The new rules are a step forward for child safety in Australia. Some lives will be saved. But how far forward have the new rules taken us? Experts overseas claim Aussie kids remain second-class citizens on road safety - despite the new laws.

Lotta Jakobsson Ph.D., M.Sc., is Volvo Car’s top biomechanist in charge of the company’s accident and injury prevention analysis. We meet in her laboratory in the company’s headquarters in Gothenburg, Sweden. Jakobsson is a world-renowned automotive child safety expert. She claims the new Australian regulations continue to place Aussie kids at unnecessary risk for three reasons: First, the laws mean we will turn our children around so that they’re facing forwards far too early in life. Second, the Australian legislation means children from the age of eight years will sit in adult seats when they should still ride in booster seats until at least age 10 or 11, and third, Australian regulators continue to refuse to allow parents access to the world’s best practise child seat fixation system, called Isofix.

“An adult’s neck is around five times stronger than a three-year-old’s,” says Jakobsson. “An even younger child’s neck is much weaker even than a three-year-old’s. The earlier you turn a young child around, the higher the risk that massive loads on the neck during a crash will cause unsurvivable injuries. I really don’t think it’s a good idea for children under three or four to face forwards in cars.”

Jakobsson says the deceleration during a serious frontal impact (”the most common kind of serious crash”) causes the child’s head to weigh many times its usual weight. “You simply get to a point where the structure of the neck can’t withstand the loads imposed,” she says. “The under-developed muscles, ligaments and bones get overloaded quite quickly. In many severe frontal crashes the adults might walk away relatively unhurt, but forward-facing children might not survive.”

To illustrate this point, she hands me a 12kg helmet designed to illustrate how unstable a child’s head is in relation to an adult’s. Wearing it you feel instantly as if your neck is no longer stable. The helmet has two large handles at the side. “You might want to hold onto those,” says Jakobsson. “For your own safety.”

In a forward-facing child seat, the child’s torso is held in place, but the head is free to move. The weakest link is the neck. When children face the rear, however, the imposed crash loads - the increased weight of the head - is supported by the structure of the seat, not the neck. “You know, there’s no secret why NASA places the astronauts rearward-facing in spacecraft,” says Jakobsson. “It’s better to support high loads on the head with the structure of the seat than through the neck.”

The proof of this pudding is in the numbers. In Sweden, with a population of nine million, just five children have died in frontal crashes in almost 50 years. In Australia, we lose 80 children annually - though not all of those die in frontal crashes. Clearly the numbers prove the Swedes are doing something right.

We move to a storage facility inside Volvo’s normally off-limits Safety Centre. It’s a repository for wrecked Volvos recovered from real-world crashes. Thomas Broberg, Volvo’s senior technical advisor on safety, takes me to a wrecked XC60, which he tells me was involved in a high-speed crash (with another, older Volvo … after all, this is Sweden). It’s a serious hit, in which the two cars met head-on, each at an estimated 65km/h. The bonnet is folded in half; concertina-ed up at more than head height. The front wheels have moved back into the guards. The headlights, bumper and grille are simply gone. The radiator and air-conditioning condenser are a press-fit into each other and also the engine and transmission, which have themselves slipped their moorings and moved back to accommodate and absorb the crash loads … a combination of very smart engineering and energy management that means the passenger compartment is remarkably intact.

“There were three people in this car,” says Broberg, “including a father driving and an 18-month-old child in a rear-facing child restraint. Everyone in the car escaped without injury, but I would not like to think about the likely outcome for the child if the seat had been the forward-facing kind.”

I ask Broberg if this child would have died in an Australian child seat. “Of course you cannot say for certain what would have happened, but I think the risk of serious neck injury, forward-facing in a crash like this would be quite high.” Unsurvivable injury? “Possibly. Yes.”

In Lotta Jakobsson’s laboratory she explains what happens when an average eight-year-old sits in an adult seat, in an adult seat belt - something permitted under the new Australian child restraint laws: “Well, their legs are quite short and the seat base is quite long in comparison so they slide forward in the seat to get their lower legs over the leading edge. That means the lap part of the seatbelt rides up over the abdomen, which is very dangerous.”

Okay, so what’s the problem exactly? “The seat belt is designed to ride over the bony part of your hips, supported on the pelvis. If it rides high and sits across your abdomen and you crash, you’re at risk of suffering severe soft-tissue injuries. You can bleed to death internally before you get to hospital. This is why children should sit in a booster seat until the age of 10 or 11 - a booster seat is designed to ensure the right geometry for the seatbelt.”

Jakobsson says children do not fit safely in adult seats until they are about 140cm tall - a height which eight-, nine- and even some 10-year-olds are yet to reach.

Then there’s the child seat itself. Australian Standards-approved child seats face forwards and use the ‘top-tether’ attachment method together with the adult seatbelt to secure the seat in the car. If it’s fitted correctly, an Australian ‘top-tether’ seat provides reasonable crash protection - albeit forward-facing.

