Articles by Kevin Hepworth

...when the emission-free city cars start arriving early next year.Mitsubishi Australia President and CEO Robert McEniry says that while numbers of the iMiev will initially be heavily restricted and expensive the company has scheduled a rollout that will start with loans to companies and governments and move to leasing arrangements by the end of next year."We have identified some high-profile companies and authorities that are keen to utilise the electric technology and for that high visibility market the cars will initially be loaned for short terms but by the end of the year we would expect to have a number out on lease arrangements," McEniry says.McEniry says that as production increases and unit costs fall there will be greater and greater opportunities for people to access the iMiev. "There is no doubt that within a relatively short time it will become far more affordable for the average private buyers." "We are continuing our deliberations with our parent company to make sure we grab some,” McEniry says. "They are very, very keen to support us and while it may be very difficult to get them into Australia this year to meet my own schedule, at the very latest it will be the first quarter of next year and then we will be part of the production schedule from then on. "I guess one of our stated objectives was to be the first to be in Australia with an electric car ... and I think we will achieve that."On a more immediate front McEniry is bullish about Australia's new car sales fighting back as the bite of the global financial crisis begins to ease and consumer confidence grows.While conceding that it may be a while before the record 1,000,000 market numbers of the past couple of years are revisited, McEniry says that early 2009 predictions of an 800,000 year are going to prove pessimistic."At the beginning of the year you probably heard us talking about 820,00 annualised for the first half of the year and 850 (thousand) annualised for the second half of the year,” McEniry says. "Our forecast of the market now is around 900,000 and our own sales will be a lot closer to last year's 59,000 than we were predicting."Such has been Mitsubishi's financial revival since closing its production facilities in Australia and moving to an importer status, McEniry believes the company would be an attractive target for a takeover if it were publicly listed."We have cash in the bank, a strong business with growth and good assets ... oh yes, we would be a very attractive takeover target right now."We have done a lot of work in restructuring the company and eliminating costs, rationalising our product lines — in terms of product lines and the products themselves. Inventories have been reduced significantly, the company itself is becoming right-sized and we are instigating a very customer-centric culture."We are getting improved profitability, improved liquidity and improved net worth month on month. So we are really starting to strenthen. Importantly for us, when we look at our product portfolio our products are all in the growth segments of the market and the products we will be introducing over the next 12 months or so — Challenger and another one (a sub-compact SUV) — just reinforces our products in the growth segment."The Challenger SUV will be rushed into the market in November so dealers can take advantage of the government's 50 per cent incentive bonus which expires at the end of December.And in a lightly-veiled reference to the demise of the company's ill-starred 380 large sedan, McEniry said that part of the company's success came from the segments they were not competing in. "We consider ourselves somewhat fortunate that we are not in the declining segments any more."

And Australian motorists are wasting millions of dollars a year pumping high performance fuels into cars which gain no benefit from the high-profile, high-priced products. “The oil companies have for years encouraged the view that there is performance benefit in using a higher octane fuel because they sell the premium fuel as a premium product at a premium price,” warns NRMA vehicle specialist Jack Haley. “Run a Commodore or Falcon or any car designed to run on 91 RON fuel on anything higher and you are just wasting money on octane. There is no advantage of power output simply by putting a higher octane fuel in unless the vehicle is designed to take advantage of it.” Contrary to widely-held belief, the Research Octane Number (RON) of a fuel is not an indication of power density and does not indicate greater performance potential says Haley. “It is to do with the chemical makeup of the fuel,” Haley explains. “There are over 100 different hydrocarbons in petrol and by changing the proportion of those different components (during refining) you can change the RON. That has nothing to do with power output, it is entirely the resistance of the fuel to knocking (rough engine running or pinging). “Most of the vehicles coming out of Europe are designed for 95 RON because that is what they settled on as their standard octane. Some of those will run on 91 RON with some loss of power, but some won't and those engines will `ping'. If you keep putting too low an octane fuel in those cars for a long time then it can lead to long-term engine damage. “The rule of thumb is one per cent per octane number, so if you go from 98 to 95 in a vehicle designed to run on 98 RON you will lose about 3 per cent of your power output or increase your fuel consumption by 3 per cent. However, if