More Renault-Nissan-Mitsubishi alliance drama, General Motorsâ fight with the United Automobile Workers union, Walmartâs plan to go driverless and profit, Geelyâs new autonomous-software partner, and how London will handle that little âpollutionâ problem it has. All of this and more in The Morning Shift for Wednesday, June 19, 2019.
The Morning ShiftAll your daily car news in one convenient place. Isn't your time more important?
1st Gear: Things Arenât Great Without Ghosn
Carlos Ghosn, former Renault CEO and chairman of both Nissan and Mitsubishi, was a cheerleader for the Nissan-Renault-Mitsubishi alliance before his arrest on allegations of financial misconduct in November, to the point that his efforts to further intertwine the companies might have helped him get in trouble.
Now that Ghosn is out, though, things arenât great in terms of keeping the band together. We thought we might be in a moment of rapprochement. But things have been taking a turn by the looks of it. They have been rocky. Tense, even! Renault thought about merging with Fiat Chrysler before the company backed out, with reports saying FCA was dissuaded at least partly by Nissanâs lack of support for the merger.
And now, it looks like the ties between Nissan and Renault are unraveling as we live and breathe. Just take this bleak new report from the Financial Times, which says, according to current and former employees, some departments that oversee shared parts of the Nissan-Renault-Mitsubishi alliance are being cut, and others âhave received no new work in monthsâ:
Now the âCEO officeâ, which oversaw the day-to-day running of the alliance functions and had several senior executives, is being disbanded, while other areas such as light commercial vehicles, sales and marketing, and communications are dwindling and dismissing staff, according to several people. [..]
Since Mr Ghosnâs arrest on charges that he denies, France and Japan have drifted further apart, in part because of an increasingly strained relationship between the two rival management teams.
âIt is fair to say the relationship is as bad as we have seen in 20 years, and that is having an impact on joint operations,â said a second person close to the situation.
This has affected the alliance functions, with some being slated for closure, while others are simply ignored.
Advertisement
The Financial Times wrote that spokespeople for Renault, Nissan and the alliance all declined to comment on the report, and has more on the story here.
2nd Gear: GM Wants to Hire More Temporary Workers Amidst Union Disagreements
General Motors and its employees who belong to the United Auto Workers union have a summer of bargaining ahead in order to come to an agreement for a new four-year contract deal before the current one expires in September, as Bloomberg notes, but the looming reality isnât cheery. GM has closed production plants (possibly breaking its existing union contract in the process), cut jobsand transferred employees all in the last several months. The union, for obvious reasons, is mad about it.
Advertisement
But Bloomberg reports that unnamed people familiar with the matter said GM wants to hire fewer union workers and more temporary ones at its U.S. plants. The justification GM gave was to trim costs for things like healthcare.
The union wants more investment into plants and thus more non-temporary jobs, but GM seems to be arguing that temporary workers will be good for union membersâbasically, that the non-temp workers will receive perks at the expense of the temporary ones. Thatâs a bad argument, and goes against a history of union gains helping working conditions of even non-union workers in the same field.
Renault Alliance Firmware Reset Password
Advertisement
From Bloomberg, which also pointed out that Japanese carmaker plants are made up of about 20 percent temporary workers compared to 7 percent at GM:
GMâs argument is all dollars and cents. Workers at plants run by Japanese rivals Toyota Motor Corp., Nissan Motor Co. and Honda Motor Co. make $50 an hour in wages and benefits. GMâs workers cost $63 an hour, said the people, who asked not to be named because the companyâs labor negotiations are private.
If GM can hire more temporary workers who are paid less and arenât on the same health care plan, the automaker argues that it can offer job security for its unionized employees. GM would also like to find ways to reduce its roughly $900 million annual health care bill for union employees, including by getting greater contributions from workers, the people said.
Advertisement
Bloomberg reports that a UAW spokesperson declined to comment on the situation, and has more information about whatâs going on here.
3rd Gear: Walmart Wants to Cut Out Delivery Drivers in Order to Up Profits
People cost money, and companies want to spend as little money as possibleâhence that whole ârobots are coming for your jobsâ talking point that really translates into âmanagement is coming for your jobs.â
Advertisement
Walmart is stepping further into that game as well, with Bloomberg reporting that the company wants to start working on driverless delivery in order to cut costs.
