Articles by Kevin Hepworth

Yet there is one Chinese-owned brand already gaining a foothold. Shanghai Automotive Industries, the largest of China's burgeoning number of car companies, has quietly acquired a controlling interest in Korean manufacturer SsangYong. “SsangYong is owned by the SAIC with a 59.1 per cent share,” SsangYong Australia managing director Russell Burling says. “They are joint venture partners with General Motors and Volkswagen and are in the process of introducing their own brand in China.” Burling says that while SAIC is growing within China the company also provides a stable base for research and development for SsangYong and a freedom from the financial strains many other car companies labour under. “They are one of the wealthiest of the car companies and Beijing is the owner so I don't think we are going to have a lot of problems with financing in the future,” Burling says. He believes the acquisition of the Korean manufacturer was an export strategy that brought SAIC unexpected benefits. “SAIC bought Ssangyong for that purpose; to do all the exporting,” Burling says. “People don't understand export out of China is not a given. All of SAIC's planned exports will be built in Korea. “There is no capacity in China to export. This is the great fallacy; everybody says China is going to rush and pollinate the world with their cars. “I believe their home market, if their product is good, can take every car they build so why would they need to go through the drama of exporting. “Within a few years China will be the world's top car market. It's already well on the way.” Burling says that apart from the export strategy, SsangYong has provided SAIC with some unexpected benefits. “I think SsangYong was a surprise package for SAIC. From what I have been told they bought it thinking they would get a nice little brand but have been very surprised with the technology, the sharing with the Europeans, the quality they can build and the technology and designers they have within SsangYong, particularly with diesel.” SsangYong currently sells diesel-engined cars across its range in Australia including the Actyon SUV, Sports Ute and the Rexton 4WD. That acquired knowledge gels well with SAIC's internal new-car model plans which revolve around the design and technology they inherited as part of the purchase of British brand Rover. Burling says the Rover influence is not a retrograde step. “Some of these cars were already on the drawing board at Rover when SAIC bought the design centre but they are not just variants on the old Rover models,” he says. “They are on all-new platforms with a range of east-west engines and six-speed gearbox. “If we decide to take the cars there is still a question over whether we will be able to get them. While our cars will be made in Korea they will only be made available to us after the home market demand is satisfied.” Burling says SAIC plans to have a model in every segment but SsangYong Australia would be much more selective.  

According to Kia, it not only ticks the boxes in two or three segments. The little Korean has gone for gold with a four-segment crossover."There are no competitors with this car in the Australian market," Kia Australia president and CEO S.K. Lee said at the Australian launch."It will satisfy customers in four of the most active segments — hatchback, wagon, SUV and people-mover. It is the ultimate urban recreation vehicle."Based on the company's medium-sized Magentis passenger car platform, the Rondo will have seven seats, standard stability control and a 106kW 2.0-litre petrol engine.The name Rondo comes from a musical term for a piece of music often used at the end of a sonata.Prices start at $24,990.The base LX model is available with a five-speed manual or an optional four-speed automatic at a $2000 premium.Also standard are airconditioning, 15-inch steel wheels (space-saver spare), power mirrors and windows, dual front airbags, four-wheel disc brakes with anti-skid electronic brake-force distribution and a five-year unlimited kilometre warranty.The mid-range EX adds steering wheel-mounted audio controls, roof rails and crossbars, fog lamps, 17-inch alloys, upgraded cloth seats and a standard four-speed automatic. The EX is $28,990.At the top of the range, the EX Limited is another $3000 but has a sunroof, leather interior, side, front and full-curtain airbags and climate control airconditioning.Cruise control is not available but product planning manager Nick Reid believes it will be in the mix later in the year.An optional airbag package adds side and curtain bags to the two lower-spec cars for about $1000. It will take them to the specification that has earned a four-star Euro NCAP and a five-star US Highway safety rating."This is a car that has come from the evolution of changing customers' needs," Reid says."It has versatility and functionality, doing the job of a family car during the week and doubling as a practical leisure vehicle at weekends."Though Rondo shares much of what is forward of the B-pillar with the Magentis, the rear is unique.To accommodate the third row of seats in a compact package, Kia has engineered a rear multi-link suspension supported by a compact transverse sub-frame.The rear suspension has been tightly engineered and many of the components are mounted in or close to the interior space of the wheels.It has been dubbed an "in-wheel" multi-link system.Covering the load-carrying roles of the Rondo are load-dependent, variable-stroke dampers, to maintain consistent dynamic behaviour. 