you use 98 RON fuel in a car designed to run on 95 there will be no benefit in power output or fuel efficiency.” The growing availability of E10 fuel (a 10 per cent ethanol blend with basic unleaded fuel) is adding to the confusion and threatening the warranties of many who regularly us the cheaper fuel in high-end engines. "Ethanol just adds another level of complexity to the issue," Haley says. "The E10 fuels do have a higher octane rating but it is generally around 93 or 94 which is perfectly suitable for most cars that run on regular unleaded but still not high enough for most European engines.” The biggest danger is that the majority of those cars requiring the higher octane premium fuels carry a claim to be ‘E10 compatible’ or ‘E10 Suitable’, a claim supported by the fuel companies using a list of ‘compatible’ models issued by the Federal Chamber of Automotive Industries, the car industry's peak manufacturer body. The compatibility claim for those cars requiring 95 or 98 RON fuel appears to be based on the fact that the engines will indeed run on E10 fuel but not to an optimum level and not without risk of damage which may not be covered by warranty. "The engines in our cars are E10 compatible in that they will run on the fuel but we do not recommend it," VW's Karl Gheling says. "The owners handbook recommends minimum 95 RON fuel and that is what the warranty is based on. "The E10 fuel currently available in Australia is not of a RON number recommended for our engines, but that is not to say a premium blend E10 will not be available in the future." Mercedes-Benz spokesman David McCarthy says the E10 compatibility for engines rated at 95 and 98 RON should be regarded in the same light as a space-saver spare tyre. "It will get you out of a hole in an emergency situation but you can not run them long-term. Certainly the cars will run on it to get you to the next fuel station but it shouldn't be used on a regular basis."

The $39,400 Arctic Pearl D-Max crew cab adds Bluetooth among the $5700 worth of extras over the standard D-Max LS 4x2 and LS-U 4x4 crew utes on which it is based (for a price rise of $3000).But despite Isuzu sponsoring national road safety initiative Fatality Free Friday with two signwritten utes, the company has baulked at providing the safety of Bluetooth as standard across the fleet.Faality Free spokesman Gary Rig says using any phone in a car is dangerous and should be banned. "However, Bluetooth would be a step in the right direction," he says.Isuzu Ute Australia marketing general manager Richard Power said making Bluetooth standard is a cost issue. "The Arctic Pearl limited edition ute is the first with standard fitting and we will review it," he says.Apart from the pearlescent paint, the Arctic Pearl D-Max includes flared wheel arch, lockable hard tonneau cover, badging, chrome sports bar with LED brake lights, and more chrome on the bonnet, front and rear. Inside is the Bluetooth connectivity, monogrammed carpet mats and a heavy rubber mat on the tub floor.Isuzu CEO Hitoshi Kono says Isuzu Ute Australia is the smallest and youngest branch of the company, having started from scratch on October 10 last year. "We built a small boat and sailed into a storm but we survived the most difficult time in the whole century; not only survived but the numbers — while not really big — are gradually increasing," he said. "In the first month we sold 50 which was a humble start. "But we have no intention of staying a small player. Our expectations are of skyrocketing high."He expects to exceed their target of 2900 sales this year by about 200. "Next year we are targeting 5000 but we think we will do better than that," Vuko said. "This is not some artificial numner. It is achievable."Sales and dealer operations general manager Paul Vuko said D-Max had sold 339 in September which was even higher than June which was a peak month for the industry. "We started with 0.5 per cent (one-tonne ute) market share and peaked at 4.2 per cent in August and now have 3.7 per cent," he said.The one-tonne ute market is biggest in Queensland with 30.2 per cent of the market, followed by NSW (26.4 per cent), Victoria (19.4), Western Australia (12.5), South Australia (6.2), Tasmania (2.7), Northern Territory (1.6) and ACT (1.1).Isuzu started with 38 dealers nationally and now has 62 dealers with seven approved satellite outlets (ASO). Vuko says they expect to boost that next year to 70 dealers and 20 ASOs, adding five of each over the following two years. "We are limiting the number of dealers so we allow them to make a decent profit," he said.Queensland has 14 dealers, NSW 17, Victoria 11 and Western Austalia 11, South Australia four, Tasmania three, NT two and ACT one. "We only have two dealers in Sydney and we are looking at six. That is a market we could really improve," Vuko says.D-Max private sales represent 65 per cent of their business, while fleet was 34 per cent and government 2 per cent. However, the one-tonne ute market has 71 per cent fleet sales, 21 per cent private and 9 per cent government. "So there is a lot of potential in fleet sales for us," Vuko says.D-Max is fourth highest in the private one-tonne ute market behind HiLux, Mazda BT-50 and Holden Colorado. The high percentage of private buyers is also reflected in the high average amount customers spend on accessories.Kono says the average spend on accessories is about $3200. "Nowhere else in the world does the customer spend as much on accessories as in Australia," he says. 