Due to ârunaway shipping costs,â Bloomberg reports, Walmartâs online sales arenât as profitable as the company would like. Walmart calls that shipping its âmiddle mile,â and its U.S. President and CEO Greg Foran said it would be a âno brainerâ to go driverless because the idea is that itâll cut middle-mile shipping costs in half.
Advertisement
Hereâs some context on costs, via Bloomberg:
Driving the demand is the boom in online shopping that has helped cause a severe shortage of truck drivers that tops 60,000 unfilled long-haul positions, according the American Trucking Associations. That has sent costs soaring for a job that is among the most dangerous due to the risk of wrecks and long periods spent on the road.
Advertisement
Of course, this revolution wonât happen tomorrow or anything, no matter how badly software companies and carmakers would like you to believe that line. âDriverlessâ car technology is farfromperfect, and will be for a long time.
4th Gear: Geely Has an Autonomous-Car Software Partner
Walmart isnât the only company getting more into driverless cars, though. Chinese automaker Geely has decided to partner up with an unsurprisingly Swedish software firm to work on autonomous technology, Reuters reports. That software firm happens to be a place called Zenuity, a joint venture between Volvo, which Geely owns, and Swedish technology group Veoneer.
Advertisement
Reuters reports that the new Geely deal involves Geely Auto, Polestar, Lynk & Co and Lotus, which Geely bought a controlling stake in a couple of years ago. The deal is welcome news for Zenuity, which was formed by Volvo in 2017, according to the story:
Regulatory challenges and soaring development costs mean carmakers have delayed forecasts for the mass adoption of self-driving cars, putting pressure on suppliers such as Zenuity, which declined to comment on financial terms on Wednesday. [..]
It is competing with larger rivals in self-driving technology, where U.S. companies are leading the way, with Googleâs Waymo last year winning the first approval to test cars without safety drivers on Californian roads.
Advertisement
Zenuity, according to Reuters, also got approval for hands-free testing in Volvos on Swedish highways this year. Maybe weâll see a self-driving British sports car out there next.
5th Gear: London Is Trying Not to Be So Bad About This âPollutionâ Thing
Pollution is kind of a problem in London, Bloomberg reports, with some parts of London going over their annual air-pollution limit just five days into the year in 2017. Thatâs why London and its lawmakers are pushing people toward public transport and emissions-free driving.
Advertisement
Bloomberg reports that cars are a central focus in that push, but that Shirley Rodrigues, Londonâs deputy mayor for environment and energy, said the idea isnât to be anti-cars, itâs to be anti-pollution. Hereâs the deal, via Bloomberg:
Londonâs lawmakers arenât against cars and vans driving through its most congested parts, as long as they turn electric soon. [..]
As well as increasing spending on cycle paths and widening sidewalks to make streets more inviting for pedestrians, streets have narrowed in many places. Khan introduced an ultra-low emission zone that charges older, more polluting cars a levy to drive through central London.
Together, the measures are aimed at coaxing people out of cars and onto public transport in a bid to reduce harmful emissions.
Advertisement
London has been a standout in forcing away cars out of its center, with its congestion pricing zone probably being the most famous in the world. As London goes, perhaps so goes the rest of us.
Reverse: The First Woman in Space Returns to Earth
Russian astronaut Valentina Tereshkova, the first woman in space, landed on June 19, 1963, according to the Encyclopedia Britannica. She had been in space since June 16 of that year, and made 48 orbits in 71 hours.
Advertisement
Neutral: Have You Ever Felt Like a Robot Is Coming for Your Job?
No one can replace you, of course. Youâre you.
Cantillon: Questions circle car giantsâ link after Carlos Ghosnâs fall from grace
Known as âLe Cost Killerâ, became a corporate superstar for reviving the fortunes of failing household car brands. The globe-trotting car boss is credited with rescuing both and , but also as one of the few executives who mastered the cross-cultural minefield to be accepted inside Japanâs cloistered corporate world. So much so that his life has been serialised in a popular comic book in Japan.
His arrest on Monday, over claims of financial misconduct, has rocked the automotive world to its core.
While Nissan said it plans to sack Ghosn at a board meeting on Thursday, he currently heads up an alliance of Nissan, Renault and , and is in charge of 470,000 employees. Ubisoft far cry 4 forum.
