8 Of Our Favourite Sedans Under RM100k In 2014: No.1 Goes To?

Ah… the B-Segment - always filled with choices, always so hard to decide on the right one for you. From the obvious leaders to dark-horse chances, we wouldn't blame you for feeling spoilt for choice to the point of no resolve in sight.
To sort of help you run through your options, we’ve come up with a few of our favourite sedans that are priced under the RM100k mark right now, and ranked them leading up to our No.1 with the bullet. But before we start, just a reminder that this isn’t a list we’ve limited to just what was launched in 2014, and is instead extended to what’s available and hot in the market right now.
So let’s get at it…
No.8:
2014 Mitsubishi Attrage
: RM60,980 to RM77,980 (with insurance)
Officially, the Mitsubishi Attrage is a B-segmenter, but with the smallest engine displacement and fewest cylinders in the group (1.2-litre, 3 cylinder), many may overlook the Attrage’s qualities. Naturally, power is down to just 78hp and 100Nm torque, against the typical 100hp and 130Nm of torque found in the segment. That said, there is some very impressive fuel economy to be had if you can be patient enough with the throttle: 4.0-litres/100km was achieved on an
eco-challenge we participated in earlier this year.
Elsewhere, the Attrage fares pretty well, offering good cabin spaciousness and comfort, a good list of equipment (dependant on how high-up the spec range you’d be willing to go), and overall practicality. Where the CBU Attrage hurts solely stems from its powertrain department, because for roughly the same money, you could be driving a 1.5 or 1.6-litre engine, with a lot more power.
No.7:
2014 Kia Cerato KX
 – RM89,888
A sheep in wolves’ clothing? Yes, the Kia Cerato was originally positioned as a C-segment competitor meant to fight off the Ford Focus, Honda Civic and Toyota Corolla Altis. We even specifically recall Kia Malaysia insisting that while the previous B-segment Kia Forte was discontinued, the Cerato’s arrival wasn’t to directly replace the Forte.
However, in July 2014, Naza Kia Malaysia decided to introduce another variant of the Cerato, dubbed the KX. No changes in dimensions or design were involved, which doesn’t quite take it out of the C-segment category, but its price was significantly reduced – so much so that it became cheaper than almost every other top-spec B-segmenter in Malaysia. And that’s not to say that Kia Malaysia stripped the car of too many creature comforts either.
How the official math adds up where the Kia’s pricing is concerned, we can’t say for sure. But if you’re looking for a sedan with a budget enough only for a B-segmenter, you may as well check out the Kia Cerato KX and score some excellent value for money. Still, it gets penalised and sent further up the list for being a C-segmenter sneaking its way into a B-segment list.
No.6
2014 Ford Fiesta
 Sedan – RM87,001 (with insurance)
The limelight where Fiestas are concerned is undoubtedly stolen by the sportier hatchback, but let’s not forget that the sedan version of the Fiesta (Titanium) has just as much to offer as its smaller sibling does, plus a bigger boot.
Having driven the hatch on several occasions this year, there’s no denying just how involving and fun it is to drive hard. And you can count on the thrills being replicated in the sedan. For equipment and features, there are a few hits and misses to note: such as the benefit of full leather seats, keyless entry + push start button, Electronic Stability Control; or the lack of a trendy large touch-screen display, a more ergonomic and spacious interior, etc.
Speaking of the Fiesta’s space, we’re reminded also of a point that cripples the Sedan’s appeal, and that’s to do with the snug fit of the Fiesta. It’s tolerable in a small, sporty hatchback, but on a four-door sedan? The competition is quite fierce here.
No.5:
2014 Proton Saga
: RM33,488 to RM53,458
It may seem a bit unfair to include the Proton Saga into our list because of how low their prices are compared to the rest of the foreign brands here, but there’s really no denying their affordability and practicality. Argue what you like about the Saga’s quality, but the simple fact is that they provide a four-door, four-wheel option to those of us that just can’t afford RM500 or more a month. Likewise, expecting luxuries like seven airbags and an electronic stability program would be stretching it, but at least you’d be getting a car with four seats, a boot, and relatively safe mobility for your family – no need to worry about being knocked off your motorcycle or getting caught in the rain.
No. 4:
2014 Nissan Almera
 – RM66,827 to RM79,827
One of the key selling points of the Nissan Almera when it was launched here in Malaysia was its very low base price – considering that even its prime rivals start from RM73k (Vios) and RM76k (City) today. Arriving in Malaysia late 2012, the Almera also took its chances against the then aging second-gen Vios and fifth-gen City.
With comparable performance under the hood, the Almera was flaunted to offer “Surprisingly More,” particularly with its interior and cargo space. However, the general consensus from many was that the Almera came to the party with an exterior design that wasn’t as aggressive as it needed to be for the times, but nevertheless, remained a sensible vehicle to buy.
Since then, however, industry titans Toyota and Honda have both launched their B-segment assaults with a bucket-load of new tricks and trendy designs, resigning the Nissan Almera to a bit of a back seat. Still, you won’t find a lower B-segment entry price point (with a 1.5-litre engine) anywhere else in the country. Also, we hear that a facelifted Nissan Almera is bound for Malaysia sometime in Q1 2015 – could the new boy strike back? We’ll see.
No.3:
2014 Volkswagen Polo Sedan
 – RM89,888 (without insurance)
Locally-assembled since July 2014, the Volkswagen Polo Sedan is offered in just one singular variant that’s competitively priced against the B-segment’s range toppers. Offering a 1.6-litre MPI engine and a six-speed torque converter automatic, Germany’s entry sets itself apart from the traditional 1.5-litre mills paired with four-speeders. Sadly, this doesn’t translate to any big advantage over the competition in the real world.
Undeniably, there’s a very decent overall package here: sharp handling, conservative looks and all. Where the Volkswagen lets us down is with its price, and what that price offers in terms of specifications. The top of the range City gets you a swanky 7-inch audio display screen, keyless entry with push-start button, Vehicle Stability Control and more. Apart from its German engineering, the Polo Sedan has no answer to these. Still, 3
rd
 place here means that it remains a force to be reckoned with.
No. 2:
2014 Toyota Vios
 – RM73,213 to RM93,213
The local success alone of the Toyota Vios has guaranteed its inclusion to any popular “top B-segment” lists you could make up. Today, it isn’t the latest compact sedan in town, having gotten a proper head start on the newer Honda City when it was launched October 2013. Make no mistake, though; the Vios is still every bit relevant today as it was a year ago.
In its third generation now since its introduction in 2002, many disapproved of the Vios’ familiar powertrain: a 1.5-litre 1NZ-FE VVT-i engine and four-speed Super-ECT torque converter auto which has been in service for some 13 years. In Toyota’s defence, the combination is a tried and tested formula which begged no change – and if it ain’t broke, why fix it?
Elsewhere, yes, the Vios you see in showrooms today is a whole new aggressive assault on the B-segment: sharp looks, a reworked interior, lots of newfound spaciousness, and overall great driveability.
No.1:
2014 Honda City
 – RM75,800 to RM90,800 (with insurance)
And so we arrive at the very top of this list, where we find the Honda City: all-new, priced very competitively, and packaged far better than anything we’ve seen in the segment. Even at its very base, the Honda City has so much to offer: more legroom than a Toyota Camry, a very ergonomic interior with lots of storage compartments, a proven and updated powertrain with good acceleration and better fuel consumption, an extremely safe G-CON body structure… we could go on.
Make your way higher up the variants, and you get fancy 16-inch alloy wheels, a 7-inch touchscreen audio display with eight speakers and voice recognition, keyless entry with engine push-start button, a full suite of safety systems that include Vehicle Stability Assist, Hill-Start Assist, ABS + EBD + BA, rear air-conditioning – top-spec vs. top spec, it’s equipment levels almost has no equal.
Design wise, there’s no faulting the City either: it’s exterior styling makes it a handsome car that reflects the times, and it’s interior is as ever cleverly packaged to offer best-in-class spaciousness. Don't forget, the City's also a Five-Star ASEAN NCAP safety rating winner, and was also picked recently as NST's Car Of The Year for 2014.
Looking ahead to 2015
And there you have it, our favourite B-segmenters today, with the Honda City stealing the top spot as our favourite B-segment sedan that money can buy in today’s market. So if you’re looking to take advantage of some year-end sale on a B-segmenter to drive into next year, hope this helps!
But… what if you waited a little longer into 2015? Well, we hear that the B-segment is due for quite few exciting sedan models to come – one specific entry being the
all-new Mazda 2
 Sedan, due to launch in January 2015. Elsewhere, we know that the Nissan Almera is due a facelift, while we also hear that a few more surprises could be coming our way.
Stay tuned!


Geneva 2017: Here Comes the Arteon - The new Face of VW’s Premium Models

It would not be an exaggeration to say that the CC is among the best looking models Volkswagen has come up with in recent times.
Well, guess what? Looks like the folks at VW have managed to outdo themselves once again with the car you’re looking at now – the Arteon.
All set to make its global debut next week in Geneva, the Arteon, which will be positioned above the Passat, will also carry with it the task of competing with the Audi A5 and the BMW 4-Series Gran Coupe.
Featuring Volkswagen’s new progressive design language, the Arteon, which was inspired by the Sport Coupe GTE Concept, has its headlights and the Volkswagen emblem merge into a new interpretation of the front section, while the car’s shoulder line features prominent horizontal contours to accentuate a wide, low stance. The four-door fastback will also feature frameless-doors.
Inside, VW mentioned that the car gets the latest generation of driver assistance systems and features that are typically reserved for luxury automobiles.
Although no technical details have been revealed, we are guessing that the car will be powered by the same engines that powered the prototypes that were being tested in Germany - 2.0-litre TSI engine paired to a 7-speed DSG gearbox.
That being said, let us wait for all the remaining list of features and details which will be revealed when the car makes its full debut next week.


Proton to produce and launch its own EVs from 2027, says deputy CEO

Will
the Smart #1
 be locally assembled within the next few years? That seems to be the indication communicated by Proton deputy CEO Roslan Abdullah as he says the local automaker plans to build and launch their own EV by 2027.

Proton has been tapped to become the regional distribution (Malaysia and Thailand, for now) partner for the Smart brand, more specifically the #1, a high-riding EV hatchback developed as a joint-venture between Mercedes-Benz and Geely, using the latter’s technology and manufacturing backbone.

As
Bernama
 reports, they will use the intervening 5 yeas to strengthen their capabilities in electric vehicles, but it’s unclear how much of that is intended to be homegrown or borrowed from existing Geely expertise.