"It goes back to when we were kids," says Phoon, now the proud owner of a pair of the sleek French cars. "There was a family friend who had them and when we went out to dinner or somewhere else when it came time to leave we all used to want to go home in their car."To be honest, I think it was just that they were so different. They were like nothing we had ever seen before."There was to be a considerable hiatus between Phoon's childhood infatuation with the DS and actually getting one into his garage, but when push came to shove there was really only one car fate was going to send the way of the 43-year-old accountant."It was really quite a strange thing. In 2005 I decided I needed a hobby and I actually started looking for a Mini as that is what I learned to drive in. While cruising the net the Citroens started popping up ... that was that. I never actually went to look at a Mini."The car Phoon settled on was a 1974 DS23 non-Pallas automatic with airconditioning. "It is pretty asthmatic, to say the least, especially when you put the air-conditioning on, but the really funny thing is that if I had been buying it in 1974 it is probably exactly the specification I would have wanted."Phoon says that after finding the car it became a full-on obsession. "Within six months of getting the first car I had just gone completely nuts," Phoon says. "I went to Paris with a load of other Australian Citroen owners, joined the 50th birthday celebrations (for the DS in 2005), took part in the rally ... it was just fantastic."Having paid $15,000 for the car and spent, by his own estimation, a further $25,000 on lavishing anything on it that it needed, there came a point when there was nothing left to improve."I had done everything I could on the Blue car ... everything it needed it got. There was nothing left to fiddle with and I needed a project. That is when I got the second car in May."This time it was a 1972 DS21 Pallas fuel injected 5-speed manual.The DS was the result of an 18-year development program that culminated with the unveiling of the DS19 at the 1955 Paris Motor Show. On the first day more than 12,000 orders were taken and the DS's place in automotive folklore was assured.What really set the DS apart in its day and for some considerable time after was a raft of innovative safety and comfort features such as the hydropneumatic suspension, directional (swiveling) headlights, the single-spoke steering wheel, front disc brakes and differing front and rear track widths.At its peak, the Citroen DS was made in France, Britain, Australia, South Africa and the former Yugoslavia. A total of almost 1.5 million cars were made during its 20-year life with a peak of 103,633 sales in 1970."They are fascinating cars. Aesthetically, you can just sit and stare at them for hours and technically they have as much to give as you are willing to explore and then some," Phoon says. "They are really a car that rewards somebody who wants to put a lot into it."While there are only about 1000 registered Citroen DS left in Australia, Phoon says restoring and maintaining one is not a difficult task. "That is actually very easy. The Dutch are the biggest enthusiasts in the world and they have factories that reproduce just about anything you could want."It is also a huge advantage to be a member of the Citroen club. That is where you learn things and on the tech days there is always somebody leaning over your shoulder ready to offer advice."Citroen DS Years made: 1955-1975Number made: 1,455,746Price when new: approx $8000 (1974 DS23) Price now: $20-25,000 (concourse) 

"In the current economic climate everybody is looking for better value for money without compromise," Mitsubishi Australia president and CEO Robert McEniry says. "The new Lancer line-up lets our customers have this without breaking the bank." The Lancer range, which accounted for almost half of all sales for the triple-diamond brand last month, has been freshened with some minor exterior style changes, more extensive interior freshening and a limited edition RX model (from $21,990) with unique badging and wheel designs to sit beside the entry ES cars. Across-the-range changes include a new-look instrument cluster, improved ETACS (Electronic Total Automobile Control), synchronised windscreen washers, and premium VRX-style tail lamps as standard on all variants. The ES also gets extra storage with a floor console box and the availability of optional side and curtain airbags. Exterior changes to the mid-range VR model include a new chrome upper grille, and alloy wheel design while NVH has been improved with the inclusion of an insulated front windscreen to cut down on road noise. The high-end Rockford Fosgate audio system is also available as an option. The VRX and Aspire also win the sound-deadening windscreen and the premium audi system as standard. ES, RX, VR, VRX and Ralliart models are available with a sedan or Sportback body, with the premium Aspire offered solely as a sedan.