Known for criss-crossing the globe on his corporate jet, attending boardroom meetings in Tokyo one day and Paris the next, the Brazilian-born Ghosn is of Lebanese descent with French citizenship. He once said his background gave him a unique ability to tackle the inevitable cultural clashes in the international corporate world.
Emissions scandal
Speaking on Monday, Nissanâs recently appointed chief executive said too much power had been concentrated on Ghosn, creating major issues with corporate governance. Thatâs a wider problem across the auto industry. Volkswagen Group suffered from a similar issue, ultimately resulting in its global emissions scandal.
The question now is whether his Japanese-French alliance will start to unravel. As chairman and chief executive of Renault, his arrest also has political ramifications as the French government is Renaultâs major shareholder.
In Japan, there may be a temptation to turn inwards and return to more localised corporate traditions.
Technological revolution
This would be a mistake. The motor industry is hurtling towards a technological revolution, with autonomous cars, electric power and car-sharing all potential pitfalls for the current motor giants.
New rivals are coming on to the road from tech companies, many of them free of the historic baggage of deals with unions and national governments that tie down established players.
Ghosn had a good handle on the tech challenges. Despite his cost-cutting reputation, he wasnât afraid to invest heavily in research and development leading, for example, to the introduction of affordable electric cars like the Nissan Leaf.
Abandoning the alliance between the European and Japanese brands would be short-sighted. It would also be a godsend to rivals, both inside and outside the auto industry.
Read More
The Renault 9 and Renault 11 are small family cars produced by the French manufacturer Renault for model years 1981â1988 in saloon (Renault 9) and hatchback (Renault 11) configurations â both were styled by the French automobile designer, Robert Opron.
Variants were manufactured by American Motors Corporation (AMC), as the Renault Alliance and Renault Encore for the North American market. The car was produced in Turkey until 2000.
The models use a transverse front-wheel drive engine configuration, and feature four wheel independent suspension. They were chosen the European Car of the Year for 1982, as well as the Motor Trend Car of the Year from Motor Trend and Car and Driver 10Best from Car and Driver (C/D) for 1983.
Phases[edit]
Renault 9 (phase 1)
There were three facelifts given to the Renault 9/11 during its career. However, the Renault 11 that was released in 1983 was only available in phases 2, 3, and 4. There was never a phase 1 Renault 11, which leads to some confusion. The Phase 1 is the original model released in 1981 as the Renault 9, Phase 2 was released in 1983 when the Renault 11 was also introduced, while the more aerodynamic Phase 3 appeared in 1987.
Finally, the Phase 4, which was not sold in most of Europe, was released in Turkey in 1997. This final revision had more rounded head and tail lights, as well as ovoid body cladding around the bumpers and boot lid, which aimed to give the car a more modern look. It carried an 'Broadway' badge as well as the Renault 9 designation, but note that 'Broadway' had already been used on special editions of the earlier phase models.
Overview[edit]
Renault 9 Turbo (phase 2)
Renault 9 phase 3, rear
The Renault 9 was launched in October 1981 as a four-door saloon (in right-hand drive form for the UK market in March 1982), while the 11 was launched at the beginning of 1983 (in the UK from June that year) as a three or five door hatchback.
Both had been developed under the Renault code name L42, and were designed by Robert Opron.[1] Renault had begun the conception of the Renault 9 in 1977, as a 'four metre' model (referring to its length) to fit between the Renault 5 and the Renault 14.
Opron conceived a traditional three box design to appeal to the traditional customer and avoid the poor reception that had met the Renault 14's styling. Exhaustive consumer studies suggested that buyers rejected innovation, resulting in a rather nondescript design, albeit of modest elegance.
By the time the models entered production, Renault had assigned more than 500 people to the project, logging 14,500,000 hours of study and testing, constructing 44 prototypes, testing 130 engines, and test driving prototypes more than 2.2 million km.[2]
1985 Renault 9TL Biarritz 1.4
Renault 9 second facelift (phase 3)
Both cars were also more conservatively engineered, although they retained front wheel drive, Renault abandoned the Douvrin (or 'Suitcase') transmission in sump engine which it had shared with Peugeot-Citroen in the Renault 14, in favour of its in house power unit â the venerable C-type 'Cléon' engine with an end on mounted transmission. This mechanical layout, along with the 9/11's suspension design, was to become the basis of all small Renaults for the next 15 years or so.
