Then and Now, How Car Prices Have Changed – 1980 to 2015

Back in 1980, the late Tun Hussein Onn was the Prime Minister. In this age before Internet, people actually arranged their leisure time around the TV programme schedule – kids woke up early to catch their Sunday morning cartoons, while adults planned their leisure around what time Dallas comes on TV. On the automotive front - Proton existed only on paper, Perodua was unheard of, Nissan was known as Datsun and was the king of the sales charts.
35 years later, how has the car market changed? We take a look at how car prices have gone up over the past 35 years.
It is also worth noting that in 1980, a fresh graduate earned about RM1,000 per month and a McDonalds Double Cheese Burger then cost RM2.95. Today, a fresh graduate earns around RM2,500 to RM3,000 per month, while a McDonalds Double Cheese Burger costs RM8.30.
Back in 1980, a Mazda 323 was worth 14 months a fresh graduate’s salary. Today, the entry-level
Mazda 2
 will cost about 30 months of a fresh graduate’s salary, while the 323’s successor the
Mazda 3
 will cost a whopping 38 months!
Note that back in 1980, most cars were sold without air-conditioning, which is a RM1,500 to RM2,000 option.
Mazda’s entry-level model back then was the 1.3-litre 5-speed manual Mazda 323, selling for RM13,927 without air-conditioning, which is a RM1,450 option. Today the 323 nameplate has evolved into the 3. With a sophisticated 2.0-litre SkyActiv engine, it is definitely no longer the entry-level model like its predecessor and currently sells for RM108,941.
The role of the entry-level Mazda has since been pushed to the present day RM85,470 1.5-litre Mazda 2.
In 1980, the most popular car on the road was the Datsun 120Y, priced at RM13,579. Its present day successor the Nissan Almera starts from RM64,960.
Further up the Datsun hierarchy was the Bluebird 1800 and the 200L, respectively the predecessors of the Sylphy and the Teana.
Unlike its present day Sylphy descendent, the Bluebird had a very good reputation for handling and performance. This generation was also the last for a rear wheel drive Bluebird. It sold for RM22,000, versus the 2015 Sylphy’s RM110,921 price.
35 years ago, Nissan dominated the local market, with a comfortable lead over Toyota and Nissan. Competing against the Datsun 120Y was the RM14,152 Toyota Corolla DX and the RM12,950 Honda Civic.
There was also the RM11,976 Daihatsu Charade 1.0.
Today, the Corolla Altis sells for RM110,556 while the Civic for RM109,8952. Clearly no longer the entry-level cars they used to be, both the Corolla (Altis) and the Civic has since moved upmarket, which necessitated the introduction of the RM71,743 Honda City and the RM72,459 Toyota Vios.
Meanwhile, Daihatsu has since exited the Malaysian passenger car market as part of its commitment to support Perodua, whose RM24,437 Axia 1.0 is its cheapest model.
Enthusiasts from the ‘80s would’ve loved the RM27,395 Honda Prelude, and the RM26,261 Toyota Celica. Both are 1.6-litre but the Celica was rear wheel driven while the Prelude was front. Unfortunately, there’s no such equivalent sporting character cars from the present day Honda Malaysia and UMW Toyota.
Apart from the Prelude and the Celica, there was also the Mitsubishi Sapporo 2000, which sold for RM28,482.
But the pick for many enthusiasts had to be Alfa Romeo, distributed by City Motors. The Alfasud 1.4S sold for RM18,233 while the Alfetta 2.0, which was more sought after back then than a BMW 320i, sold for RM29,623.
Today, Alfa Romeo cars are no longer on sale in Malaysia, which is a shame, because the all-new
Alfa Romeo Guilia
 is really tempting.
Back then, MINI (or Mini) and BMW were two separate companies, the Mini 1275 GT sold for just RM13,817, which explains their popularity in those days. A 2015 MINI now sells for RM176,888.
In other words, a keen enthusiast in 1980 could realistically choose between a fun to drive two-door performance-oriented hatchback Mini or a family-friendly Datsun 120Y, for more or less the same price. Try doing the same today.
Before there was a Proton Perdana, a Volvo 244, which sold for RM39,841 was a typical car for a high ranking government servant. Volvo was also the favourite brand for many professionals – lawyers, doctors and accountants – many of them drove a Volvo 240/244. It seen was a safe choice for many people who want to project a stable, trustworthy character.
Today, an equivalent Volvo S80 sells for RM296,888, but unlike the Volvo of old, Volvo now has a very sporty line-up of turbocharged models – from the youthful RM173,888
Volvo V40
 T4 to the ridiculously powerful 306 hp RM315,888
XC60 T6
.
BMW, which 35 years ago was playing second fiddle to Volvo and Alfa Romeo, is now the best-selling premium brand in the world. Nearly bankrupt after World War 2, and often ranked lower than Opel in terms of desirability, the story of BMW’s transformation is worth a separate article on its own.
In 1980, BMW in Malaysia was represented by BMW Concessionaries, a joint venture between Continental Motors and Sawara Motor. The 320i was first locally assembled BMW model, at a plant in Sarawak.
Today, BMW assembles 18 models at the Berjaya-Sime Darby Motors plant in Kulim.
The 2015 BMW 320i sells for RM240,800. 35 years ago, it sold for just RM47,460. The flagship BMW 728i sold for RM86,546, versus the present day 730Li’s RM648,888.
Archrival Mercedes-Benz’s flagship 280SE sold for around RM100,000 while the entry-level Mercedes-Benz 200 sold for RM54,310.
Today the equivalent Mercedes-Benz E200 sells for RM364,888 while the S400L Hybrid, skewed by excise duty exemptions for locally-assembled hybrids, sells for RM583,888.
The price of a 2015 Mercedes-Benz S400L Hybrid is also a lot more than what Wearne Brothers used to charge for the Rolls-Royce Silver Shadow II in 1980, priced at RM427,605.
Europe Motors, the then importer for Porsche cars, used to sell the 930 generation Porsche 911 Turbo for RM206,434. Today, the 991 generation 911 Turbo for RM1.48 million.
Care to imagine how much will cars cost over the next 35 years? Hopefully, all of us will no longer have to rely on a car by then.


Banjir Selangor: Kerajaan Jaga Rakyat Atau Rakyat Jaga Rakyat?

Mangsa banjir di Selangor meminta bantuan di media sosial untuk diselamatkan namun bantuan tidak kunjung tiba...

Sejak penulisan ini dibuat, dua mangsa
terkorban akibat banjir
 di Pahang dan terdapat mangsa yang masih terperangkap di atas bumbung rumah di Taman Sri Muda, Shah Alam. Mereka tidak menerima bantuan malah peluang untuk diselamatkan juga masih samar.

Kenapa ini boleh terjadi?

Banjir kilat yang melanda Selangor ketika ini disifatkan sebagai ‘mengejut’ oleh Perdana Menteri,
Datuk Seri Ismail Sabri Yaakob
, pada sidang media khas yang diadakan pada 18 Disember lalu.

Jelas beliau, kebiasaannya persiapan menghadapi banjir di beberapa negeri antaranya Kelantan, Pahang dan Terengganu dibuat lebih awal, jadi pihak berkuasa mempunyai persediaan rapi untuk menghantar bantuan dengan segera.

Menginjak ke dua hari kemudian, media sosial seperti Facebook dan Twitter makin dipenuhi dengan
post
 meminta bantuan dari penduduk di Taman Sri Muda dan kawasan sekitarnya yang masih
terperangkap dalam banjir
.

Lebih memeritkan penduduk di situ apabila bekalan elektrik telah dipotong, selain tiada bantuan makanan dan telefon bimbit sudah kehabisan bateri.

Dalam kegelapan malam 19 Disember, mereka terus melaung meminta pertolongan agar ada pihak penyelamat yang mungkin mendengar dan dapat menghulurkan bantuan. Namun hanya dibalas dengan sepi malam...

Kenapa bantuan tidak kunjung tiba di Taman Sri Muda?

Menurut Malaysiakini, walaupun banjir di kebanyakan kawasan telah surut, sebahagian Taman Sri Muda
masih ditenggelami air
. Ini kerana Taman Sri Muda dikelilingi oleh sungai Klang yang telah melimpah akibat hujan berterusan sejak 18 Disember lalu.

Oleh itu, perjalanan untuk masuk ke kawasan ini dihalang oleh paras air yang tinggi, sehinggakan kenderaan 4x4 juga turut tenggelam apabila melaluinya. Hanya bot kecil yang boleh melalui kawasan Taman Sri Muda ketika ini (setakat 20 Disember).

Sementara itu, Menteri Besar Selangor, Amirudin Shari berkata, lebih banyak bot akan digunakan untuk membawa keluar dan memindahkan mangsa banjir yang masih terperangkap di Bukit Kemuning dan Sri Muda.

“Proses penyelamat akan diteruskan malam ini bagi mengeluarkan semua mangsa yang terkandas. Saya mengambil maklum keadaan kritikal di Taman Sri Muda Seksyen 25, Shah Alam. Segala aset yang sesuai seperti bot telah dikerah untuk membantu proses pemindahan mangsa banjir".

Beliau turut turun padang di SK Taman Sri Muda bagi membantu operasi memindahkan mangsa yang terkandas, namun masih ramai yang perlu diselamatkan dengan segera. Bantuan daripada pihak kerajaan seperti bomba dan tentera pula seakan 'tidak mencukupi'.

Justeru, pihak penduduk setempat telah berganding bahu untuk menghulurkan bantuan kepada jiran tetangga mereka yang dalam keadaan darurat dan sudah terputus hubungan akibat ketiadaan elektrik.

Apa tindakan rakyat untuk tolong rakyat?

Penduduk setempat telah menubuhkan unit bot penyelamat dan menyebarkan borang Google sheet bagi mengumpulkan maklumat mereka yang masih terkandas.

Semua alamat yang dikongsi oleh persatuan penduduk dan pasukan penyelamat adalah di Taman Sri Muda, Shah Alam dan dikongsikan di dalam group Telegram oleh ahli keluarga dan kenalan mangsa banjir sendiri.

Tindakan sistematik sebegini memudahkan pihak penyelamat untuk fokus kepada lokasi bantuan, berbanding tercari-cari mangsa dalam kegelapan.

Memandangkan jalan utama ke Taman Sri Muda ditutup akibat paras air yang tinggi dan tiada kenderaan dibenarkan masuk, pihak penyelamat dan penduduk setempat perlu mencari alternatif lain bagi menyelamatkan mangsa.

Penulis hairan dengan ketiadaan bantuan helikopter penyelamat di kawasan darurat banjir ini, kerana proses menyuluh kawasan hingga terang dan menyelamatkan mangsa adalah jauh lebih mudah dengan helikopter, berbanding menggunakan bot.

Penulis difahamkan aset helikopter oleh Jabatan Bomba dan Penyelamat (JBPM) hanya dikerahkan ke dua lokasi tumpuan pasukan iaitu di Hulu Langat, Selangor dan Bentong, Pahang buat masa ini.