As large car sales continue to fall, GM Holden has produced what it hopes is a life support system for at least one.Holden's answer to the malaise that has afflicted the Commodore and its ilk (annual sales for the segment have fallen by more than 100,000 in the past decade) is the promise of better performance and better economy from a pair of high-tech engines."With my marketing hat still on it is a happy day when the engineers can come to you with the offer of better performance and better fuel economy ... that is win-win," GM Holden's newly-installed Chairman and Managing Director Alan Batey says."I really believe people still want the size of a Commodore, but they also want the economic advantages they perceive in smaller engines and cars. This technology offers an answer for those customers."For the first time Holden will offer a pair of V6 engines coupled to a new 6-speed automatic in its locally manufactured models with the 3-litre finding a home in the Omega and Berlina sedan and sportwagon models while the rest of the Commodore range will come with the 3.6-litre. Prices will rise by $700 for the 3-litre models but stay unchanged for all 3.6-litre models.Both engines feature spark ignition direct injection (SIDI), delivering a claimed improvement in fuel economy of up to 13 per cent better economy and up to 14 per cent lower CO2 emissions.Official figures for the Omega 3-litre are 9.3 litres per 100km, down from 10.7L/100km in the superceded model while the SV6 Ute promises the biggest improvement for the 3.6-litre, down 13 per cent to 10.L/100km.The second half of the ‘magic’ equation is that the power output from the 3.6 is up 15kW to 210kW with the 3-litre developing 190kW.Holden claims savings of up to $325 a year are possible for an average driver travelling 20,000km a year while fleet buyers — one of the key targets for the 3-litre car — could double that.While the direct injection technology is at the heart of the economy drive, there are a swag of other modifications that go to improving the Commodore's day-to-day efficiency.A new low rolling resistance tyre from Bridgestone is standard on all 16- and 17-in rims while new tyre compounds result in a weight saving of around 2kg a corner; idle speed for the 3.6 has been reduced by 50rpm below that of the standard Alloytec engine; a lighter high-efficiency alternator reduces generator loading; regulated voltage control allows greater use of the battery through closer monitoring of charge and lowering demand on the generator; and deceleration fuel cut where fuel is sequentially cut off to each cylinder when the car is coasting and then reinstated when required.What it all adds up to on the road is the potential, if the driver applies a little application and concentration, for appreciable savings without going to unrealistic lengths.On the launch drive — albeit with targeted application in a fuel efficiency competition — the SIDI Commodore (this, according to Holden, is not a VEII) returned some quite remarkable figures. The 3L claimed a 6.4L/100km efficiency in a 100km run at an average speed of 72km/h while the 3.6 was capable of well below any official sticker figure with a best of 7.2 under similar conditions.They were not entirely real world but neither were they achieved with air-conditioning off, side mirrors folded and engine switched off on downhill cruises.Apart from what is going on under the skin there is precious little about the Model Year 2010 Commodore that will set it apart from its less efficient forebears. A couple of SIDI badges and that's your lot.The biggest endorsement of Holden's strategy is the manner in which the 3-litre cars perform. Apart from a little less urgency under the right foot and if you are driving the smaller engine in search of efficiency that shouldn't be an issue there is little to set the cars apart from the rest of the range.The new six-speed gearbox has been calibrated to provide a perfectly adequate launch feel and near to seamless changes. Across the Commodore range one of the engineering targets was improved noise and vibration and while it is not earth-shattering there are definite steps in the right direction.The use of the new low-RR tyres instigated a change to the rear suspension with cross axis ball joints installed, improving stability and on-centre feel. The suspension changes have also been implemented on models that come standard with 18 and 19-inch rims for which the new tyres are not available.The most immediately noticeable difference between the 3L and 3.6L cars is in the steering and front-end feel where the reduced engine mass and smaller, more highly inflated tyre package give a more nimble impression.