Nissan's effort at a mixed breeding program, crossing a small hatch with a compact SUV, has resulted in the Dualis, claimed by the company to be the “first true SUV crossover.”The Dualis is a marriage of segments previously kept separate and, while it boasts attributes from both, it is class-leader in neither.A real jack of all trades but master of none. During the development of the car the designers, stylists and engineers theorised, summarised and finally compromised to get as many of what they each saw as key saleable attributes into the Dualis.Some of the main objectives have been met; the car's drive is not dissimilar to a premium hatch and the driving position is certainly reminiscent of a compact SUV.As a light-duty off-roader the Dualis certainly has the genes for the job.It is built off the X-Trail platform with only minimal changes.The look is a tad city, a tad country, but it does emphasise the Dualis is no hairdresser's car.There is enough size and purpose about the styling to make parking it among the utes at the pub less embarrassing than it could have been.Nissan says the cabin trim is “premium hatch.” Maybe, but there is plenty of X-Trail about the dash treatment, instruments and switches.The front bucket seats are a prime example of where styling has won out over practicality. In most regards the seats are large enough, comfortable enough and well-enough bolstered. However, most is not all. The seat backs have been carved away and rounded at the shoulders to the extent that anyone except an Italian suit model will find their shoulders overhanging the stylish edges.General space in the cabin is good with both front and rear passengers (two would be the optimum) having head, shoulder and knee room in the comfortable range.Instrumentation is clear and well sited, the sound system is better than expected and rear access and space is good. Boot space is slightly compromised by the height of the load floor but that's the price you pay for having a full-size spare. Under the bonnet is a single engine choice. The 102kW and 198Nm 2.0-litre petrol does its best work mated to the standard six-speed manual.The ability to keep a close eye on the revs and put the engine into the torque band on demand makes it a much more tractable unit. The optional ($2000) CVT automatic is less inspiring off the line but does make tootling around the city a more relaxed option.Even light off-roading, however, would benefit from the greater control of the manual gearbox.The base ST model starts at $28,990 for the manual but that doesn't bring stability control, side and curtain airbags or alloy rims.A $2000 'safety pack' for the ST brings back those missing bits. Without the extra airbags, Nissan says the Dualis earns a four-star crash rating, rising to five stars with stability control and the side and curtain bags.At the top of the range the manual Ti is $33,990 and adds heated leather seats, leather-wrapped steering wheel with audio controls, cruise control, Bluetooth phone compatibility and drive computer, aluminium trim highlights, a six-stacker CD player with six-speakers, rain-sensitive wipers, light-sensitive auto headlamps, sliding centre console armrest and a pull-out storage tray under the front passenger seat. A well-specified package that represents good value.Both models are fitted with a simplified version of the All Mode 4xs4 system from the X-Trail, which allows for dial-from-the-dash settings ranging from 2WD through an active automatic 4x4 to the lockable 50:50 torque split; which automatically disengages at 40km/h.On the move the Dualis is surprisingly quiet. Road noise is minimal and wind noise at the better end of the scale. At just under 1.5 tonnes the Dualis is no lightweight and that shows in the petrol engine's limitations. Performance is adequate and when prodded hard it is capable of getting along. Unhurried cruising is the CVT's forte but beware, when asked for an effort on the open road the combination is a reluctant partner.In the crucial 80km/h-120km/h acceleration zone (think country road overtaking) the impression is less than flattering. Lazy and flat spring to mind.Where Nissan has excelled with the Dualis is in getting the best out of the dual-purpose suspension, allowing fun and comfort to co-exist. Pushed, the car sits flat and turns in with a surety that would be the envy of most hatches and all but a special few crossovers. On flowing roads the Dualis is fun to drive.There is even better news when it comes to keeping the Dualis cruising; recommended fuel is 91 RON and it is one of the few cars on the road that gets within shouting distance of claimed fuel figures.Over a couple of weeks in both manual and automatic versions the fuel return for primarily city driving was a very creditable 9.1litres per 100km. You can please some of the folk, some of the time.