Renault Alliance Firmware Reset Download
The Renault 9 was awarded the 1982 European Car of the Year, while the Alliance appeared on Car and Driver'sTen Best list for 1983,[3] and was the 1983 Motor Trend Car of the Year. The well-equipped Renault 11 TSE Electronic of 1983 was the first car in its class to have a synthetically voicedtrip computer, but only because Renault moved up its launch date by a few days in order to get ahead of Austin's Maestro Vanden Plas.[4]
Although the 9 and 11 cars had different names and body styles, they were identical under the skin, and were intended to jointly replace the older Renault 14. The 11 was also distinguishable from the 9 by its front end, which featured square twin headlights, which had been introduced on the North American Alliance. The 9 also received this new front end in 1985, and both models were face lifted for a final time with matching nose and interior upgrades for the model year of 1987.
A version of the 9 was manufactured and marketed by American Motors Corporation (AMC) in the United States as the Renault Alliance and bearing a small AMC badge. With 623,573 examples manufactured for model years 1982â1987, AMC offered the Alliance as a four-door sedan, two door sedan (with higher rear wheel arches than the four door) and as a convertible, beginning in 1984.
The Renault 9 and 11 continued in production in France until 1989, a year after the launch of the Renault 19. However, production continued in other countries, with the end finally coming after nearly twenty years when production in Turkey was discontinued in 2000.
Competition[edit]
The Renault 11 Turbo was used extensively by Renault Sport for their Group A car in the 1987 World Rally Championship. Frenchman Alain Oreille managed a Group N victory in the 1985 Rallye Monte Carlo,[5] followed by the Group A victory in 1986 (enough for an eighth finish overall).[6] A Renault 11 Turbo was, however, piloted to a second and third-place finishes in the 1987 Portuguese Rally and San Remo Rally respectively with Jean Ragnotti in the driver's seat. The 11 Turbo also won the national Polish Rally Championship in 1985 and 1988, and both the Swiss and Portuguese rally championships in 1987. Its last result of importance was Oreille's fourth place overall in the 1988 Rallye Monte Carlo.[7]
Engines[edit]
Post-facelift (phase 3) Renault 11
Renault 9 Broadway (phase 4, Turkey)
Rear view of the Renault 11
Phase 3 Renault 11 GTL (with Turbo alloys)
At launch, both cars used Renault's ageing Cléon-Fonte engine overhead valve engines in either 1.1 or 1.4 litre format, and a basic suspension design which won few plaudits for the driving experience. The exceptions were the 9 Turbo and the 11 Turbohot hatch, which used the turbocharged engine from the Renault 5.
The 11 Turbo was introduced first, and originally only with three door bodywork. Unlike the 5 Turbo or the 205 GTi, the 11 Turbo had a more comfort oriented focus.[8] Although the cars were heavier than the Renault 5, the increased power in later models was enough to ensure higher performance, thanks to its 115 PS (85 kW; 113 hp). The rally tuned version was impressively fast, producing about 220 PS (162 kW; 217 hp).
The newer F type engine which had been developed in collaboration with Volvo appeared from the end of 1983 on in twin carburetted 1,721 cc guise (F2N), powering the upmarket GTX, GTE, TXE, and TXE Electronic (Electronique in France) versions. These larger engined versions were specifically developed with American needs in mind, although they also happened to be well suited for a changing European market.[9]
Later iterations also received fuel injected engines. The Alliance and Encore, while comparatively underpowered, had a definite advantage in ride and handling against other small cars available in America at the time and even had their own SCCA spec racing series, the Alliance Cup.
Line-up[edit]
Different versions around the world[edit]Argentina[edit]
Renault 11 in Argentina, built in Buenos Aires
The Renault 11 was manufactured between October 1984 and December 1994 in Renault Argentina's Santa Isabel plant with the following trim levels: GTL, RL, RN, TR, TS, TSE, TXE with the 1.4 M1400 engine by Renault Argentina and after by CIADEA. Manufacture of the Renault 9 began in 1987 until 1997 in the same versions and engines, plus the 1.6 like the R11 and according to ADEFA 144,262 vehicles made (R9) and 79,037 (R11). Today, the R9 is a very popular car in the country, like in the small and the big cities.
