Daimler and BMW deepened their alliance on Thursday to share spiraling development costs for highly automated driving technologies, even as each carmaker pursues separate efforts to develop fully self-driving cars. 



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The enormous cost of designing and building computer-powered vehicles has already prompted Honda to pool its efforts with General Motors, while Volkswagen is pursuing talks with Ford about an alliance on autonomous cars.



BMW and Daimler deepened their alliance for similar reasons, said Michael Hafner, head of automated driving at Mercedes-Benz research and development said in a blog post which accompanied a joint press release by the companies on Thursday.



“We have learned that the development of these systems is a bit like climbing a mountain,” he said.



“Taking the first few meters from the base station to the summit seems easy. But the closer you come to the goal, the thinner the air around you becomes, the more strength is required for each further step, and the more complex become the challenges you have to resolve.”



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It made sense to distribute the technological and financial challenges of automated driving, Hafner said, so BMW and Daimler will jointly develop technology to enable automated driving on highways.



 “Initially, the focus will be on advancing the development of next-generation technologies for driver assistance systems, automated driving on highways and parking features,” the companies said in the statement.



“In addition, the two partners plan to discuss the possibility of extending their collaboration to cover higher levels of automation, both on highways and in urban areas.”



BMW and Daimler’s move comes as even deep pocketed technology companies struggle to gain traction in autonomous driving. Apple Inc said on Wednesday it planned to lay off 190 employees in its self-driving car program, Project Titan.



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The market for advanced driver assistance systems and autonomous vehicles is expected to grow to $96 billion in 2025 and $290 billion in 2035 from about $3 billion in 2015, according to Goldman Sachs.



BMW and Daimler already cooperate in high-definition mapping with HERE and in the area of procurement, and earlier this month unveiled a joint ride-hailing, parking and electric car charging business.



They said on Thursday their new partnership will center on so-called level 3 and level 4 automated driving technologies, including cars that still require steering wheels and drivers.



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Daimler will pursue a separate development alliance for level 5 robotaxis between its luxury brand Mercedes-Benz and supplier Robert Bosch. Level 5 cars require no driver.



BMW, for its part, continues its development alliance for robotaxis with Israeli autonomous vehicle tech company Mobileye and chip maker Intel, with the aim of putting autonomous cars on the road by 2021. -Reuters