The 1 Series Coupe is a little wider in the track, longer in the wheelbase and a whole lot more focused in performance. It may well be the pot of gold at the end of the 1 Series rainbow.“These cars are going to appeal to a wide selection of buyers looking for performance in a small coupe,” BMW's product manager Paul Ryan said at the Australian launch this week.“The sort of customers we are expecting are the dual-income families aged 35 to 45.“They may come from brands like Subaru, Nissan's 350Z the TT or even the S3. We expect a lot to be new to the brand - customers who've never previously considered a BMW.”The hero car of the two-model Coupe range - and the only one available for drive at the launch - is the crackerjack 135i Sport using the brilliant bi-turbo 3.0-litre inline six already doing duty in the top end of the 3 Series range.At $71,400 for a basic off-the-floor car, the 135i Coupe is hardly cheap, but it does represent a good value performance package - as long as you like white. Any of the other five colours available immediately bring a $1600 premium for the metallic paint treatment.The only other options you might consider are basic navigation ($2700 - the full version with maps is $4200) and - why anyone would bother with it is a mystery - an electric glass sunroof at $2750. If you must have automatic, the six-speed Steptronic is an extra $2800 but it seems a shame to cast aside the wonderful six-speed manual that comes standard.It is not that BMW has had an epiphany and thrown the always extensive options list out the window. No, there are still plenty of extras for the excited new owner to spend their dollars on - a 10-speaker hi-fi upgrade ($1950), front seat heaters ($685), adaptive headlights ($860), alarm ($900), active steering ($2750) and front parking aids ($675) - but the basic package is so good you really are not going to miss the add-ons.The 125i Coupe, which will be available at the same time as the bi-turbo model in May, also uses the classic 3.0-litre inline six-cylinder engine but in naturally aspirated trim. The base price for the 125i is $54,400 for the manual and there is a longer options list which includesBi-Xenon headlights ($1820), M Sport suspension ($800) or the full M Package at $2300.The Coupe twins will also be joined by a convertible with a similar engine strategy about the same time to complete, at least for some time, the 1 Series range, which now stretches from the original 120 hatch, through diesel, to the 135i Sport at the top of the tree.For Australia, the 135i Coupe will come standard with the full M Sport pack - suspension, aero kit, badging, interior trim, chunky steering wheel and 18-inch alloys - but will still carry the runflat tyres that work so poorly with the M Sport pack on the 3 Series cars.While not ideal - the car still has a tendency to “hop” when the fully loaded suspension finds an extra bump mid-corner - the suspension/tyre combination is less offensive on our harsher roads than previous experience would suggest.BMW's explanation is that a combination of improvements in the tyre technology and a more specific tune for the suspension is responsible for the improved behaviour and ride quality and, while it remains something short of perfect in ride refinement, the dynamics, grip levels and sheer enjoyment of a torque band that stretches across the rev range make it all forgivable.Peak power of 225kW is nice and allows for the impressive top-end performance but, without the 400Nm of torque the twin blowers squeeze out of the engine, this would be just another hot hatch rather than a genuine spiritual successor to the classic 1972 2002 Tii, generally considered pivotal in BMW's core value as a driver's car.However, the 135i Coupe has no need to call on its antecedents for credibility. That comes within a couple of kays of firing up the engine for the first time. With almost instant response from the lightweight turbos, the 135i Coupe can be driven for relaxed cruising or wild thing attacks on twisting mountain roads with equal ease.There is nothing outside the expected BMW levels within the cabin. A relaxed driving position is easily achieved with ample seat movement and a good range of tilt and reach adjustment on the chunky steering wheel. The semi-sports seats grip well and remain comfortable for hours, embracing, rather than squeezing, the driver.Rear seat space is reasonable, with two dedicated seats, while the boot will hold enough for a shopping trip or weekend away, but can be more than doubled by folding the rear seats.BMW claims a zero to 100km/h sprint of 5.3 seconds and there is little reason to question that, but it is not the off-the-mark exhilaration that makes the 135i Coupe so desirable. Such is the spread of the torque and its availability that it was not unusual to find the car pulling so enthusiastically on the open road that you would check just to confirm the car is in top gear.The absence of the active steering was well appreciated in a spirited run through the twisting roads of the Snowy Mountains this week. While the steering is a touch heavy it is comforting in the level of connection between driver and front wheels. There is never any question of a breakdown in feedback with the unruly behaviour of the suspension/tyre package - as limited as it was - restricted to the rear of the car.It is difficult to not leave the 135i smiling. It is not a lightweight racer but there are cars out there for that. What the 135i does - and does exceptionally well - is reinforce that, when push comes to shove, BMW is still capable of producing a diamond from a coalmine. 