All versions of the R11 and R9 manufactured in Argentina, as well as in Colombia and Turkey, suffered the problems that the material with which the dashboard is made degraded with ultraviolet rays, and ends cracking (especially on the right side, since it doesn't have the steering column that supports it).
Colombia[edit]
SOFASA started manufacturing the Renault 9 in 1983, launching the version GTL with 1400 cc and 60 PS (44 kW; 59 hp). This model's engine capacity was reduced to 1300 cc and became the entry model when the better equipped GTS (1400 cc) was launched in 1985.
The next European facelifted versions of the Renault 9 in the country were known as the Gama 2. In 1987, the TL (1300 cc) was introduced followed by the more advanced TSE 1.3 and GTX 1.4 in 1988. The latter featured front power windows, a spoiler, and a better interior. The new top of the range TXE was launched in 1989, and introduced updated front lights, power mirrors and the TIR â An infrared remote control to operate the locks. In 1990, SOFASA marketed a 50 vehicle, 50th special edition Prestige with leather seats and alloy rims.
In 1992, these versions ceased production and three models were introduced: The basic BrÃo (1.3 L), the mid range Súper (1.3 L) and the Máximo (1.6 L). In 1995, the BrÃo was renamed BrÃo RN, so it could be differentiated from the more sophisticated BrÃo RT. A more powerful variant of the RT was called Ãptimo.
By the middle of 1996, SOFASA decided to experiment a much more flexible way to offer cars to the market. Called R9 Personnalité, the idea allowed customers to choose from different engines and accessories so they could assemble the car they wanted within their budget. This was possible through special software in dealerships. A year later, a facelifted version featured fuel injection, assisted steering, and a completely new interior.
After 16 years of production, the Renault 9 was discontinued in Colombia, and was replaced by the Renault 19 and the Renault Mégane. It became the quintessential family car in Colombia, reaching over 115,000 units built and sold between 1983 and 1999, a record in the automotive Colombian history up to that time.[10]
Turkey[edit]
Oyak-built Renault 9
Built by Oyak-Renault in Bursa, the Renault 9 retained the original 'Phase 1' bodystyle into the 1990s. A modernized, more ovoid design (phase 4) was released in Turkey in 1997 and was sold there until 2000. From 1996, the 1.4 litre engine (the only size available) received fuel injection in order to meet European emissions standards.
United States and Canada[edit]
U.S. 1987 Renault Alliance Convertible
The subcompact sized automobile was manufactured and marketed in North America by American Motors Corporation (AMC) as the Renault Alliance from model years 1983 to 1987, and with a three and five door hatchback variant, the Renault Encore marketed beginning in 1984. For 1987, AMC offered the one year only GTASedan and Convertible, which included a 2.0 L engine, sport suspension, aerodynamic body kit, and Ronal wheels. The Encore was renamed to Alliance Hatchback in the same year.
Production of the Alliance and GTA was discontinued after Chrysler's buyout of AMC in 1987. A total of 623,573 units were manufactured.
References[edit]
External links[edit]
Media related to Renault 9 at Wikimedia Commons Media related to Renault 11 at Wikimedia Commons
Retrieved from 'https://en.wikipedia.org/w/index.php?title=Renault_9_and_11&oldid=904074638'
This is Renault 12 pin cable (pinouts) for diagnosis and programming with CANCLIP
source: http://www.obd2diy.fr/wholesale/renault-12pin-cable-for-renault-can-clip-v110-diagnostic-tool-1277.html
This is the 12 pin cable for Renault
for all Renault models prior 1998
also for FR1/Iliade, Tracer, PR 100.2, PR 112, PR 180.2, PR 118, PR 112, PR 118, R 312, Agora, Sâ¦A, Sâ¦B, Mâ¦C, Mâ¦D, AE, C 4Ã2, CLM,C 6Ã4, CBH, R / G MANAGER, G MAXTER, TRM 700.100, KERAX 4Ã2/4Ã4/6Ã4/6Ã6/8Ã4 ?
Renault Alliance Firmware Reset Windows 10
Fyi, the 12 pin cable will come with Renault can clip full kit.
Comments are closed.
|
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |