Search

Home
Lifestyle
American Muscle Redefined: The 2020 Chevrolet Corvette Stingray is here

By

Written by Carsome Editorial

Chevrolet’s latest 2020 Corvette is undoubtedly the best made; not only in looks, but underneath as well. The first-ever mid-engine Corvette has been improved in performance, technology, craftsmanship and luxury. While you might digress on the fact that the latest Corvette wouldn’t concern you because it is primarily for left hand drive markets, we’re here to tell you that they’re making this one right hand drive too.

Now that we have your attention, read on to find out everything you need to know about the 2020 Chevrolet Corvette Stingray.

Structure

Corvette’s structure is built around its backbone: the center tunnel. This enables a light, stiff structure to serve as the foundation for the suspension system to perform in an optimized manner. By removing unwanted body compliance, Corvette customers will experience the ultimate in ride performance with outstanding lateral grip capabilities. The car has a solid, connected-to-the-road feel with minimal vibrations at high speeds or on long road trips.

The tunnel-dominant approach offers many advantages, including:

Improved torsional rigidity with a solid, connected feel on both the road and track.

Outstanding ingress/egress for a mid-engine vehicle. Unlike some competitors, there’s no need for oversized rocker panels to bear structural and load weights, making it easier to enter and exit the vehicle.

Excellent stability due to a low center of gravity and outstanding handling.

Preservation of Corvette’s beloved standard removable roof panel, which can easily be stored in the rear trunk.

A front storage compartment that can fit an airline-spec carry-on and a laptop bag.

Availability in both left- and right-hand-drive variants — a first for Corvette.

Smart packaging with improved cabin comfort, including an additional inch of rearward seat travel and almost double the reclining angle.

Performance

The 2020 Stingray’s heart is Chevy’s next-generation 6.2L Small Block V-8 LT2 engine, the only naturally aspirated V-8 in the segment. It will produce 495 horsepower and 637 Nm of torque when equipped with performance exhaust — the most horsepower and torque for any entry Corvette. The LT2 has been designed to deliver excellent low-end torque and high-end power.

For the first time ever, the base Stingray will use an engine-mounted dry sump oil system and three scavenge pumps for improved track performance.

During serious track driving, oil volume remains high to avoid diminished performance. The new Stingray’s lateral capability is greatly improved, so the LT2’s dry sump lubrication system had to be redesigned to provide exceptional engine performance even at lateral acceleration levels exceeding 1G in all directions.

A lightweight, 3.2mm-thick glass panel on the rear hatch allows owners to show off the engine. This panel features a cantilevered trailing edge to evacuate heat from the LT2 engine compartment.

Other notable engine characteristics include:

Jewel-like setting in the rear compartment, visible through the rear glass hatch.

Every part, including the exhaust system’s wires, tubes, routing fasteners, coolant hoses, exhaust manifold and even the bolts and fasteners, is built with appearance in mind. All engine components were given careful consideration just like the exterior, and even the heat shields are textured.

A brand-new block and vent system. The centerline of the crankshaft sits an inch lower to the ground where it mates to the transaxle for better handling.

Low-profile oil pan that reduces mass.

Oil cooler capacity increased by 25 percent.

Standard edge Red valve covers.

Transmission

Paired with Chevrolet’s first eight speed dual-clutch transmission, the transmission is uniquely designed with TREMEC to provide the best of both worlds: a spirited, direct connected feeling of a manual and the premium driving comfort of an automatic. The double-paddle de-clutch feature even allows the driver to disconnect the clutch by holding both paddles for more manual control.

Design

True to its aeronautical and racing roots, the 2020 Stingray’s canopy-forward stance was inspired by F22s, F35s and other modern fighter jets and Formula One racing. Other classic Corvette signatures adapted to the Stingray include a distinctive face that communicates the purpose of the vehicle’s mission, a classic horizontal crease, aggressive front fenders and familiar positioning of the dual-element headlamps.

Low profile headlamps designed around all-new projectors.

Completely hidden door, hood and hatch releases do not disrupt the sculpted design.

Large side air intakes for engine cooling and aerodynamic performance.

A-pillar shape that communicates speed and assists in visibility.

Large rear hatch that showcases the engine with seven air vents.

Quad exhaust tips located on the vehicle’s outboard ends.

Dual-element LED taillamps with animated turn signals.

Mid-Engine Layout Benefits

Better weight distribution, with the rear weight bias enhancing performance in a straight line and on the track.

Better responsiveness and sense of control due to driver positioning closer to the front axle, almost on top of the front wheels.

The fastest 0-100 time of any entry Corvette ever — under three seconds when equipped with Z51 Performance Package.

A race car-like view of the road due to lower positioning of the hood, instrument panel and steering wheel. Excellent forward sightlines throughout the vehicle for both driver and passenger.

An enhancement of Corvette’s traditional utility strengths, with dual trunks for a total of 356-litres of cargo volume, ideal for luggage or two sets of golf clubs

Interior – Materials, Quality and Craftsmanship

A cockpit that has not only migrated forward by 16.5 inches, but envelops the driver, conveying the high performance and aeronautic theme

Vertical climate controls and ultra-thin vents minimize the height of the instrument panel, creating a low, spacious interior.

A new, squared-off, two-spoke, small diameter steering wheel that enables an unobscured view of the 12-inch reconfigurable cluster display

Hand-wrapped, cut-and-sew leather components with thick press stitching.

Generous use of real metal.

Stainless steel speaker grilles with Bose Performance Series audio system.

Carbon fiber trim on the GT2 and Competition Sport Seats.

The choice of either real aluminum or real carbon fiber for console and door trim plates.

Customers can create their own design statement, with the most personalisation options ever for Corvette:

12 exterior colors — Torch Red, Arctic White, Black, Blade Silver Metallic, Shadow Gray, Ceramic Matrix Gray, Long Beach Red, Elkhart Lake Blue and Sebring Orange — plus three all-new colors: Rapid Blue, Zeus Bronze and Accelerate Yellow.

Six interior color themes: Jet Black, Sky Cool Gray, Adrenaline Red, Natural/ Natural Dipped, Two-Tone Blue and Morello Red.

Six seat belt colors: Black, Blue, Natural, Torch Red, Yellow and Orange.

Two optional stitch packages: Yellow and Red. Standard black interiors have Sky Cool Gray stitching.

Seat options:

GT1 – a sporty style that emphasizes comfort while providing good support for performance driving situations. Features Mulan leather trim, optional two-way lumbar support and wing adjustment.

GT2 – a first for Corvette, these seats have a racing-inspired look with comfort for long trips courtesy of dual density foam. They include carbon fiber trim, a Napa leather insert, Mulan leather bolsters, a jet black-painted seat back, two-way lumbar support and wing adjustment, plus heating and ventilation.

Competition Sport – designed for the serious track-focused driver, these seats include aggressive bolsters, full Napa seating surfaces and carbon fiber trim on the headrest, heating and ventilation, along with an all-new durable performance textile inspired by Kevlar vests.

Technology

The 2020 Stingray benefits from GM’s new digital vehicle platform, an all-new electronic architecture that enables the adoption of the company’s next generation of technologies. The architecture minimizes wiring while allowing for faster signal transmission between different vehicle systems and the higher resolution screens. The platform enables continuous vehicle improvements through over-the-air updates and enhanced cybersecurity measures.

Other new technology features include:

Corvette’s next-generation infotainment system is faster and simpler, with a higher resolution display.

Chevy-first one-touch Bluetooth pairing with Near Field Communication.

Wireless charging.

Learn-as-you-go voice recognition.

Improved real-time traffic.

A new, 12-inch customizable instrument cluster tailored to all six driver modes.

Price

Corvette has always represented iconic American design, performance, technical ingenuity and attainability. The entry 2020 Stingray continues that tradition as a no-compromise value proposition, as it will start under USD $60,000.

What do you think?

Heard of Lotus’ latest Evija all-electric hypercar?
Click here
 to know more!

Sell your car fast, without hassle and without any fee whatsoever through Carsome!

Tags
Lifestyle
News

Written by Carsome Editorial


Search

Home
BM
Proton Saga, Ulang Tahun ke-35 Kereta Nasional Pertama Malaysia

By

Ahmad Azwadie Azman

Kereta nasional pertama Malaysia, Proton Saga dilancarkan secara rasmi pada 9 Julai 1985. Pelancaran ini juga secara tidak langsung menandakan permulaan industri automotif nasional di Malaysia. Proton Saga merupakan cetusan idea daripada Perdana Menteri ke-4 Malaysia, Tun Dr Mahathir Mohamad pada tahun 1979. Bermula dengan hanya sebuah lakaran impian pada sehelai kertas kosong, ia kini menjadi salah satu daripada kebanggaan negara. Bukan itu sahaja, ia juga turut membantu Proton menghasilkan lebih daripada 4 juta kenderaan sejak ditubuhkan.

Proton Saga merupakan sebuah jenama kereta tempatan yang sinonim dengan rakyat Malaysia. Model paling laris keluaran Proton dan boleh dikatakan sebagai jenama tempatan paling mampu milik
 dibina berasaskan model Mitsubishi Lancer Fiore. Ini selepas pengeluar kereta Jepun ini bersetuju mewujudkan usaha sama dengan HICOM (Perusahaan Industri Berat Malaysia Berhad) untuk menghasilkan kereta pertama buatan Malaysia.

Kereta Saga: Daripada Permainan
Scrabble
 Menjadi Kereta Pertama Kebanggaan Negara

Proton Saga mendapat namanya daripada
‘Pertandingan Menamakan Kereta Nasional’

yang dianjurkan oleh Proton. Pertandingan tersebut mendapat sambutan yang menggalakkan daripada orang awam dengan lebih daripada 100,000 penyertaan diterima. Penyertaan daripada Staf Sarjan Ismail Jaafar dari Pulau Pinang telah dipilih sebagai pemenang pertandingan tersebut. Beliau menamakan kereta nasional pertama Malaysia sebagai ‘Saga’ – akronim bagi Safety (Keselamatan), Achievement (Pencapaian), Greatness (Keunggulan) dan Ability (Kebolehan).

Ilham menamakan kereta pertama Malaysia sebagai ‘Saga’ muncul ketika beliau bersama rakan-rakannya bermain permainan
Scrabble
. Tambah beliau, nama ‘Saga’ juga mudah untuk dituturkan dalam bahasa lain dan tidak mengandungi konotasi negatif dalam bahasa Melayu atau bahasa Inggeris sekali gus menjadikannya satu nilai tambah yang baik. Staf Sarjan Ismail Jaafar juga turut menerima model yang sama sebagai hadiah kemenangannya.