Meet the Megane Coupe Cabriolet concept, the standout star of the Geneva Motor Show stacked with designer fantasies and production test beds.“This show car emphatically showcases the evolution of Renault design,” says Renault's Patrick Le Quemont. “Its squatter proportions and powerful, energetic styling talk directly to the driver's senses. The spectacular door-opening kinematics add that little touch of magic.”Those doors, which open upwards in two stages - first the glass swings up followed by the metal bottom section - are the standout feature but are unlikely to carry through to the expected appearance of the production Megane Coupe at the Paris Motor Show in September. Renault is not about to confirm any features of future models but does concede the Megane Concept is a taste of a later compact production coupe.Inside, the concept has been styled with a funky future theme featuring ultra-thin seating, acres of red plastic, brushed aluminium and leather with a full suite of electronic gadgetry, including full Bluetooth connectivity, rear-vision cameras and a locking system operated by a mobile phone. The concept rides on 21in wheels, has Brembo brakes and is powered by a conventional 147kW, two-litre turbocharged four-cylinder engine with drive through a six-speed automatic box. One element of the exterior design likely to make production is the front-end treatment.Meanwhile, Hyundai continues its journey to mainstream innovator with the HED-5 i-Mode minivan concept - a six-seat vision of future urban transport.The i-Mode concept on display in Geneva showcased advanced materials and construction with an interior inspired by natural forms and landscapes. The seating is a unique swivel technology from automotive seating specialists Keiper. Powered by a 2.2-litre diesel with sequential turbochargers with 158kW of power and 450Nm of torque, the concept appears to be built off a modified i30 platform. Hyundai's sister company Kia rolled out three versions of its Soul concept, first shown two years ago in Detroit, but this time the boxy hatch is close to production.As the Soul Diva, the Soul Burner and the Soul Searcher, the three concepts are exterior studies of the same vehicle but, judging from the lack of out-there gadgetry in the interior - and ignoring the fanciful interior trim and colour treatments - the model is very close to a production future.Honda moved another step closer to its promised hybrid vehicle to sit side-by-side with Civic by the end of next year, unveiling the stylish CR-Z concept. A three-door hatch with attitude to burn, the CR-Z has already been anointed by Honda as a hybrid sports car of the future.The CR-Z's sleek look is highlighted by minimalist LED headlights and driving lights, nose-down stance and truncated tail with upright rear glass. 

Ford is ready to back its claims that the new FG Falcon is one of the safest cars on Australian roads

The chance to save $450 a year on fuel bills and help save the planet could be enough to lure Sydney drivers to test a new fuel-saving system.Technology company Mtech Australia is looking for owners of a wide range of cars to take part in a three-month test of the company's ceramic fuel-saving technology.Using nano-technology, Mtech claims to be able to reduce fuel consumption by as much as 15 per cent and greenhouse-gas emission by as much as 23 per cent — as well as boosting power.“We already have qualified independent test results proving Mtech Fuel Saver's credentials, and today we want Australians to step up to the plate and commit to reducing their carbon emissions and fuel consumption in their vehicles,” Mtech chief executive David Bignold says.According to Mtech literature, the system works by encouraging the fuel molecules to break down from clusters to single molecules.The result is a change in the properties of the fuel, allowing better atomisation of the fuel before delivery to the combustion chamber.This, in turn, improves volumetric efficiency and improves fuel efficiency.Mtech claims the system will work on petrol, diesel and LPG-fuelled vehicles, with a range of results depending on the age of the car and the condition of the car's engine.“We know that different vehicles and models have varying results in carbon emissions and fuel consumption, and now we want to prove that Mtech Fuel Saver gets results regardless of the vehicle type,” Bignold says.For the public test, the company is seeking models as diverse as the Toyota Prius, Mercedes-Benz A200, Ford Territory, Holden Commodore, Ford Falcon and many others.“With the average family sedan consuming more than 1400 litres of fuel each year and emitting four tonnes of carbon, participants can save up to $450 per year,” Bignold says.The greater the fuel usage, the greater the saving, Bignold says.He claims a family spending $130 a week on fuel could cut their annual bill by around $1000, while a company with a $3000-a-week fuel bill would be in line for savings of more than $23,000.Ten years of study on the system has been ratified by Associate Professor Dr Peter Dingle, from Murdoch University, in a paper published last November.“The statistics and research are compelling,” Professor Dingle says.“There are more than 14 million registered vehicles travelling over two billion kilometres a year in Australia.“This rate is growing and, as it does, so do the pollutants that result.“This (the claimed 23 per cent emission reduction) could equate to a possible saving of around 25 million tonnes of CO2 a year if applied to the Australian fleet.”Anyone interested in registering for the public test can click here for details.  Applications close on April 25.Carsguide would like to know what you think about Mtech's latest nano-technology? is 23 percent enough to help you pay your bills? 