Menantu Perdana Menteri, Jovian Mandagie turut diselar berkaitan isu ini apabila dilihat menaiki helikopter milik kerajaan ketika kejadian. Dia menafikan kenyataan tersebut sambil mengatakan “awak tahu yang saya bukan seperti itu, saya tidak menggunakan aset kerajaan”.

Jovian turut menambah yang helikopter dinaikinya tidak sesuai untuk misi menyelamat kerana pintu tidak boleh dibuka untuk menurunkan bantuan atau menaikkan mangsa.

Tidak apalah kalau begitu, mujur ada rakyat yang boleh tolong sesama rakyat. Semoga bantuan kerajaan yang dalam ‘perancangan’ itu boleh dipercepatkan supaya semua mangsa yang terlibat dapat diselamatkan.

Bagi yang tidak terjejas terutamanya golongan
kayangan
, empati anda amatlah dihargai ketika negara dilanda musibah sebegini. Elakkan berkongsi 'kemewahan' anda buat seketika, boleh?

#rakyatjagarakyat

*Kredit foto dan video: Pengguna Facebook


Audi Preps New R8 LMS For 2016 GT3 Domination

Audi
’s R8 is one of those cars we couldn’t get enough of in the lead up to the
2015 Geneva Motor Show
. And while the road-going version is certainly deserving of all the attention, racing fans will surely be drawn to the other R8 that’s gracing the show floor before rolling out into the world: the new R8 LMS.
Both the new R8 LMS and the road-going R8 on which its based share the burden of existence, with each outgoing models leaving very large shoes to fill. The previous R8 road car is one of the most successful cars Audi has ever produced, and the previous R8 LMS took home 26 GT3 Championship victories and seven 24-hour race wins over its production lifetime. Having that said - and much like the new R8 road car - the new R8 LMS looks to be a worthy successor.
Built to comply to the 2016 GT3 series regulations, Audi says it exceeds those requirements and meets the more exacting standards of the top LMP1 class.
The naturally aspirated 5.2-liter V10 returns here to provide even more trackside harmonics, producing 585 hp and mated to a new six-speed sequential transmission that features an all-new electrical system. Optimizations made to aerodynamics and airflow as well as a substantial weight reduction of 25kg thanks to the lightweight Audi Space Frame and carbon fiber components all make this new R8 LMs an even more formidable competitor than it the car it takes its mantle from.


BMW Group Malaysia Has A New Managing Director And CEO In Hans de Visser

Hans de Visser will assume leadership responsibilities in Malaysia from the current Managing Director, Harald Hoelzl from 1st May 2021.

BMW Group Malaysia will welcome a new Managing Director and Chief Executive Officer in the form of Hans de Visser effective 1st May 2021. De Visser will take on the role currently filled by Harald Hoelzl who will take on a new role at BMW Group AG.

Hans de Visser - incoming Managing Director and Chief Executive Officer for BMW Group Malaysia

De Visser has been with the BMW Group for over 29 years in various capacities beginning as a Manager in Marketing Communications with BMW Motorrad, Munich to his current role as the Marketing Director of BMW Russia. He has served in various other Sales and Marketing positions across the Middle East, Central Eastern Europe, Spain as well as in the BMW Group headquarters in Munich.

A staple dashing figure at almost all
BMW
 Group Malaysia events, Harald will initially help the transition of De Visser for the first two months before taking on a new role for the BMW Group in Vienna, Austria.

Harald previewing the
BMW 430i M Sport Coupe

In his time in Malaysia, Harald led
BMW
 Group Malaysia back to the top spot with over 52% of the segment’s market share, the highest for the premium automaker in the world. BMW Group Malaysia also recorded its highest achievements in its Net Promoter Scoring (NPS) for its customer satisfaction, achieving over 90% positive satisfaction responses from customers in their feedback regarding experiences with the BMW and MINI brands in 2020 – the second highest achievement in the BMW Group’s network.

Harald also successfully led
BMW Group
 Malaysia to become the number one Electrified Mobility provider and the number one locally produced automotive assembler in the country.

Terima kasih Harald for your hospitality over the years and selamat datang Hans, the team at Carlist.my look forward to meeting you in person soon!


Geneva 2017: Honda NeuV Electric Concept Car Makes European Debut

The Honda NeuV makes its European debut at the 2017 Geneva Motor Show – a pure-electric concept car with a unique, state-of-the-art ‘emotion engine’ that can learn about its driver. Pronounced “New-Vee”, the concept was shown for the first time at the CES 2017 convention in January in Las Vegas, somewhat mirroring Toyota’s effort with the
Concept-i vehicle
.
The pure-electric concept car explores a financially-beneficial ownership proposition – functioning as an automated ride-sharing vehicle when the owner is not using the car. It would pick up and drop off customers at local destinations, and could also sell energy back to the electric grid during times of high demand when it‘s sitting idle, further monetising the vehicle’s time.
However, the battery capacity, charging time and cruising range of the NeuV have yet to be confirmed by Honda.
The NeuV’s "emotion engine" called Honda Automated Network Assistant, or HANA for short – learns the driver by detecting emotions associated with their judgments and decisions. HANA can then apply this knowledge to make new choices and recommendations in the future. The set of AI technologies also allows the machine to generate their own emotions.
A full touch-panel interface enables both the driver and passenger to access NeuV’s user interface.
Visually, the NeuV highlights a futuristic yet ergonomic design set around the occupant cell – huge outward visibility is afforded by a sweeping panoramic windscreen and a sloping belt line that make maneuvering easier.
Entry and exit from the vehicle is made easy even in tight parking spaces, with a complete side panel that opens out and backward to create a large opening.
NeuV has two seats with luggage space behind, which also stores the ‘Kick ’n Go’ electric scooter concept designed for ‘last mile’ transit. The scooter concept is inspired by Honda’s original scooter of the same name launched in the 1970s. The new design is powered by a detachable battery rather than a chain mechanism, and can be recharged through a connection in NeuV’s luggage space.


Why The Government Can Afford To Waive Those AES Summons

There's been a lot of uproar since our transport minister Anthony Loke made the announcement that all outstanding AES summonses up until August 31st, 2018, would be waived. While many of us are understandably a little upset, given that we've paid for our speeding fines, there's a secondary argument to be had that the government shouldn't be waiving these summonses when we are in such dire need of money as a country.
But hold on a minute. Let's just make something very clear: paying these summonses doesn't mean that any money goes to the government. In 2016, the government slashed the price of an AES summons from RM 300 down to RM 150, which is a good way to encourage payment. What wasn't mentioned was that this slashing meant that none of the money paid for the summons would go to the government.
This comes on from a deal that was struck way back before AES summons were handed out. The first flaw in the contract, as pointed out by Loke, was that the government was to pay RM 16 to the AES concessionaires on every AES summons produced - regardless of whether a motorist has paid or not. This is already a huge burden as there are millions of summonses that were recorded from 2012 until now. The second part of the deal that is even more disadvantageous to the government is that 50% of the summons value would go to the concessionaire while 50% would go to the government.
Since the price slashing, the RM 150 that was cut out of the summons was essentially the government's cut. Since the deal was struck back in 2012, the government has paid these concessionaires RM 129 million - a hefty sum indeed. The actual cost of installing the 47 cameras, 38 of which are actually operational, was just RM 10 million. To make matters worse, the Armed Forces Fund Board (LTAT) was instructed by the former government to put in RM 555 million into the takeover and management of the AES system - a sum that will need to be repaid as the funds used were meant for pensions and welfare for armed forces veterans.
So while we may be a little salty over the summonses that have been waived, it's important to note that a lot of money was wasted by the previous government on merely running the system and paying concessionaires according to terms on a ridiculous agreement. A total revamp is necessary in order to get the system working properly and to ensure the money is going to the right places.


Review: BMW M5 (F90) – A Spirit Indestructible

They say there's a fine line between genius and madness, and that no great genius ever existed without a touch of madness.
Madness in 1984, would have surely constituted lifting an engine out of a purpose-built racecar and placing it into a relatively sedate luxury sedan. Yet, 34 years later, here we are at the paddock of the Estoril Circuit in Portugal, witnessing the launch of the latest generation of that very model, which took a concept too far and inadvertently created a superstar of a car and a concept that has been emulated by virtually every premium automaker in the business.
Just beyond the pit building, sonorous exhaust notes are punctuated, for a millisecond or so, by throaty
booms,
as the gearbox hunts down the next gear; the noise alone stands the hairs on the back of my neck, as I'm sure they would any warm-blooded petrolhead. In its sixth-generation, BMW calls this the ultimate distillation of a "four-door business sedan with a taste for the race track", to you and me, this is the all-new BMW M5.
But, with a drivetrain formula that is different from every M5 that came before it, and more electronics than the Apollo 11 space shuttle – has the BMW M5 gotten a bit too soft, too safe or moved away from its raw, unbridled ancestry?
Overview
The all-new M5, codenamed the F90, was
launched in August 2017
, carries over the 4.4-litre twin-turbo V8 from the outgoing (F10) M5 with a raft of new enhancements - newly developed turbochargers and injectors, improvements to the lubrication and cooling systems, and a fully variable, map-controlled engine oil supply system which is designed to handle very high levels of longitudinal and lateral acceleration.
The net effect is 600 hp between 5,600 – 6,700 rpm, and a peak torque of 750 Nm (up by 70 Nm over the F10 M5) from just 1,800 rpm, all the way up to 5,600 rpm.
Power is channelled through an eight-speed M Steptronic transmission, which for the first time in an M5, is sent to all four wheels via the company's M xDrive' all-wheel drive system. The nimble rear-biased set-up only calls on the front wheels when additional traction is needed. Additionally, the Active M Differential (also found on the M3 and M4 models) is responsible for precisely distributing drive torque between the rear wheels.
This gives rise to three main M xDrive settings:
4WD, DSC Normal – Optimised traction, predictable drivability, limited rear wheel slip allowed.
4WD Sport, DSC - MDM – M Dynamic Mode (MDM) distributes more drive torque to rear axle, permissible rear wheel slip is increased, playful handling.
2WD, DSC Off – Pure rear-wheel drive, classic M5 oversteer driving characteristics.
The transmission has been optimised for lightning-fast gear changes, while the torque converter lock-up clutch activates almost as soon as the car starts moving. The drivetrain has been further reinforced for greater rigidity and strength to make allowance for the high torque, the rear-biased configuration, and the 2WD drive option.
In terms of handling – the (F90)'s electronically controlled shock absorbers can be augmented between three driving modes: Comfort, Sport, and Sport Plus. Likewise, the M Servotronic steering can alter steering torque depending on the same three preset settings.

The M5 is fitted with M compound brakes discs which are significantly lighter than conventional cast iron items. Six-piston fixed calipers feature at the front, while the rear is fitted with a single piston floating caliper.
While the (F90) M5 does not adopt the Carbon Core technology available on the flagship 7 Series, it is still lighter than the outgoing M5 (even with its AWD drivetrain components) courtesy of a carbon fibre-reinforced plastic (CFRP) roof section and lightweight exhaust system. The (F90) M5 tips the scales at 1,855 kg, some 15 kgs less than the predecessor.
Globally, the fiercest competitor of the all-new BMW (F90) M5 is the
Mercedes-Benz E63 AMG 4Matic+
, which also uses an AWD system with torque vectoring. In terms of power, the E63S pips the M5, producing 612 hp at and 850Nm from its 4.0-litre twin-turbocharged V8. The all-new Audi RS6 is believed to be slated for a 2019 launch and as such, the steed from Affalterbach remains the M5’s biggest adversary for now.
Exterior
The exterior design of the M5 is an exercise in bold sculpted lines – the analogy of a triathlon champion in a three-piece suit and running shoes comes to mind. The redesigned front bumper, side skirts, rear bumper, and snazzy wing mirrors demarcate the M5 from the rest of the 5 Series range. The M5’s front track is 21 mm wider than a regular (G30) 5 Series, which it cloaks with wider front fenders and a reshaped front hood – both hewn from aluminium.
The aforementioned CFRP roof section contrasts the deep hue of the Marina Blue metallic colour – which does a superb job of highlighting the muscular bodywork without being overly gaudy. Note too that the car you see here is equipped with optional 20-inch seven-double-spoke wheels, wrapped in 275- and 285-series tyres front and back respectively.
Interior
In typical BMW fashion, the cockpit is driver-orientated, highlighted by the M specific digital instrument cluster, central infotainment screen, and tactile steering wheel which places all controls within easy reach of the driver.
Two small red buttons on either side of the central portion of the steering wheel marked M1 and M2 engage the individualised drive modes, and help create this purposeful fighter jet fighter like aura in the cabin.
The M1/M2 driving modes are customisable through the “M Setup” menu, allowing drivers to configure two individual set-ups; one can augment the M xDrive, DSC, engine, transmission, damper and steering characteristics.
Additionally, switches on the centre console right next to the gear lever are another useful way of controlling the car’s settings on the fly.
Needless to say, all these functions are also easily controlled through the iDrive rotary controller, which is quite possibly the best kit in the business. It is comparable to the latest version of Mercedes-Benz’s COMAND system, but in terms of the overall execution and menu layout, the iDrive system gets my vote.
The M5 is trimmed in Merino leather as standard, which proved to be very supple over the longer on-road driving stint, yet supportive enough when carving up corners on the circuit; an embossed M logo on the head restraints again highlights that this no ordinary 5 Series sedan.
Driving Experience
Coming back to the inquest of whether the M5 has, through all its new drivetrain configuration and thousands of algorithms that control almost every aspect of the car's performance invariably, turned it into a machine that is sterile and much less rewarding to drive than its unbridled forebears – we were given a chance to take to the busy streets of Lisbon, twisty backroads that overlook and finally the Estoril Circuit for the ultimate test of character.
On the road, the M5 still manages a beautiful duality of being a serene cruiser as well as a track ready beast, with the active exhaust in its "quiet" mode, there's little indication that this is anything other than a regular 5 Series, NVH levels within the cabin are superb. The steering is light, and with the AWD intelligently varying torque between the driven wheels, the M5 light and maneuverable at low speeds in the city.
Regardless of its massive brakes – beefed up for track use – it's easy to modulate in traffic and at low speeds. There are certain instances where the adaptive suspension – even in its comfort setting – can feel a tad stiff, especially over Lisbon's many cobblestone roads, but it never feels harsh or abrupt. Again, this where its rigid body frame helps spread road forces, and reduce unwanted body movements.
Heading out of the city, onto more open back roads, the M5 starts obliterating small straights between corners, as if just released from a giant rubber band at the exit of every turn. The power is almost instantaneous, from around 1,800 rpm, building exponentially until about 5,000 rpm when the engine hits its second wind and flies to the redline in every gear.
Also, the resulting mechanical grip is immense, this is to say, you’d have to be pretty nutty to get it to understeer in the start or mid-point of a corner – and there’s almost no oversteer regardless of how hard one jabs at the throttle at corner exits. Due to the seamless power transfer across the four wheels, the M5 exits every corner with extreme composure.
It's much the same on the highway, simply flick the paddle shifter to drop a gear, and the car explodes with pace, forget about overtaking; plant your foot down in 5th and 6th gear for more than five seconds and you'd be pushing past 220 km/h with ease.
I’ve said this before and I’ll say this again: the ZF eight-speed M Steptronic transmission is the best in the business, smooth and fluid when cruising along, assertive and rapid once you start blasting around. The up and downshifts are trigger quick, with almost instantaneous response to the paddle shifter’s commands.
On the track though, every response is heightened. The Estoril Circuit is made up of 13 corners but it isn’t as wide as newer, larger tracks. Its highly technical track layout requires being spot on in braking zones and carrying the correct line in and out of a corner – thereby maintaining the car's momentum. Up ahead is Bruno Spengler, 2012 German Touring Car champion who is sharp with his commands, and even sharper behind the wheel. And he wastes no time getting up to speed.
Our group would have roughly five laps in total, inclusive of the warmup and cool down laps, which takes through the various MDM setups, but for good measure, given its ever ready 750 Nm of torque, we won’t be allowed to get into its 2WD mode, which shuts off the DSC system.
Within the first few corners, one thing becomes immediately apparent, the M5 feels lithe, if I didn't know any better I would think it weighed 200 kgs less than the outgoing model. It handles direction changes with aplomb, surefooted turn-in, and brilliant mid-corner body control through the first three corners quickly helps build my confidence in the car. Clearing Turn 4, I'm told to go flat-out through Turn 5, the aforementioned torque vectoring is hard at work, to keep the car centred on my chosen line, I'm pinned into the seat bolsters, the G-forces are huge here, but so is the M5's mechanical grip.
Braking hard for Turn 6 proves just how powerful the M Compound brakes are, the car remains steady, and tracks true right up to the late apex clipping point before unwinding the wheel and adding power. Turns 7- 13 come in very quick succession, with the one corner exit leading up to the entry of the next - momentum is key here. Again the M5's AWD system shines, as does the steering system, which is precise and communicative, building load progressively through the turn and unwinding with ease at the exit.
The brakes are monstrous, remaining powerful and predictable even after four hot laps, resisting even the slightest amount of brake fade.
Switching into M Dynamic Mode augments the DSC and AWD systems into its sportier setup, by now allowing playful angles of slip at the rear. For the most part, through the first few corners, it’s pretty much the same as before – predictable and rapid.
It wasn’t until Turn 6 again, when I got off the brakes and jabbed the accelerator; the rear end gracefully stepped out of line on the long ascending left-hander. Imagine that, a novice like me, and pulling a stylish drift coming out of a corner at 120 km/h. After which, small inputs of opposite lock are all it takes to straighten the car back again.
The trick is to get the braking correct though, too little and not enough weight is transferred to the front axle, and abrupt throttle application simply causes understeer.
If the default setting made you feel like a pretty fast driver, the dynamic traction mode made you feel like you were part of the cast of the next Fast and Furious flick. Up ahead, Mr Spengler, who is visibly in 2WD mode by now, is drawing black lines, 60 feet long at the exit of every corner.
Conclusion
I keep coming back to the thought that the BMW M5 is more than just a high-powered version of the regular BMW 5 Series model. This became profoundly true when I was granted three short 5-minute drives in the E34, E39, and E60 M5s respectively.
Regardless of the technology – from a 5-speed (E34) to a 6-speed manual (E39) to the ‘SMG’ 6-speed auto (E60) – or from an inline-six, to a V8 and finally a high-revving V10, the sense of character is transcendent. It’s that sense of communication between man and machine, any M5's brilliant handling, and superb performance few other cars can match.
There's no denying the AWD system and all its electronic witchcraft have made it safer, but the M5 hasn't lost one bit of its edge and appeal. If anything, the real magic is how these systems homogenously integrate with one’s natural style of driving and manages to amplify that driving style in a safe yet fun manner. Allowing the car's massive performance to be accessible and exploitable to a larger audience, without losing its raw and organic spirit.
Essentially, what one begins to understand is any M5 is a carefully crafted driving experience, and the latest M5 is no different. The original super sedan has well and truly returned.


VIDEO: McLaren Sports Series Undergoes Extreme Testing

The
McLaren
 Sports Series is the British carmaker’s entry into the sports car segment and with the introduction of both the
570S at this year’s New York Auto Show
, and the
540C at Auto Shanghai
, we say they’ve off to a flying start in their new venture.
To further reinforce the notion that the Sports Series cars are as good as you think they are, McLaren has released this amazing video that show the extreme conditions the cars are made to endure as part of their development.
From the extreme cold of a European winter to the hot desert sun, and a range of other demanding conditions, the McLaren’s Sport Series are pushed to the absolute limit so that they can perform in any given condition.
As we’ve mentioned earlier, two variants have been revealed so far, both adopting the M838TE 3.8-litre twin-turbo V8 engine which is mated to a seven-speed SSG transmission. On the 570S, power output is rated at 562hp and 600Nm of torque while the 540C makes do with 533hp and 540Nm of torque.


Toyota Corolla Cross Hybrid: A 25 Year Journey Of Synergy To A Greener Future

Malaysians now have a Toyota hybrid to call their own with the
all-new 2022 Corolla Cross Hybrid
 being locally assembled, but this has been another stepping stone in the Japanese automaker’s technological and environmental vision since 1997.

In fact, its hybrid electric drive system is identical to the one found in
the 4th-generation Prius
, which itself has evolved into an icon of commitment to vehicle electrification that has proliferated through
more than 18 million hybrids
 that Toyota has sold around the world with 45 different models currently offered, saving more than 120 million tonnes of CO2 over the course of those 25 years.

Therefore, the Corolla Cross inherits the latest and greatest technology and innovations to make their
Toyota Environmental Challenge 2050
 goal a reality at a time where the automaker has refined its Hybrid Synergy Drive into its 4th-generation, perfecting the combination of an efficient petrol engine, powerful electric motors, and high-performance batteries.

Fuel Efficiency

Compared to a conventional internal combustion engine (ICE) vehicle, hybrid electric vehicles (HEVs) can significantly
improve fuel economy and lower greenhouse gas emissions
.

Improvements come from regenerative braking, shutting off the ICE when stopped, using a more efficient combustion cycle and engine design, and not requiring said engine to closely and consistently follow the typical driving pattern of operation. Since its function is to recharge the battery, it would ideally only need to intervene and assist with direct drive to the wheels when maximum power is required.

Research and development of over 100 years have refined the conventional internal combustion engine to the peak of its technological limits. On its own, the unit in the Corolla Cross is powerful, responsive, highly reliable, boasts low emissions and delivers high fuel economy.

Combined with
Toyota’s Hybrid Synergy Drive
, not only will you love being behind the wheel, you’ll appreciate just how much you can stretch one tank of fuel. These hybrids were engineered to feel right at home in the city – switching off their engines as often as they can to save you fuel and money. And with low fuel consumption comes low emissions as they boast some of the lowest CO2 emissions in their class and, unlike diesel cars, emit very low levels of harmful nitrogen oxides (NOx).