It's the biggest toy in the Land Rover playpen ... and it remains one of the favourites almost 40 years after the badge was first displayed. Range Rover, in this case the range-topping Vogue collection, was the first of the luxury off-roaders and remains the leader of the pack for those wanting to mix the good things in life with the ability to take them absolutely anywhere."This is a considerable step forward for what is already regarded as one of the world's most complete luxury vehicles," Land Rover managing director Phil Popham says. "New engines deliver formidable power, efficiency and refinement while the new technologies are world first."Variants and pricing The Vogue is not going to come cheap to Australia — but then, it never has. The $155,000 entry level model is powered by the carry-over 3.6-litre V8 turbo diesel with 200kW and 640Nm while the mid-specced Luxury version of the same engine package is $179,500 and the fully-trimmed Autobiography will set you back $208,900.Step up to the petrol models with the all-new 5-litre V8 and the 276kW and 510Nm naturally-aspirated version in ‘basic’ trim is $158,000. Sitting at the top of the tree is the full-fruit supercharged Autobiography version of the same engine with 375kW and 625Nm for $229,500. That is a $16,800 rise over the outgoing supercharged model with its ageing 4.2-litre V8."The supercharged engine (as already seen in the Jaguar) is one of the most efficient in its class," says Malcolm Sandford, engine group chief engineer. "As well as stunning top-end performance these engines deliver the low-end flexibility essential for real-world driving."EquipmentRange Rovers have always brought an impressive level of specification to the table and the new models are no exception. Even in the most basic trim the cars boast 6-speed automatic driving the permanent FWD through electronic centre differential with low range, cruise control, hill descent control, terrain response, air suspension, 19-inch alloys, full-size spare, nine airbags and an absolute grab-bag of electronic stability programs including EBD, all-terrain ABS, dynamic stability control, corner braking control, roll stability, trailer assist stability and understeer control logic.Add to that a sunroof, rain-sensing wipers, rear-view camera, bi-Xenon lights, parking assist front and rear, full towing preparation, filtered climate control, power seats, leather trim, an LCD virtual instrument panel, 11-speaker Harmon Kardon audio system, navigation, Bluetooth and USB and iPod interface and the mix is already rich.For the mid-spec Luxury there are 20-inch alloys, Oxford leather seats with heating and cooling on the front and heating for the rear passengers, heated steering wheel, a Logic 7 14-speaker sound system and rear-seat DVD.Step up to the Autobiography and the fare includes adaptive dynamics, electronic rear differential, a five-camera surround view system, automatic high beam dimming, upgraded leather seats, full leather facia and headliner and dual-view display screen.The screen, also available as a $1200 option for the Luxury, is a truly impressive bit of breakthrough technology. Claimed to be a world automotive first the screen allows a different view to the driver than to the passenger — looking from one side all the driver will see is the navigation or information screen while from the passenger side a movie can be watched. There are some surprising omissions from standard fit in the Autobiography including four-zone climate control ($3390), adaptive cruise control ($5300) and, most surprisingly, metallic paint ($1800).DrivingWith the new engines, some major engineering improvements to the platform, an upgrade for the brakes and the refresh of the cabin and exterior Range Rover has brought up to date a model that was last re-styled in 2002 while most of its key competitors — BMW's X5, the Lexus LX570, Porsche Cayenne and the Mercedes ML — have all brushed up their act far more recently.Range Rover's engineers have been busy with some clever technology, including the adaptive dynamics system which claims to be predictive in delivering better ride quality and superior body control through damper pressure sampling 500 times a