Ford Australia's export ambitions for the new FG Falcon will be at the top of the agenda when senior global executives meet in Australia next month.

It is arguably the best car ever built in Australia and certainly the new benchmark for Australian family cars. The styling may not be a drop-dead revolution, rather a gentle evolution retaining all the cues of a line of Falcons stretching back eight generations, but dynamically the FG is a triumph.And now after months of drip feeds and look-but-don't-touch reveals the all-new FG Falcon range hit the roads this week and we were there to drive the entire range. Here's our verdict.The immediate impression of the FG range, from the fleet special XT through to the G6E Turbo in the luxury stream, is refinement. The cabins look good, the materials and tonings are well thought out and even the XT's trim, while certainly cost effective, is not nasty.Ergonomics are generally good with the restyled and repositioned central information screen easy to read with clear, well placed graphics. The seats are comfortable with the upper luxury models benefiting from a soft leather treatment while the sports line of XR6, XR6 Turbo and XR8 are fitted with a moderately bolstered sports seat.Height adjustment on the seats is reasonable but the bottom of the range of movement is too high, particularly with the steering wheel tilt adjustment in need of more upward range.However, it is when you fire up the FG that the real winning character of the car comes through. It is not the attributes of the 4.0-litre in-line six, even in its brilliant turbocharged state, nor even the 5.4-litre 290 Boss V8. It is what the engineers have done in three key areas of the FG that set it apart from the rest of the pack.The improvements in noise, vibration and harshness are more than substantial, from the refinements to the front suspension through a virtual pivot control link, modifications to the control blade independent rear suspension and the use of monotube shock absorbers across the sedan range. Wind noise improvement is the result of an industry-leading inset door design perfected from earlier work done on similar design by Ford of Europe and Land Rover.The result is the ability to carry on a normal tone conversation in the cabin at speeds above 100km/h on typical Australian rough-chip roads.The third major step forward is in the use of the Bishop variable ratio steering system recently incorporated into the Mercedes-Benz SL roadsters. The Australian-developed system provides precise road feel, good on centre balance without any hint of nervousness while still providing ample assistance for slow speed parking or manoeuvring.The full FG sedan range is:XT ($36,490): May be the “fleet special” in the FG range but has not been punished for that. Shares the same inline six-cylinder engine and five-speed automatic drivetrain as the G6 and rides on the same platform as the rest of the range. Interior is more basic but drives with the same refinement as higher-spec cars.G6 ($39,990): The entry-level model for the luxury sports line-up picks up a more up-market interior, a luxury sports suspension tune and 17-inch alloys. The engine/transmission package is the same as the XT with the ride more focussed through the sports tuning of the monotube shocks and control blade rear suspension.G6E ($46,990): Gains further luxury interior trims with leather seats and reversing camera and curtain airbags as standard. The suspension tune and drive characteristics are the same as the G6 again with 17-inch alloys.G6E Turbo: ($54,990): This is the prize in the crackerjack box. As Holden's Calais V stood out from the VE range as a special package, so does the G6E Turbo in the FG range. With a bespoke luxury performance suspension tune this car is a delight to drive. The ride is unfussed, power delivery smooth and wide-ranging and the general balance and manners of the car without peer in the large family sedan world.XR6 ($39,990): The entry to the performance stream comes standard with the five-speed automatic, sports-tuned rear suspension and 17-inch alloys. Optional are a six-speed automatic, six-speed manual and 18- or 19-inch alloys. The XR rides tighter than the G cars but benefits from the NVH and general refinements.XR6 Turbo ($45,490): Has all the creamy smooth power of the I-6 Turbo now coupled to a suspension and steering package that notably enhances the experience. Huge grabs of torque are on tap from way down in the rev rangeright through to approaching peak revs. A six-speed manual is standard fit with the six-speed ZF automatic optional.XR8 ($45,490): The Boss 290 V8 benefits from being coupled to the new 6-speed manual with shorter throws and more precise gates. It shares specification levels with the XR6 Turbo but drive characteristics all its own. So what's the pick of the bunch? We asked new Ford Australia boss Bill Osborne for his choice.“I liked all the cars I drove but the G6E Turbo is my personal choice. This car is an absolute credit to all the guys who worked to develop it.”Following the static launch of the FG last month, Osborne predicted the Blue Oval would regain dominance over arch rival Holden in the large family car segment.