German Brand Borgward Returns To Malaysia Under Go Bremen Motors

It’s a name that you most probably have not heard of before because the company went out of business in 1961. But at its peak in the ‘50s and ‘60s, Borgward was the third biggest carmaker in Germany, behind Mercedes-Benz and Volkswagen. BMW wasn’t even on a name to be reckoned with yet.
The story of how this storied German marque - started in 1919 in Bremen producing radiators and fenders before making three-wheelers and cars starting from 1924 - went out of business is filled with drama and conspiracies and requires a separate post to discuss.
We cannot confirm much about Borgward’s history in Malaysia but we do know that they did at one time sold cars here in Malaysia. In fact, we understand that Dato Sri Ben Yeoh of Bermaz’s first car was a Borgward.
After sitting dormant for decades, the Borgward brand was revived in 2008 by Christian Borgward, the grandson of founder Carl F. W. Borgward. The brand is now based on Stuttgart and counts China’s Beiqi Foton as its financial backer.
Thanks to ready access to a Beiqi Foton’s plant in China, Borgward sold more than 30,000 cars in its first eight months of operations alone.
Borgward BX5
Spearheading Borgward’s return to Malaysia is Go Bremen Motors, a sister-company to Go Auto, the distributor of China’s Great Wall Motor’s Haval brand of SUVs, another fast rising brand from China.
Speaking to representatives of the company at the ongoing MAI Auto Show in MAEPS, Serdang, Carlist.my learns that Go Bremen intends to launch the Borgward brand in Malaysia sometime in the third quarter of this year. Two models will be offered, the aforementioned BX5 and BX7.
Borgward BX7
The seven-seater BX7 is powered by a 2.0-litre direct injected turbocharged petrol engine paired to a 6-speed automatic all-wheel drive transmission from Japan’s Aisin Seiki, available either as a front-wheel drive or all-wheel drive. The forthcoming Malaysian market BX7 previewed at MAI Auto Show comes decently equipped; with seven airbags, electronic stability control, 360-degree camera, blind spot monitor, 8-speaker audio system, dual-zone automatic air-conditioning, leather upholstery, and power-adjustable front seats (driver and passenger).
Borgward BX7
The smaller five-seater BX5 has two engine options – a 1.4-litre direct injected turbocharged petrol and a larger 1.8-litre of the same. It’s available either as a front- or all-wheel drive, with a 6-speed automatic from Aisin Seiki. A 6-speed manual is also available for the base 1.4-litre 2WD model.
Borgward BX5
Initial models will be imported from China but Go Bremen intends to locally-assemble the cars at Go Auto’s vehicle assembly plant in Gurun, Kedah.


Feature: The 2016 ZF Global Press Event

Overview
Like the ingredients of any good mushroom soup; the ingredients of any reliable and competent car, would then depend on the sum total of components that make it up. Like fresh mushrooms, chicken broth and butter… the engine, gearbox, steering systems, safety systems and more recently; hybridisation components eventually combine to create a machine that takes us places, keeps us safe and excites the senses…
All this, while sipping fuel at the pumps!
Perhaps a lesser known fact then, for example; while one drives his or her current
BMW 3-Series (F30
), whizzing about underneath is a high-performance gearbox and complete front and rear axle systems supplied by ZF. Note then, that not many cars, trucks and busses that form your morning rush hour - won’t have the name ‘ZF’ etched on its many puleys, gears and thingamajigs.
ZF has its roots reaching as far back as 1908 when Count Ferdinand Von Zeppelin builds his first airships. Despite a major setback (the Zeppelin LZ-4 test flight, 1908), the dream of flight persevered on through public donations which established the basis for the Zeppelin Foundation.
In 1910, Count Alfred Von Soden-Fraunhofen was named the head of research at Luftschiffbau Zeppelin GmbH with the aim to optimise airship technology. Count Alfred teamed up with Swiss engineer Max Maag to develop a revolutionary manufacturing process for grinding gears.
Realising the importance of this innovation and its applications, spurred the idea to form Zahnradfabrik Friedrichshafen GmbH in 1915. Zahnradfabrik simply translates to mean ‘gear factory’ and Friedrichshafen; where it all began.
101-years on, bevelled gears are no longer the only ZF innovations that are currently being exported out of Friedrichshafen. With the acquisition of Michigan-based, TRW Automotive in May 2015, ZF now commands a collective workforce of 138,000 spread across 230 locations in 40 countries in Europe, North America and Asia Pacific.
Combined income from both outfits generated an annual turnover of some €29.2 billion in the 2015 fiscal year for ZF Friedrichshafen AG. China has been a significant market for ZF in the Asia Pacific Region, with annual sales more than doubling from €3.0 billion in 2013 to €6.4 billion in 2016.
Elsewhere, within the Asia Pacific markets, ZF operates out of Australia, Japan, India, Philippines, Indonesia and here in Malaysia. ZF Sales and Service (M) Sdn. Bhd. operates from a 14,000-sq.ft. facility in Kota Damansara, established in 2005 - primarily supports parts sales, original equipment (OE) sales and the workshop service business. They’re also responsible for the complete aftermarket product brands of ZF in Malaysia.
In 2013, ZF established ZF Chassis Systems S.B., a passenger car assembly facility in Kulim, Kedah – supplying complete front and rear axle systems to BMW Malaysia. The acquisition of TRW has also given ZF a bigger footprint in Malaysia with companies such as Lucas Automotive S.B. and TRW Automotive S.B.  ZF has also worked with local public transport company Prasarana, supplying their rail shock absorbers and Ecolife transmissions for Rapid KL buses. ZF also supplied electric axles for the first locally designed and assembled electric bus in 2012.
With a firm belief in research and development and a company philosophy that’s built around innovation – ZF invests more than 5 percent of its total revenue for R & D every year. Approximately €1.4billion was spent on research and a further €1.3billion on plant and equipment in 2015. The fruits of which are exhibited at this year’s ZF’s Global Press Event – held just ahead of this year’s IAA Commercial Vehicles expo, the World’s foremost trade fair for transport, logistics and mobility solutions.
The objective of this year’s global press event is to showcase the key innovations achieved for the commercial vehicle sector. ZF’s ‘Vision Zero’ (accident-free traffic) aspirations have placed considerable focus towards a holistic approach to safety and efficiency on the roads.
The megatrends of automation, safety, networking and electrification are changing and defining the modern age of mobility. The integration of TRW into the ZF portfolio ensures the company is poised to face this rapid evolution within the marketplace.
The overarching maxim is to “See – Think – Act”; this guides the company’s efforts in developing intelligent systems that suit dynamic megatrends which add value in real world applications. Also, given ZF’s current scale of operations, with the acquisition of TRW; is poised to develop and implement the very concepts of mechanics, mechatronics, hardware and software systems that will the drive future technology on the roads.
By and large, the integrated systems that we’ll see on trucks of the future are inspired by cars first and foremost. Albeit, with quantifiably more complexity added – stopping a 12-tonne truck is as you might imagine, is much harder than stopping 1.2-tonne sedan. Furthermore, stringent European Union (EU) regulations now require ESC, Advanced Emergency Braking Systems (AEBS) and Lane Departure Warning (LDW) – all pointing towards a safer ecosystem of the future.
And that future is here and now…
Electronic Safety Assistant for trucks
The Evasive Manoeuvre Assist (EMA) was developed by ZF with project partner WABCO – the system is able to automatically steer the truck and trailer around a hazardous zone to avoid rear-end collisions.
The EMA system works in tandem with ZF’s Highway Driving Assist (HDA) which actively keeps the truck in the lane at a safe distance from the vehicle in front.
EMA and HAD incorporate advanced sensors act as “eyes” – feeding data to an intelligent control unit, which relays corrective actions through a network of actuators connected to the steering and braking systems. These two systems also prevent driving distance errors (alerts via audible alarm), such as tailgating and driving off the road.
The HDA and EMA systems are introduced for the first time in the prototype ZF Innovation Truck 2016.
Electrification and Driver Assist Technology
 ZF’s Innovation Tractor demonstrates how safety, efficiency and ease of operation can be adopted from passenger vehicles to off-highway vehicles.
An array of cameras positioned around the tractor feeds data into a control unit that allows trailer hitching semi-autonomously or via mobile devices that can be operated from outside the vehicle. These systems can be further augmented to include pedestrian detection – ZF is one the few companies to introduce autonomous driver assist systems (DAS) across all vehicle segments.
Drivetrain electrification is another highlight of ZF’s innovation Tractor – the ZF Terra+ generator draws power from the engine and converts it into a powerful alternating current to drive an electric single-wheel axle installed onto the trailer. Giving the Innovation Tractor optimised off-road traction and manoeuvrability. In the video above, the single-wheel axle is adopted onto the centre axle of the trailer. A hybrid tractor… yes indeed!
ZF SafeRange Manoeuvring Function for Trucks
ZF has networked a number of truck and depot systems to implement the SafeRange Autonomous manoeuvring function. Stationary cameras on the loading dock detect the manoeuvring truck which is simply tagged with a target on the rear of the trailer.
A computer installed at the depot calculates the trajectory and transmits this data via WI-FI to the ZF Openmatics telematics systems in the truck. The truck from here takes over using ZF TRW’s active-electronic steering, ReAX and TraXon Hybrid auto-transmission system to steer the truck up the loading dock electrically and purely emission-free.
Electric Drives for Commercial Vehicles, Buses and Light Delivery Vehicles
ZF’s expertise in networking sensors, intelligent electronics and mechatronics systems allow a broad product portfolio for the electrification of commercial vehicles with limited range, and hybrid technologies for long distance transport applications.
A new development is an all-electric central drive that can be adapted for use in bus systems and intra-city delivery trucks. The AVE 130 electric portal axle; an innovation from the passenger car segment, allows for application in light-commercial vehicles. The AVE 130 electric portal axle is ideal for use in low-floor city buses or articulated buses.
Another innovation is the ZF central-drive for use in high-floor applications such as small buses and trucks. The central drive is a fast-rotating electric motor tacked to a reduction gear, capable of producing 4200Nm of torque, at up to 2500rpm at the unit’s output. The required power is provided by a water-cooled asynchronous or permanent-field motor capable of propelling the vehicle from standstill up to 100km/h.
The low-noise and reduces tractive-force interruptions also deliver increased passenger comfort due to reduced drivetrain vibrations when compared to conventional motorised solutions.
For heavy-duty applications – ZF’s TraXon Hybrid system can be configured in tandem with diesel engines to provide extended range and large load-hauling capabilities.
The growing trend of stricter emission regulations in Europe and Asia create the perfect ecosystem for exploring the capabilities of hybrid-drive commercial vehicles. In cases where fleet vehicles are conducted as “return-to-base” operations – this means delivery trucks and buses can be recharged overnight, further reducing the company’s overall dependence on conventional vehicle drivetrains.
These innovations mean the age of E-Mobiity for the masses is quickly dawning in the bustling metropolitan hubs of the world…
In Conclusion
The company may have had its roots firmly in mechanical component manufacturing. However, with the acquisition of TRW in mid-2015 and more recently a 40% stake in the Hamburg-based company Ibeo Automotive Systems GmbH, the ZF’s strength in electronics and software solutions is an essential component in realising proper energy management and efficiency.
Ibeo Automotive Systems an industry leader in Light Imaging, Detection and Ranging (LIDAR) and Sensor fusion systems, a critical technology for autonomous driving, object recognition and accident prevention.
ZF’s lifelong fixation towards being at the forefront of technology and innovation; and they’re ability to fuse solutions across vehicle segments allow the company to not only engineer solutions to meet the megatrends of the automotive and commercial sectors but, steer the industry as a whole towards safer and more efficient roads in the future.
Perhaps one day even cars and buses will “See-Think-Act” just like us…