-Edward Taylor

HP1EEBS1BZ460

BMW And Daimler Pool Resources On Automated Driving Technology

Armed with the latest iPads, loaded with sophisticated analytical software, 26 of the country’s top motoring journalists will soon gather at a country hotel outside Johannesburg with a single aim in mind: deciding the South African Car of the Year (COTY) 2018.
It may seem like an insurmountable task to compare the wallet draining German marques with a Japanese or Korean compact costing a fifth of the price – or less. But the South African Guild of Motoring Journalists, which operates on a quasi-military basis when it comes to membership, has had a mountain of experience running this competition since 1986.
From an extensive list of 35 semi-finalists, just 10 models have made the cut and the finalists will be put through their paces with routes and handling tests that weren’t designed by Lewis Hamilton, but rather to emulate the average driver’s capabilities and desires.
The jury will score the mixed band of automobiles on a long list of criteria, from aesthetics to ergonomics, from fuel consumption to environmental friendliness – and most importantly on value for money.
That’s how the modest Opel Astra was able to trump the likes of the majestic Jaguar F-Pace and edge out the Audi A4 by a mere handful of points.
That was after three Porsche victories in a row and the Volvo XC90 scooping the honors with the resultant prestige and sales in COTY 2016.
“By virtually unanimously approving of the Opel Astra, the jury has again proven that experience is the key to the success of the competition,” says Car of the Year convenor Bernard Hellberg Jnr.
“The Astra is a worthy winner of South Africa’s ultimate motoring accolade.”
And it wasn’t for the first time. The Astra 160iS was top of the podium when the Springboks won the World Cup back in 1995.
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In recent years it is the model series, and not specific engine variants, that gets adjudicated and the manufacturers are discouraged from loading their entry with optional extras to impress the panel of motoring journalists.
Just like judging a forward 4.5 somersault in tuck position at the Olympics, radical low and high scores get eradicated to prevent over-enthusiasm or any hint of bias.
So, onwards and upwards to the title aspirants for 2018 and the ranges that you might be tempted to chalk down for your festive season shopping list.
BMW is the most decorated winner in the competition’s history having taken the crown six times.
And the Bavarians are back in the frame with the all-new 5-series.
<div id="attachment_34314" style="width: 509px" class="wp-caption alignnone"><img loading="lazy" decoding="async" aria-describedby="caption-attachment-34314" class=" wp-image-34314" src="https://www.forbesafrica.com/wp-content/uploads/2017/11/BMW-5-series-sedan-e1510127440771-300x188.jpg" alt="" width="499" height="313" />The BMW 5 Series sedan (Photo by www.bmw.co.za)</div>
The marketing blurb may wax lyrical about the exterior styling changes with the signature kidney grille being larger and more upright, the headlight elements going from round to hexagonal and the stretched lines with the rear window being steeply raked to give more of a “fastback” appearance.
But, apart from the awe-inspiring i8 and a few other exceptions, BMW have taken the conservative road and you won’t be staggered by the new look.
Which means that you may not feel such a pang of envy if you pull up next to the latest offering in your sixth generation 528i. But when you open the door of the current 5-series you may turn very green indeed. This is where the “Business Athlete” hits the mark in virtually every aspect.
Daniel Mayerle and the design team have done an astounding job with an interior, that is modern and clean-cut without being brash, and controls and infotainment that are cutting edge yet practical.
<a href="http://www.forbesafrica.com/life/2017/10/13/honed-honda/" target="_blank" rel="noopener">READ MORE: Honed Honda</a>
There is a disconnect in the premium motoring world when it comes to technology. The trend is to try and lead the race with touch-screen systems that are designed for techies at Elon Musk’s rocket factory yet it is mainly the stone-age.com generation buying the cars.
And BMW have come up with an intuitive system with enough manual overrides so that you don’t have to go through a painful and distracting series of screen options to turn the aircon up!
