Review: Mercedes-Benz C200 Coupe (C205) – Sensual Purity With Sophistication

The C-Class Coupe is, in name, a relatively new product in Mercedes-Benz’s line-up. In practice, however, the concept of building a coupe off the C-Class’ platform goes right back to 1997 with
now-discontinued CLK
.
The previous-generation C207 E-Class Coupe that replaced the CLK in 2009 was also based on hardware from the W204 C-Class. The new
C238 E-Class Coupe
, however, brings this practice to an end by going back to sharing components with the
E-Class sedan
.
There was also the curious
CLC three-door hatchback-cum-coupe
 that wore W204 styling with W203 hardware underneath, but the less that is said about this is the better. Mercedes-Benz eventually dropped the CLC in 2011 mid-way through the W204’s model cycle and replaced it with a conventional two-door C-Class Coupe.
So, despite actually having a somewhat lengthy history behind it, the Mercedes-Benz C-Class Coupe now enters only in its
second model generation
.
Specifications:
Price: RM308,888 (CBU, OTR without Insurance)
Engine: 2.0-litre, Inline-4 Longitudinal, Turbo, Petrol Direct Injection
Power: 184hp @ 5,500rpm
Torque: 300Nm @ 1,200 – 4,000rpm
Transmission: 7-speed torque converter automatic, RWD
Safety: 7 airbags, ABS, EBD, ISOFIX, Electronic Stability Control, Autonomous Emergency Braking
Origin: Fully Imported from Germany
Overview
If you’re familiar with the
C-Class sedan line-up
, the Coupe’s model mix should not need much introduction. The range kicks off with the C200 that is the subject of our review today at RM308,888 on-the-road without insurance followed by the C250 and C300 at increments of RM30,000 and RM50,000 respectively.
Like their sedan counterparts, and indeed much of the Mercedes line-up at present, all variants of the C-Class Coupe in Malaysia are powered by the 2.0-litre M274 petrol engine in varying states of tune. Outputs peak at 184hp/300Nm for our C200 test car, rising to 211hp/350Nm in the C250 then on to 245hp/370Nm in the C300.
Merc’s in-house 7G-Tronic auto is the standard transmission for all sending drive astern, and operated by the brand’s unique electronic column-mounted selector stalk complete with paddle shifters for manual selection.
On the equipment front, keyless entry is available only from the C250 upwards, but reverse camera is standard, and a very good one at that – images were crystal clear in all lighting conditions. Safety is given commendable emphasis too, the C-Class Coupe gives autonomous emergency braking as standard – something which neither of its closest rivals, the
BMW 4 Series
 or
Audi A5
, offer even as an option.
Exterior
The C-Class Coupe occupies roughly the same footprint as its sedan counterpart; both vehicles measuring identically in length (4,686mm), wheelbase (2,840mm) and width (1,810mm). The sedan stands slightly taller, however, at 1,442mm against the coupe’s 1,405mm. The coupe tucks its wheels closer into the body though, its front and rear tracks both narrower than the sedan by small margins.
In appearance, the Coupe’s membership in the C-Class family is immediately obvious from the fascia although telling a C-, E-, and S-Class apart at one glance can be a bit of a tricky art of itself these days. The raking C-pillar gives the car a wedge-like silhouette that distinguishes itself from the more conventional three-box look of the 4 Series and A5 coupes.
Mercedes coupe styling cues both traditional and modern are accounted for – the Avantgarde grille proudly houses the large three-pointed star up front; narrow slit tail lamps and bumper-mounted number plates, meanwhile, define the rear in similar fashion as seen in the S-Class Coupe and also the more recently-launched E-Class Coupe.
All variants of the C-Class Coupe in Malaysia come standard with AMG Line exterior trim for an added touch of aggression in appearance. Wheels are AMG Line items too – the C200 as tested get 18-inch five-spoke rims with stagger-sized tyres (225/45 front, 245/40 rear); the C250 and C300 both gain an inch in rim diameter with tyres measuring 225/40 front and 255/35 rear.
LED headlamps are standard fit as well, but the C250 and C300 get multi-mode intelligent lights that are able to self-adapt to a variety of lighting and weather conditions in addition to also incorporating auto swivelling and high-beam assist.
Interior
The sumptuous interior that we’ve grown accustomed to in the C-Class sedan requires no further introduction here. The dashboard is transplanted like-for-like along with its highly exquisite combination of materials prevalent across the cabin.
Switches exude good tactile feel when operated, though certain parts lack the functional solidity that you’d find in an A5 or 4 Series. There is, however, no doubting that where ambiance and showroom appeal is concerned, the C-Class looks and feels pleasingly expensive.
The only slight niggle concerns the piano black trim along the centre stack. It makes for good pictures, but the surface seems to attract dust more easily than we’d like. Parts of it also feel hollow when knocked.
No complaints on the cabin’s utility. Only two lidded storage compartments are provided along the centre console, but they are both deep and shaped well enough to swallow a generous volume of small items.
Rear section takes only two passengers in individual seats. You wouldn’t expect it to offer much, but there actually is enough room to accommodate the 180cm 97kg frame of Malaysian EVO’s Bobby Ang. We wouldn’t push our luck with
Gokul
 though.
Boot capacity is rather decent at 400 litres, and shaped well enough to accommodate two full-sized suitcases without problems. Nothing too tall, of course.
Driving Experience
Mercedes-Benz offers two suspension setups for the C-Class Coupe in Malaysia. The C200 gets the more comfort-oriented configuration of the two, though it still sits 15mm closer to ground than the sedan. Unsurprisingly then, that the car feels noticeably tauter than its four-door sibling on the move, with body roll impressively well-contained around corners.
The C200’s talents can be experienced in four pre-set driving modes – Eco, Comfort, Sport, and Sport Plus – in addition to a fifth Individual mode customizable by the driver. Each driving mode offers a different combination of engine/transmission mapping, steering assist, climate control, and auto start/stop settings.
Steering turn-in is keen and direct, but be warned that the electric-assisted steering can feel over-assisted in the softer of two settings. If you have a preference to drive the vehicle in Eco or Comfort mode, it is recommended to duplicate the settings of these two drive modes in Individual mode but set steering assist levels to Sport.
Despite the relative modesty of its engine’s outputs, straight line pace is more than adequate. If you’re in a hurry, coaxing serious pace out of this car is not a problem. Power delivery is, in fact, outright savage in Sport Plus driving mode; the car feels almost angry in this configuration – not recommended in congested traffic.
Comfort & Refinement
Despite seemingly rediscovering its mojo in building cars of real integrity and quality, Mercedes also appears to have somewhat relaxed its emphasis on comfort in many of its recent models. The lack of pliancy in its range of compact vehicles is well-noted; the C200 Coupe, even with what’s supposedly described as a comfort-biased suspension, feels firmer on uneven surfaces than it needs be.
Granted, it is understandable that the Coupe is conceived to occupy a sportier positioning than the sedan, but with the BMW 4 Series already establishing its sporty credentials in the segment, the opportunity was for Mercedes to provide a stylish yet supremely comfortable counterpoint. Instead, what we have is a ride quality that, whilst not as ham-fistedly stiff as the
A-Class
, is almost as firm as a BMW on M Sport springs but without that final degree of handling finesse.
Economy & Maintenance
Mercedes-Benz quotes official fuel consumption of the C200 Coupe as between 5.4 and 5.9 litres/100km in combined cycle testing depending on the actual vehicle’s equipment levels and tyre size. The same numbers are repeated for the C250 – make of that what you will. The C200 Sedan, in comparison, is quoted to be slightly more efficient but still in the same ballpark between 5.3 and 5.7 litres/100km.
Our own testing over 300km of driving through sparse urban traffic during the long New Year weekend returned a reading of 10.3 litres/100km on the trip computer. It’s nearly double the official numbers, but consistent with our experience in the sedan models – 8.5 litres/100km in the
C180
, 11.8 litres/100km in the
C300
. In context, it’s better than the
A180
, however, which returned a shocking 10.7 litres/100km from its modestly-boosted 1.6-litre engine.
Conclusion
The old adage used to go that if you want to announce that you’ve made it in life, there’s no better way to do it than turn up in a Mercedes-Benz. The validity of that thinking has been challenged for some time, but Stuttgart’s latest range of models has returned a great degree of truism to that old wisdom whilst also enhancing their appeal to a younger crowd.
As we can see in the C-Class sedan right from the base C180 upwards, Mercedes-Benz is not only returning to its former self that makes cars with unrestrained luxury, but also endow them with great desirability. In a segment of the market where style is at least as important as substance, that extra pull factor is crucial.
The C-Class Coupe builds on the strong basics laid by its sedan sibling, but with an added touch of style and sophistication. A BMW 4 Series or quattro-equipped Audi A5 will trump it for dynamic prowess, but if it is a statement you want to make, the C-Class’ bold design and classy interior will send all the right messages to onlookers.


