BusinessGreen reports that Ricardo, Land Rover, mapmaker Ordnance Survey, mobile giant Orange and the UK's Transport Research Laboratory have banded together to develop the "rCube control system." In theory, the bolt-in computer will combine the [now] familiar real time traffic data with automatic control over a hybrid's engine, batteries, throttle and brakes. Say what? "If you are approaching a junction or a traffic jam and have to stop, the control system will optimise the deceleration to limit how hard you have to brake and maximise the amount of energy that is captured and used to recharge the battery," explains Tom Robinson, senior product group manager for control and electronics at Ricardo. "It means that you get a smoother ride and lower emissions." The scarily-named "Sentience project" promises a prototype rCube-equipped Ford Escape Hybrid by the summer. So… what's hybridless lame duck Land Rover got to do with any of this? And why can't they just teach people to go easy on the gas and the brakes?

As Canada struggles to hammer out a trade agreement with South Korea, the automotive trade imbalance has taken center stage. And no wonder. According to the Canadian Auto Workers, South Korea imported fewer than 500 Canada-made vehicles last year– as compared to the 200k Korean cars sold in Canada during the same period. In total, South Korean only welcomed 43,492 imported autos in '06. And for "good" reason. Although that meager total accounts for just four percent of South Korea's total new car sales, Chosun reports that it also represents a 32 percent increase over the previous year. And that's got South Korea worried. "Considering that Hyundai Motor's growth rate for the same period was 9.6 percent and Kia's was just 2.5 percent, the imported car sector's growth is alarming." At the same time, the types of cars entering the Republic has changed, from the early imported luxobarges to today's wider range of mass market motors. Honda, in particular, is kicking ass, doubling its sales. And here's the kicker: Toyota ain't even in the game yet. Meanwhile, one wonders what GM's take is on all this, as it has a large manufacturing bases in both Canada AND South Korea. GM's Daewoo brand currently owns about 30 percent of its domestic market. [thanks to starlightmica for the link]

Rumors of BMW's Lexus-rivaling eight-speed automatic transmission surfaced over a year ago. Since then, the electronic grapevines have been quiet, leading some to suspect the octo-cog-swapper was merely vaporware. But rest assured, it's the real deal; it's in testing now. The blokes over at AutoExpress [UK] snagged some serious seat time in BMW's upcoming X6. The German automaker's crossover coupe thingamajig does, in fact, feature an eight gear slushbox. It's not totally clear why BMW is developing both this eight-speed auto AND a 7-speed dual clutch gearbox (soon to be slotted into the new M3), especially when the DSG transmission has "wave of the future" written all over it. Still, we'll never complain about more choice in transmissions. Or gears. But it's strange to think of downshifting into seventh.

That's not exactly how Reuters spins the news that GM and its mandatory Chinese partner (Shanghai Automotive Industry Corp) have announced plans to build a hybrid vehicle in China by next year's Olympics. But you gotta give Reuters credit for sensing that selling hybrids to the Chinese market is what the Brits call a "non-starter." "Demand for hybrids is negligible in China, where fuel economy figures little in consumers' purchasing decisions,' reporter Chang-Ran Kim writes. "Hybrid cars are also expensive since the government offers no incentives on their purchase. Toyota Motor Corp is currently the only carmaker that builds a hybrid car in China. It sold just 2,000 of the Prius hybrid last year." Although the scribe reckons the Chinese hybrid is a part of GM's wider greenwashing campaign, what's the bet those Chinese-made hybrid powertrains find their way into GM's other markets? 

Reuters seems to think so. "Seven years ago, Ford in Brazil looked a lot like it does today in the United States. It was losing so much money and market share that executives at headquarters in Michigan were seriously considering pulling out of South America altogether." And now? "Today, Brazil is Ford's biggest success story, helping to offset hefty losses in North America. Ford Brazil has doubled its market share to 12 percent, racked up 15 straight quarterly profits, and is now scrambling to keep up with red-hot demand for its cars and trucks." OK, you got our attention. So what's the recipe for success? A cheap SUV, that "rising tide lifts all boats" deal (Brazil's economy is go!), job cuts and a new, highly efficient, low-cost, supplier friendly manufacturing complex in Bahia. And there you have it. What's next for FoMoCo's turnaround poster child? Not much. Which is not good. "Some of Ford's rivals, however, are rolling out new models at a faster pace. That has some analysts wondering if Ford is playing it too safe in Brazil now that the turnaround is over." Hmm. I'm thinking that this situation reminds me of Ford's '90's-era Explorer-related success. Which would make Ford of North America Ford of Brazil's template for success. Uh-oh.