second.Does it work? There is certainly a more relaxed feel about the big Rangie on the open road. Body roll has been reduced and while it is impossible to hide the fact that this a very large vehicle at 2.7-tonnes it is dynamically much closer to the very roadworthy X5 than previously. It is a no-contest for the engines. The supercharged is a stunning thing and its ability to get the big Rangie off the line and racing at the horizon is little short of breathtaking.Yet, it is off the tarmac that Range Rover still leaves the majority of its competitors wallowing. The one exception may be the LX570 based off the very capable LandCruiser 200 series, but even there it is a close-run thing.During a drive around the Land Rover Experience headquarters at Eastnor Castle the diesel Rangie, on road tyres, made light work of mud slurry, slippery climbs and steep descents and even distinguished itself with a rock crawl obstacle that would have had more than a few ‘serious’ off-roaders blushing.Most of the Range Rovers sold in Australia are — like the majority of large 4WDs — going to spend the vast majority of their time standing out in city traffic. Where the Rangie differs from a host of rivals is that should you wish to head into wilds it has the capability to take you there and, more importantly, get you home.Range Rover Vogue Price: from $155,000 to $229,500Engines: 3.6L/V8 turbo diesel 200kW/640Nm; 5L/V8 276kW/510Nm; 5L/V8 375kW/625NmTransmission: 6-speed automatic, constant 4WD, low-range transfer boxEconomy: 11.lL/100km (diesel), 14L/100km (V8), 14.9L/100km (V8 S/C) combined cycle.

Holden has already announced its plans to have E85 ethanol compliant engines across the Commodore range by next year but it is the behind-the-scenes work that could yet bring the biggest benefits for the company. "We are working hard for E85 ... and that is not just in regard to the engines themselves," GM Holden boss Alan Batey says. "There is a lot of work going on with suppliers and distributors to ensure that when the cars are available the fuel will be as well. We are leading that particular struggle and it is looking promising." While not prepared to name any potential E85 partners, Batey did concede that Holden's involvement in the Ethanol program could be far more integrated than simply supplying end-user engines. "Is it possible we could have an upstream involvement in E85? That's a good question and certainly one we have asked ourselves," Batey says. "It's not something I am going to comment on now, but there are possibilities." Part of that involvement is likely to come out of Holden's involvement with General Motors-backed US biofuel company Coskata and a consortium of Australian companies wanting to establish an ethanol plant in Australia. GM Holden's director of energy and environment, Richard Marshall, says ethanol is an important plank in the company's overall fuel efficiency strategy. "We are responding to today's energy challenges by looking at a range of technologies and alternative fuels to reduce our dependence on foreign oil," Marshall says. "The 2008 World Energy Outlook describes the issue of declining oil supply very well. "It shows that demand for oil will reach 104 million barrels per day in 2030, meaning there will be a need for a further 64 million barrels a day to meet that demand. That is six times the current capacity of Saudi Arabia which requires $13 trillion in new investment." Marshall says an integrated fuel strategy is critical to the issue, a strategy that crosses the new spark ignition direct injection technology in Commodore, greater development of LPG, diesel and compressed natural gas as well as renewable sources like ethanol. "E85 is a clean burning renewable fuel that can be made from household garbage," Marshall explains. "Think of the Back To The Future movie where at the end of the film they fuelled the DeLorean time machine using banana skins. "Well, the science may be different but the principle is not. We are talking about using household rubbish to make fuel. "It is certainly exciting when you consider locally made ethanol could displace out use of petrol by up to 30 per cent and reduce Co2 emission by up to 86 per cent."  