Effective Efficiency Every Day

As with all Toyota hybrid vehicles, the Corolla Cross Hybrid isn’t just engineered to be kinder to the environment; it’s meant to improve the driving experience in ways you’ll notice every day.

Whether it’s offering instant acceleration and torque thanks to its electric motor assistance paired with the smooth and refined 1.8-litre Atkinson cycle 4-cylinder petrol engine or the intelligent energy recuperation system that seamlessly replenishes the battery while assisting your inputs - not fighting them - the Hybrid combines the best of both worlds.

In traffic, for example, when the combustion engine isn’t being used to provide motion, it shuts down, handing duties off to the electric motor and high capacity battery so you can slowly keep moving forward - as the car ahead does -  in comfort and complete silence without using a drop of fuel and yes, the air-conditioning on the Corolla Cross Hybrid does work off the batteries.

As the road opens up, the electric motor effortlessly pulls away while allowing the petrol engine to prime itself for higher speed cruising at optimum efficiency. On average, Toyota says that the Corolla Cross emits just 98g/km of CO2 and uses just 4.3-litres/100km.

Batteries That Never Need To Be Plugged In

There’s no need to worry about how far you’re travelling in Toyota’s Hybrids. Just fill up with fuel as you normally would and keep going, just as you would in any conventional car. And when the battery does run low, excess power from the engine charges it back up again. Not only that but whenever you brake, energy is recycled to charge the battery as well so that nothing gets wasted.

The Corolla Cross affords you the benefits of electrification and zero emissions motoring while combining the flexibility of a combustion engine. Instead of pulling cables around and hunting for a charging station, it lets you enjoy driving, not waiting.

Silent, Responsive Power

While riding in Toyota Hybrids like the Corolla Cross, you’ll enjoy hearing more of what’s important as its hushed electric power shuttles you around town. This punch of electric torque blends seamlessly with efficient petrol power at higher speeds and, at the moment you need it most, two become one – as both electric motor and engine work in tandem – to power you ahead.

Whether you're looking for a smoother and quieter journey, or want a car that maximises fuel efficiency while minimising emissions – there's a long list of ways the Corolla Cross can improve your drive.


74 Road Fatalities Reported In First Three Days Of Ops Selamat 7

Ops Selamat 7
 has been running for several days now, and with the festive traffic building up, authorities have declared that a total of 74 people were killed in road accidents during these first three days, most of which occurred on Federal roads.
According to a report by
The Sun Daily
, the majority of the road fatalities involve motorcyclists and pillion riders, with 48 deaths in total. Federal traffic police chief SAC Datuk Mohd Fuad Abdul Latiff stated there were 4,184 accidents reported, with police issuing 34,554 summonses so far.
At a press conference at the Bukit Aman police headquarters, Fuad said: "I am not happy in announcing the statistics especially involving total summonses. The stats is enough to demonstrate our motorists attitudes. We are facing a very bad start as the statistics so far are way higher than our target,"
"A total of 33 traffic policemen will be deployed by Wednesday to monitor all the hotspots, especially Slim River, Simpang Pulai, Gurun, Tanjung Malim and the KL-Seremban highway," Fuad added.
Ops Warta, meanwhile, raked up a total of 3,558 traffic offenders arrested for failing to settle their warrants, while 18,759 individuals voluntarily turned up at police stations.
Fuad said the offenders were picked up at their workplace and during roadblocks conducted during the operation.


Bajet 2022: Di Mana Peruntukan Keselamatan Jalan Raya?

Pengerusi Ikatan Komuniti Selamat (IKS), Tan Sri Lee Lam Thye meluahkan rasa kesal dengan kekurangan peruntukan bagi meningkatkan keselamatan jalan raya dalam
Bajet 2022
.

Beliau juga berkata bahawa berbilion ringgit telah diasingkan untuk bahagian tertentu, tetapi tiada bajet khas untuk melaksanakan projek keselamatan jalan raya, meskipun jumlah kematian atas jalan adalah antara penyumbang utama kepada kehilangan nyawa di dalam negara.

*Kredit foto: Berita Harian

Antara cadangan utama yang dikemukakan IKS kepada Kementerian Kewangan (
MOF
) untuk Bajet 2022 adalah peruntukan kewangan bagi mewujudkan lorong motosikal di sepanjang jalan dan lebuh raya sedia ada.

“Sudah lama belanjawan negara sejak beberapa tahun dibentangkan, langsung tidak ada iltizam politik untuk memberikan peruntukan kewangan bagi menyediakan lorong motosikal sedemikian. Jika dilaksanakan, boleh menyelamatkan beribu-ribu nyawa, kebanyakannya anak muda Malaysia,” katanya.

Menurut laporan New Straits Times, Lam Thye berkata, disebabkan ketiadaan lorong eksklusif untuk motosikal, maka risiko untuk pengguna motosikal terdedah dengan kemalangan adalah tinggi.

Menurutnya, kebanyakan kemalangan maut serta kecederaan parah membabitkan pengguna motosikal berlaku akibat menunggang menggunakan jalan keluar masuk lorong laju bersama kereta dan kenderaan berat lain.

“Ini disahkan bukan sahaja berdasarkan penyelidikan berterusan yang dijalankan oleh Institut Penyelidikan Keselamatan Jalan Raya Malaysia (
MIROS
) tetapi juga berdasarkan pemikiran yang logik,” ujar beliau.

Terdahulu, MIROS memberitahu media bahawa
lebih 155,000 kematian akibat nahas jalan raya sejak 1995
, dengan tujuh daripada 10 kematian jalan raya adalah penunggang motosikal.

Ini menjadikan Malaysia lebih hampir untuk mengatasi Thailand untuk kadar kematian terburuk di dunia bagi penunggang motosikal.

“Dari tahun 2001 hingga Ogos, seramai 79,916 pengguna motosikal terkorban di Malaysia. Ini seharusnya menyedarkan kita semua bahawa sesuatu yang drastik perlu dilakukan untuk membendung kematian yang tidak seharusnya berlaku”.

Dalam pada itu, Lam Thye berkata, kecederaan lalu lintas jalan raya turut menyumbang sebanyak 14 peratus daripada kematian dalam kalangan kanak-kanak berumur lima hingga 14 tahun, menjadikan kecederaan lalu lintas jalan raya sebagai punca utama kematian kanak-kanak di negara ini.

Inisiatif yang diambil kerajaan bagi membendung masalah ini adalah dengan menyalurkan bantuan subsidi sebanyak 50 peratus atau sehingga RM150 bagi pembelian
kerusi keselamatan kanak-kanak
 menerusi Bajet 2022.

Menteri Kewangan,
Tengku Datuk Seri Zafrul Tengku Abdul Aziz
 berkata, subsidi berkenaan melibatkan peruntukan sebanyak RM30 juta.

Namun persoalannya, adakah subsidi ini satu permulaan untuk membendung permasalahan yang lebih serius melibatkan kematian kanak-kanak di jalan raya, atau sekadar melepaskan batuk di tangga?

Berapakah jumlah kematian dalam negara yang patut terjadi, supaya kerajaan dan pihak terbabit akan 'membuka mata' akan kepentingan projek keselamatan jalan raya di Malaysia?