Proton Saga Edisi Ulang Tahun ke-35

Saga meraikan ulang tahun ke-35 tahun ini sekali gus menandakan dan membuktikan 35 tahun kemampuan negara dalam menghasilkan kereta buatan sendiri. Sempena Ulang Tahun Proton Saga ke-35 ini, Perusahaan Otomobil Nasional (Proton) memperkenalkan model Saga Edisi Ulang Tahun. Model kereta pertama yang dikeluarkan pada tahun 1985 ini terhad kepada 1,100 unit sahaja. Ia tampil secara eksklusif dalam warna hitam dan kuning pada kemasan bahagian dalaman dan luaran. Saga Edisi Ulang Tahun dijual di pasaran pada harga RM39,300.

Selain itu, Proton turut menawarkan pilihan aksesori tambahan sempena pelancaran model Edisi Ulang Tahun seperti berikut:

skirting
 hadapan dan sisi berwarna kuning (
front skirting, side skirting
);

visor;

penebat pada hud (
hood insulator
);

penutup bonet belakang (
trunk lid cover
);

talam bonet belakang (
boot tray
).

Selama 35 tahun dalam industri automotif tempatan, pelbagai kejayaan telah dicapai dan pelbagai usaha inovatif dilakukan untuk pengguna dan pelanggan setia sehingga menjadikan model Saga pilihan utama pengguna di Malaysia selari dengan penjenamaan Proton sebagai kereta rakyat Malaysia.

Generasi Model Proton Pertama di Malaysia

Kereta Saga boleh dikatakan sebagai produk terbaik Proton yang terus menjadi siulan dan bualan ramai. Populariti yang dikecapi sejak pertama kali dilancarkan 35 tahun lalu membuktikan model ini kekal relevan dan menjadi pilihan rakyat Malaysia. Maka tidak hairanlah sejak pelancaran pertamanya, Proton Saga menyumbang sebahagian besar daripada hasil jualan Proton. Selain itu, CARSOME turut menyenaraikan generasi-generasi Saga di Malaysia untuk panduan anda seperti berikut:

Proton Saga (1985 – 1992)

Saga generasi pertama dilancarkan pada 1983 dan diasaskan daripada model Mitsubishi Lancer Fiore. Model ini dilengkapi dengan enjin 1.3L 4G13 Orion II dan 1.5L 4G15 Orion II, masing-masing dijual pada harga RM17, 575 and RM19,000 pada ketika itu. Model Saga 1.5S pertama dimiliki oleh Tun Dr. Mahathir yang menghadiahkan kereta pertama tersebut kepada isterinya, Tun Dr. Siti Hasmah.

Proton Saga Aeroback (1987 – 1992)

Model ini tampil dengan
facelift
 baharu dan menampilkan model kereta versi
hatchback
 pada tahun 1987. Saga versi
hatchback
 ini dikenali dengan nama Proton Knight pada mulanya sebelum dikenali sebagai Proton Saga Aeroback.

Proton Saga Iswara (1992 – 2006)

Pada 15 Ogos 1992, model
facelift
 baharu Saga telah dilancarkan dan dinamakan sebagai Proton Saga Iswara. Nama model ini diambil sempena nama spesis rama-rama di Sarawak. Saga Iswara dilengkapi dengan enjin Orion 1.3L dan 1.5L dan sangat popular dalam kalangan pemandu teksi di Malaysia. Malah, kebanyakan model kereta ini juga diubah suai menjadi kenderaan gas asli (
natural gas vehicle
, NGV).

Proton Saga LMST (2003 – 2008)

Saga LMST (
Lotus Meter Saga Trim
)
hatchback
 diperkenalkan pada 2003 berasaskan platform yang sama dengan model sebelumnya. Model ini tampil dengan bahagian dalaman yang lebih moden seperti papan pemuka baharu, panel instrumen dan kluster meter dengan paparan digital yang terdiri daripada odometer, tolok bahan bakar dan tolok suhu. Selain itu, model ini juga turut menjalani pengubahsuaian dan naik taraf di bahagian luaran.

Saga LMST menampilkan enjin karburator 1.3L 4G13 Mitsubishi yang disesuaikan untuk menghasilkan 83 bhp. Pada penghujung tahun 2006 pula, Proton menaik taraf bahagian luaran model kereta ini dan hanya boleh didapati dalam dua pilihan warna
–
hitam dan oren terhad bagi enjin 1.3L 4G13. Pada 4 Mac 2007, Proton melancarkan model
facelift
 terakhir bagi Saga generasi pertama; Saga LMST Edisi Merdeka ke-50.

Model ini hampir sama dengan Saga LMST 2006 dan dijual dengan harga yang lebih rendah sebagai simbol penghargaan Proton kepada pelanggan mereka. Saga generasi pertama merupakan model Proton yang paling berjaya dan paling lama dalam pasaran bagi semua model Proton setakat ini iaitu selama 23 tahun.

Proton Saga BLM (2008 – 2010)

Saga generasi kedua atau turut dikenali sebagai Saga BLM (
Base Line Model
) telah dilancarkan pada 18 Januari 2008. Saga BLM merupakan model pertama yang menggunakan logo korporat baharu Proton dan dilancarkan dengan 3 pilihan varian: N-Line, B-Line dan M-Line dengan harga antara RM31,498 hingga RM39,998 semasa pelancarannya. Kesemua varian ini dikuasakan dengan enjin 1.3 liter CamPro IAFM.

Proton Saga FL (2010 – 2011)

Saga FL (singkatan bagi
facelift
) diperkenalkan pada 30 November 2010 di
Thai International Motor Expo 2010
. Saga FL tampil dengan luaran yang lebih menarik seperti perubahan pada bampar belakang, gril, rim dan lampu depan. Namun begitu, spesifikasi teknikal dan dalaman model ini tidak banyak berubah daripada versi
facelift
sebelum ini. Model ini juga turuy menampilkan sistem audio Clarion baharu yang turut disertakan port USB dan AUX.

Proton Saga FLX (2011 – 2016)

Selepas 8 bulan pelancaran Saga FL, jenama automotif tempatan ini memperkenalkan Saga FLX. Model ini dipacu oleh enjin CamPro IAFM+ dengan sokongan beg udara, sistem brek antikunci (
anti-lock braking system
, ABS) dan pengagihan daya brek elektronik (
electronic brakeforce distribution
, EBD). Saga FLX ini dikatakan lebih baik berbanding model Saga FL sebelum ini terutamanya untuk pemanduan jarak jauh dan turut dilengkapi dengan kit badan,
spoiler
 pada penutup ruang belakang dan rim aloi enam bilah bersaiz 14 inci.

Proton Saga Generasi Ketiga (2016 hingga sekarang)

Saga generasi ketiga diperkenalkan pada 28 September 2016 sebagai pengganti rasmi Saga generasi kedua. Saga generasi ketiga ini dibina berasaskan platform Saga FLX dan berkongsi enjin VVT 1.3L yang sama dengan Iriz. Proton telah mereka semula sepenuhnya reka bentuk luaran, malah bahagian dalaman turut diperbaharui dengan reka bentuk dalaman yang lebih baik.
ASEAN NCAP

telah menganugerahkan penarafan keselamatan sebanyak 4 bintang untuk model Saga baharu ini

Saga, Produk Kebanggaan Buatan Malaysia

Proton Saga kini melangkah lebih jauh sejak pertama kali diperkenalkan 35 tahun yang lalu dan kini menjadi salah sebuah jenama tempatan yang dipercayai. Selain menawarkan harga yang berpatutan, kos pemilikan yang rendah juga secara tidak langsung menjadikannya model pilihan utama pembeli kereta. Malah, jika dinilai jumlah tempahan yang diterima saban tahun, model ini membuktikan ia berada dalam kelasnya yang tersendiri dan terpahat dalam sanubari rakyat Malaysia. Hari ini, model ini mengekalkan kedudukannya sebagai model terlaris dan paling popular dalam rangkaian jenama Proton.

Penambahbaikan demi penambahbaikan dilakukan bagi meningkatkan kualiti dan prestasinya dalam usaha untuk menjadikan jenama ini bukan sahaja diterima dalam kalangan masyarakat malah kekal relevan dan menjadi buah mulut pengguna untuk sekurang-sekurangnya 35 tahun akan datang. Apakah kereta Proton pertama anda?

Selain itu, jika anda sedang mempertimbangkan untuk
menjual kereta Proton Saga lama
 dan berminat untuk mendapatkan mana-mana
kereta Proton terpakai
, layari laman web CARSOME untuk info lanjut. CARSOME merupakan
platform jual beli kereta terpakai
 yang menawarkan tawaran harga terbaik dengan perkhidmatan yang mudah, cekap dan pantas.

Ahmad Azwadie Azman


Search

Home
Car Reviews
Mercedes-AMG C 63 S Coupe review – Power is an understatement

By

Written by Carsome Editorial

The AMG C 63 S needs no introduction. For the C-Class range, it is the pinnacle of AMG performance. The S features the top of the range power – outputting 503 hp and 700 Nm of torque from 2,500 to 5,000 rpm from the 4.0-liter biturbo V8 engine. Power is sent to the rear wheels, with a listed century sprint acceleration from a standstill in a mere 3.9-seconds. When there’s enough road, the Coupe will reach an electronically limited top speed of 290 km/h. As Mercedes has updated the C 63 range with better looks and improved internals, we take the C 63 S out for a spin and share with you the features that took us to driving nirvana.

The transmission now uses a 9-speed AMG Speedshift unit

The AMG Speedshift MCT 9G transmission has been tuned specifically for the new model with a wet start-off clutch to save weight and optimises the driver’s accelerator pedal response.

The driver can double-declutch or engage the multiple downshift function in ‘Sport’ and ‘Sport +’ drive modes, enabling quicker responses and more power moving down gears.

AMG Dynamics truly something special

There are six drive modes available – Slippery, Comfort, Sport, Sport +, Race and Individual. The agility functions is tied to the drive modes and are automatically selected. Basic goes together with Slippery and Comfort mode, Advanced in Sport, Pro in Sport + and Master in Race.

Due to the immense power that goes through the rear wheel drive system, the drive program strikes a strong balance with safety and dynamism. For example, the agility in Master paired to the Race mode, the system allows the higher yaw rates and faster accelerator response, gearshift and the electronically controlled limited slip differential.

The exterior design is refined, modernized and functional

The AMG styling exudes performance. At the front, the panamericana grille catches the eye while the A-winged design and fins adds a sporty confidence to the look.

The rear features redesigned twin tailpipes in high gloss chrome that joins the new expressive diffuser. The air curtain on the rear apron improves airflow to the rear end.

The cabin gets updated with more tech

Replacing the analogue driver instrument cluster is a new 12.3-inch digital unit. There are three styling themes available with the system – Classic, Sporty and Supersport. The latter’s left and right flanks can be customized and selected based on a range of options similar to that on the brand’s current cars.

Joining the 12.3-inch digital instrument cluster is a larger 10.25-inch Comand online infotainment unit. Mercedes has added the AMG Track Pace system, a data logger for use on racetracks that is able to record over 80 vehicle-specific sets of data including speed and acceleration.

The new C 63 S also sports the new steering wheel with touch controls on top of the AMG drive related features available on the lower left and right side of the wheel spoke.

The driving performance is second to none

Everything drive related can be adjusted, viewed and changed from the steering wheel itself. This includes the damper settings, auto or manual drive modes, exhaust system, and a nine-stage traction control setting.

Most of our drives only permitted us to use half of the power that’s available in the C 63 S, so much so that the remaining can only be fully experienced on a track. Based on the AMG Track Pace feature, we managed to achieve a race start of 4.5-seconds to 100 km/h from a standstill and a mere 33-meter stopping distance from 100 km/h to zero.

Read below for more stories!

Are you interested in the Mercedes-Benz A 200 sedan instead?
Click here
 for our test drive impressions!

Perhaps something bigger for the family? Find out why the
Mercedes-Benz E 200 Sportstyle
 is still the executive favorite!

Sell your car to Carsome and upgrade to a smoother journey ahead!

Tags
Car Review

Written by Carsome Editorial


Mercedes-AMG GLA 45 review – Pocket Crossover Rocket

Search

Home
Car Reviews
Mercedes-AMG GLA 45 review - Pocket Crossover Rocket

By

carsomeadministrator

The AMG name is easily one of the most recognisable letters in the automotive world that’s also distinctly tied to Mercedes-Benz. But apart from knowing that AMG’s are more powerful versions of standard Mercedes’, how did it start, and how much of AMG is part of its history?

In a brief history, AMG was started by two engineers – Hans Werner Aufrecht and Erhard Melcher who at the time was working in the Development Department at Daimler-Benz; shared an interest in motorsports. Unfortunately, the company discontinued all racing activities, and Aufrecht and Melcher wanting to continue on with their interest, founded AMG after their names and the location of the garage where they first worked, in Großaspach (pronounced Grossaspach) in 1967.

Through the tinkering of engines for performance, winning races, and creating history, the popularity of AMG spread to tuned cars even on the road; with the badge quickly becoming a sensation. With demand steadily rising, they soon moved to its current home in Affalterbach in 1976.

It was at Affalterbach in 1986 that global recognition was brought into attention – the brand had developed a 5.0-litre V8 engine in an E-Class coupe, better known as “The Hammer”. Years of close cooperation followed, and with high demand and a greenlight to develop AMG versions of Mercedes’ road cars, the badge today is ever popular with the three-pointed star.

Don’t forget that this list doesn’t include all engine types. Thats a lot of AMGs.

Today, AMG badged Mercedes’ have grown in variety and numbers. In fact, in its current line-up, despite having six distinct badge numbers 35, 43, 45, 53, 63 and 65, there are further variants of the engines within the same number. While we won’t go deep into the range, the engine in the 45 AMGs are considered as the customer’s entry point into the world of performance Mercedes-Benz (This has been overtaken by the new entry 35 model in the new A-Class; with plans to improve and uprate the current 45 versions).

So with the small history lesson aside, we’ve arrived at the Mercedes-AMG GLA 45. At first thought, it’ll be natural to think that the GLA 45 would end up to be a strange AMG choice, but after spending some time with it, we think this is the entry AMG to get. However, we do know the facelift was launched in 2017 and we are now in 2019, so let us explain.

Following the brand’s one man, one engine, this one was handbuilt by Ronny Heibner.

The AMG in focus here is the facelift AMG GLA 45 4Matic, which underneath has a 2.0-litre turbo that outputs 375 hp and 475 Nm of torque mated to a 7-speed AMG Speedshift Dual-Clutch transmission. Power is driven to all wheels through the 4Matic system with a century sprint time stated at 4.4-seconds. It stands 15 mm lower than the standard GLA and has all the bells in the suspensions to set it apart from the vanilla sibling.

Aesthetically, this facelifted GLA 45 now comes with high performance LED headlamps with a distinct DRL strip (opposed to chiclets before), bodykit with new air intake grilles with a front splitter which helps in aerodynamics.

Inside the cabin does feel a little dated, and follows on from the same layout as seen in the 2013-2014 A-Class and GLA when it was first introduced. Of course the AMG treatment here does distinguish it from the other GLAs with the AMG Performance steering wheel, Recaro bucket seats with adjustable side and thigh bolsters, centre console gear shifter, the floating 8-inch display, the customary red accents throughout the cabin and seatbelts, on top of many others. Most of all, how does it drive?

The engine in the GLA 45 is an amazing one. The brand has effectively managed to boost power to impressive numbers and yet provide a linear acceleration and power delivery. Of course the driving experience is quite a treat for the senses the moment the engine comes alive. Taking the car easy requires a little more throttle at the get go, but of course there’s plenty more even at half pedal. In fact, there’s more than enough power available that we couldn’t even fully bring it down on our daily drives.

Adrenaline driven accelerations are met with the audible satisfaction of loud pops on upshifts and the crackle when lifting off, and it all comes together better when you do the shifts on your own. Taking sharp corners is where you can tell the AMG-ness shines – with little roll, confidence to speed up increases and directions change quick. When you’re ready to slow down, the brakes bite eagerly and work so well that it takes a tap just to get things to a halt.

After using the GLA 45 as our daily driver we came to this conclusion. In its current offering locally, the GLA 45 is certainly a powerhouse machine that is purpose built for the track. You can have massive amounts of fun because it can be menacing and yet down to earth for you to use as a daily car. The only areas we think that would put away the potential buyer is the interior layout, which still features the old design language and the fact that the newer AMG A 35 is quite literally around the corner. Although it isn’t the same, we do think that its relative size, value and its pure driving nature is a win. Besides, the next GLA is still a long while away. Would you wait?

Click here to check out Mercedes’ latest
CLA Coupe
!

Looking to get that AMG of your dreams? Start by selling your car through us! We connect you to over 1,000 dealers nationwide!

Tags
Cars
Driving
Lifestyle
Reviews

carsomeadministrator

LEAVE A REPLY
Cancel reply

Comment:

Please enter your comment!

Name:*

Please enter your name here

Email:*

You have entered an incorrect email address!

Please enter your email address here

Website:

Save my name, email, and website in this browser for the next time I comment.

Δ


Search

Home
Car Reviews
Mercedes-Benz A 200 sedan review – The best entry Mercedes to date

By

Written by Carsome Editorial

Mercedes-Benz has put a significant amount of focus and development into the latest-generation A-Class. On top of offering just a hatchback body style like the past three generations, Mercedes also took to create a sedan for the fourth-generation model and introduce it to the global market. In Malaysia, the A-Class sedan comes in the same two variants as the hatchback – an A 200 Progressive line and A 250 AMG line. What separates the A 200 sedan from the A 250 hatchback we reviewed last year? This is what we found out.

There are several firsts and highlights for an entry Mercedes-Benz

Apart from the obvious body type, the sedan shares the same wheelbase as the hatchback and in measurements, is 130 mm longer and 6 mm taller than its smaller sibling.

In an effort to keep the crown of having the most aerodynamic passenger car in the market (previously held by the CLA), Mercedes set to equal the co-efficient drag figure of 0.22, but because of the smaller frontal area of 2,19m² compared to the CLA, the A-Class sedan takes over the crown.

MBUX is the new Mercedes-Benz User Experience multimedia system that showcases the brand’s all-new system and makes its debut in the A-Class. MBUX is customizable, adapts to the user and has the ability to learn. The user experience is now operated by a touchscreen, touchpad on the center console or touch control buttons on the steering wheel. Locally, both A-Class types in Malaysia are equipped with the highest specified two 10.25-inch displays.

The engine might be small, but it delivers more than enough power

Underneath the hood of the A 200 sedan lies a 1.3-liter 4-cylinder turbocharged engine that delivers 163 hp and 250 Nm of torque from 1,620 to 4,000 rpm. It is mated to a 7-speed dual-clutch transmission. Foot down from a standstill and the A 200 can reach the century sprint in 8.1-seconds.

Fuel economy is stellar. In our four-day test drive, we only used less than half of the 51-liter fuel tank before returning the keys. The rated fuel economy is 5.4-liters per 100 km.

The interior is the biggest evolution for the A-Class

Mercedes-Benz went all the way with the redesign of the A-Class cabin. It takes inspiration from the brand’s flagship models and offers a premium look and feel unlike its predecessors.

The wing-shaped design of the main dashboard now extends from door to door at the front, offering a visual continuity. The turbine air vent designs from the E-class coupe is introduced and the overall visual appeal is modern and luxurious.

Cabin ambient lighting with 64-colors also bring the mood and luxury to the interior with preset colors and even color schemes.

MBUX is the latest generation of the brand’s multimedia system. It is a leap forward in user interface and user experience with customizable easy access shortcuts. However, the highlight for MBUX has to be the intelligent voice control via the keyword “Hey Mercedes”. With this, the driver will have a digital assistant, somewhat like Siri on iOS devices and will be able to change the ambient temperature and set navigation locations among other functions. It’s great but might need a little getting used to.

Cabin insulation is quiet to the engine start and idling. However, once bumps and cracks form or if you push the engine hard, it comes into the cabin and it can feel a little less refined

Driving is sharp and precise

Turn in is the most impressive Mercedes we’ve driven in a while. It behaves just like the A 250 hatchback we reviewed previously albeit with a less refined suspension. The size, and the way the A 200 behaves is rather impressive for an entry-level Mercedes and is certainly a welcome one for us.

The front changes direction quick and you can get up to speed fast with the midrange power thanks to the turbo. Once you’ve felt the way the A 200 picks up speed once you get things going, it puts quite a smile on your face.

Gear changes are smooth and does the job well but has a tendency to upshift for better fuel economy. The result is good mileage when you need it, but can be irritating when its between a quick crawl in traffic.

Read below for more stories!

Are you interested in the Mercedes-Benz A 250 hatchback instead?
Click here
 for our test drive impressions!

Perhaps something bigger for the family? Find out why the
Mercedes-Benz E 200 Sportstyle

is still the executive favorite!

It’s the new year! Sell your car to Carsome and upgrade to a smoother journey ahead!

Tags
Car Review

Written by Carsome Editorial


Search

Home
Car Reviews
Mercedes-Benz A 250 (W177) AMG Line review – Progressively Compact

By

Written by Carsome Editorial

When Mercedes-Benz introduced the latest fourth-generation A-Class early 2018, the brand essentially set a benchmark for premium hatchbacks everywhere. Apart from showcasing the company’s latest design language with an incredible drag coefficient figure of 0.25, the headlining aspect of the new A-Class is its revolutionary interior design and technology.

Incorporating two 10.25-inch widescreen displays for the instrument cluster and infotainment, the modernisation of the cabin is meant to be a precedent for all-new Mercedes-Benz cars that followed. The product offensive has been strongly proactive, as there are now as many as 16 models in the company’s portfolio that feature a widescreen display (whether current or earlier iterations).

The reason for such a positioning in the entry-level Mercedes is not a surprise. Since the introduction of the previous generation A-Class in 2012, the average age of drivers owning a new A-Class in Europe is more than 10 years less than drivers in the brand’s preceding model series. In China, one in three customers were under the age of 30. More so in Europe in 2017, more than 60% of A-Class customers previously drove a competing brand. This also goes without saying that Mercedes-Benz is also expanding the compact segment around the A-Class to another three, from the current five.

Focusing on the A 250 AMG Line, first impressions are very positive (to be honest we were very excited about this car). Styling wise has been a mix of opinions but we feel that Mercedes is following a set language for the current generation – sleeker headlamps with DRLs and the shark nose front. In terms of size, the new A-Class is larger in all areas, including an increase of 127 mm in length and 30 mm in wheelbase.

Underneath the A 250 lies a 2.0-litre 4-cylinder turbocharged unit that outputs 224 hp and 350 Nm from 1,800 to 4,000 rpm and is mated to a 7-speed dual-clutch (7G-DCT) transmission. Drive goes to the front wheels.

The interior as previously mentioned is the highlight of the new A-Class. The dual 10.25-inch displays immediately become the centre of attention, with the design elements of the turbine air-vents, door pulls, cleaner centre console and the lighting accents.

The possibility of the simplified centre console is thanks to the introduction of Mercedes’ MBUX (Mercedes-Benz User Experience), which places most controls and information within the infotainment unit. Input is now operated through the touchscreen, touchpad and touch control buttons on the steering wheel. The latter most corresponds to displays input according to the touchpad left or right position. As the system is a learning one, MBUX also has the artificial intelligence system of ‘Hey Mercedes’ and can help you with audio, climate and navigation.

The instrument cluster has various themes and can be customised based on the available data options.

Driving and everyday impressions

The new A-Class experience is very much refreshing because everything here is brand new. The design of switches and knobs like the seat adjustment, gear stalks are familiar but new. Button placements have been made more cohesive and simpler to use than the previous generation.

As for the use of Mercedes’ latest MBUX, the system is straightforward and a next step up from the latest Comand APS NTG 5.5 available in the widescreen W213 E-Class. Input can be done from either the touchscreen display, central touchpad, or steering wheel touchpad. However, one thing we realised during extended use is that the system at one point will require the use of the touchscreen display for more detailed input. Depending on the situation, the driver won’t be able to proceed with just the touchpad while on the move.

The driving experience here is certainly a step up from any Mercedes-Benz car we’ve driven off late. Foot down, there’s plenty of power from the engine for you to catch up in a convoy or overtake on the highway. Gear shifts are seamless and smooth from the 7-speed DCT when in auto, and if needed when paired with the paddle shifters, driving is a real joy around the bends. The winning recipe for the new A-Class is certainly the immediacy in changing direction and how accurate the nose points in relation to the steering input. We are certainly impressed with what Mercedes has done for this generation A-Class in relations to drivability.

Verdict

The ambient light colours really pop at night.

If we had to put down things we felt could’ve been improved, there are a few. First comes from the glossy reflective surface on the dual display, where during day, it can become distractive and hinder visibility. And second comes from the accidental input to the central touchpad that can happen when getting something from the console area.

What else? Not much really. The A 250 as a premium hatchback is certainly the best that Mercedes has made and, in our opinion, the best anyone can get for hatchback’s within this range. Best of all, those who want a little more boot space, there’s the A-Class sedan that’s available as well. But if you’re looking for more power, you might have to wait for the AMG A 35, A 45 or A 45S.

Prefer a C-class with some power? The
Mercedes-AMG C43
 should whet your appetite!

Sell your car to Carsome! Start by filling in the form below!

Tags
Car Review

Written by Carsome Editorial


Mercedes-Benz A-Class Sedan: World’s Most Aerodynamic Car

Search

Home
Lifestyle
Mercedes-Benz A-Class Sedan: World's Most Aerodynamic Car

By

carsomeadministrator

Mercedes-Benz recently announced that the all-new A-Class sedan now holds the world record for the lowest drag of any production vehicle worldwide with a 0.22 Cd. This is also matched with a drag of less than 0.49 m², a figure that’s also important for the achievement. The company also states that this new honour defends the one set by the CLA Coupe.

The purpose for a low drag coefficient contributes to lower fuel consumption under everyday conditions. To achieve this figure, the A-Class sedan was optimised to the smallest details by multiple computation loops, computer-aided engineering and measurements in the brand’s own wind tunnel in Sindelfingen. In a side note, the blower in the wind tunnel can generate wind speeds as high as 265 km/h and is so precise that it is possible to show the influence of tyre markings in aerodynamics.

The small improvements that led to the new record included a reduction of the frontal area, extensive sealing such as the headlamp surroundings, almost complete underbody panelling of engine bay, main floorpan and parts of the rear axle and diffuser.

The car’s rims and tyres also went through aerodynamic fine-tuning, with front and wheel spoilers optimised to route the air around the wheels in its most efficient. Optionally, the A-Class sedan will have a two-part shutter system behind the radiator grille to minimise airflow through the engine bay.

The upcoming A-Class sedan will be based on the 2019 hatchback model.
Click here
 for deeper look into the new A-Class!

Mercedes’ C 350e plug-in hybrid
 is the EQ Power vehicle you should have a closer look at.

Selling your car? Don’t want to haggle for price? Fill in the form below and get your car into our bidding system!

Tags
Cars
Driving
Lifestyle

carsomeadministrator


Search

Home
Lifestyle
Mercedes-Benz and Aerodynamics: A Route to Efficiency

By

carsomeadministrator

    When it comes to fuel efficiency, automakers have been striving hard to put consumption numbers at their lowest possible state. From engines to stop-start systems, weight and transmissions, automakers are innovating the best they can to improve those figures.

    One of the more important factors in this area is the science that involves aerodynamics. Because of this, automakers are ever conscious in building sleeker vehicles. Cars which have been sculpted to have a lower drag coefficient (Cd), or in layman’s terms, one that has a lower drag force when it moves through the air. Simple science tells us that when there is more resistance opposing a vehicle in motion, it takes more energy to go against those forces. More energy equals higher consumption. This is where Mercedes-Benz comes in.

You could mistake the front of the A-Class sedan with the CLA Coupé.

    Zooming in on the everyday production car, Mercedes-Benz currently holds the first and second spot in the aerodynamics crown – represented by the A-Class sedan with a Cd value of 0.22 and the new CLA Coupé which achieves a 0.23 Cd and defends the previous record set by its predecessor.

    In an aim to perfect aerodynamics of their vehicles, Dr Teddy Woll, Head of Aerodynamics at Mercedes-Benz has made it one of his main missions to search for mobility that is most efficient. It is no wonder then, why Dr Woll recently met up with Ironman Jan Frodeno, a triathlete who is known to be a perfectionist when it comes to looking for the tiniest technical advantage. In the complex triathlon world, the cycling leg is by far the most dependent on optimum technique – in particular on the aerodynamics of a cyclist and their bicycle.

    In a recent interview conducted by Daimler Communications, Dr Teddy Woll and Jan Frodeno spoke about how aerodynamics is viewed from both an athlete's point of view, and in Mercedes-Benz vehicles.

What is the significance of aerodynamics as far as you are concerned?

From left: Jan Frodeno and Dr Teddy Woll.

JF:
Aerodynamics plays a really fundamental role in the central part of a long-distance triathlon, the 180 km cycle ride. In particular, at the World Championships in Hawaii we have to fight against strong gusts of wind as well as the wind resistance. This makes the issue especially complex. And you need to know that it's not just the aerodynamics of the wheel that makes the difference, it's the decisive interplay between the bike and its rider. Because the body causes around 80 percent of the contact surface for the wind. It's definitely worth a few hours in the wind tunnel to find the ideal seat position.

DTW:
Aerodynamics are an intelligent way of cutting fleet consumption and also help to close the gap between certified and actual consumption. As the wind resistance grows with the square of the speed, a cd value reduction brings advantages above all at a higher speed. An aerodynamic design is also so important because the vehicles' frontal area is tending to increase: people are getting taller, the battery in electric vehicles needs space and lots of customers prefer an SUV. We are all the prouder that in the new compact cars we have managed for the first time to cut the cd figure yet again and also made the frontal area smaller, in spite of wider wheels and more space in the vehicle.

When it comes to the aerodynamics of the bicycle or car, what kind of ballpark figures are we talking about?

JF:
Anyone out for a leisurely ride on a touring bike has a Cd value of around 0.7 m². A mountain biker has about 0.6 m², a racing biker 0.5 m². With me – in combination with a helmet, the pre-determined seat position and an aerodynamically optimised bike – a Cd figure of 0.21 m² was measured. So anyone riding a Dutch bike has to overcome three times the resistance, and at as much as nine times the resistance at twice the speed!

DTW:
Our best is currently the A-Class Saloon. With a cd value of 0.22 it achieves the current world record amongst series vehicles and has a frontal area of around 2.19 m². This adds up to a drag coefficient of 0.49 m². Two people in an A-Class are therefore much more aerodynamic then two racing bike riders – despite triple the frontal area.

Is it possible to put the benefit of better aerodynamics in figures?