I tested the two-liter turbofour 530i which is faster, more fuel efficient, emits fewer pollutants and weighs in at a basic price of $62,000.
It may not push your adrenalin to the limit, but will take you to the ton in a shade over six seconds and is smoother than George Clooney sipping a Nespresso.
If you have a penchant for fancy features, you’ve come to the right cabin. How about Gesture Control so that you can just swipe your hand to the left to disconnect a call from the boss or rotate your finger clockwise to raise the radio volume.
And wireless charging for your cellphone by just placing it on the neat pad in front of the gear selector.
The list of options is overwhelming – which makes ordering the right specifications for your new chariot a compelling and possibly expensive exercise.
The Porsche Macan, Cayman and Boxster have all taken the laurels before and now the incredibly roomy four-seater Panamera is in the mix with its controversial rump getting some remarkable aluminium surgery. It is now the complete looker we have come to expect from the Stuttgart stable where the cars are sculpted rather than designed.
And the attention to the rear end is a total disservice to the Porsche team which has been so energetic and visionary in producing a vehicle where virtually only the badge remains the same.
The V-shaped array of controls has been replaced by touch screens which burst into life when you ignite the turbo and it is a bewildering experience getting to know your way around this cyber cockpit. Maybe a prime case of techno overkill?
What I could feel by the seat of my pants is that the Audi-developed 2.9-liter V-6 Turbo, very ably assisted by the new 8-speed gearbox, propels the Panamera 4S to 100km/h in 4.2 seconds.  The series must be a serious challenger.
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Land Rover is yet to take the title as South Africa’s Car of the Year, but the new Discovery, which has shed 400 kilos and has reportedly got astounding off-road ability, may have what it takes to go beyond its rivals in the market.
What the Discovery hasn’t shed is the dollars. With a base price of $72,000 it may battle in the value-for-money stakes.
On the financial front, the Alfa Romeo Giulia is well placed among its obvious rivals in a cash-strapped economy. The base price for the perky two-liter petrol with 8-speed automatic transmission is a touch over $40,000.
Compared to some boring teutonic monikers, the Italian name conjures up images of passion, style and performance and the Giulia doesn’t disappoint in terms of ABS – Adrenalin Boost per Second. After all it is the runner-up in Europe’s Car of the Year.
The winner overseas? The fashionable Peugeot 3008 SUV which is not the first French voiture to strut its stuff on the local COTY catwalk but could be the first to drive away with the prize.
Honda call the CR-V a comfortable runabout vehicle. They have sold more than nine million of them in 150 countries around the world with the more robust and chunky fifth generation set to keep the cash register ticking.
Then there is the futuristically-styled Toyota C-HR which takes crossover sportiness to a new level and undercuts the Honda and Peugeot by a substantial margin.
Toyota won the very first Car of the Year way back in 1986 with the Corolla Twin Cam, and the C-HR leads the charge for the country’s leading automaker.
But heavy competition in the crossover/SUV stakes (along with a bigger dent in the bank balance) comes from the latest Audi Q5. No visually dramatic changes but bigger, lighter and with 10 liters more luggage space.
The pint-sized Suzuki Ignis crossover hits our shores at a quarter of the Q5 price and is practical yet fun to drive with some modern, youthful interior touches. Amazingly it accommodates my lanky two-meter frame with ease!
I’m not sure if the Kia Picanto would do the same, but the third-generation looks set to put some zing into the competition with its “tiger-nose” grille and price tag of under $10,000.
And finally there is the Volvo S90, taking on the likes of BMW, Merc and Audi in the full-size luxury market. Volvo are hoping to complete a hat-trick for the Swedish automaker after are putting a massive capital injection of $11 billion behind the fray.
Now it is down to the motoring jury to tap their iPads at the beginning of 2018 and assess every aspect of the chosen 10. The irony is that none of them will know the final result until the curtain is drawn around the winner of the Car of the Year at the big reveal in March.
Drivers, start your engines…
&#8211; Written by Derek Watts