BMW M Track Experience 2015 – A Date With The Most Powerful Letter In The World

As they’ve done for some years in a row now,
BMW
 had over the last weekend invited us to attend their highly-anticipated M Track Experience Asia 2015.
The fortunate opportunity meant of course that we’d be able to test drive the full range of the M Division’s latest and greatest, for a taste of what it would be like to drive these seemingly ordinary sedans and SUVs that have unashamedly been turned into ferocious track monsters, on a track where they occasionally belong.
Needless to say, BMW’s experience with said business isn’t short of experience or credibility: the BMW M GmbH brand has been around since the 1970s, and have been churning out countless performance heroes based on ordinary vehicles from the BMW brand.
After establishing itself in 1972 with just 35 employees on the payroll, initial projects of BMW M included the mighty 3.0 CSL, and then later, the iconic BMW M1 (the first car to wear the ‘M’ badge). As the list of employees began to grow, BMW’s M Division moved on expanding their portfolio by churning out more high performance versions of their everyday sedans – never forgetting their everyday usability, but bringing pure track-like dynamics and power to the streets.
In year 2000, the M Division saw it fit to attempt turning an SUV, the
BMW X5
 (E53), into one of these high-performance machines and began experimenting. Naturally, the world thought they were mad to commission the engine from an E39 BMW M5 to drive the rear wheels of the then X5 M prototype.
They soon learnt that its xDrive technology was a must to keep the car performing as well on the track as it did on the road, and by 2009, came the full production-spec X5 M and
X6
 M – two of the most bonkers sports utility vehicles the world had ever known, or as BMW would prefer to call them, Sports Activity Vehicle (SAV), and Sports Activity Coupe (SAC), respectively.
Meet The Cars
Amongst the cars we’ve been allowed the privilege to drive at the M Track Experience at Sepang recently were two of the latest iterations of the BMW X5 M and X6 M – and good gosh, these things have come a long way.
The good ol’
F10 BMW
 M5 with its ferocious 4.4-litre M TwinPower V8 was back for a second Track Experience, with not much new to report on since we last drove the super mid-size sedan last year.
Also new to us at the Sepang International Circuit was the dynamic duo of the BMW M
3 Sedan
 and M4 Coupe – we’ve driven the all-new M3 in Germany not too long ago, but never on a track where we could unleash its true potential.
The stars of the day, however, were the all-new BMW X6 M and X5 M. We’ve seen the
X6 M launched here by BMW Malaysia
 with a staggering estimated price of RM1.2 million, topping the BMW i8 supercar even. The BMW X5 M has for whatever reason been left out of the official picture for now, but should BMW Malaysia decide to launch it here, we don’t expect the price to fall too far behind its more stylish Coupe cousin.
Introductions done with, time to get to the driving.
The event organisers kept it simple and sweet for us, on an eventful weekend packed with lots of other activities for fortunate customers and prospective buyers as well. We’d each be given an out lap, a hot lap and then an in lap with each car, and while it may not appear as much, the full lap of the Sepang Circuit used was enough to give us a brief take on the cars.
So let’s get started.
Driving Impressions: 2015 BMW M3 Sedan
It was probably a mistake (in terms of moving up towards to most track-minded and exciting M car on the day) to start things off with the BMW M3/ M4. All global reports of this have been nothing short of positive for the new duo, and equally, lap times around this track and that generally being far quicker than its predecessor.
Speaking of which, I do personally recall driving the E92 BMW M3 around the Sepang Circuit, and what a memorable experience it was back in 2014. The car more than lives up to the hype, with phenomenal handling, composure, and dynamics, topped with a proper V8 howl – where this writer is concerned, there isn’t a better everyday sedan to discover the limits of your driving talents around a track, and then be off straight to pick up the kids from school after.
But where the E92 M3 could rev the nuts off its 420hp naturally-aspirated 4.0-litre V8, the new F80 M3 and M4 has since adopted 3.0-litre straight-six BMW TwinPower engines – something that caused quite a stir when they were first announced. Would it make the same noise? Would its throttle response be as sharp? Could it retain the magic of the old M3?
The truth? We unfortunately say, with heavy hearts, a resounding no. Driving its predecessor made you feel special. The E92 had an unspoken way of becoming an extension of your very self, as clichéd as that sounds. Man and machine being ‘one’ is a far overused term in my opinion, but the M3 is as good a ‘glove’ as it gets. But that alone, unfortunately, doesn’t mean that it’s faster or better by many of today’s expectations.
The all-new F80 M3 is undisputedly quicker and superior in every mechanical and physical aspect: lap times, acceleration, mechanical and aerodynamic grip – it is just better. But it seems to lack the same emotional attachment the E92 is highly underrated for.
The all-new 3.0-litre straight-six engine and its 431hp and 550Nm of torque delivers power ferociously in a straight line, but because the event organisers had us keep the traction control activated in the name of safety, we couldn’t quite get optimal corner exits or assess the instantaneous torque delivery, or how soon before the rear wheels lost traction.
Needless to say, the M DCT seven-speed dual-clutch transmission shifts wickedly quick, and offers three levels of shifting aggression for normal to “ultra-fast” gear changes. The new launch control function lets you burst off the line from 0 to 100km/h in just 4.1 seconds, and we have no disputes about this.
Along with the significant upgrades brought on by BMW M for its new M3 and M4, a key improvement is the new use of carbon fibre-reinforced plastic (CFRP) and aluminium materials throughout the car’s body and chassis construction. This cuts up to 80kg of the car’s weight when compared against its predecessor.
The result of BMW’s thorough development is obvious: there’s so much more ferocity to every inch of this car’s abilities. We would have loved to have disabled the traction control to see just how quickly the rear axle would let us get out of a corner before sending us sideways, but the ESP kept cutting us off.
What was very obvious to us throughout was how much composure was at our disposal – apart from blatantly coming into a corner far too hot, the M3’s nose was ever eager to dart into corners at incredible speeds with equally incredible steering feel and feedback, and then manage to hold impressive speeds around long bends without the rear ever feeling like stepping out of place.
The case is near identical to the M4 Coupe (which wasn’t available to us on the day), and speaking to BMW’s experienced driver trainer, Ivan, we were told that on the extreme limit, the M4 appeared to offer far more high-speed stability and changed directions far more seamlessly. We understand that the torsional rigidity on the M4 is notably higher than that of the M3. Although, you’d have to be on the absolute limit to discover this – a place I believe my talents can’t quite reach just yet.
Driving Impressions: 2015 BMW X6 M, X5 M
The next car we were given a go in after the M3 was actually the BMW M5, but seeing as how not much has changed since we last drove it around the Sepang Circuit and that it’s still the same gnarly beast with its exhaust note ported in from the audio system, let’s move along to what was next on the agenda: the BMW X6 M and X5 M.
In light of keeping this brief, we’ll focus on the one that’s already
available for sale already in Malaysia, the X6 M
. Do keep in mind however that apart from the body styling between the traditional SUV-like X5 M and the coupe styling of the X6 M, there really isn’t much that sets these two giants apart for performance and driving dynamics.
And oh boy, how does it still boggle our minds that BMW’s M Division have an SUV (or SAV, SAC as they’d call it) that is geared for the track this much. To start with, how does 575hp and 750Nm of torque sound? Just about right? We thought so too.
The immense torque of the 4.4-litre V8 M TwinPower Turbo engine is said to have forced BMW’s hand in using a conventional eight-speed M Steptronic torque converter automatic transmission, which BMW says shifts just as fast (and we tend to agree), and also features a launch control function for when you fancy giving its 4.2-second century sprint claim a try.
After just three corners, one thing was apparent to myself and my co-driver: the X6 M was easier and more eager to negotiate getting in, out and around a fast corner with than a BMW M5. Yes, we couldn’t believe what we were saying at the time, either.
The X6 M’s chassis is unfazed by high-speed cornering, and there wasn’t any need to explicitly tame the SAC’s weight by sympathetically compensating for the car’s stature with early braking or desperate attempts to haggle the nose into a corner. On corner exits, we floored it with the ESP system hacking away at our power delivery, but when the full power was released by the system, it was almost impossible to run into instances of understeer.
The lacking understeer for an all-wheel drive vehicle of this size was a bit of magic, but there is a simple and logical explanation: BMW’s latest xDrive all-wheel drive.
Apart from just being able to split the engine’s torque distribution by up to 100% to the front wheels or the rear, the new xDrive all-wheel drive and its new Dynamic Performance Control has a new trick up its sleeves: the ability to split rear-axle torque between left and right wheels.
Where more common torque vectoring systems either jab the brakes at the inside wheel or relieve torque to encourage better turn in, BMW’s Dynamic Performance Control system can effectively employ 100% of the car’s torque to, say, the rear left wheel alone, to ensure sharper turn in to the right – this effective forces the car to dive into your chosen direction, based on your steering inputs.
Of course, this isn’t in effect all the time (but can be), and decisions for where and when this features acts depends on your demands at the time, be it on the limits of grip, or daily driving in less grippy conditions, like on a wet road.
Plainly put, it would take a lot of ‘unintelligence’ for you to cause an X6 M, or X5 M, to understeer.
All of these things have made driving the second-gen BMW X6 M an unbelievable experience: we were lost for words after getting out the car, and then again when we got out of the X5 M after driving that for a few laps.
Again, BMW’s driver trainer, Ivan, tells us that it’s the coupe-esque X6 M that’s the better performer on the limit, also because of its increased structural rigidity. And although we couldn’t quite tell the difference between the two at the limits of our talents, we can’t imagine anyone else finding these limits on public roads either: the moral being that, X5 M, X6 M, your call on body styling is all that differs one from the other.
So, which one of these track ‘M’onsters will you be having?


Review: BMW G12 7 Series – Go Big Or Go Home

More often than not, the changes on a vehicle that has gone through a facelift are not that striking - visually, at least.
These changes, which usually revolve around things like the lights, the bumper design, the wheel design, as well as the exterior colour, often require a second look before one can tell if it’s the pre- or post-facelift model.
In fact, a majority of pre- and post-update models look so similar that only those with an eye for detail will be able to tell which is which at a glance.
However, what BMW has done with the
new G12 7 Series
we’re looking at here, is nothing short of impressive, and is guaranteed to get people talking about it once they see it.
Unveiled earlier this year, the G12 7 Series now comes with new powertrain options, improved driving dynamics, better driver assistance and connectivity features, as well as a few key design updates.
Exterior
The big news is of course, the face of the car itself. In an effort to make the new 7 stand out from the rest of the models in the stable as well as its rivals, the folks at BMW have decided to go crazy with the kidney grille, making it 40% larger than before.
Besides adding more road presence and accentuating the width of the car, the massive kidney grille also serves a purpose - to let enough air in to cool down the engine.
As if the grille is not striking enough, the headlights are now 35% slimmer than before, the BMW emblem is significantly larger, and the height of the bonnet has also increased, which translates to this monstrosity which makes the S-Class and the Audi A8's front ends look like child’s play.
Yes, sufficient air flow and cooling for the engine is important and all, but according to the experts from BMW, this is exactly what customers wanted – a 7 Series with more road presence, and one that looks nothing like any other car in the market.
Speaking of customers, 41% of the pre-facelift 7 Series owners are from China, which makes it the biggest market for the model. So, since bigger and longer often means better in the country, it is no surprise that BMW has decided to cater to their demands, making it what it is today.
Plus, unlike the Mercedes-Benz S-Class which looks just like the E and the C when seen from a distance, the new 7 doesn’t look like anything else in this world. Even if you see it from outer space, you will know that it’s the new 7 Series.
So, if sheer road presence is what you want from a car, look no further.
That said, other exterior updates include redesigned, more aerodynamic bumpers on both Luxury Line and the more aggressive looking M Performance variants, new wheel designs, slimmer LED taillights, a full-width light strip which runs across the rear above the number plate, as well as a more upright side air breathers.
During our stint with the car in Faro, Portugal, earlier this year, we managed to sample two variants – the 750Li Luxury Line, as well as the
745Le plug-in hybrid
 (known as the 740Le in Malaysia) variant which came with the M Performance kit.
Out of the two, the 745Le was obviously the more aggressive looking one, with a very sporty looking front bumper with large air ducts, a sporty wheel design, as well as Blue ‘M’ brake calipers.
The 750i Luxury Line trim, or the “Dato Spec” as we would like to call it, is the more elegant looking one with a generous dose of chrome trim, a very sleek front bumper with nicely hidden air ducts, and classy multi-spoke wheels.
Between the two trims, the one that we prefer is of course the sportier M Performance kit since we are still young and aggressive at heart. However, those who want to keep things classy would prefer the Luxury Line.
As for the Malaysian market,
the 740Le which was launched here
 is the only variant offered, clad in the Pure Excellence package, which is similar to the Luxury Line we're looking at here.
Interior
Inside the cabin, the new 7 remains largely unchanged from the pre-facelift model, with the key updates being the new 10.25-inch Live Cockpit Pro full digital instrument panel, the 12.3-inch central display which is now a touch-screen, and a more customisable Gesture Control system, all of which are powered by BMW’s latest OS 7.0 operating system.
Previously situated under the centre console armrest, the tray for smartphones that support wireless charging is now positioned immediately in front of the cupholders. LED ambient lighting with a choice of six colours is also available as standard.
Other than that, the steering wheel is new, and the rear-seat entertainment has been upgraded, with the 10-inch displays now supporting touchscreen functionality. The audio system offering has also been upgraded from Harman Kardon to Bowers and Wilkins. However, some markets like Malaysia for instance, still gets Harman Kardon.
The car also includes the latest version of the BMW Touch Command unit. This removable tablet with a 7-inch screen can be used from any seat and even outside the vehicle.
Unlike the exterior, the 7 Series’ cabin still looks and feels the same as before. The only difference is that things are more technologically advanced and a tad more convenient than before.
But overall, it is still an absolutely lovely place to be in, both at the driver’s seat and the rear “Tauke” seat.
If we are to compare the cabin with the S-Class’ which actually looks like a spaceship, the 7 Series looks slightly more conservative and a bit dated, as there is not as much “screen” or ambient light colours as the S.
The rear seats still lose to the S-Class in terms of comfort as they are much firmer, but where the 7 wins is with the driver’s seat. The firmer seats give a very sporty and engaging feel, similar to what you would feel if you’re driving a luxurious sports car.
Driving Impression
We managed to sample two variants during our stint with the new 7 Series during the global launch in Portugal earlier this year– the 750Li xDrive and the 745Le xDrive plug-in hybrid.
The first car which we drove was the 750Li, which is powered by the same 4.4-litre TwinPower Turbo V8 engine as the M850i, producing 530 hp and 750 Nm of maximum torque (80 hp and 100 Nm more than before). Paired to the engine is the latest-generation 8-speed automatic Steptronic transmission and BMW’s xDrive all-wheel drive system.
Capable of sprinting from 0 to 100 km/h in just 4.1 seconds, the 750Li xDrive, despite its size, is very fast car. Power delivery is not only instant, but also very seamless.
Specifications of the BMW 7 Series 750Li xDrive
Engine: 4.4-litre V8 TwinPower Turbo
Transmission: 8-speed automatic
Max power: 530 PS at 5,500 rpm
Max torque: 750 Nm from 1,800 to 4,500 rpm
0 to 100 km/h: 4.1-seconds
Top speed: 250 km/h
After driving it around for about half a day, what we loved most about the new 7 is that it's just as impressive around corners as it is powerful in a straight line.
Thanks to the xDrive all-wheel drive system, the suspension that has been tweaked to be slightly firmer than before, and the updated Active Steering system, the new 7 Series handled corners with so much agility and composure that it didn’t feel like we were in a limousine at all.
The same goes for the 745Le plug-in hybrid as well, which is now powered by a bigger, more powerful 3.0-litre turbocharged straight-six engine producing 286 PS and 450 Nm of torque, as opposed to the outgoing 2.0-litre turbo engine which was producing 258 PS and 400 Nm of torque.
The new 3.0-litre engine is now aided by a synchronous electric motor integrated into the transmission which adds another 113 hp and 265 Nm of torque. The nett maximum output (when in Sport mode) is 394 hp and 600 Nm of torque.
Specifications of the BMW 7 Series 745Le xDrive (known as the 740Le in Malaysia)
Engine: 3.0-litre turbocharged inline-six
Transmission: 8-speed automatic
Battery / Electric motor: 12 kWh / 113 PS
Max power (combined): 394 PS at 5,500 rpm
Max torque (combined): 600 Nm from 1,500 to 3,500 rpm
Electric range: Up to 54 km
0 to 100 km/h: 5.1 seconds
Top speed: 250 km/h
Also new is the 12 kWh lithium-ion battery which gives the plug-in hybrid 7 Series a pure-electric driving range of up to 54 km, compared to the outgoing 9.2 kWh battery which had an electric driving range of up to 40-odd km.
While a full charge requires 4.4 hours using a 16 A / 230 V power outlet, the 745Le xDrive can reach speeds of up to 110 km/h (20 km/h faster than the pre-facelift model) in all-electric mode before the engine kicks in, and reach speeds of up to 140 km/h in Electric mode.
There is also a new Battery Control mode in addition to the Electric, Hybrid, Sport, and Adaptive modes, which reserves a certain amount of battery charge which is pre-determined by the driver.
In terms of driving characteristics, the new 3.0-litre engine obviously makes the car feel much quicker and smoother than before, but the big difference is that the transition between full electric mode and normal mode when the engine kicks in is so smooth that it is barely noticeable.
Capable of sprinting from naught to 100 in 5.1 seconds, the 745Le didn’t really feel that slow compared to the 750Li xDrive. It is still a fast car and it handles just as impressively as the other variants.
Throughout our stint with both variants, the level of refinement and comfort was top notch, but the seats were a bit too firm for our liking. Unlike the S-Class’ seats which are arguably the most comfortable in the business, the 7’seats takes some time to get used to.
But the advantage of the firm seats is that they reminded us that we are in a car that is still very driver-oriented, especially when we were seated in front.
When we were driving it hard around twisty bits, the seats held us firmly and made sure that our butts were not sliding from one corner to another, which is rarely the case in most luxury cars. Simply put, what we have here is a limousine that is also ideal for some occasional canyon-carving.
However, the suspension of the new 7 Series, despite being the same in terms of hardware has been tuned to be firmer than before, and it was noticeable when we drove it.
Although some may enjoy the firmness as it translates into better handling, some drivers (including ourselves) may argue that it needs to be slightly softer, so that it would be more comfortable when it is driven in places like our amazing pothole-filled Malaysian roads.
Conclusion
Overall, the 7 Series is a much more capable and relevant product now, thanks to the new powertrain options, improved hybrid system, as well as new driver assistance and convenience features among others.
If we are to compare the two cars we are looking at here – the 750Li xDrive and the 745Le plug-in hybrid - there are a few key differences which may help potential buyers decide which is the most suitable for them.
While the non-hybrid versions are more powerful and come with a bigger boot (since there is no battery pack), the plug-in hybrid variants such as the 745Le xDrive which we drove here do not only consume less fuel, but also feel significantly quieter than the already quiet and refined cabin (in Hybrid and Electric modes).
However, they come with a smaller boot, and less power than their non-hybrid siblings. So, regardless of what floats your boat, there's something for everyone here.
If we are to compare the new 7 with its rivals, there are areas in which it wins, and some where it loses out.
For instance, the cabin may not be as extravagant as an S-Class or as modern as an Audi A8, but if you’re someone who would rather be at the driver’s seat, the 7 feels the best as it is one of the best driving cars in its segment.
The cabin may be a bit more conservative than its rivals, but the exterior of the new 7 Series, especially the front end, oh boy... you can love it or hate it, but one thing is for certain: you will definitely notice it.
Looking for a new BMW? Find the best deals
here
.