It’s quite clear that Proton has a product roadmap that includes electrification and fully electric vehicles, but much like the X70 and X50, many expect them to be badge-engineered versions of existing models already on sale from the Chinese automaker, with a little added local twist.

With Smart Automobile as a distribution partner, Proton expects the collaboration to “teach us how to assemble EVs locally and give us experience and knowledge on the assembly process,” Roslan said, adding that “it will give us ample time to determine which technology is most acceptable, easy to maintain and affordable for consumers and us.”

This heavily implies that the Smart #1 will be, at some point, made in Malaysia despite confirmation that units offered for sale here will be fully imported at launch, likely under their
newly established Pro-Net subsidiary
 focusing on ‘new energy vehicles’.

The deputy CEO also touched on the crucial part that the government will have to play in EV adoption such as supply chain investment and R&D programmes to foster local talent and expertise. Should stronger support not be forthcoming, industry readiness will stagnate and Malaysians far less likely to be favourable in shifting to electric when choosing their next car.

“These challenges include Malaysia not having many affordable EV cars, slow consumer adoption, lack of clarity on EV charging infrastructure development, talent development in the EV segment and lack of investment in related technologies,” he said.


Toyota C-HR Concept Green Lit For Production, Retains Striking Design

During the Paris Motor Show in September last year,
Toyota
 brought out a fresh and funky looking concept called the C-HR, which has received the green light for production. And the best part is, the Japanese car maker will attempt to retain the radical design of the concept.
The new from
Motoring Australia
 says following the concept’s introduction during the show, prospective customers were surveyed if they would buy a crossover SUV as conspicuous in design as the C-HR over the more conventional offerings now. Favourable results lead to Toyota approving the design for production.
However, the size of the C-HR concept means that it will not go up against the likes of the
Ford EcoSport
,
Honda HR-V
, and
Mazda CX-3
. Instead, this larger C-segment crossover looks to the Nissan Qashqai and Juke, and Renault Kadjar as segment competitiors.
Current details about Toyota’s upcoming crossover include the adoption of the TNGA platform which is also used in the
next-generation

Toyota Prius
. A hybrid powertrain is said to provide the propulsion.


2016 Nissan Kicks Debuts In Brazil - Malaysian Debut Possible

To go on sale in late-2016 in over 80 global markets, the Nissan Kicks is Nissan’s latest global crossover. It’s likely to be positioned below the Qashqai and Juke, as a lower cost product that is aimed mostly at developing markets.
Powertrain details have not been announced yet but the Kicks is unlikely to compete directly against the Honda HR-V or Mitsubishi ASX, but might match the Ford EcoSport, a rather popular model in Brazil – the Nissan Kicks’s main market.
Initially, the Kicks will be produced at Nissan’s plant in Aguascalientes, Mexico, followed by the Resende plant in Rio de Janeiro later this financial year.
Nissan claims a best-in-class space for rear passengers, as well as the largest load area in its class.
Highlight features include an Around View Monitor and a Moving Object Detection function, which use four on-board cameras to present a view of the car and to warn the driver of any unseen hazards.
Measuring 4,295 mm long, it matches the Honda HR-V and Mitsubishi ASX’s length, but typical of many Nissan models, its 1,760 mm width is slightly narrower than the competition – 10 mm and 12 mm narrower than the ASX and HR-V respectively.
Wheelbase is 2,610 mm long, same as the HR-V, but 60 mm shorter than the ASX.
Nissan Kicks sales will begin first in Brazil in August, followed by Latin American left-hand drive markets later in fiscal year 2016. And ultimately, it will be introduced in more than 80 global markets.
It is unclear if either Malaysia or any country in ASEAN region will be among the 80 countries mentioned, as Nissan has a rather fragmented SUV/crossover line-up.
Nissan has already invested a considerable sum to produce a crossover model for the ASEAN region – the Indonesian-made Nissan Juke. It is sold with a 1.5-litre 114 PS naturally aspirated engine in Indonesia, and a 1.6-litre 116 PS engine in Thailand.
For whatever reasons, the folks at Nissan decided that Malaysia is simply not worth their time and effort. Rumour has it that the Indonesian-made Juke has different body structure from its European or Japanese counterpart, and that it doesn’t meet Malaysian vehicle homologation regulations, which follows European-like UN regulations, thus explains its omission from Nissan’s local line-up.
You can however buy a
grey-import Japanese or UK market Nissan Juke
 from about RM100,000. Turbocharged models will cost a bit more.
If the Kicks is to be introduced in the ASEAN region, the Juke will most certainly have to be discontinued. However since the Juke is not sold in Malaysia, there is a good chance that the Kicks might be introduced in Malaysia, assuming that Nissan did not repeat the same oversight like it did with the ASEAN market Juke, and complies with the necessary UN regulations, since the crossover segment is an obvious gap within Edaran Tan Chong Motor's model line-up.


Review: G20 BMW 3 Series – Digital In Mind, Analogue In Soul

Six generations of past 3 Series models (seven if you include the 02 models) spanning four decades and never once has it dropped the ball - that’s the reputation that the development team working on the G20 had to keep in mind.
It is easier to develop a new supercar than to design a new 3 Series. Instead of working towards a small set of highly defined objectives, a 3 Series has to satisfy everyone from housewives, to privileged kids, to eager driving enthusiasts.
The 3 Series is BMW’s most important model, contributing about 20 percent of its total sales - excluding the 4 Series derivative models. This is one car that BMW cannot afford to get wrong.
All 3 Series models, past and present, are often singled out as the segment’s benchmark. Yes, some might prefer a Mercedes-Benz C-Class for its reputation for reliability, or an Audi A4 for its interior space - but it is always a 3 Series that car collectors look for.
This all-new G20 3 Series’ focus is all about reinterpreting the sports sedan concept in this era of connectivity, and that means embracing new forms of human-machine interface while retaining the 3 Series’ signature agility – so is it a hit or a miss?
The following review was done with a left-hand drive, European-specification 330i, driven in Portugal. A more comprehensive review for our local-specification 3 Series – to be launched later this week - will be conducted at a later time.
Specifications for the BMW 330i M Sport (European market model)
Engine: 2.0-litre four-cylinder, turbocharged (B48)
Transmission: 8-speed torque converter automatic, rear-wheel drive
Power: 258 hp at 5,000 to 6,500 rpm
Torque: 400 Nm at 1,550 to 4,400 rpm
Safety: 6 airbags, ABS, electronic stability and traction control, autonomous emergency braking (City Braking), Lane Departure Warning, Lane Change Warning, Rear Collision Prevention and Cross-Traffic Alert, adaptive cruise control with stop & go function
The outgoing F30 generation was, for many, the best 3 Series ever. Its balance between handling and comfort was way ahead of its peers. It was a more inclusive car than the E90 but for many hardcore BMW fans, the F30 was a bit too soft.
The F30’s electric power steering was criticised for not being as communicative as the E90’s and fans didn’t appreciate the improved comfort – which mind you was better than the Mercedes-Benz W205 C-Class – that came at the expense of the E90’s excellent dynamics.
The G20 appears to be a reaction to all that. BMW did a lot of work to improve the electric power steering and chassis controls, especially the curiously named lift-related dampers (basically a damper that also works in the reverse direction). More on that later.
Exterior
At a glance, the all-new G20 3 Series looks very similar to the outgoing F30, and this is intentional. The F30 had one of the best proportions for any type of car and it aged very well. Even at the end of its lifecycle, it still looks current enough and BMW could have easily continued selling it for a few more years.
Compared to the outgoing F30, the G20 is now longer (+76 mm), wider (+16 mm) with a comparable height (+1 mm). Wheelbase is now 41 mm longer. It’s larger than the C-Class but smaller than the Audi A4.
BMW geeks will centre their focus on the Hofmeister kink, which is now just plastic trim on the C-pillar. The change is necessary because the door aperture is now longer and maintaining the kink on the door would make it too sharp to be safe, hence the re-design.
Like the C-Class, the front grille now closes during low engine load operation for improved aerodynamic efficiency.
Interior
Recent BMWs have fallen behind Mercedes-Benzes, and even Volvos and Mazdas when it comes to interior design. It was the biggest weakness in the outgoing F30.
We are happy to note that the G20’s cabin materials are now more fitting with its premium identity, but it’s far from class leading. The dashboard has reverted back to a driver-focused layout, with controls angled towards the driver. Oh, and it no longer has a mechanical handrake but an electrically operated one.
The signature iDrive controls have been moved forward, positioned next to the gear lever. We are still unsure if that’s a good thing. On the upside, the relocation has freed up more space on the centre console box, making it far more practical than the F30.
However the trade-off is that reaching for the iDrive’s rotary dial now requires more stretching. In the F30, you could rest your wrist on the centre console box while operating the dial. The way the dial and buttons are clumped together with the gear knob is also not very BMW-like. It lacks the F30 iDrive’s driver-focused layout.
The 10.25-inch iDrive infotainment screen is now a touch screen and runs on BMW Operating System 7.0. Thankfully, it’s still the easiest to use system in its class. It also now comes with the ‘Hey BMW’ contextual, natural language voice command, as well as gesture controls pioneered by the 7 Series. To use the gesture controls, the trick is to move your fingers in the area above the centre console box/arm rest. First-time users will have a tendency to point their fingers near screen but that's actually beyond the camera's scanning zone.
Like Mercedes-Benz’s MBUX, how well the voice recognition works is highly dependent on availability of in-car Internet connectivity, which for Malaysia, can only be confirmed once the car is launched here.
The 12.3-inch fully digital BMW Live Cockpit Professional instrument panel is another controversial point. The opposite facing speedometer and tachometer dials are difficult to read and the only way to manage the information overload is to rely on the Heads-Up Display, which is crucial in the G20.
Unlike a Mercedes-Benz, you can’t select different forms of presentation. Selecting different drive modes merely changes the colour and information displayed.
Like the 8 Series, you can lock and unlock the car with the BMW Digital Key app on your phone (only on Android though, sorry iOS users). Oddly, the infotainment supports Apple CarPlay but not Android Auto.
With a longer wheelbase and a wider body, there is now more leg and shoulder room at the front and rear of the cabin.
Driving Experience
Now we get to our favourite part about the G20. It is without a doubt the most fun to drive sedan in its class. It is comforting to know that beneath all the digitization taking place in the cabin, the G20 still has a very analogue character. The 3 Series’ lineage is constantly being reinterpreted but at the core of the G20 remains a dynamic BMW character that’s immune to short-lived fads.
The 330i has just four cylinders but clever exhaust piping now sees the (updated) B48 engine sounding like glorious BMW six-cylinders from the ‘90s. At full thrust, the twin exhausts (now standard on all variants) fart and pop, but in a more subtle, less boy-racer manner. Excellent.
With 258 hp and 400 Nm (+6 hp and +50 Nm from F30 330i), the 330i has just the right amount of performance for one to explore the depth of its highly talented chassis.
The electric power steering now feels more natural, more organic. It handles and transfers feedback just like the E90’s hydraulic rack that Bimmer fans still rave about.
Carving our way through the twisty Portuguese countryside roads around Algarve - our test location - the G20 exhibited an unexceptional level of agility unmatched by its rivals.
Usually, agile steering tends to result in fidgety behaviour on highways but not with the G20. Thanks to an improved variable ratio steering, the G20 felt very calm and relaxed on long stretches of straight roads.
Debuting in the all-new G20 are the lift-related (passive) dampers - basically two dampers of varying stiffness integrated into one, tuned in such a way that the front and rear dampers can act in opposite directions. For example, when driving over a bump, the front axle lifts while the rear axle squats. The goal of lift-related dampers is to better control these opposite direction motions to maintain the car’s neutral position.
The rear-wheel drive chassis is always eager to dance, delivering a level of driver engagement not found in any of its peers.
The rear-wheel drive chassis is always eager to dance, delivering a level of driver engagement not found in any of its peers.
Ride Comfort
Compared to the F30, the G20’s ride is less cosseting, a direct consequence of its more driver-focused, sports-oriented chassis tuning. This is not to say that the car is uncomfortable, because it is quieter – thanks to use of acoustic front windscreen as standard (optional for front windows) – and it’s also more spacious than before. It’s just that the ride can get quite busy.
As a passenger, you get the sensation that a lot is happening underneath the car but to the driver, that’s a good thing because the car is always on its toes, always keen to dance a few beats faster. So yes, ride comfort has been traded away in small measures in return for more agile handling on the whole.
However we should also add that our test cars rode on 19-inch wheels, which is larger than our local specifications cars' 18-inch wheels. The thicker sidewall tyres should offer a more pliant ride.
Conclusion
The 3 Series’ direction has always swung between pleasing its core group of driving enthusiast fans or broadening its appeal. The E46 was slightly more American in character and the E90 was developed in heavy opposition to that, while the F30 increased focus on comfort came about because many said the E90 rode too harshly. This G20 is now bringing the pendulum back in favour of driving enthusiasts.
Whichever way it leans towards, the 3 Series has been, and still is, the segment’s benchmark and the favourite among keen drivers. It vehemently defends that reputation, even if the new iDrive layout and Live Cockpit digital instrument panel is a bit off the mark.
Still, nothing else in its class stirs a keen driver’s emotions as well as the G20 3 Series.
The all-new G20 3 Series will be launched in Malaysia later this week.


2020 BMW 530e M Sport - Future So Bright I Gotta Wear Shadow Line

BMW always has something to prove with each iteration of their 5 Series as we always tend to expect more from the Munich bunch every time, at least compared to the cars that calls it a direct rival.

The Audi A6 and Mercedes-Benz E-Class might be better in some ways than their predecessors, worse in others, but no one’s going to actually be personally impacted either way. That isn’t the case with the 5 Series. For some reason, there are emotions tied to this car, and heartbreak can follow if expectations aren’t met.

With the G30, or their 7th-generation car, they’ve honed the formula of a mid-size premium saloon down to a science, even played with that concoction to give it a little more character. But with the 530e, that zest and vigour might be overshadowed by its
splitting its focus to electrified efficiency
.

For RM338,800, it sits as the most technologically advanced 5 Series sold in BMW Malaysia’s range but priced the middle of the 3 total variants, just RM10k more than the ‘entry-level’ 520i Luxury.

BMW 530e M Sport - Looks: Always Suited Up

They’ve dressed it up with the M Sport pack, too, which is fitted as standard to add some visual drama and sporting pretensions to the mix, but despite initially feeling this to be mismatched, I came to really agree with the combination. Even the dark gloss Shadow Line bits seem integral to completing the look, which made me even more curious why the kidney grille surrounds were allowed to be left in its typical silver chrome finish.

Black wheels never really appealed to me as a lot of them never seemed to be executed properly to complement the car rather than looking like the car is driving on floating wheel wells, but here the 19-inch M light alloy double-spoke 664 M wheels shimmer just enough to give it proper definition. They look good from a distance and up close, too, which is also something that can be said about the adaptive LED headlights.

Overall, the sprinkling of sporty touches here and there is done tastefully and effectively, but that isn’t too hard when the G30 5 Series is already a handsome car to start with, though even carrying over plenty of design cues, it doesn’t share the same level of
effortless good looks the F10
, the car’s prior generation, possessed.

BMW 530e M Sport - Powertrain: (Mostly) Silent But Deadly

This thing is definitely not slow. Being a hybrid does also mean it rightly leans on the electric motor in most low-speed situations and every time it pulls away from a standstill, which lends it a very smooth, almost frictionless response in city driving that inspires a lot of confidence.

Out on the highway, you’ll be glad to know that it’s capable of traveling up to 140km/h without even invoking its petrol engine. On a full charge, you can expect a little under 50km of maximum zero-emissions range.

On paper, you’d think that BMW did not aim terribly high with this car’s hybrid powertrain. For example,
Volvo’s S90
 is able to produce a combined power figure above 400hp from the same set of raw ingredients yet here's the 530e being content with staying on the narrow path carved by the 530i.

In isolation, its 2.0-liter turbocharged four-cylinder B48 engine is tuned identically to the 520i’s at 184hp and 290Nm. However, to bring it up to the level with the 530i’s 252hp figure, the 530e leverages its electric motor to make up the difference.

Thanks to its meaty electric motor that by itself generates 113hp and 250Nm (supplied from a 12kWh lithium-ion battery), the final combined torque number is raised to 420Nm from the 530i’s 350Nm, but now power is identical and so is the advertised 0-100km/h sprint time of 6.2 seconds.

One does wonder why BMW went to such lengths to engineer ‘down’ the 530e this way. It feels like there could have been more to squeeze from the engine and e-motor combo, but they held back.

That doesn’t get away from the fact that this is a mightily effective powertrain, though, eliminating all the low speed, low RPM fuss that shows the internal combustion engine’s flaws.

At the same time, having the electric motor integrated into the ZF 8-speed automatic transmission means that the added power delivery feels natural as it’s funneled to the rear wheels all the same for that characteristic BMW dynamic sensation, which the electrification certainly doesn’t dilute. More on that soon.

BMW 530e M Sport - Interior: Function First, Form Chasing

Stepping inside the G30 and it isn’t necessarily the cabin’s materials or build quality that strikes you first, though on those points it excels nonetheless. In my case, it was the sense of solidity that was most obvious, which is way ahead of the previous generation car. You can chalk that up to the new Cluster Architecture (CLAR) platform, which is an odd thing to notice when assessing a car’s interior.

The automaker no doubt built on that by making small tweaks everywhere to reinforce that feeling of rigidity, though it won’t be impressing those looking for the new or exotic. After all, this has a typical layout we’ve come to associate with BMW, but at its most refined.

For the better, the 530e doesn’t have anything fancy or distinctive to separate itself inside here, save for the eDrive button next to the gear selector, everything else is more or less identical to the 530i.

The black Dakota leather seats themselves are very comfortable with contrast stitching done in an off-white cream while a hard composite textured material (with tactile properties that resemble both metal and ceramic) is used to inlay the transmission tunnel and dashboard.

Sitting behind the wheel, the 530e, like its other variants, tends to cocoon you in a way that makes driving feel like an extension of your nature. That might sound incredibly corny, but that feeling isn’t just limited to M cars. You can get nice and low with all the instruments falling within a short arm twitch.

Driver and all passengers do also enjoy quad-zone climate control and all 11 options for the ambient lighting system, though it’s only the former who might admire the excellent M Sport steering wheel. I’m very glad it’s only here where the M logo is prominently displayed when they could’ve given into old habits and plastered it everywhere.

In terms of practicality, rear passengers will be exceptionally comfortable with ample space to get settled in, but the rear-mounted battery pack does intrude on boot space, losing about 100-litres of capacity over its non-hybrid counterparts to 410-litres. That’s decent enough for a couple of big suitcases, and at least it does mean the powered boot lid now opens to a completely flat loading surface.

BMW 530e M Sport - Drive: Electrified, But Still BMW

With two motors - one electric, one combustion - coupled with all the additional tech and batteries to make it all work, the 530e weighs in at just over 1,700kg and certainly isn’t the last word in lightweight efficiency.

Endowing a car with a complex hybrid drivetrain does hold the promise of greater fuel efficiency and some zero-emissions feel good factor, but it also runs the risk of tipping that balance that makes a good BMW memorable. Luckily, this hasn’t happened to the 530e M Sport.

It drives pretty amazingly, and not just for a car so laden with tech. Show it a string of corners even while in Comfort mode and the 530e carves them up with style and composure to spare. That CLAR platform shines here too, displaying very high torsional rigidity for a superbly confident car to steer.

And once you do go past the apex, the combination of electric and combustion power will power you out without any fuss or hesitation. In fact, the e-motor makes it feel so much more responsive to throttle modulations that it’s easier and more predictable to drive than the 530i. Find an open stretch and the mere 252hp and 420Nm can still pin you to your seat.

Unbelievably, the ‘M Sport’ does not seem to impede the Dynamic Damper Control in the least. Even in Sport mode, the 530e feels incredibly pliant and comfortable with similar characteristics to the G11 7-Series equipped with fancy self-levelling air suspension, all while providing sharp feedback to the driver. How this car drives boggles the mind a little bit.

BMW 530e M Sport - Tech and Safety: Packed To The Gills

Naturally, tech on BMW’s is always defined by the iDrive system. Here, the 530e accommodates a 10.25-inch touchscreen for most of the heavy lifting though, of course, the rotary dial is present here too for a less awkward infotainment user experience. Like the Navigation System Professional and in-built maps, the 12-speaker audio system punches above its weight too despite not having a brand name backing.

The OS 7 software itself is as intuitive and slick as ever though you’d definitely not want to attempt going through all the menus while on the move. There is Apple CarPlay built in this time but requires a USB hookup instead of a neater wireless connection. That being said, the dedicated smartphone slot up front doesn’t include wireless charging either - disappointing.

I’ve some reservations about the way BMW chooses to display its digital instruments and gauges, which might take some time to get used to. The panel itself, though, is sharp and vibrant and also offers very helpful live electric range and charging information.

Speaking of which, the 530e’s electric range meter never showed me any value above 30km during my time with it, even after freshly charging the car to 100% at a BMW-operated charging station, which is pretty far below the advertised 57km maximum.

Add to that the relative scarcity of public charging stations and it's quickly clear that the included charging cable (to be plugged into a household socket) won’t be of any use for condominium-dwellers like myself. For the most part, I relied on the Battery Control mode being set to 100% to essentially keep the dynamo on (as it might during regenerative braking) to replenish the battery charge while driving at the cost of higher fuel consumption. Definitely not ideal.

Once the battery was filled up, though, the appeal of the PHEV lifestyle became so much more apparent for both saving fuel and general driving enjoyment where it genuinely enhances the experience and fun factor.

Aside from that, the 530e comes equipped with the Driving Assistant package to bolster its already 5-star Euro NCAP safety rating, which bundles in some very welcome active safety features such as Autonomous Emergency Braking (AEB), Rear Cross Traffic Alert and Lane Departure Warning.

BMW 530e M Sport - Wrapping Up

The 5 Series lineage is undeniably in good hands with the 530e showing the way forward. Its plug-in hybrid powertrain not only endows it with great fuel economy but rewards drivers with a precision zero-lag booster that picks up the slack wherever the turbocharged 2.0-litre falters.

It’s incredibly effective, but also adds to the overall package appeal that has always been a staple of the BMW 5 Series. Heavy and packed with technology as it is, the 530e still earns its M Sport stripes with superb dynamics and unwavering comfort. Best of all, at RM338,800, it undercuts the similarly specified 530i by a significant margin. As with everything, there are compromises with the 530e, but none of them are ever nearly hard-hitting enough to make you turn around.


Frankfurt 2017: Mercedes-Benz S560e (W222) PHEV – 2.1 L/100km, 50 km EV Range

Powertrain electrification has taken centre stage at this year’s Frankfurt Motorshow – few other companies have made bold statements the likes of Mercedes-Benz, rolling out future concepts like the
EQA
 to F1-inspired hypercars like the
Project ONE
.
Following the successful launch of the
facelifted (W222) S-Class
 at this year's Shanghai Motor Show, Mercedes-Benz’s seminal premium sedan now adds its newest addition to the S-Class family: S560e plug-in hybrid.
The new S560e is the successor of the S400h and expands on Mercedes’ current lineup of plug-in hybrid models. Moving forward, production of the S400h hybrid model will be discontinued, leaving plug-in hybrids as the powertrain of choice for the S-Class range.
The S560e combines a 3.0-litre turbocharged V6 engine that produces 367 hp and 500 Nm of torque, which is supplemented by a 90 kW electric motor with a peak torque of 400 Nm.
Power is sent through the latest-generation (9G-Tronic Plus) nine-speed automatic which is optimised to plug-in hybrid applications. This is achieved by housing the torque converter, clutch and electric motor within the compact hybrid drive unit.
The electric motor in the S560e – jointly developed with Bosch as part of the larger 'EM‑Motive' joint-venture offers with enhanced power electronics have allowed further increases in output and torque.
The S560e has an all-electric range of around 50 kilometres. While the battery size is identical to the S500e, new cell chemistry allows the cell capacity to be raised from 22 to 37 Ah. The new lithium-ion battery has an increased rated capacity of 13.5 kWh.
Compared to the S400h that we are more familiar with, however, the S560e's battery is smaller yet packs higher energy content. Bootspace is, therefore, bigger in comparison - from 395 to 410 litres. The battery system in the S560e is supplied, for the first time from wholly owned Daimler subsidiary, Deutsche Accumotive.
The combined fuel consumption is rated at 2.1-litre/ 100 km. Performance wise, the S560e will complete the 0-100 km/h dash in 5.0 seconds and accelerate to a 250 km/h top speed.
The S560e is also smarter – equipped with new support functions which integrate navigation data, traffic sign recognition and other (radar and stereo camera) data, to promote economical driving. Dubbed ECO Assist – the system feeds of a wealth of information to generate coasting simulations in the background.
Depending on the charge level of the battery and the traffic situation, it computes whether the vehicle should ideally be allowed to coast freely with the lowest possible driving resistance when releasing the accelerator or be decelerated so that the battery can be efficiently charged. A haptic accelerator pedal informs the driver when maximum electric power is deployed, or when to release the accelerator to achieve best economic gains.
To underline the importance of hybrids in the process of electrifying the car, the Mercedes-Benz plug-in models will, in future, feature the technology badge EQ Power.
Mercedes-Benz also confirms that in the near future – PHEV powertrains will feature in models from the C‑Class on up, given the drivetrain’s ability to offer both economy and performance which is exploitable regardless of driving styles and routes.
The decision is also buoyed by the company’s intelligent modular hybrid concept which is scalable, allowing it to be transferred to a large number of model series and body styles as well as left- and right-hand-drive variants.


Hyundai’s Smart Air Purification System Will Monitor And Automatically Filter The Interior Air For You

Hyundai has developed an intelligent ‘Smart Air Purification system’ that monitors interior air quality to automatically filter the air inside a car.
The new feature builds on the brand’s prior work to enhance in-car air quality by introducing a new automated monitoring system, which continually checks interior air quality until it achieves an ‘Excellent’ status.
Combined with advanced filtering innovations, the technology can remove fine particulates before passengers enter the car, and purification of cabin air throughout a journey.
The new development, already under consideration for future Hyundai and Kia vehicles, responds to growing concerns about the health impact of fine particulates, especially in highly-congested urban areas.
Conventional air purification systems only operate for a set period when activated, turning off after a designated time regardless of current cabin air quality.
However, the new Smart Air Purification system constantly monitors the car’s air quality, activating the purification function if the air quality decreases to ‘Fair’ level.
It then maintains the cleaning process until the air quality improves to an ‘Excellent’ level. Even if the exterior air quality is at ‘Poor’ level, the system can purify air inside to ‘Excellent’ quality in almost instantaneously.
Passengers can monitor interior air quality levels via the car’s audio-video navigation (AVN) screen, with a visual 16-bar digital display of air quality that fluctuates in real-time.
According to Hyundai, the air quality is monitored via an integrated, laser-based sensor to ensure the system’s durability and reliability.
While typical sensors are prone to reliability issues as fine particulates can gradually build up on the measurement lens, the laser-based design sidesteps this problem, guaranteeing that the purifier’s fan motors and sensors will maintain full functionality at environments of both extreme heat and cold.
The new interior purification system is paired with advanced high-performance air filters which enhance the collection rate of fine particulates from 94% to 99%.
Besides that, the new filtration system also features a charcoal-based deodorization function and can automatically close car windows to assist the purification process.
Looking for a new Hyundai with the best deals? Click
here
.


Lamborghini Unleashes Its New Huracan-Based Race Car, Subtle It Is Not

Not too long ago, Lamborghini made its way down to Sepang to host its
Blancpain Super Trofeo race series
. Filled with several competition-spec Lamborghini Gallardo LP 570-4 Super Trofeo racers, the event also brought along with it the immensely rare Veneno known as Car Zero (prototype model). Aside from that, a preview of the replacement to the above-mentioned racer was also on display. Now, at long last, the Lamborghini Huracan GT3 has made its world premiere.
The racer is based on the normal
Lamborghini

Huracan
 but with several changes on it, mostly on the chassis and bodywork. Underneath the skin is an Alu-Carbon chassis and fully integrated FIA-compliant roll-cage. The subframe is modified at the front and rear to house a high performance water radiator upfront, and for a better positioning of the gearbox at the rear. Front and rear lights are LED.
Composite materials make up the exterior bodywork along with the aerodynamic components, developed in collaboration with Dallara Engineering. With a rear adjustable wing, adjustable front diffuser and louvres, the new aerodynamics not only provide better air flow penetration and downforce, but also improves cooling of the braking system. All these enhancements provide 42/58 front/rear weight distribution and kerb weight stands at 1,239 kg, awaiting FIA BOP finalisation.
The Huracan-derived V10 engine is fixed on the chassis by rigid mountings and is coupled to a sequential six-speed gearbox, following FIA regulations, and a three-disc racing clutch. Should things go wrong, the Huracan GT3’s safety components include a carbon frame 8862 specification seat with OMP seat belts; an OMP fire extinguishing system; and an innovative roof hatch which enables, in case of need, quick assistance by medical personnel through the roof of the car. The fuel tank is an FT3 type and the pedals are adjustable.
Also following FIA regulations are the
Huracan
 GT3’s braking system: 380 x 34 mm steel discs at the front (6 pot), and 355 x 32mm steel discs at the back (4 pot), equipped with Bosch ABS. The system features 12 settings that can be chosen from the OMP-engineered steering wheel along with the traction control. The Huracan GT3 makes contact to the ground via 315/680 tyres at the front and 325/705 ones at the back.
Inside, a Bosch Motorsport control unit manages traction control, gearbox and the dashboard-mounted TFT display.
Price from 369,000 euros (RM 1,543,970), the
Lamborghini
 Huracan GT3 will be entered into the 2015 Blancpain Endurance Series and Lamborghini Blancpain Super Trofeo series in Europe, USA and Asia.


Proton X70 To Debut In Indonesia Next Year?

Proton’s first-ever SUV, the X70, is set for a debut next week.
Recently, Indonesian news portal Kompas reported that Proton could be introducing the X70 there as soon as next year. Speaking to
Kompas
, Rully Septiadi, Head of Marketing for Proton Edar Indonesia (PEI) said, “I heard that it (the X70) will be launched on December 12
th
in Malaysia. I will confirm that it will be (launched) in Indonesia next year.”
Mr Rully also added that discussions are in early stages, and are expected to continue after the debut of the X70 in Malaysia.
In addition to that, Mr Rully also confirmed that Proton will be attending the Indonesia International Motor Show (IIMS) and Gaikindo International Indonesia Auto Show (GIIAS) next year.
The 2019 edition of the Indonesia International Motor Show (2019 IIMS) will happen from April 25
th
 till May 5
th
.


Mercedes-Benz Malaysia Says B10 Biodiesel Is Fine For Use On Their Cars

In a bit of a surprise twist,
Mercedes-Benz
 Malaysia has just released a statement that essentially confirms the suitability of B10 biodiesel for their diesel vehicles in the country.
We’ve known for some time now that the government has been considering replacing the current B5 and B7 grades of biodiesel in the country with a new B10 grade. Following the developing news, many local car companies have already stressed their concerns over the issue, alarming of their engine’s incompatibility.
What’s the fuss about?
To provide you a bit of a background into the matter, here’s an explanation of the matter by Isuzu Malaysia, a leader in the diesel engine industry, told Carlist.my earlier in June, that:
"One of the primary concerns about biodiesels of grades B7 and above has been, among others, the high presence of water in the blends of Palm Methyl Ester. Biodiesel is hydroscopic in nature and tends to absorb water from the atmosphere. This can cause deposit formation, microbial growth and degradation of fuel quality. These phenomena can affect the vehicle's engine operation and durability.
"In view of this, Isuzu, as one of the world's largest producer of diesel engines, collaborates with the Japan Automobile Manufacturer's Association (JAMA) that based on test findings, the current acceptable limits of water content in biodiesel is only acceptable to grade B7 only.”
BMW
 and
Mitsubishi
 have also voiced similar concerns over their diesel engines incompatibility with B10.
MBM says differently, though
In its latest statement, here’s what Mercedes-Benz Malaysia’s (MBM) president and CEO, Roland Folger announced otherwise, saying specifically that:
“After having initially stated that the B10 Biodiesel blend requires further consideration, we are now pleased to inform our customers about the B10 Biodiesel blend suitability for all Mercedes-Benz diesel vehicles currently sold by Mercedes-Benz Malaysia. Customer safety and vehicle quality is of the utmost importance to Mercedes-Benz Malaysia.
“We have evaluated carefully the influence of B10 Biodiesel blends on our current diesel vehicles for the Malaysian market and we are now able to confirm its’ compatibility. We have service intervals of 12,000 kilometers to ensure that our customers are not affected by the diesel quality.  Our diesel-powered vehicles currently sold in Malaysia were seen to have run both smoothly and safely with the use of the B10 Biodiesel blend.”
MBM also stated that it would need to re-evaluate its current findings (and position, presumably) upon the introduction of new models and the potential introduction of Euro 5/6 exhaust regulation and/or further changes in diesel fuel quality.
So why would Mercedes-Benz Malaysia say okay to it?
Understanding that B10 biodiesel itself has varying specifications for each market it is sold in, it’s hard to imagine how Mercedes-Benz Malaysia was able to replicate the grade for local evaluations.
However, we've just been on the phone with the company's Vice President of Marketing, Mark Raine, who kindly clarified to Carlist.my that while no actual road tests were conducted with any form of Malaysian-spec B10 biodiesel, they remain absolutely confident in their vehicles' suitability.
Referring to the company's sole diesel model, the hot-selling
E 300 BlueTEC Hybrid
, Raine told Carlist.my that internal evaluations between them and their affiliates in Germany using a projected grade of B10 (based on what they believe we are capable of producing) is the grounds of the company's current confidence in their vehicles being able to perform normally with the supposed implementation of the biodiesel fuel.
*Pictured: Mark Raine, VP of Marketing, Mercedes-Benz Malaysia, next to the W 205 C-Class
In any case, the vice president asserted firmly that regardless of whatever biodiesel grade is offered in Malaysia, his company is prepared to assure all its customers of their vehicles' suitability, and that they wouldn't put it on the market otherwise. He continued to remind us also of their 12,000km service interval, which helps them ensure all official Benz vehicles operate only as expected.
But as mentioned above, this statement refers only to the brand's sole diesel model in Malaysia, the E 300 BlueTEC Hybrid, while further evaluations would have to take place should there be any changes to either the offering of a new Benz diesel model, supposed grade of biodiesel, or the introduction of
of Euro 5/6 exhaust regulation.


2023 Honda Civic Type R Diuji Di Litar Suzuka – Bakal Debut Tahun Depan

Honda
 telah mendedahkan beberapa imej
2023 Honda Civic Type R
 yang dibaluti celoreng sedang diuji di litar Suzuka sambil ditemani Civic Type R terdahulu,
FK8 ketam
.

Memandangkan keseluruhan kereta itu masih dibaluti celoreng, terdapat beberapa perbezaan gaya yang boleh membezakan hot-hatch ini dengan versi standard
generasi ke 11 Honda Civic
. Bahagian hadapannya menerima gril yang lebih besar bagi membenarkan lebih banyak udara masuk ke bahagian enjin.

Terdapat skirt sisi pada kedua-dua bahagian tepi kereta ini manakala bahagian belakangnya dilengkapi dengan spoiler yang tinggi bersama
ekzos
 trio ikonik dari model Type R. Penggunaan rim baharu menambah rasa yang secukupnya pada exterior Civic Type R ini.

Gambar yang dikeluarkan turut menampakkan bahawa terdapat perubahan pada jarak kelegaan kereta dengan tanah. Ini menandakan Honda sedang menguji sistem suspensi Civic berkenaan di litar Suzuka.

Walau bagaimanapun, Honda masih lagi tidak mendedahkan bahagian dalaman hot-hatch ini kepada umum. Namun melalui beberapa gambar yang tersebar, bahagian dalamannya tidak banyak beza dengan Civic biasa. Yang baru hanyalah kerusi bucket untuk barisan tempat duduk hadapan, tuil gear aluminium dan jahitan berwarna merah.

Sama seperti interior, bahagian enjin yang bakal memberi melodi kepada tiga buah ekzos Civic Type R ini masih tidak diketahui. Mungkin ia akan terus menggunakan enjin yang sama seperti Type R sedia ada yang telah dipertingkatkan. Enjin sedia ada ini merupakan enjin 2.0 liter 4 silinder VTEC turbo (K20C1) yang menghasilkan 310 PS dan 400 Nm.

Ia juga dijangka akan terus dikekalkan sebagai kenderaan FWD sebagai standard memandangkan langsung tiada berita mengenai rancangan Honda untuk menukar pacuan rodanya ke RWD mahupun AWD dalam masa terdekat.

Civic Type R ini bakal ditawarkan dalam transmisi manual 6 kelajuan meskipun ada beberapa dakwaan bahawa ia bakal juga ditawarkan dalam transmisi automatik.

Honda Civic Type R 2023 ini bakal dilancarkan pada tahun hadapan dan penjualannya dijangka akan bermula pada 2023 nanti.


Lexus Makes Marty McFly’s Back To The Future Hoverboard!

Now this is very timely. Remember the 1989 movie Back To The Future? 2015 is the year when Michael J. Fox’s fictional character Marty McFly used a flying hoverboard to escape from a bunch of bullies.
Fast forward to the real 2015, Lexus is hinting that Marty McFly’s hoverboard is now a reality. For now, Lexus is just teasing the public with some preliminary information, with a preview video cutting off just when the Lexus hoverboard is about to levitate, followed by a quote from Haruhiko Tanahashi, the chief engineer for the Lexus LF-A.
Details are scarce but Lexus said the hoverboard works by using principles of magnetic levitation with liquid nitrogen-cooled superconductors and permanent magnets.
The hoverboard will be tested in Barcelona in the coming weeks, as part of the Lexus Amazing in Motion campaign. Unfortunately, it is not available for sale, at least not now.
Mark Templin, Executive Vice President, Lexus International, said: “At Lexus we constantly challenge ourselves and our partners to push the boundaries of what is possible. That determination, combined with our passion and expertise for design and innovation, is what led us to take on the Hoverboard project. It’s the perfect example of the amazing things that can be achieved when you combine technology, design and imagination.”
A quick search on Google revealed there have been several attempts to produce a hoverboard in the past, but all of them appears to only able to work under some very specific conditions, over specific surfaces.
Those of you who grew up in the ‘80s and ‘90s will remember the scene below.


Kenali Parking Kotak Merah/ Petak Khas – Undang-Undang Yang Perlu Anda Tahu

Pernahkah anda melihat lot parkir yang ditandakan dengan cat merah? Apa maksud disebalik tu?

Kebiasaannya, parkir berwarna merah ini sering kelihatan di hadapan premis perniagaan. Tapi persoalannya, slot parkir tu available ke tidak untuk digunakan? Bagi mengelakkan supaya anda tidak dimaki ketika
meletakkan kenderaan
 di petak khas, jom kita kenali dan fahami ciri-ciri petak khas ini terlebih dahulu.

*Kredit foto: Malay Mail

Parking Kotak Merah/ Petak Khas

Petak khas adalah petak letak kereta yang dikhaskan kegunaannya kepada orang, kereta atau kenderaan tertentu dengan bayaran dan petak letak kereta ini ditandakan mengikut cara yang ditetapkan oleh Majlis Perbandaran. Petak letak kereta khas di hadapan premis diberi kepada hospital/klinik, kedai aksesori, hotel,
bengkel
kereta dan peniaga.

Untuk harga bagi petak khas dibawah
MBPJ
, yuran bulanan yang dikenakan adalah RM400 bagi premis makanan dan kedai biasa manakala RM200 sebulan bagi kegunaan bengkel.

*Kredit foto: The Star

Had Waktu

Mungkin ramai yang tak tahu bahawa lot parkir yang selalunya anda nampak di hadapan kedai dan premis perniagaan ini mempunyai had waktunya yang tertentu? Menurut laporan The Star, semua tempat letak kereta Majlis Bandaraya Petaling Jaya (MBPJ) yang disewa kepada pemilik perniagaan mesti dibuka kepada orang ramai selepas jam 6.30 petang.

Laporan itu turut menyebut bahawa tanjakan (ramp) kenderaan yang diletakkan di luar bengkel bagi urusan kemasukan kereta ke bengkel juga mesti dialihkan selepas tamat waktu operasi. Oleh itu, anda tidak dibenarkan untuk menggunakan ramp yang bersifat kekal dan tidak boleh dialihkan.

Jadi, lot parkir yang disewa itu hanya terpakai sewaktu operasi perniagaan sahaja, iaitu dari jam 8 pagi hingga jam 6.30 petang, Isnin hingga Jumaat. Selepas tamat waktu itu, parkir itu haruslah dibuka semula bagi kegunaan orang awam.

Cat Kotak Parkir Sendiri

Memandangkan kotak merah menandakan ianya telah disewa, boleh tak kalau kita
cat
sendiri kotak parkir tu warna merah? Elakkan daripada membuat perkara ini kerana majlis perbandaran mempunyai rekod tentang parkir yang sah. Jika anda didapati bersalah memalsukan kotak parkir ini, anda boleh berdepan tindakan serious seperti
lesen
perniagaan anda ditarik.

Bagi mereka yang mengecat lot parkir menjadi hitam daripada kuning kerana ingin mengelirukan pengguna lain supaya tidak meletakkan kereta di hadapan premis mereka, perkara tersebut turut dianggap serius oleh pihak berkuasa dan akan diambil tindakan tegas.

Parkir Dihalang

Jika anda terjumpa lot parkir sewa khas dengan garisan merah telah diletakkan penghadang atau pun dikunci biarpun di luar waktu yang dibenarkan itu, pihak berkuasa akan memberikan notis peringatan kepada semua penyewa berhubung dengan tempoh waktu tersebut sebelum tindakan lanjut bakal diambil sekiranya mengingkari arahan itu. DBKL juga akan mengeluarkan notis amaran pertama dan langkah seterusnya adalah penyewa tidak dibenarkan memperbaharui sewaan tersebut yang perlu dibayar setiap tiga bulan.

Memandangkan anda dah tahu apa itu parkir petak khas, diharapkan anda tidaklah mengganggu parkir tersebut ketika waktu operasi perniagaan sesuatu syarikat. Silap-silap nanti kereta anda boleh ditunda kerana ingkar.


Our Transport Minister Declined A Smartphone Gift

In a very public example of walking the talk, Transport Minister Anthony Loke had earlier today declined a gift that was given to him as a token of appreciation for gracing the launch event for new e-hailing app diffride.
During the launch ceremony in Bukit Bintang, Kuala Lumpur earlier today, Loke was presented with a Huawei smartphone. He had a quick look at the gift and told the organizers that the gift is worth more than RM500 and he can’t accept it.
At the press conference after the event, Loke told the assembled press, “I want to stress that we do not need such appreciation in the future.”
“I have to reject the gift because I am sure that it’s worth more than RM500 in terms of value. The new government, all ministers, we walk the talk, and just a word to all future event organizers, please take note that this is a new regulation by the government. As far as I am concerned, I don’t need any gift. If you want to invite us to any future functions, we will just attend and we don’t need any gifts.” he added.
diffride is developed by local start-up Diff Global Solutions Sdn Bhd and according to various news reports, the company claims to have already secured 2,000 registrations for drivers, subject to profile screening by the management and approval by the Land Public Transport Commission (SPAD).
diffride charges its drivers a flat fee of RM5 daily, which includes insurance coverage for drivers and passengers.
The company’s CEO Hannah Yong was quoted by The Edge as saying:
"We are the first e-hailing service provider in Malaysia to offer this flat fee of RM5 to our driver partners for daily access to connect them to their potential passengers," she said.
"By not requiring them to pay us a percentage of their fares, this means that we can not only offer our riders a more competitive fare rate for their journey, but also allow our drivers to take home a larger amount of their earnings," she added.


Jualan Minyak Petrol RON97 Menurun 65%

Harga minyak petrol RON97 yang kini menghampiri RM5 membuatkan ramai yang memilih minyak RON95 berbanding RON97 sehingga jualan RON97 menurun sehingga 65%.

Seperti yang dilaporkan oleh China Press, kenyataan tersebut dibuat oleh pengerusi Persatuan Peniaga Petroleum Shell Malaysia (SPDAM), Datuk Abdul Wahid Bidin.

Berikut merupakan
harga minyak
 bagi setiap liter ketika artikel ini ditulis:

RON97: RM4.70

RON95: RM2.05

Diesel: RM2.15

Tak Beri Kesan Pada Stesen Minyak

Meskipun jualan RON
97 menurun mendadak ekoran harganya yang menghampiri RM5 seliter, namun Wahid berkata perkara ini tidak menjejaskan keuntungan stesen minyak kerana mereka yang tidak lagi menggunakan RON97 masih perlu menggunakan minyak RON95.

Menurut Wahid, tidak kiralah jualan
RON97 mahupun RON95
, margin keuntungan yang diterima stesen minyak daripada penjualan petrol adalah 15 sen seliter.

Jadi meskipun terdapat penurunan jualan bagi RON97, stesen minyak tetap menerima komisen hasil daripada penjualan RON95.

Kad Kredit Beri Impak Kepada Stesen Minyak

Tambah Wahid, kenaikan harga petrol bukan hanya menjejaskan pengguna, namun turut menjejaskan pengusaha stesen minyak.

Katanya, jika pengguna menggunakan kad kredit untuk membayar petrol, pengusaha stesen minyak akan menerima untung yang lebih kecil kerana mereka perlu membayar 1% yuran transaksi bagi setiap liter petrol.

Ini bermaksud semakin tinggi harga petrol, semakin tinggi yuran yang perlu ditanggung.

Jualan Turun Dari 2,000 Liter kepada 300 Liter Sehari

Sementara itu, Presiden Persatuan Peniaga Petrol Malaysia (PDAM) Datuk Khairul Annuar Abdul Aziz berkata penurunan jumlah jualan RON97 sedang berlaku buat seketika ini, jualan menurun dengan ketara selepas harganya melepasi paras RM3.50 seliter.

Tambahnya, sebelum ini beberapa stesen minyak mampu menjual 2,000 liter RON97 sehari, namun kini hanya mampu menjual 300 liter.

“Ini bukan perkara baharu. Pelanggan sudah mula bertukar kepada RON95 sebelum ini, jadi fenomena penukaran tidak begitu besar sekarang. Mengenai berapa banyak jualan nasional RON97 telah menurun, saya tidak dapat menyatakan dengan tepat berapa banyak,” jelasnya.


Toll Hike: Highway Concessionaires Say Rate Increase Justified And Necessary

The toll hike has been met, so far, by nothing but negative reactions. From the general resentment by most motorists hit hard by the increases on highways they depend on, to
groups protesting
 by the side of toll plazas, to the Selangor government
siding against
 the price hike outright.
But are we looking at this issue from a strictly self-serving perspective? The concessionaires that have been more or less vilified by the recent developments have a different take, unsurprisingly, and say the move to increase toll rates are entirely justified, even inevitable.
The Star writes that the concessionaires have to contend with the complexity of financing and pricing for their tolls, pointing to the many years of loses sustained not being a permissible to their investors whom they have to answer to.
SPRINT Highway
Richard Lim, CEO of Lingkaran Trans Kota Holdings Berhad (LITRAK) said several highways currently operate at a loss and have to resort to subsidizing through other, more profitable highways or business. The toll prices usually started low and increased gradually to account for depreciation, he noted.
For LITRAK, their losses have amounted to roughly RM440 million over the last 14 years, with profitability achieved only this year. Lim said the expressway’s cost of operations amount to RM40 million annually.
“A single toll rate could be used over a 36-year period, but that would mean having to start at a higher rate, for example RM2.50 instead of RM1,”
“Being a public-listed group, the shareholders expect a reasonable rate of return on their investments. Otherwise, we might as well leave the cash in the bank to earn interest,” Lim said.
DUKE Highway
Meanwhile, operator of the Duta-Ulu Klang Expressway (DUKE), Ekovest Berhad’s managing director Datuk Lim Keng Cheng said the gradual increase in toll rates at the DUKE highway is necessary, with the project’s financing structured where bonds were raised at different maturity dates. Toll revenues needs to match the time frame of these debt instruments.
“Without a toll rate increase, this may impact the toll concessionaires’ short-term cash flows. As such this could affect their ability to service their debt obligations as well as to maintain certain required debt service coverage ratios in order to maintain the ratings of their debt issuances,” he said in a statement yesterday.
To get a full picture of the toll rate increases,
we’ve detailed the hike individually here
.


Interstate Travel Coming In October First Half, Says Muhyiddin

National Recovery Council (MPN) chairman and former prime minister Tan Sri Muhyiddin Yassin announced yesterday that interstate travel is expected to be allowed as early as mid-October.

Coinciding with this is the projection that 90% of Malaysia’s adult population is expected to be
fully vaccinated by that time
, following a previous statement by current prime minister Dato' Sri Ismail Sabri bin Yaakob that interstate travel will be relaxed.

After chairing an MPN meeting in Putrajaya, the chairman said to reporters: “It may be in early or mid-October, at the latest. You all will be able to move around but always remember the SOPs.” Also in attendance were Health Minister Khairy Jamaluddin, Finance Minister Tengku Zafrul Aziz, International Trade and Industry Minister Mohamed Azmin Ali, and Education Minister Radzi Jidin.

Apart from
interstate travel
being a possibility in the near future, the matter of the reopening of international borders was also brought up, a matter to which Muhyiddin confirmed was also being considered: “I hope this will be announced soon. “This was a decision that would have a big impact on the country,” he added.

Separately, on the subject of the reopening of schools and higher learning institutions, the council reiterated the decision to allow schools to conduct in-person classes in stages from October 3rd and for IPTs to resume operations in stages from October 15th.

Currently, fully vaccinated Malaysians are allowed out of state for leisure purposes only to visit specific ‘travel bubble’ destinations.
These include Langkawi
, which was the first to be opened up, but other locations such as Melaka, Tioman island, and Genting Highlands
will join that list from October 1st.

The question remains if such a travel bubble will be abolished immediately following the reopening of interstate travel, wherein the majority of its limiting list of SOPs will no longer be valid or relevant.


Digi Launches The AXA FlexiDrive App, Up To 20% Discount On Insurance

We are truly living in the era of connected cars. Digi Telecommunications Sdn Bhd has just launched their 'Digi Connected Cars with AXA FlexiDrive' product, which is aimed to work in tandem with various motor insurance policies. It's essentially a form of telematics that rewards good driving behaviour, and the aim is that good driving behaviour will reward drivers with an up to 20% discount in AXA's FlexiDrive insurance policy.
This kind of system has been implemented overseas to various success, although many motorists aren't particularly keen on the idea of an insurance company judging their every move on the road. Still though, for those who drive in a fairly sedate manner, this can be a big help to get insurance premiums down and promote smoother, safer driving in general.
Via Digi Connected Cars with AXA FlexiDrive, motor owners can get up to 20% safe driving discount, which is dependent on the driver’s behaviour such as speed, mileage and driving style in addition to other benefits such as automatic accident alert and assistance as well as 24/7 vehicle security and theft recovery at no additional premium.
Private vehicle owners can find out more and register their interest for the Digi Connected Cars with AXA FlexiDrive product at any Digi Store nationwide starting today. Upon completion of registration, customers will be contacted and arrangements will be made to install the telematics device in the car.
Installation is free of charge, and customer will only be charged a refundable deposit of RM70. Customers also have the option to activate CSE Smart Track Security for only RM240 per year. This optional feature offers smartphone car alarm, real-time tracking, trip review and accident compensation up to RM2,000,


Review: 2017 Hyundai Ioniq – Value For Money Doesn't Get Any Better Than This

We could start this review with some cliché green car hybrid car talk but let’s be realistic, the peculiar dynamics of the Malaysian car market means that a fuel-saving hybrid car for the masses don’t make much sense.
If you are looking to save petrol, buy a Perodua Axia or a Bezza. In fact, you can buy multiple Peroduas for the price of one Hyundai Ioniq – which is already the cheapest hybrid currently on sale in Malaysia.
While Malaysians may complain of high fuel prices, simple arithmetic will tell you that to recoup to the added cost of buying a fuel saving hybrid car versus a similarly fuel-efficient Perodua, you will have to drive to close to a million kilometres! Elsewhere, cars are relatively cheap to buy, but petrol is very expensive. In those markets, hybrids make sense. Over here, things are a bit on reversed.
So if you are looking at the Ioniq because you want to lower your driving cost, look elsewhere. However if you are looking to buy a practical family car that offers the best and the highest levels of safety features, at the lowest price, we can tell you upfront that Ringgit for Ringgit, nothing else on the market comes close to matching the Ioniq. Piqued your interest?
Specifications for 2017 Hyundai Ioniq HEV Plus
Engine: 1.6-litre, Atkinson cycle, transverse four-cylinder, direct injection, naturally aspirated
Power (engine only): 105 PS at 5,700 rpm
Torque (engine only): 147 Nm at 4,000 rpm
Hybrid system: Petrol-electric, single motor full hybrid
Traction battery: 42 kW, Lithium-ion Polymer
Power (motor only): 32 kW
Torque (motor only): 170 Nm
Total system output (engine+motor): 140 PS
Transmission: 6-speed dry-type dual-clutch automatic
Safety: 7 airbags, ABS with Brake Assist, autonomous emergency braking, hill start assist, electronic stability control, blind spot detection, lane keeping assist, adaptive cruise control
Price: RM114,008 excluding insurance
Origin: Locally-assembled in Kulim, Kedah
Overview
Globally, the Ioniq is available with three powertrain options, each with progressively higher levels of electric drive. The range starts off with a regular full-hybrid HEV (Hybrid Electric Vehicle) model that you see here, with limited electric-only driving range of just several kilometres.
Further up is the PHEV (Plug-in Hybrid Electric Vehicle) model, which can be plugged in to a domestic power socket to recharge its traction battery to extend its electric-only driving range to up to 63 km.
Lastly, the Ioniq EV (Electric Vehicle) is a fully electric vehicle with a driving range of up to 280 km.
Of the three, only the HEV model is sold in Malaysia. Being a full-hybrid, the Ioniq is able to accelerate from stationary in electric power alone, with the engine firing up only at higher speeds when more power is needed.
In the real world, having a full-hybrid drivetrain means that the Ioniq drives smoother in stop-go traffic as opposed to mild-hybrids used in the now discontinued Honda Insight or Civic Hybrid or CR-Z, whose early generation Integrated Motor Assist (IMA) system had to fire up the petrol engine to drive the car from standstill. Later this year, Honda is expected to debut its i-DCD Sport Hybrid full-hybrid system in the upcoming
Honda Jazz facelift
.
And unlike early Honda hybrids (except the FB-generation Civic Hybrid) the Ioniq’s air-conditioning runs independently from the petrol engine so cabin cooling performance is consistent irrespective of whether the engine is running or not.
Exterior
Being a dedicated hybrid model, the Ioniq is styled in more or less the same silhouette as the Toyota Prius and Honda Insight, not because one is copying the other, but because this silhouette, which smart people in lab coats refer to as a Kammback/Kamm tail design, is the most aerodynamically efficient.
With a gently tapering roofline that truncates abruptly, a Kammback shape creates the least amount of aero drag – a condition where low air pressure zone forming behind car acts as a huge vacuum sucking the car’s rear and slowing it down.
In terms of size, the Ioniq sits between a City/Vios-class B-segment car and a Civic/Corolla Altis-class C-segment car. Its 2,700 mm wheelbase equals the Honda Civic and Corolla Altis’ but as you will read later, the Ioniq cabin size is actually closer to a B-segment car rather than a C-segment car.
From the outside, this top of the range HEV Plus variant is differentiated from the entry HEV variant (RM100,328 excluding insurance) by its HID Bi-Xenon headlamps and LED tail lights.
Interior
As mentioned earlier, the Ioniq’s usable interior space is closer to that of a B-segment car. Think Honda Insight instead of a Toyota Prius and you will get the picture.
Like many recent Hyundai models, the Ioniq’s interior feels more expensive than its selling price suggests. Tactile feedback from the trim materials, buttons and switches are solidly positive, with a hint of premium touch to them.
The cabin materials are comparable to even a Hyundai Sonata, nevermind the Elantra because that’s an aging model that’s well past its model lifecycle so it’s not a good benchmark.
The almost flat-bottomed steering wheel and aluminum pedal inserts give the car a rather racy character, which is not quite what you expect from a car like this.
The parking brake is foot-operated, which some buyers upgrading from lower segments might need to learn to get accustomed to, but it frees up more usable space in the car’s otherwise tight interior.
Driving performance
Hybrids are often made fun of by the American/British press, something which we find to be greatly exaggerated, because there are many cars that handle poorer than the Honda Insight, or even the Toyota Prius for that matter. And the CR-Z is quite a hoot to drive, nevermind the BMW 330e or Volvo XC90 T8.
Drivers who are new to hybrids will need to adapt to the silent start-up of the Ioniq. Press the engine start button and the only thing that happens is the instrument panel lighting up.
Shift the 6-speed dry-type dual clutch automatic transmission into Drive and off the car goes in total silence. Given the price, the Ioniq could be the first full-hybrid for many people and this driving in total silence can be quite an experience.
Don’t be too concerned if the traction battery charge level indicator on the right doesn’t show a full charge. Even by regular full-hybrid car’s standard, the Ioniq’s 1.56 kWh battery capacity is quite big so it requires longer driving time to recharge it. As a comparison, the last generation Toyota Prius sold here, which was a larger and heavier car, had only a 1.2 kWh capacity battery.
In regular urban driving, charge levels are unlikely to go beyond the three-quarters mark. Besides, hybrid car’s traction batteries are not meant to be charged to 100%. In interest of reliability, the battery rarely charges/discharges to 100 percent or 0 percent. To extend the battery’s service life, the power control management software ensures that no two neighboring cells within the battery pack are charged/discharged consecutively.
Driving at low speeds, the steering wheel is unusually light, even by the standards of a hybrid car, but at higher speeds, it stiffens up nicely. The rim is thick, coupled with a small-ish diameter, quasi flat-bottomed designed with a rather tight steering ratio, the Ioniq gave the impression that it will handle well, an impression that it lived up to quite well.
Chuck it into a sweeping corner, the Ioniq feels hunkered down well. The placement of both the 12V auxiliary battery (in the boot) and the 240V traction battery (under the rear seat) probably aided in giving the Ioniq a very balanced handling. Of course, having multi-link suspension as opposed to torsion beams that one would normally expect from cars in this price point helps too.
On paper, the Ioniq should give rather decent acceleration and straight line driving performance. With a total system output that’s 4 PS more than the 55 kg heavier previous generation Toyota Prius (current fourth generation Prius is no longer sold here), coupled with a snappy dual-clutch transmission, you would expect to feel a strong shove in the back when you floor it, except that you don’t.
Shifting the transmission into S sharpens the throttle and steering, but it doesn’t do much in terms of making the car faster, even by the standards of a hybrid car.
Despite its advantages on paper, the Ioniq just doesn’t have the get up and go urgency that was found in the previous generation Prius, which can give a surprisingly strong surge of power, albeit momentarily, and only when the traction battery has sufficient charge.
This is not to say that the Ioniq is slow, because it isn’t, but the immediacy of delivering maximum torque, a forte that we would expect of any car with a sufficiently large traction motor, just wasn’t to be found in the Ioniq.
With a dual-clutch transmission (DCT), we had initially expected the Ioniq to be less smooth in slow traffic than regular torque converter automatic transmission equipped cars – because that is just an inherent character of dual-clutch transmissions, that it shifts more like a manual transmission car in traffic. Thus we were pleasantly surprised to find that the Ioniq’s DCT is nearly as smooth as a CVT, never mind regular automatics.
With a powerful electric motor filling up the gap in torque every time the transmission shifts, the Ioniq has removed all the negatives of DCTs, while retaining the positives.
When the petrol engine does fire up, it does in a very seamless manner. Without looking at the energy flow chart, it's not very obvious when the petrol engine comes on.
However we noted that under certain low-speed driving conditions, there is a mild but distinct pulse on the brake pedal every time you feather the brake pedal and regenerative braking is active – a default feature in any hybrid car that allows it to recover otherwise wasted energy during braking to recharge the traction battery.
A key highlight of the HEV Plus variant is the long list of advanced driver’s aids features, some of which we like, others less so. Autonomous emergency braking is certainly useful, but keep in mind that the system only detects large metallic objects (i.e. cars). It can’t detect pedestrians or small motorcycles.
Blind spot warning is also appreciated, although the warning buzzer could be improved with a less alarming noise.
The feature that we have mixed feelings the most of Lane Keeping Assist. There are three modes to choose from, each with a higher level of intrusion. Lane Keeping Assist works best when you are driving on highways, as it prevents you from straying between lanes, but in urban traffic, it gave us a few heart stopping moments when the steering wheel momentarily refused to allow us to swerve to avoid pot holes and motorcyclists, because the computer believes that we are distracted/sleepy and are straying out of our lane.
Comfort
For its price, the Ioniq is easily the quietest car for highway cruising. Only the Volkswagen Vento and Polo, and if you push the price point a bit higher - the Honda Civic, can match the Ioniq’s cabin quietness.
The Ioniq is surprisingly quiet even at 160 km/h, and the seats offer better support than what you would normally expected at this price. It may not accelerate as fast as a Prius, but it’s definitely a lot more comfortable at highway speeds.
Headroom and legroom in the rear is comfortable enough for two full-size adults riding behind, but not three.
The Ioniq also comes with a wireless charger for mobile devices but to use this, your smartphone has to be able to support this feature. When active, it the charging pad does heat up and it is not advisable for you to leave you any magnetic cards or credit cards or Touch N Go cards on it. When not use, it is recommended that you disable this feature.
Fuel Economy
After driving nearly 150 km in the Ioniq, 90 percent of it in urban traffic conditions, we Ioniq returned an average fuel consumption of 4.9-litre/100 km, which is very impressive but then again, we wouldn’t expect any less from a full-hybrid.
Conclusion
With such a high level of safety features for a little over RM100,000, and backed by a 5-year/300,000 km warranty plus an 8-year/unlimited mileage warranty specifically for the traction battery, the Ioniq is easily a highly recommended choice.
Don’t look at it as a hybrid car, because as we’ve mentioned earlier, if you are looking to save fuel, you can buy multiple Peroduas for the price of one Ioniq. If you want something a little bit more sophisticated, the cheaper and (shockingly) spacious Honda Jazz is fuel-efficient enough – with the difference in prices from the Ioniq enough to buy you many years’ worth of fuel.
Instead, look at the Ioniq as a very complete, practical family car that offers an astounding value for money, with the added bonus of offering good handling and ride comfort that can rival cars from one or two classes above it.
There are some minor niggles with its user-interface and its small-ish interior space, but at this price, we are certainly not complaining. Judging by how the Ioniq is fast becoming Hyundai Malaysia’s best-selling model in recent time, Hyundai certainly has a winner on its hands.


RON97 Fuel Price Update: 2 to 8 August – 10 Sen Increase

The Ministry of Domestic Trade, Cooperatives, and Consumerism (KPDNKK) has announced the price of RON 97 fuel for the next seven days.
After two weeks of heading downwards, the premium fuel grade sees a drastic upward trend to the tune of 10 sen per litre increase in price.
The revised price is just 2 sen lower than the highest price the RON97 grade has seen this year, which was
RM2.66 when the fuel grade first experienced
 a ‘market driven float’ system on June 7th.
That being said, the prices for petrol and diesel from 2nd to 8th August are as listed below:
RON95 –
RM2.20
per litre (no change)
RON97 –
RM2.64
 per litre (up 10 sen from RM2.54)
Diesel –
RM2.18
 per litre (no change)


Petronas Motorsports - What Do They Do For Malaysia?

Lewis Hamilton, Valteri Bottas, Franco Morbidelli, Fabio Quartararo, Valentino Rossi, Xavi Vierge, Jake Dixon, John McPhee, Darryn Binder, the sole rep we had in Petronas colours, Khairul Idham Pawi has been dropped and is taking an indefinite break from racing.

Now I'm sure if you follow Formula 1 and MotoGP most if not all of those names above will be familiar to you - quite a few world champions in that mix which must do the branding and marketing of Petronas Motorsports a huge huge success especially in the active role they play towards the victories of all those teams above.

And how do we the rakyat of Malaysia benefit from Petronas' success? Well, we get the best technology and oil analysis from Formula 1 and MotoGP trickling down into our fuels, engine oils, and additives - so much win, no? Of course, we also have the added bonus of being associated with Petronas when a foreigner or tourist mentions that Petronas is from Malaysia. So much pride, I tell you!

But here's my question, what actually is Petronas doing for the development of motorsports in this country, for Malaysia? Apa depa buat?

Petronas in motorsports: Past & Present

*Image courtesy of Petronas Motorsports Facebook

Kita rewind sikit. Does anyone remember PERT? Petronas EON Racing Team to the best of the writer's recollection was Petronas' last foray into the world of rallying. The PERT (collaboration between Petronas, Mitsubishi Motors and Edaran Otomobil Nasional (EON)) partnership ended in 2003 when it was taken over by Proton's Motorsports Division, R3. They did sign off on a high with the Flying Sikh winning the 2001 and 2002 APRC titles. He also won it in 2004 but that was under the R3 banner.

Fast-forward to today: We have Lewis Hamilton, Valteri Bottas and occasionally George Rusell racing with Petronas printed across their chest. What of
Karamjit Singh
? Well, I'm sure you've read the news.

Petronas Cub Prix? At least ada lah post on their FB page from the Malaysian Cub Prix.

Local talent development

Image courtesy of FIAAPRC.com

But what happens to all these talents - what is their career progression from Cub Prix? Does Petronas have a junior development program to hone and train these diamonds in the rough to potentially one day become world champions and not just hangers-on? Or is this their way of ticking off a check box of 'investing in local motorsports talent'?

Di mana ada kemahuan di situ ada jalan - Mercedes-AMG PETRONAS already has a Mercedes Junior Development Program in place that has brought forth talents like Hamilton, Russell, and Ocon. How difficult would it then be to replicate that and have a local presence here in Malaysia for talent development under the Petronas banner?

Along that thought process why isn't Petronas more involved in four-wheel track racing or time-trials or even rallying? We have a world champion itching for a seat in a Malaysian branded rally car to continue racing in the Asia-Pacific Rally Championship. I'm sure if Petronas can afford to put the aging Valentino Rossi who last won a MotoGP race in 2017 into a seat, then our local pride and joy, the Flying Sikh, Karamjit Singh into a car should be a small matter, no?

Just for a second imagine this, the Petronas Motorsports Academy (PMA) that is supported by the Ministry of Youth and Sports and endorsed by the Motorsports Association of Malaysian. Alex Yoong will handle single-seater karting and the eventual progression into a Formula series, Tengku Djan will hone the skills of the best drifters in the country getting them ready for competing at Formula Drift Asia, Zen Low to teach the slightly older talents the skills required to compete in the GT World Challenge Asia, Shahrol Yuzy to train the two-wheelers and last but not least WRC and APRC Champion, Karamjit Singh to coach the local talent base in the discipline of rallying.

To bring together the abilities of all these talents, to help elevate their mindset from 'jaguh kampung' to world champions we can tap into the collective mentalities of 3x Olympian Josiah Ng and SEA Games and Commonwealth Games champion, Sarina Sundara Rajah.

This is two-fold, besides building and nurturing the local talent pool, it also gives the talents an avenue to learn from the best racers/ drivers to come out of Malaysia - why are we not learning, tapping into their collective intellect to forward our own motorsports agenda? Not to mention also providing the likes of Djan, Zen, Karam the opportunity to contribute back to Malaysia.

To be fair though this initiative or vocation if you will, has to be a multi-agency endeavour, it must not be the sole responsibility of Petronas. KBS and MAM must play leading roles here too in order to both grow as well as govern these programmes. Get the private sector involved too! There's a slice of the pie for everyone.

Bringing the crowd back to motorsports

*Image courtesy of Reuters Japan

PMA can also serve as a museum for all things motorsports related - something which we don't have at present. A museum open to all where we can go to learn and understand the motorsports achievements of this young nation of ours.

Together with MAM, PMA can also offer driver training programs for the regular Joe like you and me to become better drivers on the road. An initiative that
MAM
 has just begun offering themselves.

*Image courtesy of Sepangcircuit.com

We have the infrastructure in place for most of these initiatives, it may just need some sprucing up, some investments to bring them up to standard. We have the Melaka International Motorsport Circuit, Johor Circuit, the don't-know-when-will-be-ready Kedah Circuit, and Sepang Circuit of course. There will need to be an investment for a motorsports venue for Sabah/ Sarawak with an added element of off-roading that can be introduced there. Sabah hosts arguably the world's most gruelling off-road adventure in the Borneo Safari annually.

Petronas can also leverage the strength of its communications network to help make motorsports more accessible to the Malaysian public. Working with broadcasters like Astro, RTM, iflix, let's beam the local rallying, drifting races into Malaysian homes, let's work with organizations like Sucimuci/ MSF to provide an insight into car prep for a time-attack, let's work with the local automotive publications to produce a series around motorsports or even an annual Media Challenge Cup that would definitely make for some good competition and TV.

It's not far-fetched to even bring events like this on-ground. In Field of Dreams, Kevin Costner hears a voice that says 'Build it and they will come'. So let's build this, Petronas and the public will come out en masse to support it!

Any which way I see it, the initiatives above come out as a net win for Malaysia. Cuma hendak seribu daya, tak hendak seribu dalih.

*Image courtesy of thestar.com.my

In Budget 2020, the Cabinet allocated RM671 million for sports - how much of that will trickle down to motorsports is unknown, how much lost to mismanagement and cronyism is an even bigger question.

If you've followed my grouse so far then indulge me this one last bit - ask yourself how much Petronas spends annually on motorsports outside the country versus what they invest at home in Malaysia? I'm not asking them to match 1-for-1, that's not realistic given that we don't yet have a robust enough motorsports scene but surely they must do more?

To me, Petronas needs to see the development of motorsports talent in Malaysia as CSR more than ROI - after all, is it not the rakyat of Malaysia that contributes the most to your bottom dollar?

To further illustrate my point, I've compiled a list of where Petronas Motorsports is/was involved in/with:

Red Bull Sauber Petronas - F1

BMW Sauber Formula One - F1

Co-sponsor Chinese Grand Prix - F1

Co-sponsor inaugural Korean Grand Prix - F1

Malaysian Cub Prix - Kapchai

Foggy Petronas Superbike (remember the FP1) - Superbike World Championship

PERT - Rally

Petronas Toyota Team Tom - Super GT Series

Mercedes AMG Petronas F1 - F1

Petronas Yamaha SRT - MotoGP

Now this list is not exhaustive and I'm sure there are more to add but the question I keep coming back to is, how many Malaysian racing talents are involved in any of the teams above?

Yes, the local automotive media must also do more, we're quicker to cover international motorsports than local happenings but that is one area we at Carlist.my will look to address going into 2021.

And so I'm not cakap tak serupa bikin, I'll put myself forward to help in this endeavour if Petronas decides to take me up on my ideas.

If you're going to be Malaysia's pride, then make sure Malaysia is also benefitting from the billions you make by drilling into her.

Majulah sukan pemotoran untuk Malaysia!


OPS SELAMAT: Speed Cameras Deployed To Catch Queue Cutters Too

If you think speed cameras set up in conjunction with the on-going Ops Selamat are just to catch speeding vehicles, you may want to think again.
This time around, traffic police nationwide will be using their speed cameras to bag all who cut queues, abuse the emergency lane and park their vehicles dangerously, reports The Star.
On top of the stationed officers, mobile units of the traffic police force will be out and about at various “accident hotspots” along busy routes this festive season.
The news daily reported quoted federal traffic police chief Senior Asst Comm Datuk Mohd Fuad Abdul Latiff who said, “This year, we have identified 60 hotspots throughout Malaysia, other than another 53 along major highways such as the North South Expressway and the East Coast Highway.
“On Sunday, we issued 14,438 summonses to errant motorists, which is about 2,000 higher compared to the daily average of about 12,000. This is a bad start.”
As per this morning’s report, the authorities have reported up to
74 road-accident deaths occurred in just the first three days
 since Ops Selamat began operations on the 10
th
 of July, 2015.
We can’t tell you enough folks: please be safe on the road. Be calm, patient, and mindful of other road users on your travels. Everyone has places to be, so let’s all get there safely.
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