Toyota And Shell To Offer Free Vehicle Inspection For All Makes And Models This Raya

In conjunction with the upcoming festive season, UMW Toyota Motor (UMWT) and Shell Malaysia have launched the “Balik Kampung Safety Campaign” in an effort to make things safer for the thousands of Malaysians who will be embarking on their ‘balik kampung’ journeys.
As part of the campaign, UMWT and Shell Malaysia are offering 36-point free inspections to vehicles of all makes at 20 selected Shell stations nationwide, where trained personnel from Toyota will be conducting the inspections.
The participating Shell stations are:
“We have carefully identified Shell stations for the free vehicle inspections. They were selected not only based on convenient locations but also the integrated offerings available at these stations,” said Shairan Huzani Husain, Managing Director of Shell Malaysia Trading Sdn. Bhd.
The free vehicle inspections will start from 10am to 5pm on the following dates at selected Shell stations:
This offer is open to Toyota vehicles and other car brands as well. Each inspection should take less than 15 minutes. Car owners who send their vehicles for the free vehicle inspection will also receive a goodie bag (while stocks last).
Toyota car owners however, will receive a 10% discount voucher for selected parts purchased at Toyota Service Centres. On top of that, the first 10 customers of the day will receive a RM10 fuel voucher from Shell Malaysia.
UMWT said that this collaboration with Shell Malaysia also enables Toyota car owners with outstanding recall for Takata airbag, to replace their airbag inflator system (subject to eligibility and car model) at these selected Shell stations.
The replacement work will take around 1 hour depending on the car model. Owners who are uncertain if their vehicle is on the recall list for airbag replacement can check via Toyota Malaysia's official website or at the service counters at these Shell stations.
For Toyota customers who are eligible for airbag replacement, UMWT will be giving a Service Discount Booklet as well.
Looking for a new Toyota? Click
here
 for the best deals.


Honda NSX To Receive The Type R Treatment?

It wasn’t too long ago that
Honda

revealed the all-new second-generation NSX
 and provided us with a
technical insight
 into the supercar’s powertrain and other components that make it a worthy competitor amongst its peers today.
However, much like its predecessor, the Honda NSX had to balance between performance and daily driveability. For customers who wanted a no-compromise machine, a Type R version of the NSX was created so will this process apply to the all-new model?
According to a report from
Motoring.com.au
, the return of the NSX-R is a high probability because news from Honda indicates the company is preparing just that, a hotter version of the all-new NSX.
Performance enhancements would see the Sport Hybrid powertrain which is comprised of a 3.5-litre twin-turbocharged V6 petrol engine mated to a nine-speed dual-clutch automatic transmission and assisted by electric motors and driving all four wheels to receive a bump in power. Although Honda hasn’t officially revealed the hybrid powertrain’s performance figures, estimates put the stock car at around 550hp. Expect the Type R version to have even more.
Elsewhere, the NSX Type R will undergo a weight-loss programme, shedding some of its aluminium and high-tensile strength steel panels in favour of lightweight carbon fibre ones instead. Additional aerodynamic components should also make their way onto the car to generate more downforce. Expect a more track-focused suspension setup as well for improved handling along with other visual elements to distinguish itself from a regular NSX.
Honda has boldly claimed that its NSX would be capable of matching a Ferrari 458’s acceleration time while exceeding its handling performance. With the Type R version, the company looks set to aim higher. 458 Speciale, maybe?
Should the NSX Type R become a reality, there’s only one body colour we deem fit for it – Championship White.


February 2018 New Vehicle Sales – An Expected Result

February has traditionally been a relaxed month for vehicle sales (lowest for the year), as it is a short working month coupled with the Chinese New Year (CNY) holiday period.
Sales for February dropped nearly 4,000 units or 9% compared to January to 40,578 units.
Comparing year-to-date (January and February combined sales) figures, the market is at a downtrend – a reduction of 2.3% or 1,969 units lower compared to last year.
While a majority of the brands are experiencing a slower 2018, Perodua is enjoying the sales success of their new Myvi, adding over 4,000 units versus 2017. The strong demand and supply of Perodua also increased their market share to a staggering 40.9%, an all-time high.
Mazda continues their strong 2018 momentum, aided by healthy demand of the CX-5. In fact, SUV models have been the highlight of the 2018. Based on data, SUV models from brands such as Honda, Mazda, Mitsubishi, Nissan, Peugeot, Volkswagen, BMW, and Volvo are contributing significantly to their monthly sales.
With many companies extending their CNY promotions into the month of March, we expect the TIV to return to 50,000-unit level.


VIDEO: Brave Man Carries A Van Atop His Adamantium Ford Focus. Because Why Not?

Let's be clear from the get go, this was not the wacky result of an accident. There are conventional ways to transport a car, or in this case a
Renault
 van. The irony lies in the fact that a van is precisely suited to carrying stuff. But what is ideal for carrying a van besides a flatbed tow truck, a big forklift, and, perhaps, the Hulk?
According to the driver of this first-generation
Ford

Focus
, the answer is a good old hatchback. It is thought that this footage may have been recorded in the Spanish town of Zamora, since the man filming uttered the name while he was passing by the fully-loaded Ford.
To the driver of this van-carrying car - first of all, his dark blue Ford can admirably handle all the weight, which is pretty astounding. Kudos there. How? Our guess is it's infused with admantium (like Wolverine's claws). Secondly, how did he hoist it up there? Anyone's guess. Thirdly, how in goodness is that van, which is wider and longer than the Focus, even staying balanced? Gotta be witchcraft.
Lastly, what made him think this was the most obvious solution? Much alcohol and misplaced confidence, we reckon. It's hilarious, either way. Also very dangerous.
So many questions. So little time. Let’s just marvel at this scene that seems to defy the laws of physics.


Proton X50 1.5T vs TGDI – What’s So Good About Direct Injection?

You see this term with more and more cars these days: direct injection. What is it, how does it work, and why should you want it? Let’s dive into it.

With the launch of the Proton X50 on the horizon, it isn’t surprising that the compact SUV is on everyone’s mind. From the uncle at your
local kopitiam
, to your colleagues, to even the nagging auntie in the family WhatsApp group – everyone has an opinion on Proton’s
next big hit
. But one of the curious things is that there is a singular engine variant across the range – a turbocharged 1.5-litre 3-cylinder petrol heart – but offered with or without direct injection.

The direct-injection engine variant comes in the Flagship model that sits at the top of the range, and it churns out a healthy 174 PS and 255 Nm of torque – impressive figures for an engine of this size. As opposed to this, the port injection engine variant makes 150 PS and 226 Nm of torque. Let’s go through
how it all works
, and why it matters.

The main principles of how an engine operates have not changed since the dawn of the internal combustion engine, but efficiency and cleanliness has increased dramatically over the years and decades. A lot of this is down to how fuel gets from outside the engine to inside the engine – which we will call
fuel delivery
.

Up until the 1980s, the majority of road cars used something called a
carburettor
. This mechanical device sat on the intake manifold – basically how air gets into the engine – and when you press the accelerator pedal, it would dump fuel into your engine like you were
turning on a tap
. This method of fuel delivery worked, but it was crude in many ways and very sensitive to things like weather and temperature. It was also
extremely inefficient
.

When
 electronic fuel injection (EFI)
 came around, it made a massive difference to how smoothly, reliably, and efficiently engines ran. Most engines would have a dedicated fuel injector for each cylinder, which would spray fuel directly into the
 individual intake for each cylinder
. With computer controlled fuel injection, engineers could program it to spray just enough fuel to keep the engine running happily, regardless of engine speed.

But as much as a difference this made, there was still a ways to go when it came to fuel delivery. This is because the way these EFI systems worked is they would spray fuel on the walls of the intake tract and a closed valve – once the valve opened like a bouncer opening the doors to a club, the air being sucked into the engine would carry
most of the fuel
 with it. This presented a problem of having small amounts of
wasted fuel
 still sitting in the intake tract, as well as trying to figure out how to
atomize
 that fuel to make it
burn properly
 in the cylinder.

When an engine burns the fuel inside of the cylinder, how well it burns and how cleanly it burns depends on how well mixed the air and fuel is inside the cylinder – like how you have to stir your
kopi panas
 to make sure the condensed milk properly mixes with the hot coffee. To achieve a good mix, atomizing the fuel into tiny tiny droplets greatly helps – and unfortunately,
 EFI still had its limits
.