As it currently stands, automakers selling fewer than 10k cars in the U.S. hold a "get out of Corporate Average Fuel Economy (CAFE) standards" free card. As Automotive News [AN, sub] reports, the German automaker that sold 32,447 vehicles stateside last year is busy lobbying the feds to raise the exemption's limit to 64k cars. If Porsche's new, full-time lobbyist "convinces" legislators to widen the loophole, the Sultans of Stuttgart will instantly add $4.6m to their annual U.S. bottom line (the amount of CAFE fines they paid last year), protect their current model line-up (obviating the need to try to sell higher mileage vehicles), protect their current model line's power output (same again) and lower their technology costs (needed to meet the new higher standards). When asked about the move in consideration of the fact that "small" Porsche is about to take over mighty VW, Spokesman Tony Fouladpour simply issued the above headline. The rest of the industry isn't quite so taciturn. "Barbara Nocera, director of government and public affairs for Mazda North American Operations, warned that the redefinition would enable new entrants — such as automakers from China and India — to get a foothold in the United States." The Porsche loophole would also help Land Rover and Jaguar, immediately and dramatically increasing their value to potential buyers.  

According to a study by Monash University Accident Research Centre, silver vehicles are 10 percent more likely to crash than their white counterparts. While black vehicles are even more hazardous to one’s vehicular health– accident rates are 12 percent higher than white cars'– the Aussie researchers are particularly keen to diss silver. One-third of new vehicles sold Down Under sport this hazardous hue. Dr. Stuart Newstead attributes the bent silver fenders to the color’s low contrast, particularly in fading light and cloudy conditions. Newstead recommends using headlights or daytime running lights to improve visibility. Better still, buy a white car. Representatives from the Oakland Raiders and BMW designer Chris “Axles of White Power” Bangle were unavailable for comment.

Last September, German public TV aired a documentary about the Quandt family, the secretive clan that owns 46.6 percent of BMW. The film revealed that Günther Quandt had used slave laborers during WWII and convinced Nazi contacts to send a Belgian competitor to a concentration camp (after he refused to sell his company to Quandt). Responding to the first screening, the Quandt family said they were "profoundly touched" by the movie and  promised to employ a historian to examine the family's history during the Third Reich. Spiegel reports that a re-screening last Thursday contains new material. Quandt biographer Rüdiger Jungbluth noted that no family member has ever apologized to the few remaining victims of Quandt's wartime labor camps. Carl-Adolf Soerensen, a former Danish resistance fighter, watched most of his 40 comrades perish at a Quandt factory. Soerensen said it would be easier to die in peace if the Quandts offered some words of regret. "The one time we tried to contact the heirs of Quandt, they were extremely arrogant. And since them, we  have heard nothing but silence. They have not even acknowledged that  their companies employed slave laborers… I don't need a historian to tell me what happened. Neither do the Quandts. I can meet them and show them what happened in their factory."

Responding to mounting calls for action to stem South Africa's horrific road carnage, the government has decided to crack down on motorists who fail to pay their fines. The Times reports that only 20 percent of the Republic's 180k motorists fined each month pay their penalty. The government will now go all out to get the money: blacklisting miscreants' credit, seizing scofflaws' "movable" assets after 30 days and/or suspending their license. The Republic of South Africa (RSA) will also spend R72m to computerize collection, including hand-held computers. Transport Department Spokesperson Collen Msibi– last seen denying reports that 80 percent of RSA's vehicles were unsafe to drive and promising a crackdown against testing station corruption— justified the move as necessary to road safety. “Habitual offenders make our roads unsafe and they need to start complying with the rules. This is why such harsh measures were considered." While cynical observers might see the move as a simple cash grab (that opens the floodgates to yet more corruption), this may be an example where government greed and public interest intersect. Given that the RSA has the world's second worst road safety record (after Botswana), something is better than nothing. 

Speaking to Automobilwoche, consultants A.T. Kearney predict that Ultra-Low-Cost cars (ULCC) will be the industry's next Next Big Thing. We're talking simple, robust, safe, easy to repair vehicles costing between $2500 and $5k. Kearney reckons the cars will find favor with millions of middle class buyers. In 2005, Indian had about 391m inhabitants who could afford a ULCC. The number will grow to 628 million by 2020. Companies such as Tata, Mahindra & Mahindra or Maruti are chasing the dream of 24 percent yearly growth rates. Meanwhile, the LCC (Low Cost Car) market is already booming. Production of the Renault/Nissan/Dacia's €8k Logan is expanding to South Africa. And just in case you take a dim not-to-say Freidman-esque view of third world auto emissions, a tuned version of the Logan won second place at the yearly Challenge Bibendum. A diesel Logan bettered 72 other entrants by logging a parsimonious 2.72L/100km (86.5 mpg).