Rozita Che Wan to Bring Home a Haval H2 This Hari Raya

Popular Malaysian actress Rozita Che Wan was presented with a Haval H2 SUV by the brand’s distributor Go Auto yesterday, as a token of appreciation for being the brand's ambassador since October last year.
Go Auto's executive director Dato' SM Azli SM Nasimuddin Kamil said the firm was proud to have 'Che Ta', as Rozita is also known, as Haval Malaysia's ambassador and thanked the actress for her willingness to front the brand.
He said Go Auto hopes Che Ta would enjoy travelling her new SUV this festive season.
To make it more meaningful, the SUV was also presented to the Alor Setar-born actress with a unique registration number; 'RQ 2174' which translates to her name, Rozita.
Speaking on the H2, Che Ta said that the H2 was more than she could ask for as the SUV comes equipped with six airbags, a sunroof, ABS, ESP, TPMS, electronic parking brake (EPB), six-way electrically-adjustable driver’s seat, reverse camera, multimedia system and more.
"Priced at RM89,950 for the manual variant and RM 101,950 for the premium, the H2 is just as well equipped as many vehicles that cost much more," she said.
The Haval H2 also comes with a five-years / 150,000km warranty, while the smaller H1 comes with a seven-year warranty with service centres available nationwide.


Toyota's Intelligent Clearance Sonar System Significantly Reduces Accidents

Most of you may know of someone, whether it's a family member or a friend, or a friend of a friend, who has confused the accelerator for the brake pedal and had a minor accident. It's a fairly common occurence around the world, and the results range from comical to tragic depending on what the driver may end up colliding with.
But Toyota has found a way around this. We've all heard of auto-emergency braking systems that usually automatically apply the brakes when the car is on a collision path with an obstacle at low speeds- but what we rarely see is the system being applied for parking, both forward and rearwards. Toyota's Intelligent Clearance Sonar (ICS) system was their answer to the problem, automatically applying brakes when it detects a collision may happen- whether going forwards or reversing.
The ICS is one of many systems under Toyota's Enhanced Parking Systems package. It is grouped together with the all-round panoramic camera, which provide the driver with more than the standard reverse camera view. After an 18-month study of ICS implementation in their cars, Toyota found that there was a significant reduction in the number of accidents. There was a 70% reduction in cases where drivers confused the pedals, and there was a 40% reduction in cases where drivers were reversing and did not realize they may collide with something.


It’s a Go! Lamborghini Confirms Urus SUV will go into Production, Introduction in 2018

Thanks to a joint commitment from the
Volkswagen
 Group,
Audi
 AG, the Italian Ministry of Economic Development, Invitalia (Italian national agency for inward investments and economic development), Emilia Romagna Region, the Union representatives, and Automobili
Lamborghini
, production of the Urus SUV has been greenlit, with the date for its market introduction set for 2018.
Though Lamborghini has been very positive about putting their Urus SUV concept into production, since unveiling it to the public at the 2012 Beijing Auto Show, securing the necessary investments to build it on the other hand,
hasn’t been so straight forward for the supercar maker
. For a small supercar maker to upscale their production to accommodate the volume for a more ‘mainstream’ product like the Urus SUV, they won't be able to go at it alone.
With the support of the aforementioned government and corporate bodies, Lamborghini now has the secure means to move ahead with production of the Urus and has stated that they will be investing hundreds of millions of Euros over the lifecycle of the SUV. First on the agenda would be nearly doubling the size of their factory in Sant’Agata from its current size of 80,000 square metres, to around 150,000 square metres. This expansion work will also include the construction of new facilities such as a new production line, warehousing, and enlargement of their R&D department. With a bigger factory, Lamborghini plans to hire 500 new employees.
It sounds like a big order for a big new model, but if Sant’Agata’s third new model would be able to do to Lamborghini’s fortunes what the
Cayenne
 did to
Porsche's
, then good times are ahead for the charging bull.


BMW DC Fast Chargers Now Pay-To-Use - What Do Malaysian EV Users Have To Say?

BMW dealerships in Malaysia were some of the first to
install DC fast charging stations
 in the country. Though they were once free to roll up to and plug in, some of them have begun charging but what do EV owners think about it?

It’s a pretty logical progression to assume that all forms of EV charging cost money, though there are plans for it to be heavily subsidised. This is doubly so for DC fast chargers that can replenish an EV’s energy reserves much more quickly than the
slower AC variety
.

DC Charging Cannot Stay FOC

However, because the DC fast charging stations were erected and paid for by the specific dealership, EV users in Malaysia knew it was only a matter of time before they were made no longer free to use.

That said, they have noticed that some have taken it upon themselves to introduce their own pricing scheme, which is determined by the management of each dealership, creating a lack of transparency and uniformity in charging costs.

For example, it is now understood that the use of Auto Bavaria Ara Damansara’s 90kW DC fast chargers will only allow 10 minutes of charging for free but will cost RM1.40 per minute of use thereafter. Meanwhile, many dealerships under Ingress Auto will reportedly charge owners a flat RM50 to plug into their 90kW DC charger, payable via bank transfer.

Though all modern EVs support the universal CCS2 input connector, Ingress Auto’s policy toward other electric vehicles not made by BMW or MINI is to charge a flat RM70. As this does not seem to factor in charging time, it might be a better option for cars that have a large battery capacity (and consequently, longer charge time).

EV Community Weighs In

Shahrol Halmi, president of Malaysia’s largest community of EV owners/users,
MyEVOC
, has expressed his view on the matter to
Carlist.my
:

“We think it's fair that the users need to pay for these DCFCs (DC Fast Chargers) - without some form of cost recovery, the number of DCFCs won't grow quickly enough to support the EV growth. The key problem is about user-friendliness of the method to locate, check status and payment for these DCFCs,” he said.

“For example, the DCFCs at the BMW dealers are all wrapped and branded identically - but they have varying ways for users to pay, and some of them aren't even on any apps that users can check to see if those DCFCs are available or occupied,”

“We would also like to see more DCFCs offering the option of paying by kWh - CPOs should work more closely with Suruhanjaya Tenaga to work out a win-win-win solution for users, CPOs and the regulator.”