Who Will Be The Best Of The Best?

Automotive design is split into the following components: exterior, interior and color or trim elements. The exterior design stylist develops the shape, proportions and surface of each vehicle, and sketches are done manually or using a series of digital renderings. Next, models are made from clay, and carved to exact specifications using CNC Milling machines. The first use of clay modeling has been attributed to Harley Earl, head of General Motors (GM) styling studio in the 1930s. When it comes to the interior, ergonomics and comfort take precedence, but the procedure followed is the same described above for the outside of the car. Color and trim designers are responsible for the layout and use of various materials, where attention to the unique combination of patterns, textures, contrast and sensory nuances is key.
The high turnover of vehicle design we are so accustomed to today, finds its roots in a term called “planned obsolescence”. In 1924, the American car market had reached saturation point and GM’s Alfred P. Sloan Jr. creatively suggested that car designs be changed each year, in order to convince owners that they needed to regularly replace their vehicles. By contrast, Henry Ford was a proponent of functionality and design integrity, and suffered the repercussions of his decision to stick to his principles. In 1931, General Motors overtook Ford’s car sales and went on to become the dominant force in the US motor industry. As marketing is driven primarily by aesthetic design, Sloan’s philosophy had far-reaching and powerful implications. The downside of this strategy for consumers, apart from the obvious, is the risk that manufacturers make use of less expensive components, in order to fulfill the product’s lifetime projections.
But not all automotive designers had their eye on mass production and capturing as much market share as they could muster. The most famous of all car design companies is Pininfarina, founded by Battista ‘Pinnin’ Farina. Born in Italy in 1893, his nickname came from being called the youngest, or smallest—pinnin—of the family. Farina began working in his brother’s car body shop at the tender age of 12, and his passion for cars saw him absorbing whatever knowledge he could until he was ready to begin designing his own. Famously, Battista started doing work for Ferrari in 1952 and officially changed his surname to Pininfarina in 1961. The list of cars the company is credited with designing defies belief; and includes Peugeot, Lancia, Fiat and Alfa Romeo and in recent years, they’ve begun focusing on cars propelled by electricity and solar energy.
Another stalwart of automotive design was founded in 1912 by Giovanni Bertone. The company successfully partnered up with some of the greatest designers of the time: Franco Scaglione—responsible for the creation of the Alfa Giulietta Sprint, which launched Bertone into mass production—Giorgetto Giugiaro, as well as Marcello Gandini—the great Lamborghini Countach was his brainchild. Typified by the use of angular and wedged shapes, Bertone-styled cars always appeared futuristic and the Opel Astra Coupé is a modern vehicle still employing the artistic skills of this famous company.
While other designers stemmed from Great Britain and the United States, none had the formidable success achieved by Pininfarina and Bertone.
Time marches on and with it comes unique problems, as well as the advancement of technology, that have a direct influence on how modern cars look and function. The proliferation of internet access on our cellphones, computers and iPads has seen motoring manufacturers quickly integrating online functionality in their cars.
Advances in aeronautical engineering will soon see drive-by-wire navigation become commonplace in modern production cars. As opposed to direct mechanical controls, a drive-by-wire system senses the driver’s physical interaction with the hand control—replacing the traditional steering wheel—and converts this into a digital signal that goes to an actuator that controls the wheels. What this translates into in terms of car design, is that future vehicles will no longer need a steering column or pedals, resulting in more space for the driver. Another spin-off is that heavy mechanical components will be obsolete, and this means greater fuel efficiency and less environmental impact. Hand controls will house the throttle, braking and steering elements while gears would be selected by the touch of a button.
J Mays, Global VP of design and chief creative officer at Ford Motor Company, feels that a direct result of cellphone technology has been that consumers no longer view physically small items as being a sacrifice in terms of product delivery. It seems then that future generations might eventually break the mold of wanting huge luxury sedans, but rather concentrate on cars that are pragmatic, have less environmental impact, but that deliver on all the other factors that we require for travel; namely safety, comfort, technology, entertainment, fuel efficiency and low cost of maintenance. Mays doesn’t imply that this shift in perception would in any way relinquish the power of status appeal; status in future might be reinterpreted along different lines.
“Design is a communications tool for the brand. It’s a visual communication with the customers we want to contact and have a dialogue with,” he says.
In the next 10 years, Mays feels that the design of cars won’t change per se, but rather the skill set of those doing the designing.
“A lot more digitally-oriented designers will be coming into the auto industry and helping us change the model of why you buy an automobile.”