2015 Mazda MX-5 Club - The Miata Made Serious

Though the
2015 Mazda MX-5
 have yet to officially go on sale in the US, Mazda North American Operations has unveiled a lighter and more focused version of the roadster at the 2015 New York International Auto Show.
Called the 2015 Mazda MX-5 Miata Club, Mazda North America will be offering this variant with trim-exclusive items such as a 17-inch gunmetal alloy rims, a front air dam, and rear lip spoilers. However models specified with the six-speed manual will be equipped with a limited slip differential, Bilstein shocks, and a shock tower brace.
Also available for the MX-5 Club is an optional package to add more goodies on board. Goodies such as a 17-inch forged lightweight BBS rims, Brembo front brakes, and functional aerodynamic side sill extensions and rear bumper skirting that were previewed on the MX-5 Global Cup race car.
Aside from those additions, all MX-5s bound for North American soil will come specified with compact LED headlights, Bluetooth phone and audio streaming capabilities, and a SKYACTIV-G 2-litre engine.


PLUS Releases Travel Time Advisory For 2015 Raya ‘Balik Kampung’ Journeys

Planning that Balik Kampung trip? Good news then, because PLUS has just revealed its Travel Time Advisory (TTA) for the coming Hari Raya season.
Estimating up to 1.6 milliion vehicles to be using the North-South Expressway (NSE) throughout the Hari Raya holidays alone, PLUS Managing Director, Dato’ Noorizah Hj Abd Hamid said that, “As such, we advise the public planning to travel on the NSE on these Peak Days to follow the TTA. Based on our studies, higher adoption rate of the TTA by the public for outbound and inbound journey had resulted in smoother traffic flow on the mainline.”
The TTA provided in the image below suggests ideal travel times for those planning their trips during “peak days,” between the 16
th
 and 20
th
 of July.
*Click image below to see larger version
In conjunction with the announcement of its TTA, PLUS also wishes to remind travellers to make the most of its rebates for the season.
“As part of an effort to encourage more from the Klang Valley to head back to their hometowns on Off-Peak Days and at the same time, distribute the traffic, PLUS will be offering toll rebates between 30 and 50 percent,” Noorizah elaborated.
You can read more about the rebates here:
Up To 50% Toll Rebates For PLUS Highways If You Pay Electronically
Likewise, ALL of us at Carlist.my wishes you safe travels this holiday season, as well as a hearty Selamat Hari Raya Aidilfitri.
You may also like to read:
JPJ Provides Emergency Contact Numbers To Call In Case Of A Highway Emergency
Honda Malaysia Welcomes All Vehicle Brands For Free Safety Inspection This Raya
PUSPAKOM Offers 5,000 Free Vehicles Safety Inspections
Get The Best New-Car Deals Out There This Raya Season


Honda Teaches Millenials How To Drive A Manual

Honda recently hosted more than 53 media and social influencers at its "Shifting Gears" celebration of the manual transmission in the San Gabriel Mountain in the US.
The program was designed to showcase Honda's 16 vehicles offered with manual transmissions as well as to teach drivers how to operate a manual transmission for the first time.
Participants had the chance to experience everything from the Honda Fit Sport to the high-performance Civic Type R from the modern lineup, as well as a variety of vintage Honda models, including the Honda Civic CVCC, Prelude SH, S2000 CR and more, sharing their experiences on social media using the hashtag #DriveManual.
"There's something special, something intimate and pure about being in complete control of your car," said Sage Marie, Assistant Vice President of Honda communications. "In a fast-coming world of autonomy, we mustn't forget some of the simple joys that have been part of driving since the very beginning."
While the experienced drivers were able to sample a variety of new cars on some of the most dynamic roads in southern California, beginner manual drivers were given the chance to learn in a four-activity Driving Confidence program, before graduating to the open road.
"The Shifting Gears event was a great opportunity for manual transmission drivers of all experience levels to enjoy the increased control of driving stick," said Kristen Lanzavecchia, a participant in the program.
Honda is among the very few car brands in the world which continues to offer manual transmissions in multiple trims of its entire petrol-powered passenger car lineup, including the Honda Fit, the Civic, Accord, Civic Type R, and also the HR-V crossover.


Feature: Borneo Safari – Choose Your Own Adventure Edition

No matter what people say, no matter what advice they give you: nothing can fully prepare you for the first time you take part in the Borneo Safari. You might have gone trekking in the jungle before, or you might do a spot of camping on the weekends, or perhaps you fancy yourself as an off-road aficionado- the Borneo Safari is an event that takes all of it to another level.
This year, over 340 cars turned up for the event. Some of these participants flew over from Peninsular Malaysia and tagged along, while others drove their own vehicles up from Sarawak and across from Brunei. But regardless of where you come from, the annual event offers a unique opportunity to catch up with friends and take part in a rigorous challenge together- with plenty of stories to tell after.
While Arvinda and I were both attending the event, we were assigned to entirely different teams. I happened to be with the Isuzu team, and as media I was riding in one of Isuzu’s modified D-Max pickup trucks. There were two other D-Max trucks and an MU-X as well, along with over 10 other support and crew cars.
These vehicles are properly built, sporting lifted suspension setups and 35 inch tyres, along with extra reinforcement and secure areas to store fuel and cargo. The point, however, is that these cars are capable of going into this kind of terrain with only the simplest of modifications- no air-locking differentials here.

Many Different Faces
There are a few different groups that attend the Borneo Safari aside from the media contingent, and each has their own purpose throughout the event. While the event does have a ‘hard core’ section that all participants have to traverse, there are also specific special stages that occur throughout the event. These stages are almost like a gymkhana reimagined in a rainforest setting, with specific routes that competing participants have to take.
For this, it isn’t uncommon to see modified Suzuki Jimnys with tube frame architecture and powerful turbocharged engines blasting along. But while these cars are the “focus” of the event, they are also so bare bones that they can hardly carry enough fuel or equipment to make it through the entire safari on their own steam. For that they have a support crew that follows them through, and these vehicles carry the necessary tools and equipment to keep the cars going- much like the support crew in a rally. The support cars have to be able to traverse the trail as well, meaning their drivers must be adept at navigating through the thick jungle.
In addition to the competitors and their support teams, there are also the tag along group- those who want to take part in the safari for the fun of it. These participants usually follow half a day or so behind the main group, but by no means are they unskilled or inexperienced. Spend enough time with them and you'll get to hear all kinds of stories, usually over a few cans of beer or a pack of cigarettes.

Horses for the Courses
Our first day out saw us traversing Sabah, up to Ranau and back down to access the first camp site. Along the way were allowed to watch one of the special stages taking place, and it was spectacular to say the least. These competitor cars may not be as quick as a well-built gymkhana car, but they have the amazing ability to push through conditions you wouldn’t think possible. From the get go you are treated to a symphony of turbo waste-gate noise and belches of black smoke, punctuated by the pressurising and depressurising of their air locking differentials.
This was 1 of close to 20 special stages, conducted during either the day or the night. Some stages even involved pushing through deep streams, and while the speeds may not be quite as insane as the World Rally Championship, they are nonetheless just as exciting to watch.
Unfortunately, during our time on the trip we could only witness one or two of these special stages as they were taking place much further ahead of us, and were practically inaccessible to us most of the time. While the number of competitors this year was less than that of the year before, the level of competition was just as fierce.

Hurry Up and Wait
When you spend the days leading up to the Borneo Safari mentally preparing yourself for the potential challenges that lie ahead, it can be a little (quite) anticlimactic when you actually get there. With 340 cars going through a narrow trail, it’s only natural that there is a lot of time spend waiting for the traffic to clear- as you would experience on a day-to-day basis if your morning commute involves coming in or out of the city.
After participants said that last year’s trail was a little too easy, the organizers may have gone a little overboard. This year the trail was so difficult to progress along that it took each car roughly 30 minutes to clear a single obstacle; multiply that by the sheer number of cars taking part, you get a rough idea of how much waiting is involved.
From our first camp site, we intended to get moving on the second day by 9 a.m.. By noon we hadn’t moved, and by 3 p.m. we were told that we would be spending the night at the same camp site- meaning we had effectively burned the day. Landslides and rainfall in the area had made the trail incredibly difficult to traverse, leading to the hold-up. But perhaps there’s a silver lining to every situation: the other teams had caught up with us and set up for the night at the same camp site, meaning we had a little more company and a few more proverbial campfires to sit around.
The day that followed was a little more eventful, with the convoy moving off a little before noon. Spirits high, we soldiered along and up the dirt packed hills and paths cut through the jungle, wondering how far we would get. After roughly 15 minutes of driving, we came to another stop on the plateau and were told to wait; the groups from the day before had yet to even enter the trail, given the sheer volume of cars.
What we hoped would be a wait for an hour or 2 quickly became a sunbathing session in the afternoon sun, and we were burning through our liquid supplies at an accelerated rate. With no word from the participants ahead as to whether the trail was clear, the decision was made to return to our original camp site and retire for the night.

Third Time’s The Charm – Or Not
When dawn broke on the fourth day, we were good and ready to go- hopeful that we would get a little further than the days before. And this time we actually did, finally getting a glimpse of the actual hard core trail that lay ahead. Parking our trucks at the top of yet another steep hill, we wandered on down to the trail and took a short walk inside to see what the hubbub was about.
While not exactly the chaos we imagined, there was still a fair amount of stop-and-go. Participants were parked every 25 metres or so to prevent potential accidents from happening if they got too close and lost grip. Even the first obstacle, a V-gulley, was admitting cars in batches of 2 to 3, requiring roughly 30 minutes for the group to clear.
Further up, there was another insane obstacle that required the use of a winch- 3 consecutive times no less- followed by a bungee jump down the other side. The Isuzu contingent was still stuck outside the gate that marked the beginning of the hard core trail, and the queue showed little signs of clearing quickly. With the rain starting to pick up, progress was becoming increasingly slow- and it was time to make an executive decision.
By this point in time, we had burned the 2 buffer days necessary to get the team through to the Timberwell camp site by the 6th day. Unfortunately, the majority of the media team had to be back on a flight to their respective homes by that day, and going in would mean staying for the full 8-day course (as Arvinda did with his team). Eventually a vote was passed and the team would have to split, with the MU-X and a D-Max going in, while the remaining two D-Max trucks would take a shortcut out with the majority of the support crew.

Accidents Happen
With the decision made to take the shortcut out, it was only natural that some of the drivers were a little disappointed. For most of them, this once-a-year event is especially important- both to prove their abilities as offroad drivers, and to undergo the experience with their fellow off-road enthusiasts. We were picking up a bit of speed on the trail, accelerating along the path and slipping our sliding our way along. But it was only a matter of time before we once again came to a stop: one of the support cars had slipped down the slope and rolled over. The passengers were injured, and they would need to be taken to a hospital.
This is the danger of off-roading. Even a seemingly innocent slope can be treacherous, especially with a top heavy car that is dynamically unstable. One of the D-Max trucks was used to ferry the injured passengers out, while the rest of the convoy regrouped after winching the car back onto its tyres. We headed out of the jungle and eventually back onto tarmac roads, before descending into the town of Kota Marudu.
After a quick stop off at the hospital, we were again presented with the choice to return to Kota Kinabalu, or to go to the Kampung Sorinsim site that was meant to be the final camp site for the participants. With Sorinsim being the more practical option, we took the 40 minute trip and set up camp for what would be the next 2 nights.

Consolation Prize
With a day to kill at Kampung Sorinsim (as idyllic as it was), one of the Isuzu team members helped to arrange a short off-road drive to let us experience the trucks for ourselves. It wasn’t a route that was particularly hardcore- no winching or opportunities to get stuck in the mud- but it was something to help kill time. The trip was dual-purpose as well: the Isuzu team members wanted to see if they could make radio contact with the team that had gone into the Safari trail, and for that they needed to get up high above the treeline.
From my brief time in the driver’s seat, there were a few things I could observe. While Isuzu did their best to keep the car as out-of-the-showroom as they could, the additional weight of the support gear and equipment meant it took a lot more effort to get the truck moving. Most of the time we test these vehicles with an empty bed, and their high-torque engines allow you to step off the clutch and let it roll along with ease.
This also meant that in many places where you would normally run in 2H or 4H, it would be more prudent to run the car in 4L. The additional torque of the gear reduction made it easier to haul up slopes and over the odd bump in the road- we weren’t doing blistering speeds by any measure, but it was still a fairly respectable pace. Stopping for a few photo opportunities and to have a little bit of fun, we relinquished control and let the drivers carry us onwards and upwards along the trail.
After some time crawling along the gravel path, we eventually found a peak high enough to start broadcasting. Parking the trucks at the very edge of the rise gave us the best chance of reaching the team still trapped along the safari trail, and after a few minutes they managed to get through. For their 1 day of effort, the MU-X and D-Max had managed to cross 12 kilometres of the trail (a trail only 20 kilometres long), which a clear indication of how rough it was.
With that knowledge we returned to the camp site and the crew began to prepare for the next few days, aiming to resupply in the town of Kota Marudu and reconnect with the rest of the team when they exited at Timberwell. All that was left was for us to pack up and leave the next day, heading back to Kota Kinabalu before our flights back home.

In Retrospect
Thanks to the power of social media, we still managed to get a good glimpse of what went on inside the hardcore section that we never managed to traverse. It looked like some pretty tough going, with the trail turning into a muddy stream at one point throughout the journey- but perhaps the satisfaction of completing it would be worth the struggle. No- it would most definitely be worth the struggle. Would we return next year for another shot at the safari? Absolutely- but perhaps this time we’ll be a little better prepared.


Updated 2023 Daihatsu Terios launched in Indonesia - new Perodua Aruz coming soon?

Daihatsu Indonesia has officially introduced the updated Daihatsu Terios for 2023, which might be a sign that our very own
Perodua Aruz
 might receive its own updates soon.

Fans and followers of the Perodua Aruz first saw its local launch back in 2019. Looking at the timeline, this seven-seater SUV is already due for a slightly more comprehensive model update compared to the one we saw in 2021 where the Aruz was updated with minor additions like side steps and auto door lock.

Going back to the facelifted 2023 Daihatsu Terios, it might offer valuable insights into what we can expect from the upcoming Perodua Aruz facelift as it is closely related to the Daihatsu Terios as well as the Toyota Rush.

As for pricing, the 2023 Daihatsu Terios is priced from Rp236 million to Rp303 million, which is roughly around RM73,000 to RM94,000. The current Perodua Aruz offering in Malaysia is priced at RM72,900 to RM77,900, and there are only two variants on offer.

However, don't expect any changes in terms of powertrain as the 2023 Daihatsu Terios retains its 2NR-VE 1.5-litre four-cylinder dual VVT-i engine that produces 100hp and 133Nm of torque which is mated to a four-speed automatic transmission.

Exterior-wise, the refreshed Terios comes with a new front end that sports new LED headlights, front bumper, and grille. Not a lot of things to shout about, but it's still worth a look if you look at the photos, don't you think?

The interior gets a bit more updates in the form of a new instrument panel, wireless charger, seven-inch infotainment touchscreen with Android Auto and Apple CarPlay, 360-degree parking camera, and a more premium-looking finish to further elevate its overall driving experience.

Going back to the Perodua Aruz, a refreshed approach like the ones we see in the 'new' Daihatsu Terios might help push the sales from their current gloomy state. Overshadowed by leaps and bounds compared to the brand's other hot-selling models like the Axia, Alza, and Myvi, the current production record for the Aruz sits at only 5% of the total volume.


2020 Total Industry Volume For Cars Beats Forecast - Better Than Expected

The results from the Malaysian Automotive Association (MAA) 2020 market review showed that the Total Industry Volume (TIV) performance fared better than expected.

In a year where everybody expected the numbers and figures to be down due to the pandemic, the Malaysian automotive industry actually did
better
 than expected according to a report that has just been released by the Malaysian Automotive Association (MAA).

Although the official figures state that the TIV registered in 2020 was 529,434 units, a decrease of 74,847 units or 12.4% compared to 2019 with 604,281 units, it was nonetheless a good achievement for the Malaysian automotive industry given the extremely challenging business environment. It was higher than MAA's forecasted 470,000 units.

According to the report, the higher than expected performance in the last quarter of 2020 helped reduce the expected decline in the TIV for the full year of 2020. One of the reasons it exceeded expectations according to MAA is due to the sales tax exemption's implementation, which helped boost demand and drove sales in the second half of the year.

The TIV reached its peak in December when a total of 68,836 vehicles were registered, as consumers were buying forward in anticipation of the end of the sales tax exemption incentive for passenger vehicles under the
PENJANA
 programme.

Pic Credit: Borneo Post

The incentive was due to end on 31 December 2020 but has since been extended to
30 June 2021
.

The Passenger Vehicles segment declined by 69,212 units or 12.6%, while the Commercial Vehicles segment registered a decline of 10.4% or 5,635 units.

Looking towards 2021,
MAA
 is optimistic that the local automotive market will rebound this year, mainly due to our government's many economic stimulus packages, including lower hire purchase loan interest rates.

2021 TIV Forecast

Market Segment

2021 Forecast

2020 Actual

Variance Units

Variance %

Passenger Vehicles

513,000

480,965

32,035

7

Commercial Vehicles

57,000

48,469

8,531

18

Total Vehicles

570,000

529,434

40,566

8


Fully Electric 2022 Mercedes-Benz EQA 250 Gets Malaysian Debut - RM278k

Mercedes-Benz has launched their most compact
fully electric vehicle in Malaysia
, the EQA. Based on the existing second-generation GLA, this zero-emissions version is now available for RM278,201 for the sole EQA 250 variant.

This is the third Mercedes-Benz launch in about 3 weeks. This blitz kicked off in late February with the local debut
of the W206 C-Class
 followed days after with the
Maybach duo S-Class and GLS
, and now this.

There’s quite a lot to set the
EQA apart from the switch in powertrain
, of course, as Mercedes-Benz has had to make some rather drastic alterations to the base car to accommodate a proper floor-mounted battery. Visual changes are also plentiful, as are those given to the interior.

Like all other of the automaker’s EQ range, it gains a body that’s made a little sleeker through the air. The most apparent of this is the front grille (or lack thereof) where a gloss black panel has filled in the usual slats and now houses a horizontal light bar to join along the reformed headlight cluster and its DRL strip.

Elsewhere, the EQA features a closed cooling system, a nearly enclosed undercarriage, and subtle aero deflectors to result in a drag coefficient of 0.28.

This linking light strip motif is also repeated at the rear, though the tail lamp housings themselves seem to be more faithful to the GLAs. Apart from this, there are other small aesthetic touches to set the EQA apart such as the unique 19-inch and body colour options.

Inside, the cabin experience isn’t far removed from the GLA’s or even an A-Class. The dashboard, general ergonomics, and switchgear have been retained though obviously there are EQ-specific graphics and readouts on the MBUX interface that powers the infotainment screen and digital instrument cluster.

The EQA 250 is powered by a front-mounted single electric motor that outputs 190PS and 375Nm that’s good for an 8.9-second sprint to 100km/h which is about level with GLA 250’s performance figures (8.7s to 100km/h).

It derives power from a 66.5kWh lithium-ion battery that Mercedes-Benz claims can deliver a maximum range of 429km (WLTP). It supports fast DC charging up to 100kW which can take its depleted reserves from near zero to 80 percent in around 32 minutes.

However, when plugged into a more conventional 11kW AC charger, a full charge should be completed in about 6 hours. Though the EQA 250 is covered by Mercedes-Benz Malaysia’s conventional 4-year warranty, an extended 8-year/160,000km warranty is given to the battery.

With these prices, oddly enough the closest EV competitor of comparative size and spec in the Malaysian market to the EQA would be from Hyundai of all brands, specifically their recently launched
IONIQ 5
 that’s priced between RM199,888 and RM229,888 in its single-motor 2WD forms.

Neither BMW nor Audi have rolled out EVs quite as compact as the EQA such as electric versions of the X1 and Q3, respectively, so it might be the case that Mercedes-Benz will have this particular corner of the market all to itself for a little while to come.

The closest possible German rival on the horizon would be the Volkswagen ID.3, but there’s no indication that VCPM is terribly keen on bringing that to our shores yet. There is the
MINI Electric (or Cooper SE)
 that's
kind of German
 (you know, BMW Group) but that’s a 3-door hatch.

Down the line, Mercedes-Benz Malaysia may decide to bring in more variants of the EQA such as the 300 and 350 with more power and dual-motor all-wheel-drive capability as these units are expected to hit certain markets in Southeast Asia later in 2022.


Perodua D55L SUV – What We Know So Far

Besides the Proton X50, another model that is also in the list of highly anticipated cars this year is none other than Perodua’s upcoming SUV – the D55L, and here's what we know about the model so far.

Known as the Daihatsu Rocky and Toyota Raize in Japan, we first spotted the D55L SUV in all its glory at last year’s Tokyo Motor Show, where word also got out that the Perodua D55L SUV is slated to be launched in Malaysia sometime in the second half of this year, which is like anytime now.