JF:
As the external circumstances are permanently changing, it is so difficult to quantify it in absolute terms. But one thing is clear: the less energy I need the faster I can cycle – or I can save energy for the marathon to come. So we cyclists measure aerodynamics in watts – the power we have to generate in order to overcome the wind resistance – or how many watts we can save at a target speed of, say, 45 km/h.

DTW:
If it is possible to cut the cd figure by one hundredth, so for example 0.24 to 0.23, the fuel consumption in the customer average falls by one tenth of a litre, at a motorway speed of 140 km/h by approx. 0.2 litres per 100 kilometres or 5 grams of CO2 per kilometre. Today there is no measure that cuts this much consumption at such low costs. To achieve the same saving with lightweight-construction measures in real traffic we would have to reduce the weight of our cars by at least 50 kilograms, and at a motorway speed of 140 by as much as 200 kg.

What improvement have you achieved in the course of your career?

JF:
In the last few years we have concentrated on working on the bike itself with my bike partner Canyon and we have improved the handlebars and the cockpit. We also tinkered with my seat position and developed a new helmet too. This all resulted in successes. But you also always have to keep an eye on the biomechanics. Because you also have to put power on the pedal too and above all in an Ironman you have to be able to stay in the seat position for 4 hours. It doesn't help one bit if you save 10 W of air resistance in the wind tunnel but the position is then so "uncomfortable" that your performance decreases by 20 W or you can't run properly afterwards. Finding this balance and the perfect point between aerodynamics and biomechanics is our biggest challenge.

A look at the interior of the A-Class sedan.

DTW:
We also have a conflict of interests with different demands when it comes to a vehicle – that's why not every model is always more aerodynamic than its predecessor. But generally speaking we have made huge progress in the last few years. One spectacular example is the leap the SUVs have made, from the first M-Class with cd 0.40 to the new GLE, which achieves a new best cd figure in the segment, 0.29. In this period the saloons have clocked up an improvement of some 20 percent. In recent years we have made great progress thanks to the digitisation of the development process, as calculations are very much faster and much more refined. Digital vehicle models nowadays have over 100 million cells, and can produce results overnight with a precision of over 99 percent. Not that long ago, this same simulation would have taken 6 months and would have been very imprecise. Then there is the fact that today we collaborate very well with our colleagues from Design and we have developed a huge mutual understanding. And it certainly makes us proud that we are setting the trend for the entire car industry in this field.

And where are the improvements taking place?

JF:
Take a look at my current racing bike. My partners at Canyon really took care of every last detail. For instance, my Speedmax CF SLX has a tailor-made cockpit: in order to keep the frontal area as small as possible Canyon milled a special attachment that sits in the centre of the stem. And Continental made me a special tyre with the low rolling resistance of the GrandPrix TT and the reduce wind resistance of the GrandPrix 4000 S2: through the profile in the tread the wind dissipates faster, which saves one to two W compared with the smooth tread of the TT.

DTW:
This encompasses three areas – the air flow through the engine compartment, the air flow around and within the front wheels, and the underbody. These measures include, for example, the latest generation of active radiator shutters, a complex interplay between 3D wheel spoilers, slotted wheel arch liners and aero wheels, fully trimmed underbodies and also the active level control system on some vehicles. But we take a close look at every nook and cranny of the vehicle, from the front apron with all its edges and apertures to the small spoiler lips in the lenses of the tail lights, to perfect the breakaway of the air flow at the rear.

Will the development then continue or has the end of the road been reached?

JF:
Development is always ongoing as long as weirdos like me are so obsessed with every detail. If you want to win you have to be better than the rest. And this means that if you stand still you fall behind. We constantly have to learn, measure, buy, develop – and start all over again.

DTW:
And that is precisely our attitude too. Our company motto "The best or nothing" amounts to the same thing. Of course we are gradually approaching an asymptotic limit if we do not dramatically change the appearance of our cars, e.g. by making them much longer and sleeker, and equipping them with slim rear ends and narrow wheels. Fortunately, however, we can always still find details where improvements are possible — both in the wind tunnel and, increasingly often, on the computer. After all, aerodynamics is the most efficient way to even more efficiency.

Click here to learn about the improvements made to the
A-Class sedan
.

And here for more about the all-new
CLA Coupé
.

Sell your car through Carsome when you're ready to buy that shiny new ride!

Tags
Cars
Driving
Lifestyle

carsomeadministrator


Mercedes-Benz CLA 250 Sport 4Matic & SLC 300 AMG Review – Flying Without Wings

Search

Home
Car Reviews
Mercedes-Benz CLA 250 Sport 4Matic & SLC 300 AMG Review - Flying...

By

carsomeadministrator

Mercedes-Benz’ sales performance for 2016 has been its highest ever with 11,779 vehicles sold, up nine per cent from 2015 and a record year for car launches – 17 models to add onto a 2016 portfolio of 50 vehicles for the Malaysian market. With 638 units of the CLA, we couldn’t help but calculate that 12 units of the CLA are sold per week last year. To begin 2017, let us open the year with the brand’s sporty models as we highlight and test the facelifted CLA 250 Sport 4Matic Coupé and the SLC 300 AMG Convertible.

Together these two sporty offerings are updates of current vehicles that are leaders in their vehicle’s class. Both feature new bumpers and a diamond radiator grille as standard on top of numerous enhancements to the interior. For the CLA, its updates although minor accentuate the Coupé a step further. At the front, the new signature swooping lower intake is joined by LED High Performance headlamps that illuminates with a colour temperature that is closer to daylight than regular xenon headlamps. As the eyes swoop to the rear end, the newly designed LED tail lamps go together with tailpipe trim panels that stay flush into the bumper.

The interior opens into new seat covers, trim parts and chrome-plated controls. The details surrounding the switches in the doors and the stowage compartment in the centre console has been meticulously looked at. The freestanding central display is an 8-inch unit with a new glass cover and with the new steering wheel design, has red needles on top of new styled dials. The brand’s signature Audio 20 system remains and is used to control a host of infotainment options – audio, driving modes and phone.

Like the CLA, the SLC is also a definite crowd puller. Updated with the brand’s new nomenclature which sees the previous SLK renamed to SLC – as the relationship the roadster’s shared technology with the C-Class. Historically, the original SLK which was launched in 1996 became popular with its retractable hardtop (Vario-roof as it is called) and has been instrumental in paving the way for other convertible hardtop cars along the way.

What sets apart the new SLC from the previous SLK is certainly the new front and rear end that has been updated to showcase the brand’s current signature look. From the steeply raked diamond radiator grille to the striking air intakes and distinctive headlamps, the front-end design elongates the look of the arrow-shaped bonnet and accentuates the SLC. At angles, it is reminiscent of its larger sibling the SL and the menacing AMG GT.

It takes approximately 18 seconds for the roof to go down or up.

As the eyes move towards the side profile, the roadster silhouette comes into shape, bringing the ventilation grills that draw the rising beltline and sweeping roof merge with the rear to showcase the muscular wings, tail lamps with LED and a new bumper with black diffuser.

In the cabin, those familiar with the pre-updated interior will notice the subtle yet significant changes. Firstly, the new-generation sports steering wheel with a flat bottom design and paddle shifters is joined by a new gear lever, a small brushed aluminium piece embossed with the SLC name. Like the CLA, the SLC comes equipped with the Audio 20 accompanied by a 7-inch display but with navigation pre-installed. Surprisingly for a car this size, there are many storage compartments within the cabin that allows quite a fair bit of items to be tucked away when needed.

And talking about space, the highlighting factor of boot space is a whopping 335-litres of luggage allowance. While that doesn’t seem like much, it does trump the current Ford Focus hatchback which only comes in at 316-litres. The only snag about all this though, is the roof protector which houses the convertible hardtop. When down, the roof protector can’t be tucked away – which poses to be a hassle when removing larger items like a golf bag.

Driving and Lifestyle Impressions

For what its worth, the 4Matic system on this 250 Sport certainly provides awe inspiring confidence behind the wheel. Off the line, the acceleration is relentless when put in Sports mode (thanks to the 7-speed dual clutch gearbox), but can be economical when in Eco mode – placing revs when cruising at 100km/h around 1,800rpm. At tight narrow bends, it handles like an FF through the tight narrow bends and when necessary, the brakes clamp on hard with good modulation and a progressive feel. Both the brakes and chassis is very assuring even under sudden braking manoeuvres.

Lifestyle wise, the CLA could be a challenge for drivers used to the standard central positioned gear lever, which here is replaced by the brand’s standard stalk unit. And also while there is respectable legroom for a vehicle this compact, the low-rear roofline which is a by-product of the coupé design could pose as an issue to taller occupants.

The driving experience of the SLC stays true to its roots. We say this to the fact that not only are there multiple modes available from the Dynamic Select which modifies the engine, transmission, steering, suspension and sound through the sports exhaust (which in turn enables the driver to feel the sensory feedback the SLC provides) but also one that allows for a range of lifestyles. Almost everything here is taken a step further than the CLA, but with stickier tyres, quicker engine management with gear changes from that truly special 9-speed G-Tronic transmission. Enter into Sports Plus mode and gear changes are actuated in mere miliseconds when you want it to.

When needed, the panoramic Magic Sky Control glass roof of the SLC can tint and clear the glass at the touch of a button.

Top down or up, you could be driving it by the countryside, in the city, on the track, and on truly technical roads, you can have a good amount of fun up the twistys of Bukit Tinggi, or by the coastal roads of Batu Ferringhi.

Specifications

Mercedes-Benz

CLA 250 Sport 4Matic

SLC 300 AMG

Power

215 hp

241 hp

Torque

350 Nm at 1,200 to 4,000 rpm

370 Nm at 1,300 to 4,000 rpm

Engine Capacity

2.0-litre Turbocharged 4 cyl

2.0-litre Turbocharged 4 cyl

Transmission

7-Speed Dual Clutch Automatic

9G-Tronic (9-Speed Automatic)

Litre/100km (Combined)

6.8

5.8

CO2 Emissions (Combined)

160 g/km

134 g/km

Price

RM 278,888

RM 468,888

Verdict

You can’t go wrong with either one of these handsome coupé and cabriolet pair. In fact both are in their facelifted stage where the following generation will supersede these in time to come. And as Mercedes vehicles are commonly known for, their ability to age and mature with the times. Are these vehicles for you though? All you need to do is to answer whether it fits your lifestyle, and even so, if these cars are able to put a smile on your face everytime you get into one. It certainly did for us, and we hope it will be for you too. Best of all, as of publication, Mercedes-Benz is having attractive
financing offers from 1.88 per cent for all their models
 in conjunction with the coming Chinese New Year.

What do you think about these two? Does it tickle your fancy? Share with us your thoughts in the comments!

Sell your car to Carsome today!

Tags
Buying a Car
Cars
Driving
Reviews

carsomeadministrator


Search

Home
Car Reviews
Mercedes-Benz E 200 Sportstyle review – Still The Executive Favourite

By

Written by Carsome Editorial

If you speak to quite a few people about the design of the current 10th generation W213 E-Class, many would agree that it’s the best looking yet. With this generation, Mercedes-Benz decided to take a more streamlined approach aesthetically. The result is one that sits between the flagship W222 S-Class and W205 C-Class. Together they share design elements that drive and represent the brand’s core sedan range.

The W213 E-Class in Malaysia has actually seen multiple updates since its official launch in 2016. Apart from the local assembly in 2017, the current E introduced the E 350e plug-in hybrid, updated the trim range in 2018 and announced the E 300, and once more early this year with a refresh to new engines and an E 350 AMG Line variant. Are there significant differences to the 2019 update? Will an engine change improve the experience? Mercedes-Benz Malaysia loaned us the E 200 Sportstyle for a weekend. We will compare it with our original impressions back in 2017.

When we first experienced the E 200 and E 250 two years ago, the technology and design blew us away. Somehow the brand took what they learnt in the S-Class and C-Class and packaged for the future.

Gone were the analogue dials and traditional buttons, and in were a streamlined layout that made the user interface easier to navigate.

For the 2019 update, minor upgrades have been made to the previous iterations. Now with the Sportstyle badge, the E 200 comes with new 18-inch five spoke alloys and additional chrome on the front bumper similar (apart from the grille) of the E 250 Exclusive Line before.

Inside there are some goodies to keep up with the brand’s newer cars. The steering wheel for one is the latest seen in the latest C-Class and A-Class models that feature a redesigned touchpad, audio, cruise control switches. Trim now is a light carbon-grain aluminium with an open-pored black ash wood centre console.

One thing key eyes will notice in the centre console is the omission of the Comand touchpad that hovers above the navigational wheel. On the plus side, the E 200 gains a Qi wireless charger inside the centre cubby and the infotainment unit now also comes standard with Apple CarPlay and Android Auto support.

Everything remains including the two 12.3-inch widescreen displays that dominate the dashboard, the 64-colour ambient lighting and of course the comfortable Artico leather upholstery.

The biggest change here is certainly the new engine. The new twin-scroll turbocharged 2.0-litre unit now outputs 194 hp and 320 Nm of torque 1,650 to 4,000 rpm. Century sprint is achieved in 7.5-seconds and is mated to the same 9G-Tronic automatic transmission.

Driving impressions are still as positive like before. It’s comfortable to drive and is easy to move and direct but it’s not as what you would expect from their AMG line of vehicles. After all, the E-Class has always meant to be an executive sedan aimed at comfort over sportiness. That being said, the Agility Control suspension stiffens up the ride in Sport mode for a little more confidence around bends. As for power, the new engine does seem to make the car feel lighter than it is, despite this being the entry E 200.

What’s our verdict? Was there anything more that we wanted? Yes definitely. For a Mercedes that has Keyless Start, the lack of the smart entry on doors (Keyless Go) make it a little counterproductive considering that the driver still needs to take out the key to unlock and lock the vehicle. As for the sound system, the lack of Burmester isn’t a dealbreaker. Sound is still good and customisable and wouldn’t really affect most listeners unless you’re an audiophile.

Truthfully the E 200 is still a great entry for the E-Class and is more than equipped to satisfy anyone looking for an executive sedan. As far as we’re concerned, the additional features does make it better than its rivals on certain aspects. After all, the E 200’s strongest point is still its interior design, comfort levels and the fact that it holds its appeal as a Mercedes-Benz.

Click here
 for out impressions of the latest A-Class!

Sell your car to Carsome today! Start with the form below!

Tags
Car Review
Lifestyle

Written by Carsome Editorial


Search

Home
BM
Mercedes Benz: Kini Semua Boleh Memilikinya

By

Ahmad Azwadie Azman

Jika dahulu, jenama Mercedes Benz ini tidak asing lagi dengan imej ‘orang tua’ dan kurang mendapat tempat dalam kalangan orang muda. Namun kini, jenama ini tidak lagi kedengaran terlalu jauh dan sukar untuk dicapai seperti dulu. Sejak kebelakangan ini, jenama ini kini menjadi buah mulut penggemar dan pengikut setia dunia automotif. Ia kini dilihat dengan imej
 ‘cool’
 dan
 ‘trendy’
 yang sesuai dengan peredaran masa. Malah, tidak keterlaluan untuk dikatakan bahawa Mercedes Benz merupakan simbol kejayaan, kekuatan dan kerja keras pemiliknya.

Jenama kereta buatan Jerman ini sememangnya tidak perlu diperkenalkan lagi. Kualiti kereta tidak kira luaran mahupun dalaman, aspek keselamatan dan prestasinya setanding dengan kekuatan jenama itu sendiri. Malah untuk rekod,
Model C-Class
 keluaran Mercedes Benz merupakan model paling laris dan paling lama berada di pasaran.

Kereta Mercedes Benz Terpakai? Mengapa Tidak?

Semua orang mengimpikan untuk memiliki sekurang-kurangnya sebuah kereta Mercedes Benz sebagai milikan peribadi. Namun begitu, adakalanya impian itu terpaksa terkubur disebabkan keadaan ekonomi semasa negara yang tidak menentu dan mencabar terutamanya pasca Covid-19. Tetapi anda tidak perlu risau, jika anda masih belum dapat melupakan hasrat tersebut, ada satu cara yang boleh membantu anda mendapatkan kereta idaman anda ini.

Anda mungkin boleh mempertimbangkan pembelian
Mercedes Benz terpakai

di
CARSOME!
 Pembelian kereta terpakai merupakan alternatif terbaik untuk memiliki kereta idaman anda pada harga yang mampu milik. Selain menjimatkan wang anda, pembelian kereta terpakai juga baik untuk alam sekitar kerana lebih sedikit karbon dioksida dibebaskan ke udara. Terdapat banyak pilihan kereta yang boleh dipertimbangkan sebelum anda membuat keputusan untuk membeli kereta terpakai –model klasik, moden,
 sedan
 atau
 sporty
? Semuanya di tangan anda.

Bagaimana Caranya? Rancang Bajet

Harga bagi model
collectable
 bermula dari RM50,000. Model klasik popular zaman 90-an pula boleh menelan belanja antara RM8,000 ke RM20,000 – bersamaan dengan harga bayaran pendahuluan model baharu. Nampak lebih berbaloi memiliki kereta baharu, namun faktor cool-retro yang anda boleh dapat: tidak ternilai.

Model kereta Mercedes-Benz terpakai yang baharu seperti model C200 tahun 2017 (masih dalam waranti) boleh didapati dengan harga di bawah RM200,000 berbanding lebih RM250,000 untuk kereta baharu model yang sama. Penjimatan ini diibaratkan kira-kira dua cawan kopi Starbucks setiap hari sepanjang tempoh pinjaman (dengan bayaran balik kira-kira RM2,000 hingga 2,500 sebulan selama 7 tahun untuk kereta terpakai).

Apa kereta Mercedes Benz idaman anda? Jika anda sedang mencari kereta Mercedes Benz terpakai idaman anda, anda boleh memulakan carian anda di
CARSOME
, platform jual beli kereta terpakai terbaik di Malaysia! Anda boleh dapatkan model kereta berkualiti pilihan anda dengan tawaran harga yang berbaloi. Siapa tahu impian yang dahulunya tersemat di hati boleh menjadi sebuah kenyataan yang mengembirakan?

Ahmad Azwadie Azman


Search

Home
Lifestyle
An interview with Thomas Sycha, Head of Exterior Design, Mini

By

Written by Carsome Editorial

When it comes to recognisable vehicles on the road, the Mini is one that stands out. Its origins date back to the 1950s, where the development of the original Mini by the British Motor Corporation (BMC) and designer Sir Alec Issigonis carved a distinct identity for the small car.

Sir Alec Issigonis with the Austin Seven.

The design of the original Mini in the next 40 years received three main updates that saw cosmetic changes and modernisations. Within the years, body variations were added to the line-up, including estate, pick-ups, vans and even an open top buggy called the Mini Moke.

By the turn of the new millennium and under the current ownership of BMW, the renaissance of a new Mini takes form. Today, the head of Mini’s exterior design is at the helm of Thomas Sycha, who has taken up the role since 1
st
 July 2019. This interview from Mini’s news syndication talks about Sycha’s passion for design and how Mini’s design could be like in the future.

Why did you become a car designer?

TS: Ever since I’ve been able to think, I’ve always drawn things – from cartoons and houses to automobiles. I was particularly fascinated by the varying characters and forms of expression that vehicle design can convey. I grew up in Poland, where the profession of automobile designer didn’t exist at the time. That’s why I started by studying architecture. I wanted to work creatively and design something. The desire to turn my passion into a profession stayed with me. Back then, I came across pictures of Marcello Gandini’s designs for Bertone in the press by chance. Futuristic, powerfully wedge-shaped vehicles from the 1970s, the Fiat X 1/9; and Autobianchi A112 Bertone Runabout, which he had drawn in very architectural perspectives. As a young architecture student I tried out the same thing – and it was immediately clear to me that that was what I wanted to do. I found out which universities offered degrees in automotive design. There weren’t very many: London, Los Angeles and Pforzheim. I chose Pforzheim – and was accepted there.

What inspires you?

TS: I find inspiration in different experiences, in moments when you feel like you’re facing the imaginary future. One example is when I first visited Zaha Hadid’s BMW plant in Leipzig: I was impressed by the expressiveness and emotion that the building contains. Although at first glance it is “only” concrete, there is so much it promises. It has a sense of expectation or promise that there is a future in which emotion and technology can be combined. I am also touched by the beauty of technical masterpieces from the past – whether boats, vehicles or other machines. When I see old mechanical engineering art, I immediately feel like reaching for a pen and drawing something myself. The suspension of a vintage Bugatti is pure inspiration for me. It is also inspiring to be able to create something new, as is the very process itself – i.e. drawing per se. In the BMW Group and specifically for Mini, I get to work in a team in which a great deal of creative work is produced. The drawings on the walls in our studio alone are a daily source of inspiration.

What is the key to creating a vehicle design that won’t capture the spirit of the times until five years into the future?

TS: As an automotive designer, you actually have to live a few years ahead of your environment in terms of the work you do. The vehicles we’re currently working on are the brand’s future. So we ask ourselves: what kind of character should they have? How do we create a “wow” effect? And what is aesthetic? We see that aesthetic appeal and taste are often part of a process that thrives on disruptions. So we want to create precisely these disruptions, which are then seen as new, innovative and ground-breaking. Being able to capture this requires a mixture of experience and talent – and that’s what we seek to draw on at Mini.

What is typical of Mini as far as you are concerned?

TS: Mini has two sides for me: on the one hand, the brand has a powerful connection with its history and British origins. On the other hand it is also modern and innovative. This is precisely what makes the Mini identity so fascinating as I see it. Mini is likeable, positive and open. This makes it easy for any driver to establish a direct relationship with the product. At the same time, Mini is self-confident and individual. For me, this combination makes the vehicle and the brand unique. Of course, it also results in high customer expectations – and rightly so. As a design team, we see it as our task to continually fill the space between tradition and modernity with new life in an authentic way.

Timo Makinen and Paul Easter in the Mini-Cooper at the 1965 Monte Carlo Rally.

What will a Mini look like in the future?

TS: The future is something positive for me. That’s what drives us all here. A lot is changing and in a state of flux – I see great opportunities in this that can be drawn on for the purpose of good design. Mini already has various characters that will continue to change. There is a whole Mini family. We’re always thinking about what else might be added. I strongly believe that a Mini will retain its sympathetic expression. To exaggerate somewhat: even if it were to become a self-driving box, the experience in a Mini would always be very personal and radiate sympathy. Just what form that would take is what we’re working on. The Mini experience has to be charged with optimism: when you see your Mini again in the morning, you instantly sense that it’s probably going to be a good day. To be specific – for me, Mini will definitely remain emotional in the future, despite the ubiquitous process of digitalisation, or indeed precisely because of it. Interaction with a Mini will be personal and above all positive. It will make you smile. Perhaps a Mini will welcome its driver from the outside in the future – because it has active media projection surfaces on its exterior. The interior will also offer completely new possibilities for personalisation through digitalisation.

You were involved in pre-development and helped create the new design language for BMW, among other things. To what extent will you renew exterior design with Mini?

TS: Ongoing development of a brand’s design style is always a process – not something that is decided on overnight and then implemented. With every project, you take one step at a time, consistently driving the renewal forward. Demands in terms of individual mobility are constantly growing: as designers, our everyday work is defined by challenges such as legal requirements and the prerequisites of new technologies. Autonomous driving and the integration of the sensors and connectivity required are examples of this. But we also have to take account of ecological and social developments that have an impact on the design of the future. What is important here is that Mini must continue to be recognisable in hallmark fashion but in line with contemporary style. As you can imagine, that’s no minor undertaking.

The Mini brand recently launched the first all-electric Mini, the Mini Cooper SE. Does the exterior design of a Mini with electric drive differ from one with a conventional combustion engine?

TS: Electric mobility represents a technological leap that involves completely different technical requirements. The drive system is relatively small, but the energy storage system is still very large. This means we have significantly different requirements in terms of installation space here, which at the same time give us the opportunity to rethink the car’s proportions. And of course, we want to continue to create a typical Mini style. The Mini Cooper SE already shows the direction this might take, as a first small step. It combines the familiar Mini face with a refreshed aesthetic that appears cleaner and quieter. Its front section is almost completely closed since there are no components that need to be cooled and no other components that need cooling elsewhere as compared to the combustion model. The clear, generous surfaces give it a modern look. At the same time, they improve aerodynamics, thereby increasing range.

What do you want for the future of Mini design and how do you see your role as Head of Exterior Design Mini?

TS: I hope that people will continue to talk about Mini icons in the future. Just as the Mini is already an icon today, the Mini of the future should also have this quality. I would like a Mini to still be immediately and authentically recognisable, trigger positive emotions and perhaps also have an impact on other design areas. So generally speaking: the challenge is to retain the iconic character traits of a Mini and translate them into the new technophile world – so that a Mini doesn’t become a soulless, self-propelled capsule in the future. I have the privilege of being able to work on this as part of a highly motivated international team, and I seek to give these creative minds the opportunity to develop their ideas, turning them into reality in the form of products. After all, the greatest experience for a designer is to actually see their own design in a vehicle on the road. That’s what I want to contribute to.

Mini News Syndicated

Get up to speed with
the latest range of four-door Mini’s in Malaysia
.

Is the 5-door Mini Cooper S hatch still a pure Mini?
Click here
 for our review.

Trade-in your car for a new Mini! Sell your car to Carsome today!

Tags
Lifestyle

Written by Carsome Editorial


Search

Home
Lifestyle
Mercedes-Benz Malaysia Launches EQ: A New Brand For Electric Mobility

By

carsomeadministrator

    Mercedes-Benz Malaysia (MBM) has introduced EQ – the new brand for electric mobility which stands for “Electric Intelligence”. Upholding the values of emotion and intelligence, the Mercedes-Benz brand will look to operate under an all-new brand portfolio that stands alongside Mercedes-Benz, AMG and Maybach.

    This follows the successful launch of the locally-produced Mercedes-Benz S400h and the Mercedes-Benz E300 Bluetec hybrid. But as with its recent expansion into plug-in hybrid models, MBM's new line-up of cars include the C350e and E350e plug-in hybrids.

What Is EQ?

Mercedes-Benz Malaysia, President and CEO, Dr Claus Weidner, and Vice President, Sales & Marketing, Mark Raine, present the EQ brand – redesignating Mercedes-Benz C 350e and E350e as EQ Power products.

    EQ Power will pave the way for EQ, a title reserved solely for a range of pure electric vehicles which have been previewed by the Generation EQ concept car at the 2016 Paris Motor Show. “By launching the EQ brand led by our technology leaders and range topping EQ Power C350e and E350 E plug-in hybrid automobiles, we are able to create something highly emotional. The thrill of immediate acceleration with the sustainability of efficient energy consumption. To us, electric mobility is more than an alternative drivetrain. The EQ brand is our technology calling card for customer-focused electric mobility.” said Mark Raine, Mercedes-Benz Malaysia, Sales & Marketing VP.

Expansion Plans

    Following the successful launch of the first branded charging station in Bangsar Shopping Centre, MBM reaffirms its commitment of EEV initiatives with new charging stations in Sunway Pyramid, Pavilion Kuala Lumpur and Desa Park City. Further locations will be announced in the coming months. On top of that, all current and future charging stations will be rebranded as EQ facilities.

    Furthermore, all new E350e and C350e models will also be fitted with the EQ Power badge on the side of the cars, replacing the light blue Plug-In Hybrid badges.

Care and customised financing for your EQ Power automobile

    The new EQ Agility Care package is introduced for added value and peace-of-mind throughout the ownership experience with your EQ Power C350e or EQ Power E350e. For an ownership tenure of over three to five years, customers will enjoy scheduled vehicle maintenance and servicing along with EQ Power charging wallbox packaged with their new EQ Power C350e and EQ Power E350e. With this package, customers can plan and project plug-in hybrid electric vehicle running costs, which leads to greater convenience in the long run.

We had a personality Q&A with Mark Raine, VP Sales & Marketing Passenger Cars of Mercedes-Benz Malaysia last year.
Click here
 to read more about the future of MBM and their forecast for Malaysia.

Sell your car today with us! We pride ourselves in being fast, fair and free!

Tags
Driving
Lifestyle
News

carsomeadministrator

LEAVE A REPLY
Cancel reply

Comment:

Please enter your comment!

Name:*

Please enter your name here

Email:*

You have entered an incorrect email address!

Please enter your email address here

Website:

Save my name, email, and website in this browser for the next time I comment.

Δ


Merdeka Edition: Perodua in 2020

Search

Home
Lifestyle
Merdeka Edition: Perodua in 2020

Merdeka Edition: Perodua in 2020

By

Haziq Asyraf

Perodua is the first love for many Malaysians. First car driven? A Perodua. First car bought? A Perodua. First car being handed over by an older sibling? A Perodua.

Ever since the Kancil was launched in 1994, they have cemented itself as the choice when it comes to low-cost automotive, not just in terms of the purchase price but also maintenance and fuel consumption.

After all, some people need a car merely just to take them from Point A to Point B in the most efficient manner possible.

Perodua has also popularised the super-compact segment among Malaysians, enabling thousands of them to squeeze into the tiniest parking spaces they could lay their eyes on. (Not to mention giving false hope to others who thought that they have found a free spot.)

In all seriousness, Perodua seems to continue going strong despite the current economic climate that we are in.

The recent July has recorded 23,203 vehicles sold, the highest so far for 2020. This contributes to year-to-date (YTD) volume to 93,373 units.

The three top-selling models are MyVi at 29,313 units, Axia at 28,107 units, and Bezza at 25,416 units.

The top guns in Perodua, however, did lower their year-end target since it was greatly affected from March to May during the Movement Control Order (MCO). They are expecting to sell about 210,000 cars by end-of-year, about 15% lesser than the original aim of 240,000 units.

The upcoming most exciting news about Perodua is the launch of MyVi 2020, which has recently been equipped with the latest Advanced Safety Assist (ASA) 2.0 driver suite.

With more upgrades and improvements to their models, while keeping the price range affordable, Perodua’s position as the top auto brand in Malaysia isn’t gonna be challenged any time soon.

Are you looking to get a Perodua for your next car? If so, which model would you choose?

If you’re looking for your dream car, start your search now at
CarSome
!

Tags
Perodua

Haziq Asyraf
A self-proclaimed foodie and gamer whose passion for food and games has recently extended to cars.


Merdeka Edition: The Proton Journey

Search

Home
Lifestyle
Merdeka Edition: The Proton Journey

Merdeka Edition: The Proton Journey

By

Haziq Asyraf

Proton will always have a special place in Malaysian history. It was the first brand that we could proudly call ours.

After the first Proton Saga was launched, it became so iconic that every 7-year-old could draw it with precision down to each edge.

Credit: Proton Official Facebook

The original Saga was also notorious for its tortoise-shell built that you better make way for it if you found one on the road. Its reputation was only rivalled to that of Nokia 3310.

Then after Perodua was introduced into the market, Proton’s place as the top auto brand in Malaysia was slowly overtaken. Although for families who have started to get bigger, Proton would still be their car of choice.

With the release of Iriz in 2014, Proton is slowly inching close to Perodua again, competing directly with the latter’s most famous line, MyVi.