That’s where
direct injection
 came in. With the introduction of direct injection, we called traditional EFI systems “port injection” for contrast, as they sprayed fuel at the intake ports. Direct injection engines have the fuel injectors spraying
right into the cylinder
, at extremely high pressures and at any point in the combustion cycle. This means that an engine could spray
 EXACTLY the right amount of fuel
 needed for combustion,
with little to no wastage or loss
.

The fuel that is sprayed in is also
atomized
 extremely well because of the design of these injectors, which also leads to a
much better, cleaner burn
. For reasons that are a little too technical to explain here, direct injection can even run an engine on less fuel than possible with port injection because it can effectively layer how the fuel is distributed through the cylinder from the spark plug downwards, allowing for
 extremely lean operation
.

These marvels of engineering can fire even up to 20 times in a single combustion cycle, giving
 total precision over the fuel delivery
 and setting up the engine for a
clean burn
. You can also achieve higher power outputs as a result because of the finer control without compromising fuel efficiency or emissions requirements.

The technology is
highly complex
 – which is why direct injection engines usually command a premium over their port injected brethren. But the gains in efficiency and performance are definitely something you will notice – though there are a couple of drawbacks to direct injection engines that may be worth keeping in mind.

First is that the
maintenance cost
 of direct injection fuel injectors is significantly higher than port injection units – but these items can last for over a decade as long as you keep your fuel system cleaned and serviced on time. The next issue is something that has somewhat been ironed out over the years with other cars on the market, but is something to keep in mind.

When an engine burns fuel, one of the by-products is
carbon residue
. As the valves open and shut, some of that carbon is picked up and stuck to them – over time this becomes a problem as the carbon builds up to the point where a
valve can’t seal properly when it shuts
. This wasn’t generally a problem on port injected cars because the fuel helped to wash the intake and valves of this residue, but in a direct injection engine there isn’t any fuel coming through the intake. One of the ways around this is either to run both port AND direct injection in parallel (more common than you think) or to make sure that your engine properly warms up whenever you drive it, regardless of how short your journey is.

But besides these minor foibles, there’s no reason to fear or avoid a direct injection engines – especially when you consider the benefits that the technology provides. Who doesn’t want more power, torque, and fuel economy?


Tokyo 2017: Toyota GR HV Sports Concept – RWD Hybrid; Future Of The 86?

Whilst its price was prohibitively expensive in our country, the Toyota 86 is lauded by many for offering a relatively affordable no-frills back-to-basics approach of pure motoring fun. The
Mazda MX-5
 is another little sports car noted for similar qualities, but the gripe among many enthusiasts is that such cars are few and far between.
The
GR HV Sports concept
 unveiled earlier this month and making its first public appearance at the ongoing Tokyo Motor Show is perhaps Toyota’s assurance to us that whilst bread-and-butter FWD family sedans are set to rule the roost, the good ol’ front-engine RWD sports car is a concept that is still being worked upon.
Toyota describes the concept’s design as being ‘reminiscent of
Toyota Gazoo Racing’s TS050 Hybrid
 racing car’ from the World Endurance Championship (WEC), though we absolutely fail to see the resemblance.
Instead, what this car looks like is a heavily-restyled derivative of the existing Toyota 86. Official press materials make no mention, but the window line, overall body proportions, and dashboard structure are unmistakable. If this is not built off the platform of the 86, it certainly foreshadows a successor model.
Dimensionally, the GR HV is slightly larger than the 86, measuring 4,395 mm long, 1,805 mm wide, and 1,280 mm tall. The 86’s corresponding dimensions are 4,240 mm, 1,775 mm, and 1,285 mm respectively.
As an added touch of flair, the matte black-finished GR HV features a targa top, which Toyota points to the legendary Sports 800 as well as the Supra as inspiration.
Where the GR HV can claim legitimate similarities to the TS050 Hybrid is its powertrain setup, which incorporates technology refined in the course of the TS050’s WEC exploits.
Without elaborating, Toyota also adds that the hybrid battery is mounted near the centre of the vehicle – an interesting packaging challenge, since the front-engine rear-wheel drive configuration also necessitates a propshaft running along the car’s centre line.
Connecting the engine and wheels is an automatic transmission of unspecified configuration, but presumably a 6-speed torque converter unit. The transmission is push-button operated, but there’s also a 6-speed H-pattern selector along the centre tunnel for manual gear selection – make what of that, you will.
Top section of the gear selector lever pops up to reveal the engine start/stop button aircraft style.
In a future that is set to be dominated by EVs and hybrids, would the concept proposed by the GR HV be an acceptable compromise of old school driving fun with new age powertrain technology?