More DC Charging Providers

Petrochemical provider Shell has been a pioneer of DC fast charging stations that are not tied to any specific automotive brand, though they are partnered with Porsche. Their long-term plan is to build up a network of
high-performance charging (HPC) stations
 in key locations around Malaysia by leveraging their extensive coverage of petrol filling stations.

These chargers will be outfitted with a 180kW DC output via CCS2 connector and are claimed to be able to recharge a depleted Porsche Taycan to 80% capacity in 30 minutes. Users will be charged RM20 for every 5 minutes their car spends plugged in in addition to an RM4 confirmation fee to unlock the charging bay.

Alternatively, Shell also sells a 1-year subscription for RM835 that reduces charging costs by approximately 40% in addition to other perks, which owners of the Porsche Taycan receive automatically.

While this is
just one example
 of an EV charging service provider, it is the most likely template for what we can expect in the future, which is still marred by brand segmentation, confusing tier levels, and a lack of universality.

That being said, we can all agree that increasing abundance (and public expectation on availability) for DC chargers are only a good thing for electric vehicle adoption.


2-3 Months Backlog To Obtain A Driving License In Malaysia

Transport Minister Datuk Seri Dr Wee Ka Siong has told JPJ to
improve what is lacking
 as there is a long backlog of candidates waiting to obtain driving licences, up to 2-3 months.

As reported by The Star,
Dr Wee
 has come out and said that "Those planning to take the driver's licence test have to wait two to three months".

He said this during his visit to Berjaya Driving Institute in Johor, where he said
the waiting list
was the same for Johor and the Klang Valley.

"As of July 2022, within a period of seven months, the number of Berjaya's students is almost equal to the total number of students for the period of 2018. This shows an increase of 42% of students who have registered this year compared to 2018.

"Meanwhile, the number of instructors at the institution decreased from 215 in 2020 to only 185 in 2022 currently,"

He continued by saying that the number of those wanting to take their driving license in Johor outweighs the number of
certified driving instructors
 as 3,639 people were waiting to take driving classes and that there are only 1,518 certified driving instructors ready to serve them.

"I've instructed JPJ to resolve the issue of candidates piling up or 'backlog' immediately".

It seems like the main issue here is that there is a lack of certified driving instructors around the country, where the current crop cannot keep up with the many numbers of people wanting to get their driving licenses.


Motonation 2017 To Rock Petrolheads In Putrajaya Next Month

2017 has been a very eventful year for petrolheads in Malaysia as we got to witness many major automotive exhibitions.
And even though it is already the end of the year, things are not showing any signs of slowing down as we have another massive automotive lifestyle event lined up just for you in December – Motonation 2017.
All set to take place at the Putrajaya International Convention Centre (PICC) from 1 to 3 December, Motonation promises to be more than just an exhibition.
According to organisers, it will be a three-day long carnival which will consist of:
Automotive exhibition
Market place for traders
Art gallery
Concerts
Extreme sports arena
Children playzone
Paintball shooting range
Food trucks
Remote Control car race
Drifting demo
Besides the above, other highlights of the event include:
Racing Simulation Tournament in partnership with RACEROOM (KW Suspension Group of Companies)
“Underground Car Park” Show and Shine competition with automotive clubs
‘Superb Competition’ by Teraju with total prizes worth RM 3 million
Bike and Car customization competition with prizes worth of RM140,000
Lucky draw with prizes worth up to RM350,000
Asia Automotive Appreciation Award 2017 in collaboration with Spanarboy.
In case you're wondering what the prizes are for the lucky draw, you are up for a pleasant surprise as the grand prize is an Audi A3 1.4 TFSI kitted with original Audi accessories all the way from Ingolstadt.
Apart from the Audi A3, there will be MODENAS MR1 and MR2 motorcycles, a customised V15 Modenas bike, fruity Apple iPads, as well as Casio G-Shock watches.
And since Petron is the main sponsor of the event, it is providng lucky visitors the chance to grab five RM1000 P-Fuel cards, 20 RM200 P-Fuel Cards, a 1:24 special edition Porsche scale model car and also umbrellas. All in all, there will be more than RM350,000.00 worth of fabulous prizes for visitors at Motonation 2017.
Organised in collaboration with the Malaysian Automotive Institute, Ministry of International Trade and Industry (MITI), and OAG Entertainment Group among others, Motonation 2017 is targeting a massive 500,000 visitors throughout the 3 days.
Unlike most auto shows and gatherings which either focus purely on cars or bikes, Motonation will see a fair deal of both being present, comprising every style, culture, and movement imaginable.
In an effort to hype up the big event, a series of roadshows have already taken place in JB, Kota Baru, as well as the National Art Gallery in Kuala Lumpur where the response has been nothing short of overwhelming.
That being said, the stage is all set for Motonation 2017, and the countdown has already begun. So, save the dates and be prepared to give your senses a feast.
Entrance fee is priced at RM15 per day for adults and RM10 per day for children aged from 4 to 12 years old.


Review: 2015 Nissan X-Trail T32 – Reviving a Fallen Hero

Amidst the current popularity of SUVs among private owners, it is worth remembering that
Nissan
 was one of the early car makers to have ventured into the idea of turning a previously robust and utilitarian class of vehicle into something sufficiently refined for family usage.
The original
Nissan X-Trail
 was launched at the turn of the century. Compared to the body-on-frame Terrano that came before it, the T30 X-Trail was a quantum leap in packaging and sophistication. Whilst offering passenger car levels of comfort and refinement, the X-Trail offered superior robustness over the
CR-V
 of the time, making it an ideal choice for both families and light off-road usage.
The second-generation T31 X-Trail that came afterward sought to maintain the well-proven template of its predecessor; yet, its case was undermined (as far as the Malaysian market is concerned) by the lack of all-wheel drive and local assembly. For little justifiable reason to the consumer, the X-Trail became a costlier product without giving more value.
Nissan evidently took the lessons from the T31’s lukewarm popularity and revamped the X-Trail template from ground up. The result is the
third-generation T32 X-Trail
 which, as we can see from fast-growing numbers on the road, is proving to be a product much better suited to current market needs.
Specifications:
Variant Tested: 2.0 2WD
Price: RM141,067.01
Engine: Inline-4, Transverse, DOHC, petrol direct injection
Power: 144PS @ 6,000rpm
Torque: 200Nm @ 4,400rpm
Transmission: CVT, FWD
Variant Tested: 2.5 4WD Tuned by Impul
Price: RM172,516.42 on-the-road with insurance
Engine: Inline-4, Transverse, DOHC, port fuel injection
Power: 171PS @ 6,000rpm
Torque: 233Nm @ 4,000rpm
Transmission: CVT, Intelligent AWD
Safety: 2 airbags, ABS, EBD, brake assist, electronic stability control (VDC), traction control, (TCS), active brake limited slip (ABLS), hill start assist (HSA), ISOFIX (2
nd
 row)
Origin: Locally-assembled at Serendah

Overview
Buyers of the X-Trail are offered a choice between two mechanical configurations – a 2.0-litre petrol direct injection engine powering only the front wheels, or a 2.5-litre port injection engine sending traction to all fours. Whichever way you choose, Nissan’s X-Tronic CVT is the default transmission.
Prices start at RM141,067.01 and RM163,895.94 for the 2.0- and 2.5-litre models respectively, and there is very little in the way of equipment that separate the two variants. Safety is standardized across the range, as are keyless entry, auto headlamps, cruise control, and steering-mounted controls.
Additionally, buyers are offered a range of optional accessories to spec their vehicles up:
Combination leather seat: RM2,800 (for 2.0 only, standard for 2.5)
8-inch multimedia navigator: RM3,800
Body coating: RM2,350
Tinted glass:
Solar Gard – RM1,450
V-Kool Armorcoat – RM2,850
V-Kool Elite Security – RM4,400
More recently introduced is the option to add
accessories from Impul
, which buyers can choose to specify individually or bundle them into a package that adds RM8,400 to the vehicle’s purchase price:
Impul Aerokit – front, rear, and side skirts – RM5,300 with installation and painting
235/55 R18 Continental MC5 tyres – RM2,756 per set of four
18-inch Impul Aura SX-50 wheels – RM5,830 per set of four
Impul Sports springs – RM1,060 per set of four
For the purpose of this review, we drove the X-Trail in its base 2.0-litre FWD format followed by an Impul-enhanced 2.5-litre AWD test unit.

Competition for the X-Trail
 starts from the likes of the
Honda CR-V
 and
Mazda CX-5
, both of which offer 2.0-litre FWD variants as entry points into their model ranges. The 2.5-litre model competes more directly with the likes of the
Hyundai Santa Fe
,
Kia Sorento
, as well as the recently-launched
Mitsubishi Outlander
; all three are seven-seaters powered by 2.4-litre petrol engines.
Nissan makes big noises about the X-Trail’s array of smart technology and premium features, and it is noteworthy that equipment such as 360-degree camera, LED daytime running lights, and Nissan’s Active Chassis Control software are standard fit in both variants. Yet, it is equally baffling that seeing all variants of the
Sylphy
 and
Teana
 getting six airbags as standard, the seven-seater X-Trail makes do with only two.
Exterior
From what was previously an evolutionary styling application on the second-generation T31 X-Trail, Nissan opted for a clean slate approach with the T32, completely eschewing now-familiar design cues that characterised the first two members of this model lineage.
Unlike its boxier-looking predecessors, the T32 X-Trail is more curvaceous and rounded, invoking visual similarities with the higher-end Murano.  The most significant external differentiation between the 2.0- and 2.5-litre variants are their respective headlights – halogen reflectors on the former, LEDs on the latter. Yet, regardless of choice, you get very premium-looking boomerang-shaped LED daytime running lights built into the headlamp cluster as standard. It is a nice touch that helps elevates the X-Trail’s perceived value to onlookers.