Then just yesterday, celebrating the 63rd year of Hari Kebangsaan, Proton unveiled a
40-second video
 showcasing their latest offering, headlined by a blue X70.

It also featured a sneak peek of Proton X50, something that many of our local automotive enthusiasts have been waiting for quite a while.

So, how is Proton looking up so far? Just in July this year, they recorded 13,216 vehicles sold. That wasn’t just the highest number in 2020, but also the highest monthly sales volume since June 2012!

The Saga was the top-selling model (5,421 units), followed by X70 (3,087 units), Persona (3,043 units), and Exora (792 units).

And the don’t intend to stop there. According to its CEO Li Chunrong, Proton aims to overtake Perodua as the biggest selling car brand in Malaysia:

“For Proton, the more important [thing] is we must grow in Malaysia first. How to lead our business [to] become stable is very important. It is very easy to spend money, but very difficult to make money.

“For me,
I want to be No 1 in Malaysia first
, and then go outside to the Asean markets. But we don’t want to stop [there]. Now we are already in Brunei, not only the basic models, but also the X70,” – Li Chunrong, in an interview with
The Edge

Regardless, it’s looking to be healthy competition all around!

Looking for your dream car? Start your search now at
CarSome
!

Tags
Lifestyle
Proton


Mini Countryman PHEV Wired: Five things you need to know about Mini’s latest plug-in hybrid model

Search

Home
Car Reviews
Mini Countryman PHEV Wired: Five things you need to know about Mini’s...

By

Written by Carsome Editorial

The Countryman Plug-in Hybrid (PHEV) Wired is the updated version of the popular compact crossover by Mini. The update, introduced last year, features added equipment and an additional RM18,000 on top of the standard RM250,888 retail price. We take the Countryman PHEV Wired for a spin and list the five most exciting features we experienced with this electrified Mini.

Features update

The Wired package comes with a list of add-ons to the Countryman PHEV. The upgrades include an 8.8-inch touchscreen infotainment unit that comes compatible with wireless Apple CarPlay (up from the 6.5-inch unit in the standard variant), a Heads-up display that projects essential driver centric information to a screen on the dashboard, three new USB Type C ports that join a single Type-A port, a wireless Qi charger in the center armrest, a 12-speaker Harman Kardon audio system, and 19-inch Edged Spoke rims.

The Wired package comes with 19-inch Edged spoke rims (left), while the standard PHEV features the Yours Masterpiece rims (right).

Electrified power

Propelling the Countryman PHEV is a main 1.5-liter turbocharged three-cylinder petrol unit that outputs 134 hp and 220 Nm of torque that drives the front wheels. An electric motor further assists the combustion engine with 87 hp and 165 Nm of torque that drives the rear wheels.

In unison, the total system output is 221 hp and 385 Nm, one that goes through a six-speed Steptronic automatic transmission and Mini’s ALL4 all-wheel drive for the best traction at all weather conditions. Accelerating hard from a standstill will propel this PHEV to the 100 km/h sprint in just 6.8-seconds. Because the PHEV can drive solely on battery power, the 7.6 kWh lithium-ion battery can provide the driver with an all-electric driving range of 40 km.

Loaded infotainment unit

One of the joys of the infotainment unit here is not only the larger display, but also the addition of wireless Apple CarPlay that comes as standard with the Wired package. Thanks to the BMW Professional system underneath the Mini Connected software, user interface and experience is easy to navigate and made fun with Mini’s colorful themes and animations.

Because the Mini Connected system comes with a built-in 4G SIM, the Countryman PHEV includes Intelligent Emergency Call, Concierge Service as well as Remote and eDrive Services that work with Mini’s Connected app. The app provides several remote access features to the car, including options to set climatization, check the lock and unlock statuses, flash headlights, honk the horn and check battery levels amongst others.

Driving dynamics and day-to-day use

As with most PHEV’s, the vehicle set up prioritizes on electric driving on the get-go, and a power assist when performance is required. With a fully charged battery, the driver can toggle to Max eDrive mode and head to the destination emissions-free, provided it is within accumulated battery range. Driving dynamics of the Countryman PHEV is, in part very similar to the
Countryman Sport we’ve reviewed
 – firm and confident with sharp steering and a level of connectedness to the road that Mini is known. The addition of the Heads-up display does keep that focus on the road, a feature that we often praise and look for in  When it comes to recharging the battery, it takes a mere three hours and a half via a standard three-pin domestic wall socket.

Is it electrifying?

The picnic bench folds out from under the trunk.

Without a doubt, we dare say that the PHEV Wired is a genuinely wholesome Mini Countryman offered in the market today. However, we are conflicted with recommending the Wired package that costs an RM18,000 premium over the RM250,888 standard Countryman PHEV retail price. As an alternative, if the Mini ownership and experience is one that takes priority over the hybrid powertrain, the Countryman Sports variant priced at RM248,888 is a solid choice.

The Mini Countryman background

The Mini Countryman requires no introduction. It represents the brand’s first venture into the compact crossover category and the first modern Mini to come with four-doors. The
Mini Countryman Plug-In Hybrid and Countryman Sports
 variants are the second-generation models on sale in Malaysia. These Countryman variants are locally assembled, which makes Malaysia the first market in the world after the Netherlands to produce these cars.

Read below for more stories!

Are you looking at a Mini with more doors?
Click here
 for our review of the 5-door Cooper S hatch!

Are you interested in a 7-seater car in Malaysia? The all-new
Hyundai Santa Fe
 is the premium 7-seater SUV you need!

Did you know that from 1 January 2020, it is mandatory to strap your children into child car seats?
Click here
 for more on the ruling, certified labels and how to select the right car seat for your child.

Want
 to sell your car with a service that is professional, convenient and fast? Choose Carsome!

Tags
Car Review

Written by Carsome Editorial


Search

Home
Car Reviews
Mini Cooper S 5-Door (F55) LCI review – Pure Mini and More

By

Written by Carsome Editorial

We must admit that when the new Mini Cooper 5-door was introduced back in 2014, it took us a while to accustom ourselves with the longer body and how the additional doors looked a bit out of place. Five years today, the look has grown on us, and now understand why Mini wanted the extra doors. For a company that styles their cars very differently from the rest of the industry, we can’t fault Mini for wanting to expand their portfolio to suit a wider audience. Does the extra doors make the Cooper hatch finally more convenient? And has it messed with the signature Mini ride and handling? Read on to find out.

The facelifted mid-cycle (LCI) Mini Cooper S 5-door that we tested is the second body variant of the current third-generation hatchback launched back in 2013. The benefits of the 5-door hatch comes down to the increased wheelbase of 72mm which translates to a 61mm more interior width and an additional 15mm of headroom. Boot space totals 278-litres which is 67-litres more than the 3-door sibling.

Locally as of publication, Mini Malaysia offers the Mini 3-door and 5-door hatchback only in the Cooper S form. Facelifts are commonly known to just feature styling updates and minor tweaks but for this updated model, Mini has put a little extra in. Mechanically the Cooper S features the 2.0-litre 4-cylinder TwinPower turbo engine developing 192 hp and 280 Nm of torque at 1,250 to 4,600 rpm. It is mated to a new 7-speed dual-clutch transmission and a new gear lever for operation. Mini says that they have saved a total of 8 kg by using a carbon fibre reinforced plastic for the engine cover. The claimed century sprint time? 6.8-seconds from a standstill.

The styling updates to the facelift is substantial enough in key areas to tell the facelift apart from before. At the front, the new Mini logo has been reinterpreted to be a two-dimensional flat design with more emphasis on the wings.

It is joined with the new LED headlights that now has a full circle DRLs, and also the Union Jack design taillamps at the rear.

Not to forget the Mini logo projection on the driver’s side that comes from the wing mirror. To wrap up the exterior package, the 5-door comes with the John Cooper Works Aerodynamic Kit and is paired with 17-inch high-gloss JCW Track rims in black.

Because the Mini brand is all about individuality and uniqueness, owners will also have the add-on option on the Mini Yours Customised accessories that enables custom components like side scuttles, LED Door Sill Finishers, LED Door Projector and Cockpit Fascias that can be retrofitted to the cars.

Inside, the Mini experience greets you with the JCW treatment on the Steering wheel, Chrome line interior, Leather cross punch upholstery with Alcantra in the centre pads, Black checkered interior surface, and Anthracite headliner.

The infotainment is a 6.5-inch touchscreen unit with additional input from the iDrive-like controller and comes with USB and Bluetooth but unfortunately lacks Apple CarPlay and Android Auto support. Those unfamiliar with Mini’s will be thrilled with the colourful infotainment bezel and ambient lighting more visible at night.

The only quirk we think needs a little work is the adjustable handrest in the centre console that gets in the way of the handbrake.

Our day-to-day experience with the 5-door has spoilt us. The youthful Mini style attracts almost everyone we’ve showed the car to – young and old. The brand both post and pre-renaissance always had that magnetic nimbleness and agility, not forgetting its status as an icon.

The Cooper S is no slouch on the road. Power is plentily available from the low end thanks to the turbo and has a wide band for you to pull away when needed. This is assisted with the help from the new 7-speed dual clutch that is very smooth in operations and immediate when paired with the paddle shifters. Steering and handling is very Mini-esque and familiar, with its slightly weighted use but one that is direct, sharp and grips with every turn and corner.

The feel of the 5-door is just as great to drive as the 3-door without compromises, and we dare say a little more comfy compared to the smaller one. Oh and the additional doors at the back? They are smaller than the usual rear-doors on compact cars, but offer definite convenience for the rear-passengers when it comes to getting in and out. As for rear legroom, as long as the passenger or driver in front is of average height, it’s not as bad as looks.

As we conclude, the Mini Cooper S 5-door offers the same dynamics and passion as the 3-door version but with more convenience and practicality of the added space and doors. Curiously enough, the JCW aerokit only comes on the exterior of the 5-door and not on the 3-door car. At a price of RM 259,888 which is RM 10,000 premium on top of the 3-door version, it still is a great choice for those looking at the classic Mini Cooper hatchback. But if it still comes difficult to justify the practicality and size of getting a hatchback like this, Mini still has the
Countryman Cooper S Sport
, which at a price of RM 248,888 gets you all the maxi Mini without the drawbacks.

Click here
 for our impressions of the Mini Cooper S Countryman Sport!

Eyeing that Mini? Sell your car to Carsome for the best price!

Tags
Car Review

Written by Carsome Editorial