right of the driver. I will not believe Transport Malta or the Prime Minister’s little sub-committee on the new rights of passage conferred on Arriva drivers during various peak periods would assume they could alter international traffic law in favour of some ill-thoughtout local scheme.

The Maltese along with the British drive on the left and so perforce have to give way to traffic already on a roundabout. That is, to the

“The Arriva bus snapped off the wing mirror and badly dented the front wing of a parked car” oncoming driver’s right. In exactly the same way as drivers who normally drive on the right in the rest of Europe must give way to traffic on their left on roundabouts.

It simply doesn’t matter whether the approaching vehicle is a small car, a great-articulated lorry, a cab and low loader or even an Arriva bus. The international regulation will, I think you’ll find, still apply.

Some time before we were accepted by the European Union I had a meeting with the German professor who was then the Director of Roads, to establish the international maximum speed allowed through traffic lights or pelican/ pedestrian lights, as it was not entirely clear in traffic regulations or the Highway Code. I had established with his help that 50 km/h was the maximum approach speed allowed.

Unfortunately Transport Malta has allowed traffic on Valletta Road between Mosta and the roundabout opposite Kind’s Showroom to approach the pelican crossings at 60 km/h. Frankly, this is a stupidly high speed, especially as a great number of youngsters use the

60km/hour is a stupidly high speed limit for Valletta Road especially since youngsters use the pelican crossing near the football pitch and housing estate.

pelican crossing adjacent to the football pitch and adjacent to the housing estate, for reasons all too obvious to parents and thinking adults.

Traffic management, once the use of signage and carriageway markings has been mastered, is largely a question of common sense; putting oneself metaphorically either in the driving seat or promenading down a sidewalk. It should then be apparent that the minimum number of signs that tell the story, along with sensibly painted carriageway markings would suffice to make better drivers, or pedestrians of us all. It is a job that demands experience, without the necessity of having a master’s degree in road technology.

Traffic management was a job that made great use of the teams’ people skills as Councils hoped for, and got, not only an affirmative to their requests but also detailed help if the request as it stood couldn’t be agreed to.

From my own experiences nowadays with the Local Councils that enlist my help it has become the norm either to not even get a confirmation from the overworked team at Transport Malta, or to receive letters of confirmation or refusal months after the request was made.

It must be noted that there have been a number of dreadful incidents at the end of 2011, quite possibly because the mix of alcohol and the excitement of driving too fast has got the better of the driving abilities of drivers.

Or, as new drivers have no clue as to how to control their vehicle when the road is slippery, and visibility is not perfect, there is nothing easier than falling off the black top.

This most certainly does not mean our maximum speed limit of 80 km/h is too fast for any competent driver.

The vast majority of drivers use no more than 60 km/h as their maximum speed. A great exception being Arriva bus drivers who can happily troll along in excess of 80 km/h if the road is clear of annoyingly slow moving traffic.

16 The Sunday Times MOTORING

JANUARY 22, 2012

OLD MOTORS ENCOUNTERS – TEMI SCICLUNA

A passion that started at 50 JOSEPH BUSUTTIL

A

s a child growing up in Hamrun, Temi Scicluna was always playing with miniature classic cars with John and Joseph Magri, whose father ran the ABC Garage. Scicluna’s father John worked as a driver with the British Services, and he has happy memories of being taken on lengthy drives with him in either a heavy truck or an ambulance. Scicluna’s father also had an old Ford Prefect – bought from Tumas Fenech when the well-known entrepreneur was a policeman – which was the boy’s pride and joy.

Scicluna’s father had a part-time job with a car hire company in Hamrun. “On Sundays, my father and the rest of the garage staff would be engaged on outside work for long periods, such as weddings, and I used to be left alone to man the premises. I was only 10 years old at the time. The garage was full of Triumphs, Prefects and Vauxhalls, an irresistible attraction to the many young people who at that time could not afford to own a car, and so the next best thing was to hire one.

“Before they left with the self-drive car, I would note the speedometer’s last three digits, then read it again when they returned. I would then subtract the figures, and multiply the resultant number by three old pence”.

His ability with figures and statistics saw him embark on a lifetime career working in various government departments, while still working part-time with a couple of garages.

“These garages were always brimming over with old and classic cars, yet for various reasons, I had always refrained from realising my dream of owning one. It had to be a chance conversation many years later in a government department that finally opened the floodgates – and I was fast approaching 50 at the time,” Scicluna said.