Fitting a top-tether seat is often fairly complex, however. Unfortunately, many parents grapple with the process and get it at least partly wrong. Numerous surveys have shown as many as two-thirds of parents fit the seats incorrectly - predisposing their children to a bad outcome in a serious crash. In other words, two-thirds of Australian children are currently riding in cars with their safety seriously compromised - first by facing forwards, and second, by riding in a seat that’s improperly secured.

It doesn’t have to be this way. There’s a better child seat fixing system, called Isofix. It’s a system designed by the International Standards Organisation (hence the ‘Iso…’ name), of which Lotta Jakobsson is a member. “Isofix is an international standard child seat attachment system,” she explains. “It’s designed around two standardised seat mounting points built into every new car. It’s used in Europe, Asia, North America and Canada.” Lotta Jakobsson is surprised when I tell her using an Isofix child seat in Australia is illegal.

I’d never fitted an Isofix seat before visiting Sweden. But I’ve now tried it. The verdict? Dead simple - almost idiot-proof. A simple-to-fit base clicks into the Isofix mounting points - there is no possibility of getting it wrong. And the child capsule clicks into the base - also an idiot-proof connection, not to mention about three times quicker than Australia’s outdated top-tether system.

Isofix is a better system because it dramatically reduces the chance of fitting the seat badly. Most new cars in Australia are landed in the country with the Isofix mounting points already in place, yet parents are not even afforded the Isofix option, because using an Isofix child seat is illegal in Australia (because Isofix does not comply with the Australian Standard, which calls for the top-tether attachment system).

The regulators claim that putting Isofix on the shopping list for Australian parents would cause undue “confusion”. A case could be put, however, that two-thirds of Australian parents are already overly confused - or at least unwittingly ignorant - when it comes to fitting a child seat. The bottom line is that allowing Isofix would go a long way to protecting the two-thirds of children driving around right now with their safety compromised via poorly fitted child seats.

While the new child restraint rules will save some young lives, ongoing regulatory arrogance in Australia will continue to add unnecessarily to the death and injury toll among our most vulnerable passengers, at least until the legislation is further upgraded to meet world’s best practice standards.

source: CarAdvice.com.au

Toyota recently announced it will install the system on all its models from 2011 onward following two recent safety recalls involving nearly 9 million vehicles around the globe.

The Mazda system will cut power to the engine in the event the vehicle senses both application of the brake and throttle pedals at the same time. Mazda have not yet offered a date for the system’s introduction.

Some rival manufacturers already feature a form of the brake override system on certain models including Nissan, Mercedes-Benz, Chrysler and Volkswagen. It is reported that Honda, Suzuki and Mitsubishi are also considering adopting a version of the system.

The news comes as the US government considers plans to make the technology mandatory on all vehicles sold there within the next two to three years. So far, there has been no talk of similar legislation being introduced in Australia.

source: CarAdvice.com.au

Official VFACTS data released by the Federal Chamber of Automotive Industries (FCAI) shows that 82,219 passenger cars, SUVs and commercial vehicles were sold in February, up 17.1% (or 11,978 vehicles) on the same month in 2009.

“This is a very strong result and provides further evidence of renewed growth in vehicle sales,” FCAI chief executive Andrew McKellar says.

Private buyers returned to the market in greater numbers during February, recording a 9.3% increase on the same month last year.

“It is encouraging to see private buyers edging back into the market following the financial concerns of the past year,” he says.

Business sales remained strong (22.7% increase) and there was a sharp rise in the number of vehicles sold to rental companies (175% increase).

“Deliveries of vehicles purchased under the business tax break are gradually phasing down and we need to examine how the market will look without the impact of economic stimulus,” McKellar says.

“Looking ahead, sustaining the confidence of private buyers is the key challenge for the economy,” he says.

“For that reason we continue to be cautious about the impact of interest rate increases,” McKellar says.

Toyota retained the top selling position in February, increasing its market share to 20.5%; followed by Holden with 13.6% and for the first time in third position, Hyundai with 8.8%.

source: Autofile

Speaking with the UK’s Autocar magazine recently, Audi boss Rupert Stadler acknowledged the possibility of a new model to sit between the two small Audis.

“As we gave the A1 that nomenclature there’s clearly room for another product and another concept between the A3,” Mr Stadler told Autocar.

Stadler said that the company will not look to insert a model beneath the A1, quashing any suspicions that the German carmaker could introduce an even smaller Volkswagen Up!-based A0 city car.

Insiders at Audi have reportedly said that any ‘2′ Audi is more likely to be an E2; an all-electric model built on the A1’s platform but featuring its own unique styling.