Just in time for Thanksgiving, Ford invited its forgotten domestic offerings for a feast of promises and not much else.  Car and Driver reports that Ford's Mark Fields won't send Mercury home hungry, but "we have higher aspirations for Lincoln." So Mercury still sucks and Lincoln will suck less. Even better, freshly-minted marketing maven Jim Farley reached higher by saying Lincoln must "take advantage of new overseas markets in countries such as China, India, Russia, and in the Middle East." With what? An old Volvo chassis and no V8 engine? But wait, there's less! Ford invited their red-headed stepchild for dinner, proclaiming the long-dead SVT brand is still part of the family. Note to Dearborn: the proof is in the pudding and we're still hungry. Happy Thanksgiving!

GM's new contract with the United Auto Workers (UAW) was sold to all and sundry as a necessary step to protect U.S. jobs. Meanwhile, GM continues to send jobs overseas. The Times of India reports that GM's set to triple parts production on the subcontinent, ramping-up to $1b worth over the next three years. The Indian-made bits and pieces will head-off for GM products worldwide. GM's President and Managing Director of GM India told reporters in Chennai that GM is currently exporting $300m of parts from India. Karl Slym also revealed that The General was planning to set up a powertrain production facility in country. It's not clear if the engines would find homes abroad. That could depend on the success of the Chevrolet Captiva SUV in the Indian market. In an echo of GM's Opel becomes Saturn Astra U.S. strategy, GM will begin by importing the Captiva from Korea. If it's a hit, they'll shift to local production. 

The United Nannies Nations has decided that all new European trucks and "tourist coaches" must be fitted with electronic stability control (ESC) to reduce the carnage on European roadways. A press release from a meeting which took place in Geneva last week states ESC in these vehicles "could ultimately save over 500 deaths and 2500 serious injuries per year in the European Union." Under the agreement, which the EU plans to enforce, ESC will be required on heavy vehicles approved under Regulation 13 of the UN Economic Commission for Europe. Reg 13 (fitting number, by the way) is "a braking regulation widely accepted not only in Europe but also in many other parts of the world." The requirements for heavy vehicles will be phased in by 2010, with agreement on requirements for light vehicles expected in 2008 "by means of a global harmonised regulation on light vehicle control." Now let's all join hands and sing "Kum-bah-ya" as we relinquish control of our vehicles to those who want total control of our lives know what's best for us.

Of course, they kinda have to, as the Maranello Mob don't have "get out of global warming free" card to hand the European Union when new CO2 regs come into force. As Reuters reports, the semi-democratic bureaucrats in the European Union (EU) are preparing legislation that will require manufacturers' fleets to average 120 grams of CO2 per km by 2012. And so Ferrari's GM has announced his employer's intention to reduce their bella machinas' CO2 production by 40 percent by the EU deadline. "We have to face the challenge of reducing consumption but not affecting the performance of the car," Amedeo Felisa told Reuters in Frankfurt. "Otherwise we move [away] from our position in the market and we do not want to do that." Felisa also took the opportunity to remind the world that the integrity of the Earth's polar ice caps doesn't depend on the CO2 levels emitted by Ferrari's 6k annual production run. "Our volumes will not … affect the environment," he said, piercingly glimpsing the obvious. And anyway, improving mpg with high-tech, lightweight materials shouldn't be that hard for Ferrari, an automaker whose products are not exactly what you'd call "price sensitive."  

iAfrica reports that DaimlerChrysler [sic] has sent its first shipment of South Africa-made Mercedes C-Class sedans to the U.S. Some 380 left-hand drive Mercs left the Republic's East London manufacturing plant on Thursday and hopped a boat for Baltimore, Jacksonville and Long Beach. The automaker will repeat the process every two weeks for the foreseeable future, devoting 70 percent of the plant's capacity to servicing the U.S. market. Will the Merc's prestige boost South Africa's image as a major manufacturing center for the German carmaker and others? Not surprisingly, the local pols are saying amen to that. "The mere fact that we are exporting internationally means that we are now on the international map," said Buffalo City municipal spokesperson Darby Gounden "However, the manufacturing of the C-class gives us in the region an opportunity to improve confidence and our image in world markets." As for U.S. consumer acceptance of South African-built C-Class sedans, if they buy 'Bama Benzes… In fact, African American and other politically-minded buyers might see it as a genuine plus.