More public funding wanted for Ford Australia R&D

Growth vision: Ford's head of product development for Asia-Pacific, Australian Trevor Worthington, outlines his bold plans for the company’s local design and engineering division.

Ford Australia R&D needs an even playing field to “make hay while the sun shines”

FORD’S head of product development for the Asia-Pacific Trevor Worthington says the Blue Oval’s Australian research and design facilities can function without additional government funding, but could struggle to grow and thrive without more access to the public purse.

This is particularly important, Mr Worthington said, because now is precisely the time when the company’s 1100-strong local workforce is primed to take on extra work and “make hay while the sun shines”, particularly when competing for work against China and India where domestic product development remains “nowhere near” Australia’s capabilities.

Mr Worthington’s comments on the state of Ford’s Melbourne-based R&D centre came a week after the company filed a submission to the Productivity Commission hinting that Australian taxpayers would need to dip back into their pockets to ensure the future of its intellectual division beyond the end of manufacturing here in 2016.

The Broadmeadows-based design and engineering centre, and other facilities including its research and development centre in Geelong and proving ground at Lara, supports about 1100 staff. The company claims to have invested $1.9 billion in Australia (on top of extra federal and state funding), including $200 million of its own money in product development during 2012 alone.

Notable global projects beyond the Australian-market Falcon and Territory include the T6 Ranger ute, its Everest SUV spin-off, the Indian-market Figo and the Chinese-market Escort concept.

“There’s all sorts of government assistance given across all different markets, and all we’re asking is to be on a level playing field here,” Mr Worthington told GoAuto this week while on a flying visit to Sydney for the global unveiling the new-generation Mustang sportscar.

“Our designers and engineers here are as good as any I’ve seen in the world, but if we’re competing against engineering centres that have got assistance then we’re potentially not going to garner the work I think we deserve to get.”

Mr Worthington is well-placed to make the call on Ford’s local facilities: before embarking on an upward trajectory through Ford’s Asian divisions, he served as vice-president of product development for Australia, and led development of the critically acclaimed Territory SUV.

When asked if Ford’s Productivity Commission submission was an admittance that its R&D future hung on additional public funding, Mr Worthington came out swinging. “Absolutely categorically not”, he said.

“We’ve made a huge investment in R&D in Australia and put our money where our mouth is, but at the end of the day we’re competing against global product development centres that have various levels of government support. All were suggesting is we want be on an even playing field … and that we aren’t disadvantaged.”

Mr Worthington said the real question wasn’t whether the local R&D centre could survive without more help – “I think it can operate absolutely” – but whether it could grow beyond its current position and leverage the decades of experience it had in unique product development.

“It’s a question of how do you make it thrive and grow,” he said. “We just don’ t want it to be in the background. We want it to be a robust centre; we want to invest in the design and proving ground facilities. We want to more than fulfil our capabilities, we want to grow and broaden our expertise because that’s what everyone else is doing.

“We need to take on the best people, invest in the best tools, and the rates (at which) we cost people – with where the Australian dollar is – and (despite) all the disadvantages we face with time zones, that people look to our facility as being efficient and delivering the productive outcomes they look for.”

Mr Worthington echoed statements he made to GoAuto while in India earlier this year, that Ford’s Melbourne-based operations had the potential to take on more staff: “I would probably say the Australian workforce is going to grow, not by a lot, but it really comes down to the particular piece of the cycle we’re in, in terms of the work we pick up,” he said.

The context in which all this is occurring was particularly poignant, said Mr Worthington, because despite their respective rapid growth, rival centres in both China and India still lack precisely what Ford’s Australian division has in spades: long-term experience.

“We have an expertise that they just don’t have,” he said. “Platforms, suspension, engines; we have a very broad capability I’m sure at some point they will get, but right now they’re nowhere near it.

“What we need to do is make hay while the sun shines, and be as efficient as we can be. That will help us protect ourselves when other companies that dream about having the capabilities we have, are there.

“Having lived in China, I think their ability to do that is probably further away than they think, because it takes a long time. You’ve got to have teams that have gone through that cycle a number of times.”

When asked about Ford Australia’s clear delineation between the viability of making and designing things locally – its production lines will stop in 2016, but R&D will carry on – Mr Worthington said he hoped the Blue Oval, and others, could continue to make tertiary industries work here.

“If we can’t make the intellectual part of the industry work, regardless of whether its truck, car or plane design, if we can’t make that work in Australia, what are we left with?” he said.