Review: All-New 2018 Volvo XC60 T8 PHEV – The Sum Of All Things Premium

The first generation Volvo XC60 was a highly successful product for the company, with nearly a million units sold globally. Since being available for sale in May last year in Europe and followed by the rest of the world, the all-new XC60 has won numerous global awards, such as World Car of the Year 2018, North American Utility (Car) of the Year as well as the Japan Car of the Year 2017/2018.
The all-new XC60 also took top honours as the best performer in the Euro NCAP 2017 safety awards.
All this great acknowledgement and accolades are also verified by strong customer confidence as this model was one of the top sales contributor to Volvo Car strong total global sales of over 571,000 units in 2017.
Built on Volvo’s Scalable Product Architecture (SPA) platform, our time in the larger XC90 has left us with a very positive experience. We too have high expectations on how premium and special the all-new Volvo XC60 will feel compared to its rivals.
Specifications
Variant tested: XC60 T8 Twin Engine (Plug-in Hybrid) Inscription Plus (CBU)
Engine: 2.0-litre Twincharged (turbocharged and supercharged), transverse
Engine power: 320 hp, 400 Nm
Motor output: 87 hp, 240 Nm
Combined system output: 407 hp, 640 Nm
Traction battery: 10.4kWh, Lithium-ion
Transmission: Front- 8-speed torque converter automatic, Rear- Electric Rear Axle Drive
Safety: Adaptive cruise control with traffic jam assistant, lane keeping aid, blind spot monitoring with steering aid, autonomous emergency braking, oncoming lane mitigation, 6 airbags, ESP, 360-degree surround view camera
Price : CBU- RM373,888 (on-the-road without insurance with 6% GST)
           CKD- RM324,463.83 (on-the-road without insurance with 0% GST)
Origin (Current stocks): Locally-assembled in Shah Alam, Selangor
Overview
The mid-size segment today is crowded with nearly all premium manufacturers having a representation. The XC60 competes with other similarly-sized SUVs such as Mercedes-Benz GLC, BMW X3, Audi Q5, Lexus NX, and Land Rover Discovery Sport. Jaguar and Range Rover meanwhile have their F-Pace and Velar models respectively.
The flagship variant that is being reviewed here is the T8 Twin Engine plug-in hybrid variant and as of now, there are no competitors that offer a plug-in variant. Lexus with its NX300h model is a self-charging hybrid and its performance is quite far off the XC60 T8.
Volvo Malaysia launched the all-new XC60 in January 2018 and as of today, only the CKD variants with zero-rated GST prices are available at the time of writing:
XC60 T8 Twin Engine Inscription Plus - RM324,463.83
XC60 T8 Twin Engine Inscription - RM315,029.86
XC60 T5 - RM282,011.00
The shipment of XC60 models that are imported (approximately 100 units) have all been snapped up during the dealers’ pre-launch events. Volvo Malaysia has since started delivery of the CKD units in April 2018.
In the CBU XC60 T8 Inscription, the suspension system features active air suspension with a rear height switch for loading, while the CKD version uses regular steel springs.
Exterior
The all-new XC60 is 61 mm longer, 108 mm wider, and 55 mm lower. The wheelbase, on the other hand, has increased by 91 mm.
The sculpted long front bonnet seamlessly connects the large Inscription grille and LED head lamps that feature the signature T-shaped ‘Thor’s hammer’ daytime running light (DRL).
The simple yet complex curves and lines on the bonnet feature curvatures that are consistently repeated on specific details of the XC60, such as the curvature on the T-shaped DRLs and corner of the front bumper.
Design details exampled above certainly emanate premium quality and craftsmanship.
Viewed from behind, the new XC60 now exerts a more powerful, sporty stance with the horizontal stretch of the LED tail lamp.
The upward kink on the base of the rear side window, seen on the first generation XC60, has been maintained and contributes to a muscular shoulder that emphasizes the rear wheels.
Interior
The interior design of the new XC60 is instantly familiar. Similar to the styling direction in the XC90, the XC60’s instrument panel only has physical switches for front and rear demisters, hazard lights and audio controls.
The Sensus control screen, which is a large 9-inch touchscreen in portrait format, is the command centre for all features in the vehicle is placed above the row of physical switches.
The dashboard of the new Volvo XC60 is the finest at this price point and even compared to a segment above. The handcrafted Driftwood inlay which stretches nearly the entire width of the dashboard creates an impression that it is resting atop a large piece of Scandinavian wood, rather than being a decorative trim.
I was sceptical about the Sensus Connect interface. With every feature control (apart from the lights) placed inside the 9-inch screen, adjusting the air conditioning and other IntelliSafe feature might take up more concentration than physical buttons.
After getting used to the placement and layout of the Sensus interface, I can happily report that it is just as simple as any other touchscreen interface.
With the screen having infrared sensors, one does not need to physically press the screen for the desired operation. Placing your fingers close to the icon, for example, air conditioning temperature adjustment or saving the hybrid battery level will enter the input without actually touching the screen. Fewer fingerprints this way too!
Comfort & Refinement
This is where the XC60 T8 really shines. Refinement is top-notch, with a near-perfect execution of the twin engine system. Both propulsion systems work seamlessly, and in low-speed city driving, the combustion engine is forgotten since there is hardly any noise or vibration emitted. Yes, it is that refined.
As the Volvo has no pretentious sporting intentions unlike its key rivals, the seats are thankfully left to a design that is the most comfortable, most accommodating. One could continue driving for three hours and not feel tired nor sore upon reaching the destination. Hallmarks of a premium automobile I must say.
A quick mention of the premium surround sound by Bowers & Wilkins that only comes with the Inscription Plus variant: with the audio system taking one of the top priorities in the electrical architecture of Volvo vehicles, this 15-speaker setup is truly a masterpiece.
An interview or talk show in the recording studio sounds as if they are speaking in front of you, on top of the bonnet. Users can further personalize the audio profile and even envelopment. Apple CarPlay and Android Auto connectivity is also a standard feature, making full use of the Sensus screen.
The sound insulation and the low noise emitting from the refined T8 twin engine hybrid drivetrain further elevates the refinement that is class-leading. The Michelin Latitude Sport 3 tyres are also specially made for the XC60, with better insulation to reduce sounds transmission into the cabin.
Driving Experience
A standard feature in the T8 variants is the Pilot Assist semi-autonomous driving assist system. In slow moving and traffic jam conditions, the Adaptive Cruise Control in XC60 T8 will adjust brake and throttle to keep up with traffic, reducing the burden on the right feet.
On the highway, the lane keeping aid centres the XC60 T8, always parallel to the lanes markers. This sounds as though you can leave the hands off the steering wheel!
Not quite. The Pilot Assist actually measures steering input continuously. If the system does not sense any human input for over 10 seconds continuously, the system automatically turns off Pilot Assist and all throttle and steering control is returned to the driver.
All these advanced driving assist systems make driving truly more relaxing. One does not have to keep shuffling the right foot between the brake and throttle pedal during traffic jams, and on highways, your arms are less strained as the XC60 T8 keeps itself centred in the lane on its own.
Compared to other plug-in hybrid models, the Volvo’s twin engine system is by far the most superior in all aspects. With electric driving (EV) mode, there is surprisingly a good dose of thrust coming from the 87 hp electric motor located in the rear axle.
With 640 Nm and 407 hp of combined system output, the XC60 T8 is mega quick.  There is no need to doubt the 0-100km/h acceleration time of 5.3 seconds, it is really that fast. But, being inside such a relaxing cabin atmosphere, the outright pace of acceleration is secondary.
How Economical is it?
To achieve the claimed 2.1 litres per 100 kilometres fuel consumption, one would need to be always charging the 10.4 kWh battery as a fully-charged battery is rated to provide up to 45 kilometres of range.
Edit.
 The hybrid battery warranty is 5 years or 120,000 km mileage, similar to the vehicle's standard warranty.
During our test drive that covered almost 450 kilometres of mixed driving conditions and two instances of charging the battery up to 80% charge, we are happy to report that the XC60 returned a relatively good 8.3 litres per 100 kilometres.
This also includes two or three occasions of forced-charging of the hybrid battery, as I wanted to have some battery charge left to complete my drive through the residential area in pure electric.
Using the provided 3-pin domestic home charger, it takes approximately 4 to 5 hours to fully charge (dependent on the charger’s amperage setting). A side note, even with the battery at 80% charge, the estimated range is only 22 kilometres as compared to a theoretical 36 kilometres.
Conclusion
Features that can be felt, seen and, touched certainly adds a touch of premium-ness in the vehicle. Having all the systems combine together and work flawlessly is the challenging task and the Volvo XC60 T8 Twin Engine certainly executed it very well.
The exterior has well-defined lines that all matches other sections very well, while the interior is just a place to be with such well-crafted dashboard, seats and insulation. The advanced driving assist systems meanwhile reduce the physical stress and strain of driving.
What about the shortcomings? Perhaps adding more features for the rear occupants, as currently there is no rear-zone air conditioning control and improving the display meter’s content/personalization, such as enlarging the Pilot Assist display.
The Volvo XC60 T8 is truly a premium product in all aspects.
Note: The information on the hybrid battery warranty coverage has been corrected.
Learn more about the all-new Volvo XC60:
A quick look at the cool details and features in the all-new XC60 (video)
All-new Volvo XC60 sampled in Europe, better than the Germans?

All-new Volvo XC60 launched in Malaysia, priced from RM299k
Polestar treatment pushes XC60 output to 421hp!
All-new Volvo XC60 - This is a beautiful story (video)


Rolls-Royce's Design Boss Joins *Wait For It* FAW China

Chinese car manufacturer FAW announced that they have recruited Giles Taylor, the former Director of Design for Rolls Royce, as their new Global Vice President of Design and Chief Creative Officer (CCO).
In joining FAW, Giles will be chiefly responsible for creating design strategies and unique style concepts for the FAW luxury brand Hongqi.
He will also oversee the infusion of internationalized design philosophies into the complete range of FAW products including autonomous passenger cars.
Giles, who will be located in Munich, Germany, will lead the establishment of a new FAW Advanced Design Center in Munich, which will house a globalized high-end design team.
The Center will principally undertake project work for the Hongqi brand including both forward-looking concepts and production projects.
Prior to this, he spent 13 years at Jaguar during which time he held the position of Chief Designer for the current XJ saloon and XK launched in 2005.
In 2011, Giles joined Rolls-Royce Motorcars where from 2012 he served as Director of Design up until now.
He led the design of many successful cars including the drop-head Dawn, iconic Phantom VIII limousine and the recently launched Cullinan SUV.
In 2016, his Rolls-Royce 103ex concept vehicle laid an extraordinary “autonomous luxury” vision beyond 2040.
"I am very much looking forward to embarking on an exciting new career path with FAW. Hongqi, as the oldest and most famous Chinese car brand, carries with it a deeply significant and diverse cultural history. There are many inspirational elements surrounding the marque with which to create fresh, modern vehicles for the new era," said Taylor.
Xu Liuping, the chairman of FAW said "His rich experiences in the design of high-end luxury cars and his insight into the trend of global designs and innovations highly match the brand positioning, product layout and future planning of FAW and Hongqi. I believe that his joining will help Hongqi achieve the target of building a 'new noble brand' – the best in China and famous around the world."


Lexus UX 300e Gets Epic 10-Year, 1 Million KM Battery Warranty

Whichever comes first…..

They’re not kidding around. A warranty like that would definitely take the edge off any uncertainty or nervousness around owning a fully electric car, which is exactly what the
Lexus
 UX 300e is - the Japanese marque’s first mass produced EV, in fact.

It’s a shocking commitment too, and shows just how confident Lexus are in their battery technology and the car its going into. Most vehicles, either combustion or electric-powered, can
only hope
 to reach 1 million kilometres on the odometer or 10 years of hard service, even if cared for relatively well.

Other automakers cap their battery warranties at just a fraction of what the UX300e is offering, particularly when it comes to raw mileage. While the Nissan Leaf’s lithium ion cells are covered for 8 years under warranty, the mileage cap is 160,000km in Malaysia. Tesla, on the other hand, offers a 5 year or 240,000km warranty on the batteries in their higher end Model S and Model X.

It should also be noted that Lexus announced this unprecedentedly long warranty period ahead of the car’s European market debut. Currently, unlike the rest of the UX range, the fully electric 300e was slated for sale in select markets including China, Europe, and Japan with no plans for a wider global rollout.

We doubt Lexus would be able to extend their 10 year or 1 million KM warranty to countries in much warmer climates such as Malaysia given how sensitive current-generation batteries are to heat, requiring clever cooling solutions to stave off premature degradation and damage.