“It's something that's not going to be accomplished overnight,” Osborne said at the time. “But I think it is head and shoulders above our principle competitors in the market.”  SNAPSHOT FORD FALCON FGPrice: from $36,490 (XT) to G6E Turbo $54,990Engine: 4.0L/6-cylinder, 195kW/391Nm; 4.0L/6-cylinder E-Gas, 156kW/371Nm; 4.0L/6-cylinder Turbo, 270kW/533Nm; 5.4L/V8, 290kW/520NmTransmission: 5-speed auto (XT, G6; optional XR6); 6-speed auto (G6E, G6E turbo; optional XT, XR6, X8, G6); 6-speed manual (XR6 Turbo, XR8)Economy: 10.5L/100km (XT, G6), 10.1L/100km (XR6, G6E), 11.7L/100km (XR6 Turbo, G6E Turbo), 14L/100km (XR8 opt 6-speed auto)  

It will provide a base model XT without curtain airbags for the crucial ANCAP “pole” test.The side-impact pole test is voluntary but no new car can be awarded a maximum five star rating unless it passes. Holden and Toyota have so far declined to offer a Commodore or Aurion respectively for a pole test.Even before the critical new FG Falcon goes on sale Ford has already come under fire in some quarters for failing to match arch-rival Holden and make curtain airbags standard across the new model range.“We have designed a vehicle for real world perrformance, not for features or for marketing,” Ford Australia boss Bill Osborne said at the first Australian drive of the all-new FG range this week. “What matters is the performance of the vehicle and the performance of this vehicle in its standard form is that it it one of the safest in the market. I say that without reservation.”Osborne said the decision to volunteer a vehicle for the pole test had been made some time ago and needed only to be ratified by Ford's safety assessment committee in the United States.“It is going to happen, you can be sure of that,” Osborne said.“We are not going to speculate on our NCAP performance but what I can tell you is that this vehicle is one of the safest on the road in real world terms and you can tell from the quality and the depth of the engineering that we can back that up.“If you want to compare vehicles for safety perfomance you need to know the actual crash test deformation data and all those things _ you can't do it by comparing features lists.”Holden's recent decision to make curtain airbags standard across the Commodore range almost certainly took Ford by surprise, coming as it did after the Blue Oval had released specification levels for the new model. Ford has made the curtain bags standard on the higher level moels but left the key safety feature as a $300 option on the base models.“It is not a flaw in the planning,” Osborne said. “A flaw would have been if the work had not been done to make the curtain bags available. That work has been done and this (making curtain bags standard) is a very simple thing to fix if we so desire.”Ford's claims that the FG underwent he most comprehensive safety engineering program ever for a Falcon is supported by an impressive list of crash tests _ both real and computer simulated _ going back as far as two years before the first “real” FG was ever built.“The design and simulation testing for this car was unprecedented,” Adam Frost, Ford Australia's chief engineer for virtual safety said. “Using the super computers at (Ford hedquarters) Dearborn (Michigan) we were able to run the most complex crash simulations and repeat them for multiple design testing.”Frost said a typical four-hour simulation on the super computers would take as long as 18 months to run on a typical home computer.“We were able to run some 5000 simulated crashes.”During development of the FG 90 full vehicle crashes were conducted utilising the world-leading crash laboratories of Ford in Dearbon and Volvo in Gothenburg.Key developments in the FG safety program were the use of four grades of high strength steel, including ultra-high strength Boron in side intrusion protection; optimised load paths to shift crash energy around the passenger cell; a deformation by design structure with predetermined deformation points; a rigid occupant safety cell and the intelligent crash sensing system.The sensing system is built around a series of sensors in the front and side of the vehicle linked to a central crash computer fully protected in the centre of the car with its own sealed power supply. The computer tastes sensor input 4000 times a second with the senors capable of reading the possibility of an impact from little more than the pressure wave of an object about to hit the car.Within 1 millisecond the crash computer is alerted and by 7.5 milliseconds it has assessed the probable severity of the impact and begun taking assertive action by inflating the airbags. At 70 milliseconds the computer unlocks the doors _ and all of this before the driver is even aware of the accident. That awareness comes at around 150 milliseconds by which time all of the passive safety functions _ primarily airbags and seatbelts _ have done their job.First drive of the new FG Falcon: Carsguide tomorrow.