“We have to make it work. We have great education facilities, a young and vibrant workforce with a sparkle in the eye like every other place, but the task for us is to give them the opportunities.”

Bike Reviews & News

Bike Review: The BMW F800GT

By Larry Stonestreet, BMW Owners News

Author: Editor/Sunday, September 15, 2013/Categories: General Interest, Bike Reviews & News

The bike: a 2013 BMW F800GT. I am a little familiar with this bike, as I had purchased a 2007 F800ST last summer and had enjoyed it until it found a new home. This is BMW’s latest version of the bike. They have dropped the ST designation and have re-launched it as a GT.

In April I was collected in a nice black Lincoln sedan and delivered to the Ponte Winery in Temecula, Calif., where we would have cocktails, dinner and an introduction to the F800GT. Roy Oliemuller from BMW was on hand to welcome a big group of 15 or so magazine editors.

The bike is beautiful! I had requested a white one and was pleased to find out we all had received our first choices.

(SCROLL DOWN FOR FULL GALLERY) 

The next morning, after an early breakfast, a brief riders’ meeting was held that identified which of the three small groups we would each be in for the ride and the ride route was explained. We would be winding through wine country, then through the local hills that separated the Temecula Valley from the Pacific Coast, over the Ortega Highway and into Laguna Beach to the Montage Reserve for lunch on the patio overlooking the ocean.

Once underway, I started to feel the bike out a bit. My first thought was that it just seemed to fit. The ergonomics were perfect for me, but it did take a few tries to figure out where the turn signals and high beam were located. I hit the horn three or four times reaching for the traditional-style turn signal switch. After a while I had it figured out. The high beam switch is in a new place (for me) in front of the left grip. I don’t know why, but I seemed to trip it occasionally, finding the high beams on when I didn’t intend that.

The bars seemed a bit wide visually but felt right. While we were riding around in the mountains, the handlebar vibrations previously felt with my 2007 ST were diminished. BMW has provided some insulation to try to minimize this. Once I was on the freeway, the vibration was back at around 4500 rpm—right where I wanted to cruise. This model has a longer swingarm and wider rear wheel that helped the bike feel well planted while carving corners in the local hills, even in the rain. Oh, did I mention two-thirds of this ride were in the rain? Even lunch on the patio overlooking the ocean was in a light drizzle. We did catch sight of a few whales lounging just off the coast, though.

As I approached home, the fuel warning signal came on. This didn’t concern me, as this bike gets super mileage. When I refilled the tank with 3.4 gallons I had covered around 180 miles, so the fuel mileage was about 54 mpg. This is after mostly spirited mountain riding—not bad!

Once into the garage I finally had the opportunity to slowly take a long, hard look at the bike. It’s a very nice looking machine. The rear shock has adjustable compression, and the rebound is adjustable with three modes to choose from using the electronic ESA button on the left controls: Sport, Regular and Comfort. The exhaust looks good and sounds beefy, too.

The next day I rode to the local dealer to pick parts for an Airhead I’m resurrecting. The 2013 F800GT models were currently in the showroom, so I was able to ask for a copy of the menus in the rider information display. There are a bunch of different things you can watch, check, monitor, set and so on. Thanks to Brian Bell at Irv Seavers BMW for taking the time to do this for me. The bikes for the press were not supplied with an owner’s manual. Brian also helped me set the preload on the rear shock. I definitely noticed the difference on the ride home. It was on this 56-mile freeway trip (each way) that I noticed the buzzing in the handlebars again and also that the windscreen allows a certain amount of buffeting at speeds over 70 mph. It wasn’t bad, but slightly annoying.

The next ride was a longer one. I was registered for the Chief Joseph Rally in John Day, Ore., and this was the perfect opportunity to see how this bike could perform during a 2,000-mile extended-weekend tour. The first challenge was to negotiate 60 miles of morning commute traffic. In California it is customary to share lanes when traffic slows to a crawl. I found the clutch to be a bit stiffer than on other bikes I had ridden recently. I was also very aware that the new style saddlebags were wider than the mirrors, so I needed to judge the space between cars carefully. This was not an issue as long as I remained aware of it. Without the bags this would be much easier. Once through the commute, I had light traffic the rest of the way up U.S. 395. I enjoy this route as it includes nice stretches of highway with little traffic and also nice sweepers. The route runs through several mountain passes, encouraging aggressive lean angles.