One of the staff remarked that her father had an old car in a garage, and on further enquiry, Scicluna found out that it was a 1957 Austin A35 estate, also known as the Baby Austin. It had been garaged in Żabbar for 12 years, and he persuaded the owner to sell it.

“I had it towed to my garage in Mosta. The car needed an overhaul, though when I turned the engine key, it spurted into life. I immediately started a nut and bolt restoration by scraping the body down.” The A35 was a small compact car sold by the British Motor Corporation under the Austin marque between 1956 and 1959, offered, among other versions, as a two-door ‘Countryman’ estate.

While working on it, Scicluna got to know from his friend John Magri that a 1970 white Morris 1000 Traveller was on the market.

“I went to see it, and amazingly, it was in the garage of the house in Hamrun where I had been brought up, and which I had left 15 years

ago. The Morris belonged to an Englishman married to a Maltese, and it had also been garaged for many years. However, it was still roadworthy and functional – so much so that John and I drove it up to Mosta to my garage”.

Some time later, the 1970 Morris was joined by an earlier model, a 1959 Morris, also a Traveller. “I got to know about it from my brother-in-law. I went to see it, and found it already dismantled, for its owner was in the process of having it rehabilitated, prior to giving up. I bought it too, with the aim of restoring it eventually”. The Traveller, designed by a team led by Alec Issigonis, came off the production line in 1952 as a wood framed version of the Morris Minor, the ash wood structure being varnished rather than painted.

“A chance conversation finally opened the floodgates” Scicluna says that one day in 2005, while inspecting his three classic cars in the garage, the thought crossed his mind that all of them were estate vehicles, and all of a sudden a yearning for a saloon became uppermost in his mind. He sold the Baby Austin, still under restoration, to a tile layer who was working at his home, and who had been pestering him, as he had another similar vehicle.

His friend Joseph Magri had a 1957 Standard Super 10 for sale, and after some negotiations, a deal was struck. The beige saloon needed restoration, although the engine was not in a bad condition. Scicluna started work on the Standard 10, but some time later, while touring the Beaulieu stalls with Joseph Pace of Standard Garage, he saw a picture of another Standard 10, also produced in 1957.

Temi Scicluna with his 1957 Standard Super 10.

The 1934 Morris 10/4. Photos by Tony Vassallo

He talked to the owner, and a couple of days later, the Maltese duo were in Swanage to inspect it. “Its impeccable condition left me breathless,” Scicluna said. “The engine, the body, its attractive red and white upholstery – I decided to buy it on the spot.” The classic car was soon on its way to Malta.

The Standard 10 was a small car produced by the British Standard Company, on and off, for more than 50 years. The name was first used in 1906 as the 10 hp, with a 631cc twocylinder side valve engine. It was reused from 1934 to 1936, and produced until the end of the Second World War. In 1953, the 10 was introduced with a larger engine version of the Standard 8, though sharing a similar framed transmission. In 1957 an overdrive or a semiautomatic were available as options. The 10 was replaced in 1961 by the Triumph Herald.

Having satisfied his saloon dream, his thoughts now turned to another theme: that of having an old vehicle with wire wheels as well as with prominent outside headlamps.

“Last April, while surfing the net, I caught sight of a 1934 black Morris 10/4, belonging to an Englishman in Hertfordshire. I asked him for more information as well as pictures. I did not hear from him for quite a while, and had lost hope, when he contacted me, and sent me the required details. From what I could see, it was in a very good condition”.

Scicluna paid a deposit for the vehicle, on condition that the deal would go through only after a personal onsite inspection. A month later, he was on his way to England with his friend Pace to inspect the goods at closer quarters. Seeing its original and excellent condition, and testing the old car, only made Scicluna more determined to buy it, and the car was soon dispatched to Mosta.

The Morris company introduced the 10/4 in 1933, and it was a significant move, because it moved the firm, which previously produced smaller cars for the masses, up the saloon scale. The 10 was originally available with fixed or sliding head, while later a sloping radiator and a single bar chrome plated bumper were added.

Scicluna now admits that his thirst for old cars has now been quenched, and the two old cars give him so much pleasure that he is in two minds whether to continue working on the restoration of the other classic vehicles which he has in his garage, or sell them.

Scicluna joined the Old Motors Club way back in 1998, when he bought the Austin A35. He is a frequent participant in various events, although he prefers the runs, as they involve more movement and activity over longer distances and places, rather than the static shows.

He laments the fact that in his opinion, the authorities are not fully appreciative of the historical and heritage value of old motors. He points out that while in Malta, steps have been taken to cut the classic car license by half, in the UK they do not pay anything. www.oldmotorsclub.com