However, it’s possible that Lexus wants to be known for offering the most comprehensive battery warranty package in the industry, no matter the market. Perhaps we can look forward to the company’s next wave of EVs which could feature more innovative power management and storage solutions that are more resilient to charge capacity degradation.

As detailed by Lexus, as long as an owner respects the regularly scheduled maintenance checks, the automaker will cover the electric crossover’s lithium ion battery (54.3kWh total) should its maximum capacity fall below 70 percent.

Interestingly, Lexus is banking on their unique air-cooled system to keep all the UX300e’s 288 lithium ion cells within optimal temperature range, claiming their solution is safer and lighter than the water-cooled alternatives used in other EVs.

The automaker is keeping the finer points of their engineering an internal secret, but says that the car leverages the cabin air conditioning system to “enhance [...] performance, battery life, and charging performance.” - a novel approach.

As a city-going urban crossover, there’s much less stress on the batteries cooling system to begin with. Its single electric motor drives the front wheels and produces a rather decent 204hp for a maximum range of 400km according to the NEDC cycle.

A Tesla-style Ludicrous Mode and sub 3 second century sprints are out of the equation with the Lexus, which should mean its batteries are far less strained throughout its life, contributing to its expected longevity.

It’s a bold high bar for Lexus to set for themselves, of course, but more interesting is its potential impact on the competition. Perhaps this will apply the necessary pressure on other automakers who will now race to match or exceed Lexus’ pack-leading battery warranty, especially if customers demand it.

A decade-long, million-KM warranty could be a new norm, rendering moot the primary point of friction and doubt when considering the purchase of a new full EV or plug-in hybrid given the cost of replacement batteries can be astronomically high relative to the value of the vehicle.


50 Years Merc-AMG: Ten Coolest Cars In AMG History

From the moment
Hans Werner Aufrecht and Erhard Melcher began fiddling with Mercedes cars in their covert backyard workshop
, AMG has produced some real barnstormers in its existence. Throughout its 50-year history, AMG has made driving performance an integral component of its DNA.

In this special feature, we celebrate some of the wildest Mercedes cars to have received the AMG touch. It is a list many publications have attempted compile; we don’t claim ours to be definitive, but we’d like to think that there are a couple of obscure cars in here that might surprise even the most ardent Mercedes and AMG fans.

A few greats had to be excluded from this list, but some are too iconic for us not to pay tribute to. The cars are arranged in rough chronological order of their introduction. We hope you enjoy reading through this list as much as we enjoyed compiling it.

1. Mercedes-Benz 300SEL 6.8 Red Pig –
The car that put AMG on the world map is appropriately large, ridiculously powerful, and unashamedly loud. The Mercedes-Benz S-Class of the 1960s was predominantly powered by six-cylinder engines, but an innovative Daimler engineer by the name of Erich Waxenbager took crammed the M100 V8 into the W109’s engine bay to create the 300SEL 6.3. AMG then went a step further by enlarging the engine to displace 6.8 litres and sent it to compete in the 24 Hours Spa endurance race. The car’s massive weight gave it unfeasible appetites for fuel and tyres, but its brutal straight line pace helped power it to a surprise second-placed finish ahead of other cars that were purpose-built for endurance racing.

2. Mercedes-Benz 230 AMG (W110) –
During the early years, AMG’s modus operandi was to take in standard Mercedes-Benz vehicles and upgrade them according to customer requests. One of their earliest commercial efforts was this W110 Mercedes-Benz 230. The standard 2.3-litre M180 inline-six engine was upgraded inside out with practically all-new internals to raise outputs from 120 to 185hp. The chassis too was accordingly beefed up to cope with the increased performance – uprated brakes, lowered suspension, and Bilstein gas shock absorbers among the upgraded items.

3. Mercedes-Benz 450SEL 6.9 AMG (W116)
– Most Mercedes enthusiasts would know about the the W116 450 SEL 6.9, but there exists also an AMG-fettled version that sees the standard version’s outputs of 286hp bumped up to 346hp. To put some perspective into that figure, the Ferrari Daytona that was in production at the time, made 352hp from its 4.4-litre V12.

3. Mercedes-Benz 450SLC Mampe –
After the Red Pig, the 450 SLC Mampe is perhaps the next most recognizable icon of AMG’s early motorsport forays. Its racing career lasted only five races, but its distinctive appearance lives long in the hearts of its fans. The car was sponsored by German liquor manufacturer Mampe, who used it to promote the Lufthansa Cocktails that were being served in the airline’s flights. It was powered by a 4.5-litre V8 producing between 380 and 520hp; more remarkably, the car’s power was channelled to the road via a three-speed automatic transmission, just like the old Red Pig.

4. Mercedes-Benz 280CE 5.0 (W123)
– The 2.8-litre six-cylinder 280E was the most powerful petrol variant of the W123 E-Class family from 1976 to 1985. AMG offered three stages of performance upgrades adding varying amounts of horsepower to the M110 six-pot, ranging from 10 to 45hp. Those who want even more will be offered the option to shoe-horn the 5.0-litre M117 V8 in there to propel the 280CE 5.0, otherwise known as the AMG 500CE, to a heady top speed of 235km/h.

5. Mercedes-Benz AMG MB100D
– Whilst Mercedes-AMG has unequivocally rejected the prospect of diesel-powered models in the foreseeable future, the company actually has some experience working on such powertrains in the past. Not satisfied with working on just passenger cars, AMG engineers even fiddled with the MB100D van, distant predecessor of today’s V-Class. The MB100D AMG was powered by an uprated 2.4-litre turbodiesel that produced 100PS and 193Nm.

(Source: http://allaboutdieselz.blogspot.my/2016/09/the-rarest-mercedes-amg-ever-produced.html)

6. Mercedes-Benz 300E AMG (W124) a.k.a. The Hammer –
The highly-respected W124 was often lauded for its reliability and build quality, but performance is not often considered to be its key strengths; that is, unless one talks about the 300E AMG or better known as The Hammer. Claimed to be the world’s fastest production sedan at the time, the Hammer continued AMG's fine tradition of bristling V8 muscle under the hood which, depending on model year, displaced 5.0, 5.6, or 6.0 litres.

The Hammer is not to be confused with the 500E, which was also a V8-powered high-performance variant of the W124 E-Class. The 500E was the product of a special collaboration with Porsche and was actually powered by the newer 5.0-litre M119 V8 as opposed to the Hammer’s older M117 powerplant. Toward the end of the W124’s model life cycle, AMG rolled out the E60 AMG powered by a 6.0-litre version of the M119 engine.

7. Mercedes-Benz SL73 AMG
 – The popular R129 SL-Class roadster had a number of AMG versions, but the craziest one among them has to be the 7.3-litre V12 SL 73 AMG. Shared with none other than the Pagani Zonda, the M120 V12 engine produced 525hp and 750Nm, propelling the SL 73 from rest to 100km/h in 4.8 seconds and capable of topping 300km/h at full pelt.

8. Mercedes-Benz CLK GTR –
As the touring car series halted in 1996, AMG had to quickly look for a new arena to hone its motorsports pedigree. With nothing but a clean slate as late as December 1996, AMG committed to race in the FIA GT Championship that was going to flag off in April 1997. In just 128 days, AMG successfully built and designed the CLK GTR from scratch. The car turned out to be not only good enough to race; it outright won the championship in its debut season and retaining it the following year. Despite carrying the CLK name, the GTR had nothing in common with the road car other than sharing its light clusters and window lines. Powering the car was a 6.0-litre V12 tuned to produce 600hp and 700Nm. Removal of the GT1 class from the championship from 1999 onwards cut the GTR’s racing career short, however, though Mercedes still went ahead and built 25 roadgoing units of the car.

9. Mercedes-Benz C63 AMG (W204) –
The big engine in a small car template maxed out. AMG somehow found a way to squeeze its bulging 6.2-litre M156 V8 into an engine bay that otherwise accommodated nothing larger than a 3.5-litre V6. Available in sedan, coupe, and estate bodystyles, the C63 overwhelmed the competition with sheer brute force, churning out 457hp and 600Nm in its initial guises with later versions pushing the envelope as far as 517hp and 620Nm.

10. Mercedes-Benz SLS AMG –
Succeeding one of either the Mercedes-Benz SLR McLaren or the legendary 300SL Gullwing are tall enough orders on their own; accomplishing both tasks in the same car takes some doing, but if any company is to manage an undertaking of such audacity, it had to be AMG. Strictly speaking, although the CLK GTR was AMG’s first vehicle developed from ground up, the SLS is the first one engineered for non-limited series production. Production of the SLS ended in 2015 without any direct replacement in sight, further enhancing its status as a future classic.

What do you think of our list? We welcome you to share with us any greats that you feel we've missed out in the comments section!


2018 BMW M5 (F90) With M xDrive; 4.4 V8 Outputs Over 600hp And 700Nm

Official teaser campaign of the
sixth-generation BMW M5
 is underway ahead of its first scheduled public debut at this year’s Frankfurt Motor Show. Whilst based on the
all-new G30 5 Series
, the new M5, in keeping with current practice of BMW M, carries its personalized internal chassis code F90.
Despite being powered by a 4.4-litre V8 like its predecessor, the new F90 breaks plenty new ground where the M5 nameplate is concerned. For the first time since the original E28 was launched in 1984, we will have an M5 distributing power to all four corners as opposed to purely driving its rear wheels.
It will also be the first M5 to have a torque converter in its transmission, the previous model’s 7-speed dual clutch ‘box ditched in favour of the ZF 8HP 8-speed conventional auto that has been in use in mainstream BMW models since 2010 – with more aggressive M-tuned shift maps, of course.
The M5’s new transmission and driveline configurations are known for some time. These two changes have sparked considerable debate among enthusiasts, but they are entirely necessary to accommodate outputs that have been boosted past the 600hp and 700Nm thresholds – because all-wheel drive is needed to safely put all that power on the road and there isn’t a dual clutch gearbox robust enough to handle those outputs.
The heavily-improved 4.4-litre V8 under the all-new M5's bonnet is built on the same block as the predecessor's engine, but armed with new turbochargers, improved lubrication and colloing, plus a modified and lighter exhaust system. The direct injection system is also beefed up to squirt fuel into the combustion chamber at higher pressures.
The official number has yet to be revealed, but suffice to say, the new M5 will be faster from 0 to 100km/h than the
M550i xDrive (3.8 seconds)
 and the Alpina B5 Bi-Turbo (3.5 seconds), both by derivatives of the same BMW 4.4-litre V8 petrol engine. The old F10 M5 managed 3.9 seconds in its most powerful
600hp/700Nm 'Competition Edition'
 configuration.
The new M5’s M xDrive system enables fully variable front-rear torque distribution and works in tandem with the Active M Differential that helps shuffle power between the two rear wheels. It is a different setup from what is currently employed in the X5 M and X6 M models. The electronically-controlled system offers three operating modes –
4WD:
 The default safe setup for all situations.
4WD Sport:
 Increased rear-biased traction. Permits a greater degree of rear-wheel slip but still with the added safety net of all-wheel traction. Activated in conjunction with M Dynamic Mode.
2WD:
 Returns the M5 to the familiar RWD configuration. Can only be selected with stability control switched off.
An unprecedented amount of computing power will be managing the various on-board functions of the all-new BMW M5. A centralized processor unit controls both the central and rear differentials as well as the vehicle’s stability control system to deliver optimized dynamics at all times.
Just as the
mainstream G30 5 Series
, the all-new F90 M5 also embraces a high amount of lightweight materials in its construction concept notably featuring a carbon fibre roof panel. Despite the added burden of an AWD drivetrain, the F90 tips the scales lighter by an unspecified amount over the rear-wheel driven F10 M5.


Rekaan Honda Civic Sedan 2022 Generasi Ke 11 Tersebar – Apa yang baru?

Gambar rekaan terbaru  generasi ke 11
Honda Civic 2022
 untuk pasaran China telah tersebar luas di media sosial. Macam pernah nampak?

Berdasarkan gambar Civic 2022 yang tersebar, rekaan Honda Civic 2022 bewarna putih itu hadir dengan emblem pasaran china dan lencana 240 Turbo pada bahagian belakangnya. Angka 240 itu diambil daripada jumlah tork yang dihasilkan oleh enjin 1.5L VTEC Turbo jentera ini.

Kalau rasa macam pernah nampak, anda tak salah! Rekaan Civic terbaru itu kelihatan hampir sama dengan model
prototaip Civic
 yang diumumkan pada November lalu. Kelihatannya, Honda betul-betul berpegang pada konsep rekaan prototaip itu. Cuma bezanya, rekaan Civic 2022 ini mempunyai lampu kabus serta perumah yang sedikit berbeza berbanding model prototaip.

Selain itu, bentuk muncung hadapan pada rekaan baharu 2022 ini agak sedikit tinggi berbanding muncung prototaip Civic yang lebih menirus ke bawah. Ianya secara tidak langsung menampilkan rupa sporty yang lebih matang. Namun pendapat orang pasti berbeza.

Di bahagian belakang, Civic 2022 ini tampil dengan rupa yang lebih simple, minimalis dan sedikit labuh dengan
ekzos
 yang sedikit tersembunyi. Kalau nak dibandingkan dengan model prototaip Civic, prototaip tersebut mempunyai bahagian belakang yang lebih sporty dan tinggi bersama dua perumah ekzos di kiri dan kanan jentera.

Model generasi ke 11 Honda Civic ini semestinya berbeza dengan model
Civic
 yang ditawarkan di pasaran negara ini. Dah nama pun model generasi baru, mestilah banyak benda baru! Jom kita tengok apa yang baru pada model ini berbanding model lamanya.

Di bahagian hadapan, model Civic baharu ini kelihatan lebih rata dan kurang bersegi berbanding sebelumnya. Kemasan hitam di atas bahagian lampu utama yang melintangi gril hadapan yang terdapat pada model terdahulu telah dikecualikan daripada model Civic 2022 ini.

Rekaan perumah lampu kabus kedua-dua model ini turut berbeza, di mana Civic 2022 tampil dengan rekaan yang lebih minimal berbanding model lama yang lebih sporty. Lampu signal di tepi tayar depan kedua dua arah juga tiada lagi pada Civic 2022.

Selain itu, cermin sisi Civic 2022 ini kini diletakkan pada badan pintu kereta. Sebelum ini, cermin sisi Civic diletakkan di sisi hujung tingkap kereta. Kalau tak biasa tengok mungkin akan nampak sedikit pelik. Tapi lama-lama biasa lah tu.

Tiada lagi penggunaan lampu ketam di bahagian belakang Civic generasi ke 11 ini. Lampu itu digantikan dengan lampu seperti model prototaip. Rekaan bumper belakang Civic 2022 juga berlainan dimana model baharu itu menampilkan rekaan bumper yang lebih ringkas. Bahkan ada juga yang mengatakan rekaan lampu tersebut kelihatan seakan-akan lampu belakang
Volkswagen Jetta
. Rupa bentuk je sama, tapi kombinasi lampunya berbeza.

Selain itu, rekaan bahagian hadapan kereta ini turut disamakan dengan rupa bentuk Toyota Camry SX. Kedudukan gril hadapan serta reka bentuk bahagian hadapan kedua-dua kereta ini kelihatan lebih kurang, tapi tidak sama.

Setakat ini, masih tiada info tentang pelancaran Civic 2022 ini untuk pasaran Malaysia. Apa komen anda tentang wajah baru Civic ini?

*Kredit gambar daripada Facebook HondaPro Jason


Honda Civic Hatchback – Not Much Chance For Malaysia

About two weeks ago, Honda Motor’s Indonesian subsidiary PT. Honda Prospect Motor showcased a prototype version of a
Civic Hatchback
, and confirmed that the production model will be launched in Indonesia in the first half of 2017.
Several days later, Honda North America confirmed that the Civic Hatchback will be introduced in the States later this year.
At sidelines of the on-going test drive of the all-new Honda Civic (review to follow later), we spoke to Katsuto Hayashi, Managing Director and Chief Executive Officer of Honda Malaysia, on the company’s position with regards to the Civic Hatchback.
Hayashi explained that the market situation in Indonesia is very different from Malaysia, and while it’s easy to make a business case for a hatchback model in Indonesia, there is little demand for C-segment hatchbacks in Malaysia.
Looking at the popularity of Volkswagen Golf and
Ford Focus hatchback
 in the country, it’s easy to agree with his assessment.
“As you know in Malaysia, the most popular body type is sedan. Only national car makes (Perodua) are popular with hatchbacks. Currently my understanding is that the demand for hatchbacks is not enough,” he said.
Hayashi also explained that in Indonesia, the Civic sedan is priced at a disadvantage, as sedans are taxed higher than hatchbacks, and therefore it was only logical to introduce the Civic Hatchback in Indonesia.
“In Indonesia, the situation is completely different. The most popular cars in Indonesia are hatchbacks. The tax system is different from Malaysia, so the price for hatchbacks are much lower than sedans so that’s why they are introducing the hatchback.”
In Indonesia, a Honda City is priced about 35 percent higher than an equivalent the Honda Jazz, which is essentially a hatchback twin of the City sedan.
In the sprawling archipelago which is also ASEAN’s largest car market, two-wheel drive hatchbacks (including crossovers) with engine capacities below 1.5-litre are taxed 10 percent Luxury Goods Sales Tax, while an equivalent sedan is taxed at 30 percent.
At the same time, Hayashi is not closing the door yet on the Civic Hatchback.
“Selling cars is our business. If there is (sufficient) market demand in Malaysia, we will think about it. Currently I am not sure.”
In other words, if enough people bug Honda Malaysia about the Civic Hatchback, they might reconsider their position. Like any car company, expanding its portfolio adds to its operating cost, and like any responsible business, it has to be sustainable over the course of the vehicle’s model life. Having a small group of enthusiasts ready to put down their deposits is not enough as the manufacturing/assembly plant has to keep running every day.
Currently the Civic Hatchback is only made in one plant, at Honda’s UK plant in Swindon, primarily for the European market. Later this year, USA will import the Civic Hatchback from the UK. Honda is also reportedly mulling over a local assembly programme for the Civic Hatchback in Indonesia but this has yet to be made official.