The seat on the model tested was the comfort seat, one of three available, with the two remaining choices being the stock seat and a lower seat. The comfort seat has two mystery horns at the rear of the driver’s portion of the seat that I became aware of after 500 or so miles. I’m not sure what their purpose is. They are hidden under the stretched covering of the seat unless you feel for them. Although the seat could be improved upon, it performed well enough that I wasn’t sore the next day. I did find myself shifting around a bit looking for a comfortable position.

 The windshield did a good job of removing wind pressure from my lower chest, leaving the upper chest area in turbulent air and my helmet in clean air, which meant I collected my fair share of insects between gas stops. Air circulation from below the fairing up and into the rider’s space was good, providing a cooling effect when temperatures rose into the 90s. The second day the weather was in the 40–60 degree range, and I had expected the fairing to provide more protection; but I was left chilled all day with lighter riding gear. The heated grips worked nicely on the low position with summer-weight deerskin gloves.

 Several times during the weekend, the local deer decided to make an appearance. I found the brakes to be excellent, with the suspension providing a solid feel under heavy braking. Don’t know if the ABS kicked in, but if so, it did not intrude. No deer were hurt during these events!

While at the rally, the bike constantly drew attention. Many people were looking for a lighter, easier-to-handle bike than they were currently riding. I was surprised to hear this from R1200GS riders, as well. One rider asked how I felt about the crosswinds and headwinds on the ride, and I realized I hadn’t noticed them much. I have to believe the fairing design had a lot to do with this. With a claimed weight of 480 pounds with a full tank of gas, it definitely felt light, whether I was moving it around in the garage or in the mountains at speed. This probably contributed to the super mileage I experienced during the tour. Cruising at 75–80 mph most of the day, with excursions higher during passing, I experienced a steady 52 mpg. With a four-gallon tank this means a range of over 200 miles between fill ups. With less aggressive riding during one stint, I actually got 60 mpg. On the way to the rally I used premium grade 91 octane and on the return trip I used 87 grade regular. I didn’t seem to notice any difference in performance or mileage between the two.

There are several items I think could be improved upon. The first was seat comfort. I am no longer the svelte young man I once was, so I’m sure that’s part of the problem. Riders weighing in below 180 would probably decide the seat is just fine. I did not have a passenger to validate the comfort of the rear seat.

The mirrors show a good view of my elbows in the inner third of their oval surface, with the remaining two-thirds providing a clear view behind me. The F800ST that the F800GT replaces had the same issue and aftermarket mirror-extenders are available.

I noticed that while above 7,000 feet in elevation, response was anemic. A quick downshift helped in passing situations, but this is not a liter-plus bike.

I did not like the new style saddlebags. The cases each incorporate a shelf and strap system that is intended to keep items from falling into the cover upon opening. I found the shelf took up a lot of interior space and created a pinch point, blocking the bags from closing when something did slip from the shelf. On the plus side, the right side bag holds a full-size helmet.

I also found fueling the bike to be a hassle. The gas cap interior extends into the area where the fuel nozzle needs to enter. This is even worse for gas pump nozzles that incorporate a vapor recovery hose. Almost every time I fueled the bike, some would escape and require clean up from the paint, frame and drive-belt shield. Maybe with practice this gets easier, but I’m not convinced.

Lastly, I would expect a bike with prolific computerization to have an electronic cruise control, but this is not so. I really missed having it on the long stretches. Another rider showed me he had overcome this with several hair bands placed strategically between the throttle grip and the controls. BMW should address this.

It can't come as any great surprise that we thoroughly enjoyed this article from the BBC. There is a reason that the upright bicycle is the most bicycle on the planet and has been for 125 years.

Choose comfort over carbon. Upright safety over hunched-over speed. You'll get there just as quick anyway. Science will back you up.It's Not About the Bike - from BBC News.It's a no-brainer. Cycling is good for you. It keeps you fit, gets you out in the fresh air and is kind to the environment.Cycling to work is more popular than ever, because it's an easy way of fitting exercise into the daily routine and it doubles as transport.According to the government, "regular exercise like cycling halves your chances of suffering from heart disease, and helps to prevent strokes, diabetes, and some kinds of cancer."Your blood pressure and resting heart rate will be lower, and you'll feel more awake and less stressed."And it can save a fortune. Or can it?Dr Jeremy Groves, a consultant anaesthetist at Chesterfield Royal Hospital and self-confessed cycling fan, discovered that, "spending a lot of money on a bicycle for commuting is not necessarily going to get you to work more quickly".Dr Groves' set up a trial to test whether his new, lightweight carbon-framed bicycle (which cost £1000) was any faster than his second-hand steel-framed bike bought for £50.Heavy or light?For six months he tossed a coin each morning to decide which bike to use - and then timed the journey.His study, published in the British Medical Journal, found that there was no measurable difference in commuting time over the 27 miles from Sheffield to his place of work and back.The average journey time using his heavy, old bike was 1 hour 47 minutes and the average journey for the new, lighter new bike was 1 hour 48 minutes."A reduction in the weight of the cyclist rather than that of the bicycle may deliver great benefit at reduced cost," the study says.Dr Groves declares himself "disappointed" to find out that his financial investment was giving him no extra time in bed and no less time on the road."I could have invested that money in better cycle clothing and in tarting up the lights on my bike instead," he said.Tax breakHis findings are also disappointing for those who have used the government's Cycle to Work scheme to buy the bike of their dreams at a discounted price, thanks to tax exemption.Why invest in a Chris Boardman streamlined two-wheeler and turn into a MAMIL (middle aged man in lycra) - we all know one - if it's not going to save a bit of time and energy?"It's not always about getting there first," says Philip Ingham from British Cycling."Although lighter bikes can go more quickly, their thinner tyres make them more fragile and more vulnerable to punctures. Mountain bikes, in contrast, have big tyres, strong brakes and often feel safer to ride."If given the choice between riding the heavy or light bike, Dr Groves says he would choose the former."I get there just as quickly, and it is more comfortable, better value, and has more character," he confesses.Sir Chris Hoy would undoubtedly take issue with his choice, but Dr Groves has a theory."Evidence-based medicine shows us that brand new medication is often not much different from generic medicine - but we are tempted by the fact it's new, so it must be better."The same is true of bicycles," he says.Dr Groves isn't entirely downcast though.

The International Motorcycle Show once again came to the Javits Center in Midtown Manhattan and brought a slew of awesome machines. The Heavy crew managed to sneak in a few hours before it opened to the public and scoped out what the big names had to offer this year. There were lots of cool bikes, a few duds and even a semi-erotic fashion show at the Ducati exhibit. We ran around the floor, talked to people, drooled over the bikes, and even swung a test ride through NYC. It wasn't easy, but here are Heavy's picks for the Top 10 Bikes of the 2012 NY Motorcycle Show.

My attention was immediately grabbed by the slick Moto Guzzi V7 Racer. Cafe style bikes are all the rage, and for good reason, they're just plain cool. A few companies are attempting to cash in on their legacy, notably Triumph with their Thruxton 900 and Norton with their new Commando. The V7 Racer pays homage to the classic V7 Sport and the overall package is striking. Some details give it a toyish, exaggerated feel, but with slight tweaking you can have yourself a really cool moto with a great heritage

Is anyone more synonymous with cool than Steve McQueen? Triumph decided to pay tribute to one of the most famous motorcycle enthusiasts with the new Steve McQueen Special Edition Bonneville T100. Based on the Trophy TR6 he rode in The Great Escape, this bike is a throwback to the classic stylings of his day, featuring a matte Khaki Green paint scheme, solo seat and a military style stencilled Triumph logo. A limited run of just 1,100 is planned, about 300 of which will be available Stateside. We're guessing these individually numbered bikes will be highly sought after by collectors and enthusiasts when they're released later this year.

Everyone is talking about the new Kawasaki Ninja ZX-14R, so we'd be remiss not to mention it here. Squeezing over 200 horsepower out of its 1,441cc inline, four-cylinder engine, this thing is an absolute rocketship. Thankfully, it sports a new traction control system that helps keep all that power, and your front wheel, on the road. The size can be intimidating at first, but the weight is relatively low and the riding position is surprisingly comfortable. That's not to say this thing is for beginners, but with a little practice, you too can join the space program.

Husqvarna is a legendary name in off-road, but their new concept bike isn't just about dirt; it's about having a blast getting there. The classic dirt track styling is accented with a number of forward-thinking, modern touches. The headlight is a spray of LEDs across the front number plate and although it looks more decorative than functional, it produces plenty of light. An ingenious, multi-function instrument display is tightly integrated into the handlebars, providing the most important information at a glance. All in all, the Husqvarna Baja looks like a great bike to have in the stable and we hope it makes its way into production.