So, since the launch could be happening within the coming months, here’s a recap on what could be headed our way.

Under the hood, we expect the D55L, which is underpinned by the DNGA (Daihatsu New Global Architecture) platform, to be powered by a 1.0-litre turbocharged 3-cylinder engine, producing 98 PS and 140 Nm of maximum torque. Paired to the engine is a CVT transmission which sends power exclusively to the front wheels.

Measuring 3,995 mm long, 1,695 mm wide, 1,620 mm tall, with a 2,525 mm wheelbase, the D55L, or the Rocky which we saw in Japan, is 100 mm longer, 105 mm taller, and 40 mm narrower than the Perodua Myvi. The wheelbase length is 25 mm longer than the Myvi’s. As for the weight, the SUV weighs 30kg less than the Myvi.

In terms of features, we can expect the following, but keep in mind that nothing is confirmed as of now:

LED headlights with DRLs

Auto start stop

Parking sensors

Heated seats

360-degree camera

Voice command

17-inch wheels

Two-tone exterior paint job

Touch-screen infotainment system

a rugged bodykit

6 airbags

370-litre boot

Digital Instrument Cluster

Adaptive Cruise Control

In a nutshell, the D55L SUV is pretty much a jacked up version of the Myvi with some added goodies, offering those who are looking for an affordable SUV, with a very decent package.

However, the exact set of features and specifications for the Malaysian market has not been confirmed as of yet. Like you, we're waiting too...


These Markers Tell You When It’s Time To Change Your Tyres

When was the last time you’ve checked your car’s tyres? It’s easy to take for granted how much work these black, round rubbers on your car do. With a contact patch about the size of your palm, a tyre has to accelerate, brake, and steer your car. In the rain, the treads on your tyre channel about 15 litres of water away, every second!
When it comes to replacing worn tyres, the common mistake most drivers make is assuming that as long as the treads are still visible, the tyre is still safe for use.
This is wrong. The correct method is to refer to the ridges found along the tread pattern. Known as tread wear indicators, these ridges are found on all tyres and once the tyre’s surface wears down become level with it, it indicates that the tread pattern has worn down to the minimum allowed 1.6 mm.  A new tyre has , depending on tyre type, around 7 mm to 8 mm deep tread patterns.
To identify the position of a tread wear indicator, look for a tiny triangle symbol on the tyre's sidewall.
However, studies have shown that driving in the wet with the minimum allowed 1.6 mm deep tread pattern tyres is far too dangerous, as braking performance will deteriorate significantly once the tread depth goes below 3 mm.
As you can see from the video below, there is a big difference in wet braking performance even though the tyres tread pattern are still well above the minimum allowed 1.6 mm.
A worn out tyre also puts the car at risk of aquaplaning - also known as hydroplaning - where the tyre’s tread is unable to channel water away fast enough, causing the tyre to float and thus losing contact with the road’s surface.
When this happens, the car will not respond to any steering action. Applying the brakes will make things worse and the only way to recover is to lift off the accelerator, keep the steering wheel straight, and be prepared for a sudden pull on the steering wheel as the tyres regain contact with the road.
Make it a habit to check your tyres at least once a month. Turn the steering wheel to a full lock, and inspect them under natural light. Check the tyre pressures and rotate them as recommended by your car’s owner’s manual.
Don’t forget to check the spare tyre too. Else, what's the point of carrying a heavy spare tyre behind?
This public service announcement is sponsored by Bridgestone Malaysia. Go to
bridgestonetyre.com.my
 to find out more about Bridgestone’s range of tyres.


Teaching Commences at the Isuzu Technical School

Isuzu Malaysia, in collaboration with the Jabatan Pembangunan Kemahiran (JPK) has establish the Isuzu Technical School (ITS) with the aim of introduce more competent mechanics into the workforce.
Training has commenced at the ITS with the first five apprentices from the pilot batch who begin a six-month course. They will be working towards graduating with their Sijil Kemahiran Malaysia – Level II (SKM II) certificates at the end of the six-month term.
CEO of Isuzu Malaysia Kenji Matsuoka comments, “Through the ITS and with the support of the Ministry of Human Resources, we hope to develop a new level of competency among mechanics coming out to join the work force. With the expansion of Isuzu’s product line-up and the growing number of Isuzu dealerships throughout the country, the establishment of the ITS will strengthen Isuzu’s commitment to provide excellent after-sales services to our customers,” said Matsuoka.
The ITS course covers a range of theory and practical classes, conducted over a period of six months with the syllabus developed by Isuzu Malaysia under the guidance of the Malaysian National Skill Department.
It covers the basic principles of workshop operations,
commercial vehicle
operating systems, procedures of vehicle service and maintenance as well as component overhaul skills.  The final part of the program includes internships at Isuzu workshops where apprentices are exposed to real-world working conditions in commercial workshops.
This allows graduates to brush up on their working procedures, learn to deal with customer expectations and handling parts operations. Interested candidates who wish to enroll with the Isuzu Technical School are required to possess a minimum SPM credit in math and science. They can contact the school for more information on the training program or visit the Isuzu Malaysia website.


Malaysia targets 15% of new car sales to be EVs by 2030

Tengku Datuk Seri Zafrul Tengku Abdul Aziz has stated that
MITI
 is targeting 15% of the total vehicle sales volume to be around 15% just for EVs by 2030.

The newly-appointed minister of international trade and industry made the statement during the
BYD Atto 3 EV SUV
 launch at Bandar Malaysia. Looking at the figures, is 15% even possible to achieve in the next eight years? Let's look at the numbers, shall we?

15% TIV target for EVs by 2030, 38% by 2040 -
boleh ke
?

Based on what the
Malaysian Automotive Association (MAA)
 TIV forecast for 2022 earlier in the year, it was estimated that a total of 600,000 new vehicles will be sold by the end of the year. That number was then increased by 5% in the middle of the year to 630,000 units.

Looking a year back in 2021, which presented the lowest number of new car sales in the past 14 years, the total TIV was only 508,911 units. For the sake of the argument, let's say that the number of new car sales for 2030 is around the same ballpark - 500,000 to 600,000 units per year.

15% of that is between 75,000 to 90,000 units and that's the estimated new car sales figure just for electric vehicles by 2030. Can or not? There are a lot of things to consider in order for EVs to appeal to the mass public, particularly pricing and issues related to charging outside of major cities.

Tengku Zafrul also mentioned that the National Automotive Policy together with the Low Carbon Mobility Blueprint outline will serve as the government's direction to push and support the country's EV initiatives.

10,000 public EV charging stations by 2025

While 15% seems like an ambitious figure to achieve in the next eight years, Tengku Zafrul also added that the total sales for EVs will be 38% by 2040. To cater to this exponential growth, MITI is also looking at expanding the country's charging infrastructure to 10,000 public EV charging stations by 2025.

According to Tengku Zafrul, "To achieve these goals, the national EV taskforce (NEVT) led by MITI and comprising relevant government ministries and agencies are sworn to carry out the permutational EV development practice. To ensure the strategies remain relevant, NEVT will review and implement new ones to promote the healthy EV industry in Malaysia."

While we wait for 2030 to arrive, check out our thoughts on the
Kia EV6 GT-Line
 as we took it out for a nice camping trip by the beach in the video, below.