"This is the first time a curtain airbag has been offered in a utility in Australia and it will be standard across the entire ute range," Steve Curtis, GM Holden's manager for vehicle structure and safety says. "That's a total of six airbags in every ute ... the first light commercial in Australia to offer six airbags standard across the range."Curtis wouldn't speculate on what the inclusion of the extra bags would mean for the utes' safety rating but it is understood that Holden is confident of a five-star rating when cars are tested by the ANCAP laboritories in the next couple of weeks. That would give the Commodore VE a full-range maximum five-star safety rating."We have an expectation of an outcome ... a good outcome, but it not something we predict publicly," Holden's director of marketing, Philip Brook, says. "The utes will be tested soon and that is when we will comment."The program for additional side protection in the utes was a two-year commitment for Holden's engineers with teams in Melbourne, Spain and North America involved in the development. "One of the trickier issues was packaging for the curtain airbag," Curtis says. "Given the individual structure of the ute (with the cabin ending at the B-Pillar) positioning the inflator was one of the challenges."While much of the program testing was computer simulated Curtis says that final validation was through real world crash tests to ensure correct calibration of the sensors located in the B-Pillar to recognise the impact and deploy the bag. "In side impacts with poles or other high-fronted vehicles a curtain airbag provides significantly more protection and the probability of occupant survival is considerably increased."Recently Mercedes-Benz were the first to win a five-star rating for a commercial van after adding airbags to its Vito models, however the ute advancement is even more significant given the number sold each year and the widespread use of the ute as a sportscar substitute. 

After months of lobbying by right-hand drive markets around the world — including Australia — Hyundai's head office has caved in to the pressure and will announce that a right-hand drive version of the Genesis Coupe, winner of the North American car of the year, will be made. While nobody within Hyundai is willing to go on the record to confirm the move it is understood that the decision to give a right-hand drive program the go-ahead was made in Korea within the last couple of weeks with an intention of announcing the move either at the Frankfurt Motor Show next month or the Geneva Motor Show in March. Hyundai Motor Company Australia this week declined to offer any comment on the news but is on the record as saying it would take the stylish coupe in a heartbeat as a replacement for the ageing Tiburon. It is believed that production of a right-hand drive Genesis Coupe will begin early in 2011. It would be logical for the program to include the sedan derivative of the Genesis — although there has been no word out of Korea on plans to that effect. A twin-pronged Genesis program would offer Hyundai Australia the opportunity to enter a modern, stylish large family car into the local market as an alternative to the Grandeur, for which there is no confirmed RHD program for the next generation. The sleek Genesis styling was launched just on 18 months ago to rave reviews. But at the time Hyundai was adamant that it was for left-hand drive countries only, predominantly the huge North American and European markets. Demand across the world increased when the Genesis became the first Korean-designed and manufactured car to win North America's hugely prestigious Car Of The Year award at the New York Motor Show late last year. The Genesis, both Coupe and Sedan, came out of the company's California design studio under the stewardship of Joel Piaskowski who is credited as being almost single-handedly responsible for the improved styling language sweeping through the Hyundai model range. Unfortunately for Hyundai, Piaskowski was poached by Mercedes-Benz last December to head up its North American design operation. Widely considered to be the logical replacement for the ageing Tiburon Coupe, the Genesis Coupe takes Hyundai into new territory with its rear-wheel-drive architecture and sports performance. Powering the top end Coupe is an all-aluminium 231kW 3.8-litre DOHC V6, while at the entry level the engine is a 166kW 2.0-litre turbocharged four. The V6 features dual continuously variable valve timing and with 361Nm of torque on tap the car will set behind a 0-100km/h sprint 6.3 seconds. The V6 is mated to a six-speed ZF automatic. A six-speed manual is also available and features a short-stroke shifter, optimised gear ratios and triple cone synchronisers. The optimised chassis makes for dynamic handling and more accurate steering. Dual MacPherson struts control the front and the rear has a five-link set-up. High strength steel gives a stiffer, lighter body structure. Safety fare is likely to include anti-lock brakes, traction control, stability control, six airbags and active headrests.