Desirable By Design

Robert Okubo switches on his vacuum cleaner and blows a cloud of dust from the boot of a grey BMW outside his office in Hurlingham, a suburb west of Kenya’s capital, Nairobi. This is his third car to clean on this hot January afternoon and he has four orders to steam-clean floor carpets in the bustling city.
Many Kenyans may dread the choking dust that comes with this drought season, but Okubo is clearly making money out of removing it from cars, carpets, offices and houses.
Besides cars and furniture, Okubo, through his company aptly named 200Degrees, cleans the grout between floor tiles, kitchen and bathroom tiles, concrete (terrazzo), roofing tiles, pavements, mattresses, pillows and car interiors. It is a business he has run on both sides of the Atlantic Ocean.
Okubo, who runs an identical steam cleaning business in New York, returned to Kenya in 2011 to open a subsidiary of 200Degrees. He is among an army of Africans who have made the Western world their second homes, but who are now returning home to invest their earnings. For many like Okubo, it’s a matter of survival—running away from the US, which was worst hit by the financial crisis that began in 2008.
He read in many reports that the business environment in Kenya had improved markedly and decided to try it out.
“Things have improved,” says Okubo, 43. “I registered the company in a day and getting licenses wasn’t much of a hassle.”
According to the 2011 Doing Business report by the World Bank, which tracks the ease of operating business globally, Kenya’s rank has been falling over the past three years, although it was among the top 10 reformers worldwide in 2008.
In last year’s report, East Africa’s biggest economy with 40 million people came in at 98, dropping four places since 2010, out of the 183 countries studied. It is this kind of optimism that is attracting hordes of entrepreneurs.
The report says Kenya made only two reforms: reducing the time it takes to get the memorandum and articles of association stamped and harmonizing tax. Registration procedures were cut and records at the registrar digitized. It also implemented an electronic cargo tracking system and linked it to the Kenya Revenue Authority’s electronic data interchange.
These, among other reforms, are luring Kenyans in the diaspora with money to spare to invest back home.
Okubo left Kenya 16 years ago to chase the American Dream after his tour and travel business was snuffed out by travel advisories issued by Washington in the wake of the bombing of US embassies in Nairobi and Dar es Salaam in 1998. In the US, he landed a job with Stanley Steamer, a carpet cleaning conglomerate, where he was paid on commission.
“What caught my eye was that my truck was giving this company about $400,000 a year and we were six trucks in my station, and I was getting only $4,000,” he says.
So after three years he started 200Degrees, named after the high cleaning temperature used, which earned $6,000 in the first year. In the second year, turnover jumped to $100,000 and doubled last year. He quit his full-time job to focus on his new business. “I realized I was living the American Dream,” he adds.
But when the economic recession struck, revenues dropped 15%. Paying staff on commission saved 200Degrees from the pain of a hefty payroll, but that wasn’t good enough to keep the business profitable. So to grow revenues, he cut his prices.
In 2009, when Okubo visited Kenya to see his relatives and friends, he was impressed at the way the economy was being run. But he discovered something else: there were no professional cleaning companies. “I decided to give it a shot,” he says. “Kenya is warm all year round, as opposed to US where most of our work is in seven months of summer.”
In just over a year, the Kenyan subsidiary of 200Degrees, is turning over $40,000, and retains more than 15 workers.
Professional cleaning is a new concept in Kenya, making Okubo’s business a little hard because he has to do more in terms of marketing and creating awareness about his service and why it comes at a higher price. “The biggest mistake that people make is using too much soap and failing to rinse it out completely,” he says. “What many people don’t realize is that if you don’t completely rinse out the soap, it keeps cleaning and suds a lot. Worse still, many vigorously brush out stains from a carpet, pushing the dirt even deeper.”
The marketing response has been improving, growing from a handful of clients to over 100. “It’s not easy,” Okubo said recently, as he waited in the lunch-hour traffic jam on Uhuru Highway, the main artery road to Westlands, a Nairobi suburb where some of Kenya’s richest reside.
After 20 minutes, the car has barely moved 10 metres. Then the phone rings. He twists his nose and grins. “Oh, no!” he exclaims, banging the steering, which unleashes a horn that rattles other motorists in the gridlock. “The client just postponed the job, man.”
Traffic jams are a major issue here, burning fuel worth $50 million every year. This has forced the government to intervene, and it is investing about $1.5 billion on infrastructure to revamp roads and establish a modern commuter train in the capital. Upgrade of the key 40km road connecting Thika, an industrial hub east of Nairobi, into the first regional superhighway is almost complete.
When I first interviewed Okubo in August 2011, he was serving clients in just few sections of Nairobi. Six months later, he has spread his business to major towns, including the coastal city of Mombasa, where he opened a branch in early January. “Business is not bad,” he says. “We are getting inquiries from neighboring countries and we are really thinking about going regional.”
The rains are expected in Kenya from March and Okubo will have nothing to lose. It will be business as usual, he says, or even more because of the mud. “Cleaning is a basic need. No one wants to stay in a dirty environment. Those who do so pay the price through higher medical bills.”
The job has turned into a passion and as Okubo sees me off, he remembers something. “Chief,” he signals as I turn the car ignition keys. “I forgot to tell you our slogan. ‘We don’t cut corners, we clean them!’” <img loading="lazy" decoding="async" class="alignleft size-large wp-image-458" src="/wp-content/uploads/2017/04/Robert-4-1024x683.jpg" alt="" width="474" height="316" />

Tag: BMW

FORBES AFRICA SOCIAL MEDIA

BMW And Daimler Pool Resources On Automated Driving Technology

Who Will Be The Best Of The Best?

Desirable By Design

Cleaning Up