Review: Mercedes-AMG GT R – The Jäger That Hunts Godzillas and 911s

For most of us living on this side of the world, the three letters G, T, and R can only be worn by one car. A car whose name must be mentioned in hallowed a manner – the Nissan GT-R. So when the V8 specialists at Affalterbach, Germany decided to christen their most extreme Mercedes-AMG GT variant as the GT R, minus a dash to avoid legal issues with Nissan, we looked at it with snide.
Our early
experience of the car in mid-range GT S
 form didn’t convince us that the AMG GT is a better car than the Porsche 911. The driver sits too far behind the front axle, exaggerating hysteresis in steering response while the rear hops about way too much over our rough Malaysian roads. Out here in real world conditions, the GT S is quite taxing to drive while a 911, despite its rear-engine widow-maker image, feels more planted, especially on the straights.
So when Mercedes-Benz gave us the opportunity to drive the GT R on the tight and highly technical Bilster Berg Drive Resort circuit in Paderborn, Germany, my mind was conditioned to be prepared to rein in a very fidgety, time attack track car.
But prior to driving the GT R, we eased ourselves into the task by driving the milder GT C Edition 50 model to the circuit.
To recap, the Mercedes-AMG GT model family now spans 4 variants, all powered by a 4.0-litre twin turbo V8 in various states of tune, and paired to a transaxle 7-speed AMG Speedshift transmission driving the rear wheels. Only the GT and GT C variants are available as soft top convertible roadster body type option, the rest can only be had as a coupe.
The Mercedes-AMG GT family:
GT: 476 hp at 6,000 rpm, 630 Nm at 1,700 – 5,000 rpm
GT S: 522 hp at 6,250 rpm, 670 Nm at 1,800 – 5,000 rpm
GT C: 557 hp at 5,750 – 6,750 rpm, 680 Nm at 1,900 – 5,750 rpm
GT R: 585 hp at 6,250 rpm, 700 Nm at 1,900 – 5,500 rpm
Out of the four, only the GT S (RM1.125 million) and GT R (approximately RM1.7 million) are available in Malaysia.
Apart from these, there’s also the AMG GT3 and GT4 but these are not road legal cars and are sold via AMG’s customer racing channels. The race-ready variants packs up to 510 hp and 600 Nm, sequential 6-speed paddle shift transmission, FIA-approved carbon fibre safety cell and fire extinguishing system.
Compared to the GT S, the higher range GT C Edition 50 that we drove has a wider rear - 68 mm wider to accommodate broader 305/30 R 20 tyres versus the GT S’ 295/30 R 20.
Combine this the standard fitted active rear-axle steering, most of the criticisms levelled against the GT S don’t apply on the GT C anymore.
The changes are immediately obvious when we hustle the GT C along tight countryside roads, something which would be rather intimidating on a GT S.
Depending on the vehicle’s speed, the GT C’s rear-axle now turns either in the same or opposite direction from the front axle. The active rear-axle steering feature has the same effect is making this 4.55 metre long car feeling a lot more agile than its dimensions would suggest. At autobahn speeds, the car’s steering felt a lot calmer than the GT S, which required frequent corrections even on smooth German autobahns.
Upon arrival at the Bilster Berg, the serenity of the countryside was broken by a pair of screaming V8s and popping exhaust notes from two GT Rs piloted by ex-DTM champion Bernd Schneider and current Mercedes-AMG DTM driver Maro Engel. The duo would serve as our lead drivers for the day.
What’s the fuss about?
If the Mercedes-AMG GT is aimed at a Porsche 911, then the GT R is AMG’s equivalent to the 911 GT3.
There is however one small difference. The
911 GT3
 (also approximately RM1.7 million) serves as the base car for the track-only 911 GT3 Cup customer racing programme, but in the case of the AMG GT R, it's the reverse. Mercedes-AMG prefers to describe the GT R as a car that is derived from the track-only AMG GT3 rather than the other way around.
In short, the GT R is a road legal track car, minus a roll cage.
Painted in the GT R-only Green Hell Magno colour (other colours from the AMG GT family are also available), the most obvious differentiator for a GT R over its lesser siblings are the side blades adorning the front fenders. Sculpted like the hilt of a katana, except that this is German, it adorns the GT R like a pair of combat knuckles. The rear wing is also fixed (blades have adjustable ‘attack angle’). The roof is also made from carbon fibre reinforced plastic.
Hidden from sight is a carbon fibre front apron that pops out from under the front bumper at 120 km/h or faster (in Comfort Mode, 80 km/h in Race Mode).
Inside, the cabin’s centre console panel’s black fascia is interrupted by a yellow knob that says TC, for Traction Control. Similar to serious race cars, the GT R features a nine-step selectable programming for the traction control. The TC control knob operates independent of the ESP, so you can vary the amount of wheel slip, even with ESP switched off (but why would you want to do that?)
The propeller shaft, which AMG refers to as the torque tube, is made from carbon fibre, and is exclusive to the GT R. It is claimed to be 40 kg lighter than the aluminum tube used by lesser variants.
Overall, the GT R is 15 kg lighter than the slimmer body GT S and 70 kg lighter than the similar bodied GT C.
Specifications for Mercedes-AMG GT R
Engine: 4.0-litre twin turbo V8 petrol
Power: 585 hp at 6,250 rpm
Torque: 700 Nm at 1,900 – 5,500 rpm
Transmission: 7-speed dual-clutch automatic
Price: Approximately RM1.7 million
Is this GT R faster than the GT-R?
If you have to know, the answer is no. The AMG GT R is no match for the Nissan GT-R Nismo. Brand snobs will not give it due credit, but since performance brands like to boast about Nurburgring lap times, it is worth noting that the ten year-old Japanese GT-R with a dash, in Nismo form, is still faster (7:08.68) than this 2017 all-new German GT R without a dash (7:10.92) on the green hell. Of course, it was also revealed later that Nissan took a bit of liberty in interpreting the definitions of a standard production car but as they say, don't let the facts get in the way of a good story. This GT-R is a ten year-old car that is still keeping pace with a new car that's marketed as a beast from the green hell.
Of course, the Nissan has the advantage of all-wheel drive but when you decide to name a car’s colour scheme as Green Hell Magno, it better own the Green Hell’s records.
So while the GT R might have a chance at hunting 911s, this German Jäger needs to be careful about harpooning Godzillas.
How much faster over the ‘normal’ AMG GT models?
Compared to the AMG GT S that is currently on sale in Malaysia, the GT R slashes its 0-100 km/h sprint by 0.2 seconds, to 3.6 seconds. Maximum velocity tops out at 318 km/h versus 310 km/h - all purely academic numbers that serves little purpose other than bragging rights.
How does it drive?
With Bernd Schneider leading our pack, we gradually built our pace as we snake through Bilster Berg’s hilly terrain. The forest lined circuit dips and climbs so much that some call it a mini Nurburgring. There’s even a long sweeping downhill corner that looks like a scaled down version of the famous cockscrew corner at the Mazda Raceway Laguna Seca circuit in California.
I wisely kept the Drive mode in S+. For the braver ones, there is the maximum attack Race mode. As it is, S+ is up to the task for me and the rear is already sliding out far enough for my limited skills on such a highly technical circuit.
The high mix of inclines and technical corners give the GT R’s AMG Ride Control sports suspension’s adaptive dampers a very intense workout. Tuning a chassis to work well on a smooth, flat circuit is one thing but making it work on a place with a lot of gradients is what separates the best cars from the good ones. This is why circuits like Nurburgring Nordschleife is so important for vehicle dynamics engineers.
For a car that rides so close to the ground you would naturally expect the GT R’s suspension to hit the bump stops when the car hits the lowest dips on this hilly circuit at speeds, but it didn’t!
The GT R’s character was brutish but the ride was pliant enough that I could push the car without having to worry too much about the car being thrown out of balance from the dampers crashing into the bump stops or scrapping the very expensive carbon fibre front spoiler.
Of course, the highlight of the experience is the sound of the V8. Bellowing and farting with every upshift, crackling at downshifts, the GT R places just as much importance on drama as it does on lap times.
When you reach the long straights and floor the throttle, one would normally expect a rear-wheel drive car with this much power to twitch its rear a little (as
experienced in the BMW M6
) but it remained planted, launching the car so fast that the G-force push your testicles up to your bowels.
Not helping the cause of keeping your bowels in place is the fast approaching bend. This GT R might have number plates on it but keeping pace with the GT R’s responses require you to rewire your perception of space and time. Driving the GT R hard is as much a mental workout as it is a physical one.
Braking late and hard, the carbon ceramics discs clamp the car down so strongly that it felt as if someone had thrown out an anchor out the window. Without the benefit of four-point seat belts, the G-force is so strong that my small frame move about too much under hard braking and corners.
Typical of such drives, our allotted two-lap drive was over as soon I am just beginning to get comfortable with the car enough to increase my pace.
The last of the true AMGs?
The GT R might have genuine motorsports capability underneath that pretty looking amalgamation of metal and carbon fibre but if a time attack machine is what you are after, the aforementioned Nissan GT-R Nismo is both cheaper and faster. Meanwhile, Porsche 911s are preferred by endurance GT racers for their durability and ease of repairs on the rear-engine layout.
But nevermind about racing. Instead, we like to think of the AMG GT R as a rare work of art, fit for the most discerning connoisseurs.
Why? We have good reason to believe that this AMG GT R is likely to be the first and the last of its kind. Considering the current direction of the auto industry, it’s hard to see how a thumping V8 can survive the next decade in its current unadulterated form.
While Mercedes-AMG did not explicitly say it, it’s not difficult to conclude that the next generation of AMG’s flagship cars will be plug-in hybrids – the
AMG Project One
 and
AMG GT Concept
 are very clear indicators of that. The V8 will still exist, but it will be electrified.
30 years from now, archivists will talk about this epochal moment in time. The year when the world’s oldest car maker (putting aside brands that made bicycles or pepper grinders before cars – i.e. Peugeot) said to hell with this gentlemen’s agreement among German carmakers to not challenge the icon of Germany - the Porsche 911.
They not only made a louder and a more brutal car than the 911, but also openly challenged Porsche in their Youtube commercial (below),  an unprecedented move that only a brand that invented the automobile can have the moral authority to do so.
In a future when everything runs quietly on electric power, the hand-assembled thumping AMG V8, each carrying a name plaque of the craftsmen and craftswomen who built them, will be cherished for its unashamedly impolite brutish character, and this AMG GT R will be rarest of the lot. Just look at how much more sought after the SLS AMG is compared to an equivalent 911 and you will get picture.


Honda HR-V Facelift Range En Route To Dealers, Launch Imminent

First previewed back in July 2018, the facelifted Honda HR-V RS was originally slated to be launched within the third quarter of 2018. However, due to delays in government approval, the original plan was postponed.
But that will soon change, as a photo sent from reader Dodo indicates that Honda Malaysia has started delivering the facelifted HR-V range to dealerships. This photo was circulating around several chat groups, though the actual source is unknown.
The photo gives us a first look at the non-RS variant of the facelifted HR-V, with the only visible change being the chrome strip at the rear.
Not much needs to be said about the pricier HR-V RS, as this model was shown to the public, for the very first time, at the 2018 Kuala Lumpur International Motor Show (2018 KLIMS). Unlike the initial media-only preview back in July, visitors to the motor show were able to view the interior of the HR-V RS, including its unique white leather upholstery.
According to sources, the facelifted Honda HR-V range is expected to be launched in the coming weeks.


RM250 Caj Bagi Khidmat Tukar Tayar Pancit

Hampir saja menjadi mangsa saudara Sukarno Rahman, apabila dia dicaj RM250 untuk khidmat tukar tayar pancit berhampiran susur keluar Tol Pedas Linggi.

Mengikut perkongsian Sukarno di laman Facebook, kejadian berlaku kira-kira pukul 11.00 pagi, 23 Mac ketika dia di dalam perjalanan pulang dari Putrajaya ke Johor Bahru.

Menurut Sukarno, dia tidak dapat menukar
tayar
 yang pancit itu kerena kekurangan
peralatan
, justeru dia memanggil pihak syarikat konsesi lebuh raya bagi bantuan.

“Tiba-tiba datang seorang lelaki menaiki kereta jenis Proton Iswara yang memperkenalkan diri sebagai mekanik menawarkan khidmat menukar tayar pecah. Saya tolak sebab saya sudah hubungi syarikat tersebut.

“Tak lama lepas tu datang lagi seorang lelaki yang memakai jaket lama, meletakkan kon juga tertera lambang syarikat terbabit di belakang kenderaan dan menukar tayar yang pecah. Sebaik selesai, lelaki berkenaan mengeluarkan resit sebanyak RM250 dan menyatakan dia bukanlah pekerja syarikat konsesi itu,” kata Sukarno seperti yang dilaporkan oleh
Kosmo
.

Sukarno yang terkejut dengan caj RM250 bagi khidmat
menukar tayar pancit
, tidak menjelaskan bayaran yang dipinta, tetapi hanya membayar RM50 sebelum beredar.

Sukarno menambah yang kenderaannya diekori dua buah kenderaan lain, namun dia telah pun melaporkan insiden tersebut kepada pihak LLM agar orang lain tidak teraniaya oleh individu-individu yang tidak berhemah seperti di atas.

Pengajaran yang boleh kita ambil daripada insiden di atas adalah supaya sentiasa memeriksa kondisi
spare tayar
 bagi anda yang memilikinya, juga pastikan segala peralatan bagi menukar tayar ada di dalam kereta dalam keadaan baik.

Bagi kaum lelaki tolong ajarkan kepada ibu, isteri, adik, kakak, makcik masing-masing bagaimana
hendak menukar tayar yang pancit
. Juga pastikan sebelum anda bertolak, rancang perjalanan dahulu dan simpan nombor telefon syarikat konsesi lebuh raya jika terdapat sebarang kecemasan nanti.

Bagi anda yang tengah mencari petua bagi menukar tayar, boleh rujuk artikel Tayar Kereta Terbaik 2022 di
sini
.


Activists storm Volkswagen meeting, chairman almost got caked

A group of activists stormed
Volkswagen's annual meeting
 in Berlin, Germany to stage a protest against a number of concerning issues.

Those who managed to make their way into the hall of the meeting created a chaotic scene where it involved cake throwing to a number of top guys in the Volkswagen Group, including Porsche SE's chairman, Wolfgang Porsche, and VW Group chairman, Hans Dieter Poetsch.

