- Kenya vs Uganda: Mobius II vs Kiira EV
Our neighbours across the border are a demure, taciturn lot and as such, it is a little difficult to imagine what they are up to all the time.
Never mistake quietness for lack of resolve; and, clearly, meekness is not weakness, because what they did recently was win a game of top trumps against Kenya in a match that nobody knew was even happening.
Mobius Motors has been in Kenya for a while, just simmering below the surface of the motoring grapevine. The name would crop up every now and then in discussions surrounding the local automotive industry and the prospects of developing a homegrown automobile.
A few pictures here and there, an inactive website, a silent (or possibly non-existent) public relations department, a hardworking and single-mindedly determined man, cheers from one corner, jeers from another; hope from a few, proclamations of doom from many more, disregard by the government, the ever-present threat of the used vehicle import grey market and….
…And they did it. Mobius Motors actually built a car intended for sale! What’s more, it even got the C-in-C to attend the car’s launch festivities.
The Mobius II is less of a pukka petrolhead’s tarmac-tearing, corner-carving chariot and more of a motorised donkey, a beast of burden, a tool to get things done. It is basically a wheelbarrow with extra wheels, an engine, lights, windscreen, and bench seats.
The vehicle does not break any boundaries. If anything, part of the R&D does smack a little of corner-cutting. What they call a “tubular steel monocoque” is essentially a heavy roll-cage, not entirely dissimilar to the type used as buggy frames. The bodywork is then wrapped around this roll-cage.
The suspension is… well, you have to see it to believe it. There are exposed leaf springs, lightly fastened to the rear axle via some slim metal brackets and the whole set-up does not look as robust as Mobius’ blurb claims it is. It looks rather flimsy and likely to shear off its moorings if the vehicle goes round a bend at anything apart from crawling speed.
If the coat is threadbare, then the inside is almost nonexistent. The interior is festooned with only one gauge directly ahead of the driver and what looks like a sports steering wheel.
My pre-drive analysis might seem a little acerbic, and it is. But this is a tough world.
There are many ways of developing homegrown automotive output without trying to re-invent the wheel or starting from zero.
Building a car from scratch is an effort 100 years too late, especially if you are not introducing anything new and lack financial backing.
You can build motor vehicles under licence instead of trying to come up with one.
The countries of the Pacific Rim discovered this: where initially they tried making their own vehicles which were frankly odious sacks of potatoes, building old versions of Japanese cars under different badges led to an explosion of their auto industries and now they can afford to make their own cars.
he fastest expanding auto industry at the moment is China’s.
What we need to do is get the licence to reproduce the Toyota Corolla AE100 (one of the best and most appropriate cars ever to hit these shores) and either reprint it as is, or at least copy the hell out of it.
What, pray, is wrong with borrowing ideas? That way, a much better result can be realised at the same or lower cost than making a new vehicle.
This car does remind me of something I wrote about back in 2013, the OX. That vehicle was, incidentally, launched just around the same time as the current Mercedes-Benz S Class, and while one was quite literally a motorised ox-cart, the other was a machine so highly developed as to be in danger of being smarter than its creators.
I recall saying (not in these exact words) that the OX was a racist machine, a stereotyping of the developing world’s requirements, and that we did not really need it. Not surprisingly, I have not heard of it since.
That said, credit where it is due. The efforts of Joel Jackson are laudable, if not necessarily ground-breaking. It should be obvious to anyone that one cannot discuss the Mobius car without at least thinking of the infamous Nyayo Pioneer from three decades back.
Jackson has managed what an entire government could not, and that is to put a fully functional, locally developed motor vehicle into production and on sale — however simplistic the vehicle may be — and it is this kind of thing that inspires others.
The car might be rendered irrelevant in a few years, necessitating a whole new project, but clearly, the intentions behind the current Mobius II were honorable. You might not reinvent the wheel, but that should not stop you from making your own. Jackson is the name behind Mobius Motors, just to be clear.
Then there are our Ugandan neighbours. Theirs was something else altogether, and at face value, they seem to have their motoring fingers solidly inside the automotive pot. Their car is the definition of how to grasp current affairs and keep up with the times. Where the Mobius harks back to the uncomplicated wheels of yore, Uganda’s Kiira EV Smack is a trendy concept, if a little overstyled. The builders chose to go the hybrid way, which seems like an intelligent option in these days of uncertainty about the longevity of the world’s oil fields.
I don’t honestly expect the Smack to enjoy unprecedented sales success either, but one thing is for sure: it will grab the attention of the motoring world’s big shots.
Developing a hybrid car is terribly expensive, and hybrid cars are the present and foreseeable future, so investment is most likely going to be channelled in that direction. The internal combustion engine in the Mobius is a relic by comparison and is about to see the end of its usefulness.