In its unmolested state, the X-Trail stands out confidently as a handsome and well-proportioned SUV. Slapping on the optional Impul kit as seen in our 2.5-litre test car adds a dose of aggression and purposefulness to its stance thanks to a 30mm reduction in ride height.
Most of the X-Trail’s rivals come with reverse cameras for safe and convenient backing up. Nissan goes a step further by providing a segment-first 360-degree Around View Monitor. Using trick computer software, the AVM system stitches visual feed from four strategically-positioned cameras to generate a birds-eye view of the vehicle’s surroundings. We appreciate that a feature otherwise reserved for vehicles more than twice the price has trickled down to the X-Trail’s price point, but Nissan’s execution could use further polish – the monitor deactivates the moment reverse gear is disengaged; a more logical approach would have been to trigger deactivation as the vehicle exceeds a certain speed after moving forward, enabling more seamless use of the feature in tight spaces.
Interior
Whilst subjecting the cabin to a ground-up makeover from its predecessor, Nissan also very actively dipped into the parts bin to build the new X-Trail’s interior. Anyone acquainted with recent Nissan cabins from the Sylphy and Teana right up to the
NP300 Navara
 will find the the X-Trail’s cabin to be very familiar surroundings.
Typical of most Japanese vehicles, layout of controls are straight forward and intuitive to use. Clarity of instruments is similarly commendable, but the display screens can be better organized. Scrolling is one direction only and there is no separation between audio, trip computer, and drive assist displays, making browsing through information on the move cumbersome.
Owners of past X-Trails jumping over to the current one will find a reassuringly familiar presence in the pair of chilled cup holders integrated into the centre console. It’s a useful feature to help keep your drinks cool on the move, but we can’t help but wonder if the plumbing works needed to bleed cool air off the air-conditioning system to facilitate this feature created unnecessary packaging constraints. To our eyes, we see a centre console that is under-utilized in its partitioning for small item utility space. The cabin at large, however, has a total of ten cupholders at your disposal.
Just like its exterior, there is minimal differentiation in equipment between the 2.0- and 2.5-litre variants – leather upholstery (optional in the 2.0) and powered front seats are the only items exclusive to the 2.5.
Most important news of the interior is the addition of third row seats expanding the X-Trail’s legal occupant capacity from five to seven persons on the move. Realistically speaking, however, the third row is recommended only for pint-sized adults in short commutes.
Split-folding capability is engineered into both the second and third row seats, which allow the X-Trail’s cargo hold to be pushed to 550 litres with the third row folded down right up to 1,520 litres all seats down. To keep valuables away from prying eyes, a tonneau cover is provided and can be fitted into two different slots to accommodate for adjustment of the second row seats. When not in use, the tonneau cover can be stored out of sight beneath an underfloor storage lid.
How does it drive?
A much-publicized feature of the X-Trail is its Active Chassis Control system which, in the most succinct terms, utilizes a combination of engine braking as well as selective individual braking of each wheel to smoothen out poor surfaces (Active Ride Control), reduce vehicle speed (Active Engine Brake), and perform torque vectoring function (Active Trace Control).
A point to make about Active Ride Control is that it doesn’t cancel out imperfections and harshness of the road surface. In short, it does not transform the X-Trail into a Rolls-Royce, or Mercedes-Benz, or even a Ford Kuga for that matter. What it does accomplish, however, is that it mitigates the aftershocks; meaning that whilst you do feel bumps and potholes below you, the subsequent bouncing you typically get in other vehicles are reduced.
Overall though, the X-Trail is a sensibly-configured and smooth-to-drive SUV. Regardless of your chosen variant, refinement levels are high, performance is adequate, and handling entirely satisfactory for the purpose.
In the context of urban and highway driving, we found the 2.0-litre model hardly wanting for either performance or traction; the 2.5, meanwhile, even with its electronic 4WD system set on 4WD Auto mode, hardly ever needed to route anywhere near 20 percent of torque astern. It demonstrates a chassis setup configured to optimize grip with traction coming only from the front; any additional grip from the rear is a bonus.
Performance advantage of the 2.5-litre model only comes into play on upward slopes, where the bigger engine’s superior torque enables more effortless climbing.
Thanks to its stiffer springs and lowered ride height, the fitment of Impul suspension help provide more effective suppression of body roll around corners and added stability at high speeds. As a whole, however, we feel it is an unnecessary enhancement; the standard setup handles well enough and, as we would elaborate further, the trade-off in ride quality is not a satisfactory one.
How comfortable is it?
As mentioned earlier, Active Ride Control does not give the X-Trail a magic carpet-like ride. Whilst it is true that bouncing after impact is much reduced, that first jolt as you hit a pothole or road patch still makes its presence felt, although it is not what you would call harsh-riding.
Swapping the standard springs for the Impul units do not adversely affect the X-Trail’s primary ride, but long undulations over highways are not coped with as effectively. The ride characteristics come out as being at odds with the X-Trail’s generally-refined demeanour. If the Impul look tickles your fancy, that’s fine, but think long and hard before agreeing to fit those springs on.
How economical is it?
If fuel consumption of 9.9 litres/100km sound for a seven seater SUV sounds good enough for you, the good news is that we achieved this figure on the all-wheel driven 2.5-litre model with a mix of highway and urban driving conditions in a 50:50 mix.
Strangely enough, the lesser-powered 2.0-litre model, despite the benefit of a more advanced direct injection engine and not having the burden of powering the rear wheels, fared only slightly better doing 9.8 litres/100km in similar conditions.
After the first 1,000 and 5,000km services, subsequent maintenance of the X-Trail is performed at 6-month / 10,000km intervals. Estimated costs are slightly lower in the 2.0-litre model, adding up to just over RM6,100 over 5 years / 100,000km of usage. For the 2.5, set aside RM6,700 thereabouts over the same period.
Detailed service breakdown of both models provided by Tan Chong Ekpres Auto Service are provided below:

Conclusion
This current X-Trail is not a vehicle without weakness, but it does have handsome looks to capitalize on. The inexplicably bizarre decision to settle for only two airbags aside, the X-Trail exudes high perceived value, thanks to a good count of standard kit that includes a number of premium features, some of them unique within its price segment.
Between variants, the 2.0-litre model should prove adequate for most buyers. It offers respectable performance whilst not shedding too much equipment against its 2.5-litre sibling. Dynamically, the X-Trail handles most conditions steadily enough with front-wheel drive, meaning the added traction benefits of all-wheel drive really only comes into play in very severe conditions.
Having allowed the T30 to soldier on way past its sell-by date and subsequently not moving the game on enough with the T31, the X-Trail nameplate was a fading force before the current T32 model came into the picture. The ground up rejuvenation we see here was exactly what the doctor ordered to
restore the X-Trail to the mainstream buying public's consciousness
.


Now "Not The Right Time" For Targeted Fuel Subsidies - Tengku Zafrul

For most of 2022 we’ve heard that
blanket fuel subsidies
 will soon be a thing of the past, but so far have not seen many outward facing steps to remove it. According to our Finance Minister, perhaps the government are reconsidering.

Earlier this week while talking to members of the media at the 2022 Wild Digital SEA conference in Kuala Lumpur, Tengku Zafrul Abdul Aziz expressed the sentiment that it might
“not be the right time”
 to implement targeted subsidies.

Not the right time for targeted fuel subsidies

The reasons mentioned include the fact that the Malaysian economy is still in recovery from the pandemic while
the inflation rate
, at least compared to other countries, remains low. He stressed that the timing coupled with the correct execution is necessary to successfully implement such subsidies in a targeted manner.

Additionally, the Minister also pointed to the instability with the price of crude oil, implying that the current high prices seen this year could well be a temporary spike: “If the (market) price of oil at that time is low,
maybe there’s no need for targeted subsidy
 as the government
can continue to give the subsidy.
”

Indeed it would be a waste of time and effort to abolish blanket subsidies only to implement its replacement scheme as the high price of crude oil is no longer a problem factor. Things can, for lack of a better phrase,
return to business as usual.

Aside from that, Tengku Zafrul also revealed that an additional dividend of RM25 billion by Petronas will be
used for government expenditure
 as well as to cover the cost of fuel subsidies, which is expected to reach up to RM80 billion in 2022.


Mitsubishi 4SureThrill All-Set To Rock This Weekend

Want to experience first-hand thrills of high-speed rides and off-road driving, as well as the rugged capabilities of the
new Triton
? Well buckle up and hold on as Mitsubishi’s 4SureThrill event gets ready to rock, this 9-10th March, at the Outdoor Carpark, Setia City Convention Centre.

Join two-time Dakar Rally champion Hiroshi Masuoka from Japan and Malaysian Motorsports Athlete, Leona Chin as they take you for a wild ride on a specially designed off-road course to show you the capabilities of the
new Mitsubishi Triton
.

Hiroshi Masuoka is a Japanese rally legend and two-time Dakar Rally champion. Having won consecutively in 2002 and 2003, he is one of only four drivers to that have won the prestigious event back-to-back. Mitsubishi Motors is the most successful manufacturer in Dakar Rally history, winning the “World's Toughest Race” a record of 12 times.

Leona Chin is a local motorsports athlete best known for her longtime association with the sport of drifting. However, in more recent years, she has done everything from go-karting to rallying and circuit racing. She was recently honoured as the ‘Most Promising Female Motorsports Athlete’ in the Asia Automotive Awards 2019, and 'Most Inspiring Female Motorsports Athlete' in the Petronas SIC Motorsports Association of Malaysia (MAM) Awards.

Besides taking on the thrilling taxi rides with Hiroshi Masuoka and Leona Chin, customers can also test drive the new Triton pickup on- and off-road with on a purpose-built track specially designed to test Mitsubishi's Super-Select 4WD II system and off-road mode. The track also features a descending slope to test the Hill Descent Control on the new Triton.

Additionally, visitors to the event can also expect the following:

First 1,000 customers to own the new Triton will receive an exclusive limited edition Thule Subterra Luggage worth RM2, 000

Petrol card vouchers worth RM30 for the first 30 new owners who book any Mitsubishi model

Exclusive Ralliart umbrella for new owners who book any Mitsubishi model

FREE Starbucks coffee for the first 100 participants to complete all three courses (high-speed ride, off-road obstacle course, and on-road test drive)

4Sure Thrill photo/video contest winners will receive RM800 petrol card vouchers, RM500 Touch & Go card and RM300 Tesco vouchers for the first, second and third prize respectively.

There's entertainment for the entire family, including RM5,000 in lucky draw prizes waiting to be won. The 4SureThrill event starts at 10.00 am and ends at 8.00 pm on both Saturday and Sunday. Visit the Mitsubishi Motors Malaysia
website
 for more details.


Paris 2016: BMW X2 Previewed In Concept Form

Foreshadowing the
production model’s imminent arrival
, BMW is teasing its upcoming X2 compact crossover coupe at the 2016 Paris Motor Show in concept form.
Finished in a striking shade of Luminous Red distinctly contrasted against dark-coloured claddings, the BMW Concept X2 seeks to portray a mix of sportiness and ruggedness in its pose.
“The BMW Concept X2 combines the fast-moving body language and low-slung proportions of a coupe with the robust construction of an X model. This is a sporty vehicle with a bold character, and it allows us to open up some fascinating new design possibilities for the BMW brand,” says Karim Habib, Head of BMW Design.
The concept’s design pays tribute to the brand’s long-standing history in making glorious coupes. Aficionados of the brand will, in particular, take note of the BMW roundel placed at the base of the C-pillar, a design cue that harks back its models from the 1970s.
Up front, the Concept X2 sports the latest interpretation of BMW’s trademark appearance of the double kidney grilles flanked two circular headlights on each side. In contrast with existing or previous BMW models, the kidney grilles of the Concept X2 are wider at the bottom than at the top, a design cue which the car’s designers claim to visually lower the car. The entire grille itself sits lower than the tail lights, further cultivating a lowered appearance.
BMW’s official communication materials make no mention of the X2’s mechanical make up, but it is widely-known to be based upon the current UKL-platform of the
F48 X1
, with a range of transverse-mounted engines mated to FWD and AWD drivetrains.
Reports have indicated that X2 is set for market launch in 2017, and we expect it to feature the same range of engines as found in the X1, namely the 1.5-litre 3-cylinder and 2.0-litre 4-cylinder B-series petrol and diesel engines in various states of tune.