There was even a topless protester with the words "Dirty Money" written on her back which caused another scene during the VW's Group boss speech, Oliver Blume. The highlight of this peculiar event was to expose Volkswagen's alleged ignorance of human rights abuses against Uyghur Muslims in China. Signs held by the protestors read, "End Uyghur Forced Labour".

*Image credit: NY Post

In defense, Volkswagen has repeatedly denied all allegations against of any human rights misconduct and highlights the Group's collaboration with SAIC Motor in Xinjiang where both parties agreed to zero tolerance for human rights abuses.

Like most recent protests, climate change activists were also present to the point where traffic was obstructed outside of the vicinity in an effort to urge VW to ramp up its efforts to reduce carbon emissions. One thing is for sure, this year's meeting was certainly an interesting one for VW.


All-New 2014 Honda Jazz 1.5 i-VTEC Quick Review In Thailand

The all-new third-generation 2014 Honda Jazz will be making its local debut later today. While we wait for the official launch event to take place later, here's a quick look at what consumers can expect from Honda Malaysia's latest B-segment hatchback.

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Buyer's Guide
The previous generation locally-assembled model made a big impact with its RM74,800 price tag. Surprisingly, crucial safety features like electronic stability control (or as Honda calls it, VSA), dual front airbags, three-point seatbelt for the middle-rear seat, and ABS with EBD were retained as standard features. Add that with a well-proven and economical engine, the security in a badge we all trust, and it becomes easy to see how the Jazz quickly became the segment's best-seller.
Here with us in Thailand, the third generation model is expected to be even more affordable than the last one, and is said to set a new benchmark for the segment, just like its sedan-twin the all-new 2014 Honda City.
In terms of interior space, nothing else on the market matches the Jazz. It's a small car with a big car interior, packaged so efficiently that only a tiny portion of the car's footprint is taken by the engine bay. More on that later.
Bear in mind however, that the test car seen here is a Thailand market model. Certain features like the paddle shifters, fuel saving ECON mode, and that bright yellow exterior paint seen here are not applicable for our market.
Performance
Early model Jazzes were known for their sprightly performance, but that was then. Today, the B-hatchback segment is dotted by many worthy rivals like the Ford Fiesta and Volkswagen Polo, both of which trumps the Honda Jazz in terms of driving excitement.
Let's make it very clear that if driving excitement is your top priority, you should be looking elsewhere. However, if your priority is space, economy, and reliability, then you’ve come to read the right review.
Don't get us wrong. The Jazz is far from being a slow car, but the way it goes about its business is not going to excite you much.
The 1.5-litre i-VTEC engine, carried over from the previous model with minor updates, is also shared with the all-new City. Vital statistics include 120 PS of power at 6,600 rpm and 145 Nm at 4,600 rpm. That's 25 PS and 15 Nm more than the Suzuki Swift 1.4, 13 PS and 5 Nm more than a Ford Fiesta 1.5
It is also 20 PS more than the Volkawagen Polo 1.6, but loses 12 Nm of torque (produced 800 rpm lower too) to the German alternative. Interestingly, the normally aspirated 1.5-litre Honda can hold its ground against the significantly more expensive 1-litre turbocharged Ford Fiesta Ecoboost - matching its output, but losing 25 Nm of torque to the Ford.
Being a Honda, the engine revs with a certain level of charisma and smoothness.
The City is already quite a lively car to drive, something which Honda bolsters by saying it’s the fastest in the segment to accelerate from naught to the century mark. With that in mind, the smaller Jazz's lighter kerb weight should aid in even better straight line performance. Although we didn't get to compare them side by side, but it is safe to say that the Jazz won't disappoint bursting away at the traffic lights.
Handling
Where the Jazz disappoints is in its steering feedback. Like many Hondas, its motorised power assisted steering rack is setup too lightly for any enthusiastic driving. Although its European competitors may be down on power, they are more communicative, making it easier to exploit the vehicle's dynamic abilities.
In Honda's defence, the light setup is intentional as this is what the company believes its target buyers prefer for their daily drives in the city. Fair enough.
Steering feel aside, we expect the Jazz, with a smaller, lighter hatchback body to be more nimble than the City but again, our test route didn't really allow us to explore the Jazz's dynamics. The only corners we took were junctions and U-turns.
Ride comfort and convenience
In terms of comfort, the City is clearly superior. The Jazz is best used only as city car. Long distance highway drives can become quite tiring, especially to the passengers in the rear.
It is a natural characteristic for hatchbacks to exhibit more noise in the cabin compared to a sedan, which benefits from an enclosed 'box' to shield out exhaust and tyre roar – something that the Jazz is guilty of.
In front, noise levels are relatively well suppressed but wind noise from the door seals becomes apparent above 100 km/h, which is quite average for cars in these segment, not exceptional but merely acceptable. Occupants behind however will quickly be worn out by the noise from the exhaust and rear wheel arches. Tyre roar in the rear is surprisingly severe, even for a hatchback.
The roads on our test route in Hua Hin, Thailand is very smooth and even so there wasn't much to experience, but generally hatchbacks are sprung stiffer than their sedan counterparts as their shorter wheelbases are trickier to maintain balance.
As mentioned earlier, the main highlight of the Jazz is space, something you have to see to believe. In case we haven't said it enough - it is far more spacious than any of its peers. The party piece is its Ultra Seats, which can be folded flat or even flipped up carry long items. Perfect if you, like me, don't like to put groceries in the boot, where it is hot. Instead of cramming them in a tight floor space or leave them rolling around in the rear seat, they can be arranged neatly on the expanded floor area now.
There is however a concern over omission of a rear parcel shelf,at least it was missing on our Thailand market specifications car), but we understand that this feature will be included in the Malaysian market model. Apart from some minor differences in the instrument binnacle and air-conditioning vents, the Jazz's dashboard is similar to the City's, however we noted that fit and finish and materials used appears to be a notch lower than in the City. The seam lines on the Jazz's leather wrapped dashboard appears to be less refined than in the City.
Fuel Economy
Across more than 60 km of straight highways, the Jazz achieved an average of 14.2 km/litre on the trip computer but I am a relatively light-footed driver. Two more driver swaps later, the average dropped to about 13 km/litre after some high speed sections and mildly congested town areas over the 180 km plus total distance.
Claimed fuel consumption of the Jazz is 17.81 km/litre, slightly better than the City's 17.5 km/litre, but we doubt real world figures will be as close as principles of aerodynamics meant that the vertical rear of a hatchback will generate more drag than a sedan (regulatory mode fuel consumption tests are done on a rolling dynamometer, and does not take into account aerodynamic drag.
Still, assistant large project leader Daisuke Uragami assures that the real world fuel consumption figure will not be poorer than the City as the all-new Jazz features aerodynamically designed rear bumpers, air spats at the wheel arches and a flat underbody panel (different from the unit used in the City) to compensate for the poorer aerodynamics of a hatchback.
Verdict
As mentioned earlier, this is just preview test drive with a Thailand market car so it is not a full representation of what Malaysian buyers will be getting, but it is close enough.
Based on the short 180 km plus experience in the car, the Jazz is a decent, sensible purchase for anyone looking for a city runabout – maybe even the best the market has to offer right now. For those who need their cars to cover longer distances, we recommend that they look to the City or a higher range car from the C-segment even.
However, we can't help but notice that the third generation model contributed little else to move the Jazz's lineage forward.
Yes, it is now more affordable than before with better safety features but the credit for these goes to Honda Malaysia. As far as Honda Motor Co. Ltd., is concerned, the third generation Jazz appears to be a rehashed version of its predecessor. Yes, the Ultra Seats and the ingeniously space efficient packaging is still second to none not only in its segment, but the entire industry! It is just that after seeing the same unique features for a third time, we were hoping to see something new that could propel the Jazz nameplate further forward.
Presumably, that's where the upcoming Jazz Hybrid will come in. Using an all-new i-DCD full-hybrid powertrain, it is a big leap over the previous IMA mild-hybrid model. In the gallery below, the yellow car is the highest specifications model, while the black car is the base model and the white car is the mid-range model. Key differences include paddle shifters (not available in Malaysia anyway), cruise control, steering wheel control switches, front-centre arm rest, automatic air-conditioning, touch-screen infotainment system, front fog lights, wing mirror integrated turn signals, wheel size and design.
Note that the actual specifications for the Malaysian market Jazz will differ slightly from the models seen here.
The 2014 all-new
Honda Jazz
 will be launching in Malaysia on Wednesday afternoon. Check back here again for more updates.


Honda Malaysia Recalls 1,527 Units Of Vehicles Involving City, City Hatchback, HR-V And BR-V

Honda Malaysia has announced a proactive product recall involving the City, City Hatchback, HR-V and BR-V in a precautionary safety measure.

The details of the affected models are as follows:

Situation

Model

Year Model

Units Affected

A

City

2021

1068

A

City Hatchback

2022

B

HR-V

2020

343

B

BR-V

2021

116

The reason for the recall is for the inspection of the nut torque on the Alternating Current Generator (ACG) for situation A. It is a precautionary recall to inspect the nut tightening on the ACG terminal of the engine harness.

If not tightened properly this may cause poor contact terminal and battery malfunction. This in turn could lead to the engine dying while driving or an inability to start the engine after the car stops. The models affected are 1,068 units cumulatively of the 2021 City and 2022 City Hatchback.

Whereas the recall for the 2020 HR-V and 2021 BR-V is to inspect the tightening of the bolt earth terminal grounding that may lead to a loose wire harness. This too could result in the engine dying while driving or an inability to start the engine after the car stops.

Honda Malaysia apologises for the inconvenience caused to affected customers and further reports that as of today, there are no incidences of crashes or injuries caused by this issue reported in Malaysia.

All affected customers will be informed via a letter, which will include details of the product recall. Honda Malaysia urges all affected customers to contact any Honda authorised dealer to make an appointment upon receipt of the notification to have their vehicles checked and repaired if required, subject to parts availability.

The inspection, repair, and replacement of the affected parts are free of charge and all costs related to this recall activity will be borne by Honda Malaysia.

Vehicle owners can obtain information or check their vehicle status on this product recall by calling Honda Malaysia at 1-800-88-2020.


Continental Introduces 5-Year Warranty for Light Truck Tyres

Continental Tyre PJ Malaysia Sdn Bhd (CTM) has introduced an industry-first five-year warranty programme from date of purchase covering its range of passenger light truck tyres.
The programme covers all Continental, Dunlop, and Viking branded passenger light truck tyres bought from 1 Jan 2016 onwards and it replaces the existing programme which covers tyres, also for a span of five years, from date of manufacture.
All passenger light truck (PLT) tyres come with Continental’s global standard warranty of two years from the date of purchase by end customers. Warranty coverage from third and fifth year is subsequently undertaken by CTM.
Validity of the warranty is dependent on the tyre being officially sold in Malaysia within five years of its manufacturing date. It is also subject to adjustment based on the tyres remaining tread depth determined upon inspection by an accredited representative of CTM.
Customers are required to produce original receipts or any proof of purchase to make claims.
“We are proud to be the first tyre manufacturer in Malaysia to launch this extended warranty, 5-Year Warranty from the date of purchase for our consumers. We are confident of the performance of our products against manufacturing defects that we decided to offer consumers this extended warranty. With this warranty programme, we aim to deliver the highest level of confidence and customer satisfaction and be the most trusted tyre supplier,” said by Mr. Cameron Wilson, Managing Director of CTM.