New reports today suggest that Audi is closer to confirming an electrified A2, with Audi board member Michael Dick confirming to Automotive News that electric variants would play a vital role in the next-generation model.

A new A2 would not be the first of its kind for Audi, with the original A2 - an expensive all-aluminium supermini - sold in Europe from 2000 to 2005.

The “3L” version of the previous generation A2, powered by a three-cylinder turbo-diesel engine and fitted with narrow tyres and a start-stop system, achieved an average fuel consumption of less than 3.0 l/100km.

Audi revealed an all-electric e-tron version of its new A1 hatch at the 2010 Geneva Motor Show this month, powered by an electric motor producing 45kW and offering a driving range of around 50km in city traffic.

The A1 e-tron’s electric motor draws power from a lithium ion battery pack with a capacity of 12kWh, but unlike the 455kg pack in the original, more powerful e-tron concept, this pack weighs in at just 150kg.

When the electric motor’s battery energy is depleted, a 70kg range-extending single-rotor 254cc Wankel engine and an electric generator work to recharge the battery, boosting the A1 e-tron’s driving range by an additional 200km.

source: The Motor Report

The British team’s managing director Jonathan Neale on Tuesday said he was disappointed a flight delay from Sao Paulo meant Charlie Whiting could not as scheduled inspect the MP4-25 at Woking before the first race of the season.

Instead, that inspection will take place at the Sakhir circuit on Thursday, amid concerns from Red Bull and Ferrari that the intake of air to the rear wing via the airbox through the engine cover might not conform with the rules.

Neale said the Woking based team is confident the controversial specification is legal, but has prepared another just in case.

“We’re not taking a radically different package (to Bahrain) but you just never know what the stewards are going to do on the day,” he told reporters in a teleconference.

“We get the best advice we can from the FIA in the interests of transparency. If the stewards decide on a different course of action, though, it’s still our duty to go racing,” said Neale.

“So we have a contingency, but I wouldn’t put much effort into it and I’m not expecting it to be used,” he added.

source: The Motor Report

Audi has revived the quirky rotary engine that has been used exclusively in Mazda RX models such as the RX-7 and RX-8 for more than two decades.

The tiny 0.25-litre (254cc) single piston ‘Wankel’ engine acts as a range extender in the Audi A1 e-Tron electric car, which can drive up to 50km on electricity alone.

Instead of pistons that move up and down the piston spins around an axis making for smooth running and reducing stress on some components.

Rotary engines were once considered the next big thing and capable of overtaking the four-stroke engines used in all modern cars. But increased development and efficiencies injected life into the regular piston engines.

The tiny engine in the Audi e-Tron has been designed to operate at a single speed - 5,000rpm - allowing engineers to tune it for the specific task of recharging the car’s lithium ion batteries.

Like other so-called plug-in hybrid cars, the Audi e-Tron’s petrol rotary engine never actually drives the wheels, instead just charging the battery in an effort to improve efficiency.

It musters only 15kW of power, about one-eighth an average small car.

Audi says the e-Tron uses a claimed average of 1.9 litres of fuel per 100km (using the government-derived formula), which is about one quarter an average small car.

It has a 12 litre fuel tank, which takes overall driving range for the Audi A1 e-Tron to 250km, about half of what you’d expect from many of similarly sized vehicles.

“This is the next baby within the e-Tron family,” and Audi spokesman said. “We’re thinking boldly along new lines.”

It is expected that the Audi e-Tron will be able to be fully recharged in around five hours from a regular 240V outlet.

source: Drive.com.au

Confirmed for an Australian launch later this year, the next-generation Micra is Nissan’s answer to the growing ‘global car’ trend. Built on Nissan’s new V-platform, the new Micra will be produced in China, India and Thailand.

Nissan says its V-platform has been developed to maximise the car’s compatibility with the localisation requirements of different global markets. The Japanese carmaker has over 150 countries in its sights.

With a slightly longer wheelbase than its predecessor, Nissan says the new Micra offers greater interior space and comfort, particularly in the rear.

For European-market models, two engine choices will be on offer. The first a naturally-aspirated 1.2 litre three-cylinder petrol engine developing 60kW and 108Nm of torque, and the second a turbo-charged version of the same engine, producing 75kW and 142Nm of torque.

A five-speed manual transmission is standard, with Nissan’s new Continuously Variable Transmission also available.

Nissan’s Parking Space Measurement system will feature as an option, along with a multi-function touch-screen with navigation, and a glass roof.

Depending on the market, safety features will include ABS, dual front airbags, curtain and side airbags, ESP and pre-tensioner seatbelts.

Nissan Australia has declined to offer specifics on the new model’s local features and mechanical upgrades.

Source: The Motor Report

Subaru has launched a new crossover version of the Impreza hatch.