The Mercedes-Benz G-Class Turns 40 – Of Timeless Heritage And Boundless Adventure

During the launch of
2018 Mercedes-Benz G-Class
, in a corner of the prestigious Cobo Hall, sat a mammoth 44.4-tonne art installation. The world's biggest installation of synthetic resin, bright amber in colour, encapsulated an original 1979 Mercedes-Benz G-Class, symbolising the timelessness of the off-road legend and making a conscious reference to the natural phenomenon of how insects have been preserved by nature for millennia.
Note that when the G-Class was introduced, there were no computers and smartphones, the internet was not even yet a catchphrase and the number one song on the Billboard Top 100 in February 1979 was Da Ya Think I'm Sexy by Rod Stewart. Yet, when we think of all the progress both technologically and culturally which has taken place since 1979, it boggles the mind that the G-Class has more or less stayed the same. As if undisturbed by time, or simply perfect from the very start!
A handful of vehicles the – Volkswagen Beetle, Land Rover Defender, and Toyota FJ Cruiser – can also lay claim to having had extremely long production lifespans, but none have so adamantly remained the same this far into the 21st century, and embraced evolution and technology in such measured amounts, that it remains relevant, cool, and formidable in a sea of newer machines.
Forty years on, the 2018 G-Class’ exterior still sports the original car’s boxy proportions and the distinctive door handle still makes the same characteristic closing sound. Forty years on, a robust exterior protective strip still adorns the flanks of the vehicle. Forty years on, an exposed spare wheel is still affixed to the rear door; the indicator lights are still mounted atop the front fenders.
Initially simply called the G-model or G-Wagen (for the suffix that would follow the model variant); it was introduced in Toulon, France – selected for its demanding off-road course near the Paul Ricard Circuit. Mercedes-Benz's "universal off-road vehicle", with its distinctive profile left an equally deep impression on the guests as did its outstanding off-road capabilities.
Mass production of the off-road vehicle started in February 1979 at the Graz-Thondorf plant. Production was in the hands of Geländefahrzeug Gesellschaft (GfG), in which then Daimler-Benz AG and Steyr-Daimler-Puch AG each held 50 percent of the shares.
Initial G-models were sold under the Puch brand name. The reason behind this was Puch’s reputation with all-terrain vehicles such as the Haflinger and Pinzgauer.
The first generation mainly featured two models: the 460 and 461 across different body styles, and with both diesel and petrol engines. Private customers could order the G-model of the 460 model series with a 12-volt electrical system and in two different wheelbases – 2400 mm and 2850 mm.
In July 1981: the joint enterprise GfG established in 1977 was transferred entirely to Steyr-Daimler-Puch. Since then, the Austrian company has been producing the G-Class as a contract manufacturer for Mercedes-Benz.
Throughout the mid to late 80s, the G-model slowly evolved from an austere, utilitarian vehicle into an upmarket leisure vehicle with a taste for adventure. Along the way it gained creature comforts: improved interior appointments, standard-fit differential locks on both axles (1985), electrical central locking system (1985), front power windows (1987), heated windscreen washer nozzles (1987) and newer, more efficient diesel engines.
The G-model also achieved success in the motorsports arena – when in January 1983, a Mercedes-Benz 280GE piloted by Jacky Ickx/Claude Brasseur won overall victory at the legendary Paris–Dakar Rally. The winners in 1983 were joined by eight more 280GE models that occupied 5th, 8th, 12th, 13th, 15th, 17th, and 19th place.
The upmarket move for passenger G-models led the first major facelift of the first generation (dubbed the 463 model) in 1990, which featured a revised and refined interior plus permanent all-wheel drive instead of the on-demand all-wheel drive used up until then. The facelifted first generation model, with a plethora of drivetrains and subtle cosmetic updates, stayed in production for the better part of 28-years. The 100,000th G-model was produced in June 1992.
In September 1993, after having been in production for 14 years, the model designation of the G-Wagen was changed – from this point on, the G suffix would come before the model number indicating the displacement and variant, and the family of vehicles was now called the G-Class. 1993 also saw the introduction of the G-Class’ first V8 powerplant, powered by the M117 5.0-litre V8 engine that produced 241 hp.
In 1998, Canadian corporation Magna International Inc. acquired Steyr-Daimler-Puch AG. Three years later, this would result in the establishment of today’s Magna Steyr AG & Co. KG. Two years later, on its 20th anniversary, with the initial acquisition of
AMG
, the G-Class got its first AMG powerplant in the G55 model, that delivered 354 hp from a 5.5-litre V8.
The G-Class (still of the 463 model series) was further enhanced and strengthened for the future with a major facelift at the beginning of December 2000. Among other things, the G-Class received a multifunction steering wheel, a central display, revised front seats, and as optional extras the Comand control system. The exterior of the facelift model was identifiable by the clear indicator lenses, bi-colour tail lamps, and decorative stripes on the side protective strips.
The final sign-off of the original first-generation G-Class was highlighted by the limited edition G350 d Professional and G500 models.
Throughout its forty year history, the G-Class has etched its name in history with tire marks over mountainous terrains and muddy riverbanks. just as much as it has on the glamorous highstreets of the world’s cities.
The latest generation of the “longest serving” Mercedes-Benz model now raises the bar a little higher in all relevant areas without sacrificing the principles and engineering DNA that it is lauded for the world over: steadfast reliability, a military grade off-road drivetrain and an iconic design that has stood the test of time; perhaps perfection needs no revolution.
The launch of the 2018 G-Class was illustrated by the comprehensive production titled “Stronger Than Time” and with it, the resin art installation to underscore the great extent to which the DNA of the original vehicle is reflected and still relevant in the G-Class to this very day.
A true tale of timeless heritage and boundless adventure, Happy Birthday G-Class!


Bangun pagi, gosok gigi, beli Subaru

If you happen to be in the market for a new Subaru XV or Forestor during this MCO then fret now, you can now book one from the comfort of your kitchen, eating Koko Krunch in your jammies.

How to book you ask?

1. Fill out the Online Booking form for the
XV
 or
Forester
. This will allow you to secure the booking fee of ONLY RM188.

2. A unique booking code will be sent to you via e-mail.

3. A Subaru Sales Advisor will contact you within five working days to finalise the booking and follow-up on the next course of action
(e.g test drive, viewing of car and loan application) once the MCO is lifted.

The Subaru XV is available in three variants:

XV 2.0i

XV 2.0i-P

XV GT Edition 2.0i-P

Prices start from RM117, 788

The Subaru Forester is also available in three variants:

Forester 2.0i-L

Forester 2.0i-S

Forester 2.0i-S Eyesight

Prices start from 149, 788

For more information layarilah
www.subaru.asia/my/


2016 Honda Accord Facelift Slated for September Launch in Malaysia

Having just
launched
 the
all-new Civic
 for our market,
Honda Malaysia
 is now gearing up for their next big launch. A reliable third-party source has tipped us off that a facelift of the current
ninth-generation Accord
 is being slated for launch in our market this September.
No further details have been provided and official sources from within Honda Malaysia have not commented directly on the matter. It has been confirmed, however, that the hybrid model available in Thailand will not be offered in Malaysia.
As reported on
Carlist.my
 earlier this year, Honda had already launched the
Accord facelift for the Thai market
 in February, debuting a three-variant range consisting of the 2.0E, 2.0 EL, and 2.4 EL variants. The Accord Hybrid was added to the Thai line-up later on.
Mechanically, we expect the Accord facelift to follow the direction of its Thai counterparts and soldier on with its existing engine-transmission combinations, featuring the 155hp/190Nm R20A and 174hp/225Nm K24W Earth Dreams engines powering the 2.0- and 2.4-litre variants respectively. Both these engines mate with Honda’s tried-and-tested in-house 5-speed automatic transmission as standard.
Based on what we see in the Thai model, we may expect the following updates on the 2016 Accord facelift when it launches in Malaysia:
LED illumination: headlights, fog lights, and tail lights with three-bar signature.
Advanced Display Audio infotainment – Apple CarPlay, smartphone MirrorLink
Engine Remote Start
We may also expect some features such as Honda LaneWatch that is currently exclusive only to the 2.4-litre model to be made available in one or both 2.0-litre variants.
The Accord is currently on sale in Malaysia with a selection of three variants:
2.0 VTi: RM141,100
2.0 VTi-L: RM152,300
2.4 VTi-L: RM178,200
All prices OTR with insurance and GST for individual private registration in Peninsular Malaysia.