Best Car Age To Buy A Used Perodua Bezza Advance

For all of the models that Perodua has produced over its long and illustrious history, it is the
Perodua Bezza
 that represents a truly new era for the Malaysian manufacturer.

It was a double whammy of “firsts” for Perodua: it’s the first model built that is uniquely their own, and their first sedan.

For context, Perodua has always produced high quality products, but they had difficulty shedding the notion that they were just rebadging Japanese compact cars.

The
Bezza
represented a true first step forward in designing their own products, and acted as a stepping stone to the third generation Myvi which has also proven to be a standout product appealing even to those usually shopping in higher market segments.

The
Perodua Bezza
 was built upon the idea that Malaysians need space – more specifically, boot space.

While the Myvi and the Axia had reasonably sized boots, the Bezza went that extra step further with its sedan-sized trunk, bringing with it the ability to carry even more large items.

As Malaysians also have an affinity for sedans over hatchbacks, the Bezza represented an entry-level sedan that could tick those boxes at a competitive price point.

The Bezza was first launched back in 2016, with a facelift coming at the start of 2020.

Through its production lifespan, the number of available variants has grown and shrunk depending on how the market reacts, but one variant that has remained through it all is the top-spec Advance model, which has essentially been repositioned as the AV.

The Bezza is available with either a 1.0-litre engine or a 1.3-litre engine, but manual options are reserved for the lowest-spec 1.0-litre G variant.

Here’s the breakdown:

Vehicle Variant: Perodua Bezza Advance 2017

There’s no denying that the Bezza is an incredibly popular model for Perodua, but a surprising number of owners opted for the highest specification model.

The justification for this tends to be that while the initial cost and monthly installments are higher, these values are recouped at the end of their period of usage as residual value tends to be quite strong as well - and with most Perodua products, the Bezza is no different when it comes to high residual values.

2017 Perodua Bezza Advance

Year

Car Age (Years)

Avg Advertised Price (RM)

Retained Value Percentage

Depreciation Percentage

Cumulative Depreciation Sum (RM)

2017

Launch Year

41,200.00

81%

19%

9,600.00

2018

1

40,461.80

80%

20.35%

10,338.20

2019

2

38,393.31

76%

24.42%

12,406.69

2020

3

37,793.95

74%

25.60%

13,006.05

2021

4

37,605.02

74%

25.97%

13,194.98

2022

5

37,621.99

74%

25.94%

13,178.01

Over the last five years we have a significant amount of data regarding the transaction and listing prices of these cars, and this has also allowed us to chart the depreciation over time. In the case of the Perodua Bezza Advance, the model was initially offered at RM 50,800.

As is the case with all cars, the first year of depreciation hit the hardest with a significant 19% drop, or roughly RM 9,600.

Following that however, depreciation has been fairly slow and steady – even with the introduction of an updated facelift model in 2020 that packed more safety features and equipment.

The
Perodua Bezza Advance
 remains at roughly 74% of its initial value from the third year of ownership onwards, making it an incredibly attractive proposition for those looking for their first sedan.

With that in mind, the last year of our data, 2022 - has to be taken with a pinch of salt as the average value here is higher than that of the previous year.

This comes down to the fact that with the global semiconductor shortage and ongoing conflicts around the world, the waiting list for new vehicles has stretched to rather tenuous lengths which in turn has bumped up the prices on the used car market.

In terms of when would be the best time to purchase your Perodua Bezza Advance, it would have to be the third or fourth year of its life as the residual value seems to stabilise at this point.

In this case, you would be looking at a 2019 or 2020 model –- though it may make more sense to wait for a 2020 model to reach this point as it comes with a significantly more comprehensive amount of safety features and functionality with the A.S.A 2.0 safety system that offers autonomous emergency braking.

As a whole, Perodua models have that incredible residual value and you aren’t likely to lose a great deal of money over the course of ownership with the exception of what you spend in regular maintenance –- which is also kept affordable.

The Perodua Bezza remains with a conventional automatic transmission, and the engine at its heart is simple and straightforward enough that any competent mechanic can take good care of it.

It’s no surprise then that the Bezza is also the choice of those taking on private hire roles with ride-sharing apps as the larger boot offers great flexibility when transporting passengers –- especially those who may be going to the airport.

Low running costs, great fuel efficiency, and great residual values are all recipes for a winner when it comes to purchasing an entry level model.

For some great deals on a used Perodua Bezza with a
1 year warranty
& no hidden fees, check out
Carsome
. If you're not happy with your purchase, bring your car back within 5 days to get a full refund. More info
here
.

If you're looking to sell your car, we have a solution for you too. Trade-in your car with
carsome.my
and get up to an RM1,500 discount voucher for your next upgrade


Lelaki Pandu Axia Elak Wanita Pisau Cukur – Simpan RM380k Dalam Akaun Bank

Ketika orang ramai memilih
Perodua Axia
sebagai kereta baharu paling murah di Malaysia, seorang lelaki tempatan didakwa menggunakan Axia untuk menggelakkan dirinya daripada didekati oleh wanita bersifat pisau cukur.

Kenyataan tersebut telah dikongsikan di Facebook di mana lelaki terbabit membuktikan bahawa ramai manusia menganggap bahawa kereta itu simbol kekayaan seseorang.

Guna Axia Elak Pisau Cukur

Dalam hantaran terbabit, lelaki itu berkata beliau tertarik dengan hantaran berkenaan seseorang berusia 25 tahun yang memandu
Proton Saga
 dengan RM100,000 simpanan di bank. Bezanya, kisah kali ini mengisahkan seorang berumur 29 tahun yang memandu Perodua Axia dengan simpanan sebanyak RM380,000 di bank.

Menurut lelaki tersebut, ramai orang memaksanya untuk menukar kereta, termasuklah ahli keluarga dan rakan-rakan. Namun beliau hanya memberikan alasan bahawa beliau tidak mempunyai duit yang cukup untuk membeli
 kereta baharu.

Malah ada juga yang mempersoalkan mengapa beliau masih menggunakan Axia meskipun sudah berusia 29 tahun. Walaupun kadang-kala lelaki itu terasa hati dengan persoalan terbabit, namun beliau tetap tidak menukar keretanya kepada kereta lain.

Apabila keluar dengan wanita pula, kebanyakannya akan berhenti menghubungi beliau setelah beliau mengambil para wanita terbabit dengan Axia miliknya.

Kereta Sebagai Alat Pengangkutan Sahaja

Menurut lelaki terbabit, kereta hanyalah alat pengangkutan yang membawa seseorang dari tempat A ke tempat B. Selain itu, pemilihan kereta juga dapat mengelakkannya daripada didekati wanita materialistik.

"Saya lihat ramai rakan sekerja saya yang bergaji lebih RM5,000 sebulan namun mereka memandu kereta yang memerlukan mereka membayar kira-kira RM1,800 – RM2,000 sebulan. Jumlah ini tidak termasuk kos penyelenggaraan, dan susut nilai kereta," jelasnya.

Tambah lelaki terbabit, sasarannya selepas ini adalah mencari pasangan yang selesa dengannya memandu Axia. Jika jumpa, barulah beliau akan menukar kereta baharu.

Di media sosial, ada pelbagai jenis 'pengakuan' secara
anonymous
 boleh dijumpai. Sesetengahnya mungkin serius, lucu, atau langsung tidak masuk akal. Yang paling penting, cerita sebegini amat disukai oleh tentera bawang Malaysia.


You can't buy a new Lamborghini till 2024, they have a huge order bank - what recession aye?

Lamborghini can relax next year as their order bank will keep them busy until 2024.

When Lamborghini went bankrupt in 1978, never in their wildest imagination would they have thought that in 46 years, they would actually have problems with overdemand.

While most parties are beginning to worry about the current economic situation, Lamborghini is enjoying an excellent year.

During the first nine months of 2022, the Italian supercar manufacturer sold 7,430 vehicles and is now on track to surpass the previous year's sales record of (8,405 units).

Unsurprisingly, the Urus remains Lamborghini's most popular model
, with 4,834 units sold for the year and the V10-powered Huracan seeing the largest bump in sales.

According to ABC news, which interviewed Lamborghini's CEO, Stephan Winkelmann, Lamborghini is about to have a bumper year, selling more cars than they are able to produce.

"We have no slowdown in sales. Every month we're selling more cars than we're able to deliver. We have an incredible order bank, which is already exceeding 18 months", said the CEO.

Deliveries rose in every market, namely U.S., China, Japan, Germany and the U.K.

If you think things will slow down for Lamborghini after the next couple of years, you'd be wrong, because the introduction of their first hybrid vehicle will help propel them even further as they are already receiving orders for the car even before officially giving it a name.

"The first hybrid car will be the
follow to the Aventador
, which will have a completely new V-12 engine and it will be a plug-in hybrid. We already have preorders which are close to 3,000. This means the acceptance is very high even though very few customers have seen the car. So [customers] really believe we're doing the right thing, which is a positive sign."

They don't plan to stop at hybridization either as Winkelmann mentioned that the first EV Lamborghini will make its debut in 2028, at which point he expects the marque’s customer base will be ready to buy a fully battery-powered supercar.


Mitsubishi Motors Malaysia Announces New CEO, Effective Feb 2015

Mitsubishi Motors Malaysia (MMM) has announced the appointment of Mr. Won-Chul Yang the new CEO of the official local distributor of
Mitsubishi
 motor vehicles, made effective on 12 February 2015.
Mr. Yang is a veteran of Mitsubishi Motors, having held a number of high-ranking leadership positions over his 20 year career. In 1992 he joined Mitsubishi Corporation (MC), Seoul, Korea and subsequently served as Manager of MC Tokyo before becoming Director of Strategic Planning and Coordination for Mitsubishi Motor Sales Korea Ltd, a position he held since 2012 prior this newest appointment.
His considerable expertise within Mitsubishi and with the automotive landscape at large will put him in good stead to lead Mitsubishi’s Malaysian arm to greater success going forward.
Mr. Yang certainly has some large shoes to fill as he replaces Tetsuya Oda, the company’s CEO since July 2010 who passed away in December 2014. The late Mr. Oda was loved by many for having a down-to-earth and kind demeanor as well as for greatly advancing Mitsubishi Motors' market share and brand presence in Malaysia.


Daihatsu and Suzuki Partner Up With Toyota in Push For Future Tech – Good News For Perodua?

Suzuki and Daihatsu in Japan have announced that they have joined the Commercial Japan Partnership (CJP) commercial vehicle project today to accelerate their carbon neutrality initiatives in ‘mini vehicles through the dissemination of
 Connected Autonomous Shared Electric (CASE) technologies
 and services.