Will I get to test these cars? I don’t know. What I do know is that this is not the last you will hear of them. The battle lines have been drawn.
- Pretty Great Run through Aberdares
December 6 marked the end of our third successful year of motoring campaigns with a charitable bent as we staged a pretty remarkable Great Run.
The Great Run is always a challenge, or rather, is supposed to be. This time round we thought we had a real doozy of a run, one that would test skill rather than endurance. You had to be at one with your fully-fledged 4WD car to make it, and a 4WD it had to be. End-of-year runs are off-road specials.
The path we chose was a little unusual, Nairobi-Nyeri, but not the way you know it.
We went through Naivasha, and then up the escarpment through a little-explored back route that feeds its users directly to one of the gates of the Aberdare National Park.
It is from this gate that things get thick, and by things I mean the muck we had to crawl through.
A stone’s throw from the gate and into the park lurks a mud-hole of the type and consistency that could hide fully grown crocodiles. You need a proper 4WD transmission to plough your way through. You also need horsepower, but most important, you need ground clearance.
Up ahead lay some pools of variable depths, some of which hid large stones that could rip apart even the most solidly put-together undercarriage.
There is a rocky slope that demands the use of a low-range gearbox if one is to go up at all without risking a burnt clutch or slipping tyres.
There are more mud holes, the roads are narrow, twisty and have no run-off areas, what with the thick undergrowth creeping almost over the road itself. It is very easy to lose each other if the vehicles do not stick to tight formation, and it is very easy to lose one’s footing if one does not pay proper attention to one’s driving.
So it was with confidence that we announced that participants this time really do need to bring proper SUVs for the exercise — and then a lady showed up in a Toyota RAV4.
Long story short: not many people had high hopes for her on arrival at the mud hole, or at the end of the line in Nyeri, to which she made it without incident (or pulling shortcuts).
Fellow participants reached one of two conclusions: maybe the course was not tough enough (it actually was), or maybe we tend to seriously underestimate the off-road abilities of Toyota RAV4s (this part is subject to a lot of argument). Inarguably, everybody was impressed with the lady’s spunk.
Having held six discrete drives so far over the course of three years, it is indisputable that the Great Run is growing bigger, with each event, and is here to stay. Expect more interesting things come 2015.
- From Russia with some XADO
From the deep mines of Siberia and into your vehicle’s internal organs comes the weird product boasting the seemingly alchemical (and scarcely believable) ability to cure metal: the engine revitalisant.
Once dismissed as yet another brand of snake oil, it has had to be reconsidered and the prognosis looks promising.
Research with no funding is both risky and expensive. Paying for experiments out of one’s own pocket doesn’t always yield results that are thorough and/or impressive (look at the Mobius), more so if that research is done on oneself.
However, that did not stop me from going in head-first: I bought the snake oil and put it in a car fitted with a manual transmission.
There was one clear problem from the start: the fluid is meant to improve and refurbish worn out or fatigued metal surfaces, so how exactly does one determine the effectiveness of a miracle cure using an otherwise perfectly healthy guinea pig?
The car used for the experiment did not seem to need any revitalising — not in the engine, not in the transmission, not in the suspension. I wasn’t going to deliberately ruin a car just to make it eligible as a test subject. Still, it couldn’t hurt to try.
There were results, albeit a little indefinite. But they were there all the same.
After less than 150km of driving with the revitalisant in the transmission, the gear change did become a little bit slicker, less notchy and fell that much more easily to hand. The stuff actually does work, contrary to my admittedly cynical expectations.
Would I buy it? Yes, and I actually did, if only initially for experimental purposes.
The transmission revitalisant seems especially ideal for a used car, say in the 10-12 year-old age bracket that has seen some use and might start showing early signs of wear.
Rather than face the quandary of replacing apparently unbroken parts or waiting for them to fail expensively, one could revitalise them, and revitalise does seem like the most apt description for what happens when it works.
Let us be clear on one thing though: what I tried was a mineral oil-based transmission fluid specifically for use in a manual gearbox, with an SAE rating of 80W 90. The instructions on the bottle say it can also be used in transfer cases and differentials, basically anywhere with a mechanical transmission. I guess this means if you have a Lamborghini, Ferrari or BMW M5, you cannot use it because these cars have electronic diffs.
I guess, also, most new-age SUVs wouldn’t be appropriate candidates for its use because a number of them use viscous couplings for the centre diff, meaning they do not have transfer cases per se.
Was I impressed? A little, considering the alleged modus operandi of the revitalising fluid. Was I surprised? Yes. I really didn’t expect to feel any difference, especially in a car with no underlying problems, but I did.
Roll on the engine oil, this experiment is not over.