The new Impreza XV has off-roader styling cues, including flared wheel arches and sideskirts, a front scuff plate in the front bumper and a squarer, more prominent grille that shares a family resemblance to the company’s Forester and Outback softroaders. Standard roof racks and a rear roof spoiler complete a look that is aimed at the “active lifestyle” crowd.

The interior of the car has unique sports seats covered in a hard-wearing brown cloth, but is otherwise identical to the Impreza hatch.

The new XV will occupy the same space as Nissan’s Dualis and Suzuki’s SX4, although, as a Subaru, it will be available only in all-wheel drive.

The president of Fuji Heavy Industries, Ikuo Mori, confirmed the new model would be sold in Australia, but wouldn’t reveal timing for a local launch.
“The Impreza XV was designed to visually express Subaru’s crossover essence,” he said.

The RX model will also have “stiffer suspension for more agile handling”, addressing current criticisms that the latest model Impreza has lost its sporty edge.

The car also features the prominent bonnet scoop that usually denotes a turbocharged engine under the bonnet, although the press release says it will also be available with a boxer diesel engine.

The unveiling of the new model coincides with news that Subaru’s Forester offroader will get a diesel engine from June this year.

The engine will be the same 110kW engine in the Outback and will come matched only to a six-speed manual transmission.

Two diesel variants will be offered, with the more expensive model getting 17-inch alloys, leather wheels, upgraded stereo and sunroof.

Mr Mori also confirmed that the joint venture rear-wheel-drive sports car co-developed with Toyota would eventually be sold in Australia. He said the project was “progressing well” but declined to commit to a launch date.

Subaru had previously said the car was an unlikely starter due to the fact that it didn’t fit in with the brand’s all-wheel-drive DNA.

Mr Mori said Australia would also get its first hybrid Subaru some time in 2013 or 2014.

source: Drive.com.au

Auditor-General, Peter Achterstraat said although casualty numbers have dropped, ten out of 12 schools surveyed said that speeding was an ongoing problem.
“Only two out of 12 school zones surveyed saw motorists slow down to the speed limit,” Mr Achterstraat said.

“There has been a marked reduction in casualties around schools over the past ten years for school aged pedestrians. It is estimated that there are only 60 school age casualties each year in school zones. But while this represents a reduction, it is still 60 casualties too many. When it comes to children, safety has to be put first.”

Mr Achterstraat said that motorists either don’t know that they are in a school zone or that they think it is okay to speed. With less than one per cent of school zones having speed cameras, there is a concern that motorists are willfully ignoring the posted speed limit.

In his report, Mr Achterstraat said that the RTA NSW needs to increase awareness of school zones, ensuring that signage is clearly visible and free of obstructions and graffiti.

The report adds that school zones should be listed on maps used by GPS systems, and flashing lights should be used in school zones that have non-standard operating times.

Mr Achterstraat said that while only two children have been killed in school zones since 1998, about 60 school-age children are injured each year in school zones.

He said that the NSW Government needs to live up to the promise of former roads minister Eric Roozendaal to begin rotating mobile speed cameras across the state’s many school zones that don’t have fixed cameras.

source: The Motor report

40 manufacturers around the world are expected to launch EVs in the next three years and the Australian market is high on the list. Among others, Toyota has introduced the hybrid-electric Camry and Mitsubishi is due to release the all electric i-MiEV later in the year.

The VACC is calling for the Federal Government, in consultation with State Governments, to convene a forum of all interested parties to methodically discuss the implications of the imminent arrival of EVs.

“VACC is all for the introduction of electric vehicles and we welcome the breakthrough in technology and the mind-shift towards alternative power that will lead to greener, and more sustainable, vehicles on our roads,” VACC executive director, David Purchase, says.

“But so far, discussions relating to EVs have been disparate and uncoordinated. All sorts of things are happening by all sorts of groups, but it is often disjointed. Governments, manufacturers, associations, dealers, repairers, suppliers, break-down operators, emergency services, environmental agencies and training providers, to name a few, all have a genuine interest in electric vehicles. While there is some good work being done individually, there are few opportunities for information to be shared and discussed.

“VACC has already called on the Victorian Government to address standards, industry-led training and licensing; which are our particular key concerns. VACC fears failure to do so could lead to tragic consequences. In relation to the recent unfortunate deaths of four young insulation installers, Environment Minister, Peter Garrett was quoted saying ‘safety is a priority and appropriate levels of training are a priority’.

“Electric vehicles run on around 15,000 volts - more than enough to kill someone. Working on an electric vehicle is a dangerous activity and that is why we believe the automotive industry should be involved in discussions regarding training, regulation, national standards and licensing.

“The Australian automotive industry needs to be included in all discussions relating to electric vehicles. We call on the Federal Government to take the lead and create an environment in which all facets of electric vehicles are examined. We will only get one shot at this and we need to get it right, because the arrival of electric vehicles is going to have a huge influence on our future transport needs,” Purchase says.

source: Autofile