As part of their participation in the project,
Suzuki
and
Daihatsu
 are to each acquire 10 percent of issued shares of Commercial Japan Partnership Technologies, the joint venture of the CJP initiative first started by Toyota Motor Corporation.

Mini vehicles in which Suzuki and Daihatsu excel, range between small cars and light trucks - account for about 31 million of the approximately 78 million vehicles owned in Japan. Besides being the lifeline of Japanese people and businesses, their small sizes also mean they offer the crucial last-mile logistics of many supply chain systems.

This makes this segment of vehicles a crucial and wide-reaching testbed to implement new technologies that increase efficiency, lower costs and reduce carbon emissions. However, according to Toyota, despite recent technology advancements - there are many issues that mini vehicle manufacturers alone are unable to solve on their own.

Therefore, the CJP was launched in April this year to accelerate the implementation and dissemination of CASE technologies and services. By combining the commercial business foundations cultivated (by companies such as
Isuzu
 and Hino) with the CASE technologies of Toyota, the CJP hopes to address various challenges facing the transportation industry as well as contribute to the achievement of carbon-neutrality.

This new collaboration – which now includes Daihatsu and Suzuki, aims to disseminate affordable advanced safety technologies and electrification for mini vehicles and create a larger volume scale via the leveraging of Suzuki and Daihatsu's strength of high-quality, low-cost manufacturing and Toyota's CASE technologies.

Is this good news for Perodua?

Though the collaboration will start with building a connected technology infrastructure that will better connect large-scale logistics with last-mile logistics, the joint venture aims to expand from commercial vehicles to mini vehicles with the use of advanced safety technologies. Further to that, the venture will look at technologies for the electrification of affordable, high-quality mini vehicles that can be sustainably produced.

This of course offers far-reaching implications that will positively affect the development of future cars from both Daihatsu and Suzuki. Crucially, achieving greater economies of scale will allow these electrified technologies to be implemented in cars at much cheaper prices.

Well, this could be
excellent news for Perodua
. With Daihatsu gaining CASE technologies that could be optimised for their vehicles, it is only a matter of time before these developments and the platforms that accommodate them are made available to
technology partners such as Perodua
.

Though at this time, this nugget of news might seem small, it could very well lead to future Perodua models that are both electric, have higher levels of autonomy, will be able to utilize new connected technology and most of all, be accessed cheaply by Perodua.


5 5ebab Kenapa Rakyat Malaysia Tak Sabar Tunggu Honda City Hatchback!

Selamat jalan
Honda Jazz
, selamat datang
Honda City Hatchback
!

Honda Malaysia
 baru sahaja mengesahkan bahawa Honda City Hatchback bakal membuat debut dalam pasaran Malaysia dalam waktu terdekat setelah menyiarkan teaser model berkenaan. Memandangkan Honda Jazz pun sudah ditamatkan penghasilannya di Malaysia, nampaknya pelancaran model hatchback ini sudah hampir tiba.

Setelah 3 generasi Honda Jazz ‘dibesarkan’ di Malaysia sejak tahun 2001, mampukah Honda City Hatchback ini menggantikan tempat Jazz yang sememangnya terkenal dan menjadi pilihan ramai? Difahamkan, dikala ada yang bersedih dengan pemergian Honda Jazz, ada juga rakyat Malaysia yang sudah tidak sabar menunggu kemunculan Honda City Hatchback di Malaysia.

Berikut merupakan antara
5 sebab
 mengapa Honda City Hatchback ini ditunggu-tunggu oleh rakyat Malaysia:

1. Praktikal

Formula yang digunakan oleh model hatchback baharu keluaran Honda ini sama seperti konsep yang digunakan oleh
Toyota Vios
 dan
Toyota Yaris.
 Dari segi saiznya, ia jauh lebih besar daripada
generasi terkini Honda Jazz
 yang dilancarkan di Singapura.

Meskipun diperkenalkan sebagai pengganti Jazz di Malaysia, namun fungsi kerusi ULTRA yang sememangnya popular dengan Honda Jazz turut dikekalkan pada Honda City Hatchback. Ini membuatkan proses membawa barang besar menggunakan kereta menjadi lebih mudah. Jangan ingat kereta
hatchback
macam City Hatchback tiada ruang kargo yang luas. Dengan kerusi ULTRA, ia mampu memberi lebih ruang kargo berbanding Honda City Sedan.

2. Enjin Dan Kuasa Yang Padu

Berdasarkan teaser yang dikeluarkan oleh Honda Malaysia, emblem e:HEV pada model City Hatchback RS itu menandakan bahawa varian tertinggi City Hatchback bagi pasaran Malaysia menggunakan unit rangkaian kuasa hibrid i-MMD yang sama seperti versi
Honda City RS Sedan
. Sistem hibrid i-MMD berkenaan menampilkan enjin 1.5 liter i-VTEC kitaran Atkinson yang menghasilkan output 98 PS dengan 127Nm tork yang digandingkan dua motor elektrik yang menjana 109 PS dan 253 Nm.

Bagi varian yang lebih rendah, Honda City Hatchback tampil dengan enjin 1.5L Naturally Aspirated i-VTEC 4-silinder yang menjana 121PS dan 145Nm, sama seperti Honda City sedan terkini di negara ini.

3. Interior Yang Memukau

Bahagian dalaman hatchback ini menerima upholsteri gabungan kulit, baldu dan fabrik selain tempat duduk hadapan larasan manual, butang penghidup enjin, skrin infotainmen lapan-inci dengan sokongan WebLink dan Apple CarPlay, empat pembesar suara serta pendingin hawa zon tunggal. Model RS pula menerima kemasan dalaman bertemakan warna merah-hitam seperti panel kawalan pendingin hawa, benang jahitan pada roda stereng yang dibalut kulit, tombol gear dan juga panel instrumen.

Jika nak dibandingkan papan pemuka serta bahagian interior City Hatchback dengan Jazz, ternyata Honda City Hatchback tampak lebih menarik serta lebih sporty berbanding papan pemuka Jazz yang lebih bersifat minimal.

4. Ciri-Ciri Keselamatan

Honda City hatchback ini bakal menerima ciri keselamatan yang sama seperti City sedan terkini yang ditawarkan di Malaysia seperti enam beg udara, Bantuan Kestabilan Kenderaan (VSA), bantuan mula mendaki, pengingat pemakaian tali pinggang hadapan, cagak tempat duduk Isofik, dan juga empat sensor parkir belakang.

Jika Honda City RS Sedan di Malaysia dilengkapi
Honda Sensing
serta
Honda LaneWatch
, kemungkinan besar City Hatchback RS juga bakal hadir dengan ciri keselamatan yang sama meskipun City Hatchback RS yang dilancarkan di Indonesia tidak mempunyai sistem itu. Rugi lah kalau Honda Malaysia tak masukkan ciri ini dalam model hatchback 2021 ini sekiranya ingin dilancarkan dalam pasaran negara.

5. Design

Dari segi luaran, rupa bentuk City Hatchback ini sama sahaja dengan Honda City sedan yang terkini dalam pasaran Malaysia. Namun ketiadaan bahagian belakang yang panjang seperti Honda City sedan telah membuatkan kereta ini kelihatan lebih sporty berbanding City Sedan.

Honda City Hatchback RS pula hadir dengan rupa lebih seksi dan agresif dengan kemasan berwana hitam pada gril, antena sirip yu, spoiler belakang, pembuka pintu, penutup cermin sisi, kemasan diffuser bumper belakang dan juga perumah lampu kabus.

Bahagian hadapannya sama sahaja seperti Honda City Sedan dimana ia menerima lampu hadapan, DRL, lampu kabus serta lampu belakang dalam bentuk LED. Meskipun kelihatan hampir sama, namun bermula daripada bahagian tiang tengah hingga belakang model hatchback ini, segalanya berbeza. Secara ringkasnya, model ini berfungsi sebagai alternatif yang menawarkan 5 pintu bagi model baharu City sedan yang hadir dengan empat pintu.

Jika anda masih ragu-ragu dengan kebolehan Honda City Hatchback ini berbanding Honda Jazz, pastikan anda pergi ke bilik pameran Honda Malaysia terlebih dahulu untuk
pandu uji
 jentera berkenaan setelah dilancarkan kelak. Menurut segala info di atas kertas, Honda City Hatchback ini kelihatan sebagai pengganti sesuai atau mungkin jauh lebih baik berbanding Honda Jazz sebelum ini.


Alfa Romeo Stelvio Quadrifoglio Sets New Nurburgring SUV Lap Record

Unveiled at last year’s LA Motor Show, Alfa Romeo’s first ever production SUV – the Stelvio – promised to be a very fast SUV around the Nurburgring.
While some may have forgotten about it, many thought that it was just a launch gimmick, but Alfa Romeo has kept to its word and went on to break the Nurburgring SUV lap record with the Stelvio Quadrifoglio.
The high-performance version of the Stelvio SUV, powered by a 2.9-litre twin-turbo V6 engine kicking out 503 PS and 600 Nm of torque, lapped the Nurburgring in 7:51:7 which is about eight seconds quicker than the current record holder – the Porsche Cayenne Turbo S.
The record now puts the Stelvio Quadrifoglio above the 2015 BMW M4 in the track’s official overall leaderboard.
Able to sprint from naught to 100 km/h in an impressive 3.9 seconds, the Stelvio Quadrifoglio is expected to hit the roads in many parts of the world next year.
It is also worth mentioning that the Alfa Romeo Giulia Quadrifoglio which shares the same engine as our star SUV here, holds the record for being the fastest sedan around the Nurburgring with a lap time of 7 minutes and 32 seconds.


Spyshots: Mercedes-AMG GT Four-Door Testing At Nurburgring

The upcoming four-door member of Mercedes-AMG’s new GT family, previewed to the world earlier this year as the
GT Concept
, has been spotted doing a couple of laps at the Nurburgring Nordschleife.
The heavily-camouflaged prototype keeps much of its details hidden, but visible is the illumination signature of its narrow-slit headlights and side mirrors rising from the door sheet metal – a design cue which Mercedes reserves for cars with a coupe positioning.
From the side, the Concept’s Panamera-rivalling fastback silhouette is visible, albeit distorted by protrusions tacked over the bootlid. Frameless doors are obvious.
More is revealed at the rear end, where we get to see the outline of the tail lights, bumper-mounted license plate, and quad exhausts.
Early technical info released by Mercedes describes this as another independently-developed vehicle by AMG. Its bodyshape is unique within the Mercedes family, though it is not clear if its underpinning platform is similarly unique or based off another model.
A high-performance petrol-electric hybrid powertrain, pairing AMG’s 4.0-litre bi-turbo V8 with an F1-based electric drive, is expected to produce outputs in the region of 805hp, enabling the four-door GT to race from 0 to 100km/h in less than three seconds.
Pics:
 SB-Medien