BMW Group Malaysia Expands Dealer Network With New 4S Centre In Setia Alam

An all-new dealership flying under the
BMW
 Group Malaysia flag has just opened in Setia Alam, Selangor. It is the newest BMW and
MINI
 4S centre, offering sales, service, spare parts and systems facilities.
The centre is managed by Wheelcorp Premium and will serve customers in the greater Klang Valley area, including those within and close to Setia Alam. It occupies a built up space of approximately 107,500 square feet on a 1.1 acre plot of land. Standing four stories tall, the dealership also features BMW Premium Selection as well as a Body and Paint Repair centre.
The ground floor showroom has the capacity to display up to 12 new BMW vehicles and up to four new MINI vehicles with dedicated areas for both BMW and MINI Lifestyle Collection areas. Out back, the facility also has 15 service bays within its 13,000 square foot workshop.
The first floor is where the BMW Premium Selection area is located, with the capacity to display up to 30 vehicles at any given time and furnished with a café waiting area for customers. Also on that level is the BMW M Performance display area that showcases at least one BMW M car and a selection of BMW M Performance parts and accessories.
Up a level, on the second floor, is the stock holding area that can house up to 80 cars while the third floor is a 22,000 square foot space dedicated to the Body and Paint repair workshop.
Managing Director and CEO of BMW Group Malaysia said during the launch ceremony: “In 2012, BMW Group Malaysia together with Wheelcorp Premium established a new BMW 4S dealership in Setia Alam with a promise to set up an even larger facility here in the years to come. This morning, we are pleased to deliver this promise as we open the doors to the new Wheelcorp Premium BMW and MINI 4S dealership here in Setia Alam.”
He added that this particular area, Setia Alam and Klang, has the potential to deliver 500 premium vehicles annually.
Mr. Jayden Liew, Dealer Principal, Wheelcorp Premium said, “Our new home here in Setia Alam features the newest brand identities and furnitures for the BMW and MINI brands and our customers and visitors would be able to recognise this as soon as they walk into our dealership.
You can find the brand new Wheelcorp Premium BMW 4S Dealership at No.1 Jalan Setia Murni AH, U13/AH, Setia Alam, Seksyen U13, 40170 Shah Alam, Selangor. Customers can call 1800 88 3000 to reach BMW Voice or visit
www.bmw.com.my


All-New Chevrolet Camaro To Debut In May, Wants Mustang Blood

After five years and over half a million units sold, General Motors has decided it’s high time for an all-new sixth generation Camaro. And
Chevrolet
 has officially set the details for the unveiling: May 16
th
 in Belle Isle, Detroit.
We don’t know much about the all-new model, and there isn’t much given away in the promotional video that accompanies this post. What we can say is that the upcoming car will be quite heavily changed underneath, which ditches the Holden-developed Zeta platform and will instead ride on GM’s Alpha architechure. Power should be up from 505hp of current Z/28 model and the new manufacturing and material processes should allow for a significant weight reduction as well.
Chevrolet seems to be planning to make some aggressive moves to counter the new
Ford
 Mustang, and wants to make sure it doesn’t lose momentum to its most direct rival. We’ll be curious to know more once the sheets come off about what the new Camaro brings to the fight. Most interesting of which is whether or not it will, for the first time, be offered in right-hand drive like the Mustang.


Lucky Audi Malaysia Customers Enjoy Shuttle Service By Le-Mans Legend Tom Kristensen

What was supposed to be just another trip to the 3S centre to get their Audis serviced turned out to be one of the best days of their lives for a few lucky customers of Audi Malaysia last week.
The lucky owners, who sent their cars for scheduled maintenance at Audi Malaysia’s 3S centres last week, actually enjoyed the company of 9-time Le Mans champion and racing legend Tom Kristensen himself, who gave them shuttle services and dropped them off in the Audi R8 Spyder.
The whole experience was actually an effort by Audi Malaysia to promote its Audi Top Service after sales initiative, and also to give something back to their loyal customers.
That being said, check out the video to see how happy and awestruck the lucky few were.


Class Notes: Porsche Media Driving Academy 2016 – Individual Course

Test driving new vehicles is central to the job description of a motoring journalist. Our worthiness to make a living in this field hinges on the ability to handle a vehicle, assess its behaviour, and then transcribe our feelings and observations into words.
Types of cars that come our way are exceedingly varied; they range from the mundane to the insanely powerful. It makes sense, therefore, that people in our line of work should be well and consistently trained to safely handle powerful vehicles.
We often get invited to participate in driver training programme by the various OEMs and sometimes even tyre makers. Recently, however, we were invited for the first time to participate in a driver training programme catered specifically for the media – the Porsche Media Driving Academy 2016.
The first Porsche MDA was held in 2015 and the series returns this year attracting participation of motoring journalists from across the region. The course is offered at three levels of difficulty – Individual, Professional, and Elite. This being our first participation at the event, I was placed in the Individual group – easiest of the three.
Course Structure –
Like most driver training programmes, we were required to sit through a quick theory class followed by a demonstration on finding a good seating position. As mentioned countless times before, a good seating position is essential to ensure that your arms and legs have good leverage to effectively operate your vehicle’s controls – particularly important in an emergency.
But those two weren’t the first items on the agenda. Our day actually started with physical exercise – we were asked to sprint on foot through a slalom course carrying a metre-long pole each affixed with two water containers at either end. In two of the three poles, the two containers were deliberately filled with differing volume of water. The objective was to let us feel for ourselves the difference in moving through a corner when we are front-heavy, tail-heavy, or balanced 50:50.
For the in-car exercises that followed, we were split into groups of four and rotated between the stations. Because of the small number of participants per group, we were able to attempt more runs for each exercise and less downtime between each person’s turn as well. Also, each exercise was performed with an SUV and a sports car model, allowing us to experience the breadth of dynamic talents across the Porsche range as well as the contrast between the two extremes.
Slalom:
One of the most basic activities in any driving course, the slalom is a practice of smooth steering inputs and throttle control. We tried this exercise with the Macan and 718 Boxster S, and the contrast between the two disparate models in terms of balance, agility, and responsiveness was nothing short of remarkable. On the one hand, the Macan was impressively chuckable around bends for an SUV; on the other, the Boxster’s natural mid-engined balance and rawness feel especially pronounced as we jumped over from the Macan.
Cornering Line:
A good cornering line allows a driver to take a corner in the fastest and most efficient way possible. For the Individual difficulty level which I participated, we were taught a less aggressive safety-first line. We were still asked to go at a quick clip, but the priority was to attain a smooth entry and gently coax the throttle upon exit. This exercise was attempted with the Macan and 911 Cabriolet – this writer’s first occasion behind the wheel of a rear-engined vehicle.
Emergency Lane Change:
 An exercise to simulate the sudden appearance of an obstacle along your path, we were asked to accelerate full throttle and abruptly swerve to avoid a set of cones and then swerve back to the lane we were originally traveling in, coming to a full stop within a box marked further ahead. At sufficiently high speeds, such a maneuver can cause a vehicle to tailspin and lose control. We attempted this exercise in the Cayenne and 911 Carrera S. Even with ESC switched on, the severity of the swerve was sufficient to cause the Cayenne to briefly let its rear step out before intervention from the electronic nannies. In the 911, this exercise served to highlight just how agile and direct its steering is - the car just when where I pointed without any fuss or drama. There is no illusion on this author’s part that all of my successful runs in this exercise was accomplished without some degree of assistance by the vehicles’ safety electronics.
Brake-Steer-Avoid:
Another regular exercise in driver training programmes. Accelerate hard along a straight line, then apply full braking force and at the same time steer the vehicle to avoid hitting the obstacle.
Guided Track Runs:
 After completing the first four exercises, participants were released onto the track in convoy to complete a series of guided laps. Instructors in the lead car would bark instructions over the walkie talkies telling us how best to approach and exit each corner.
Hot Lap Taxi Rides:
 The day concludes with participants being driven around the circuit by the course instructors.
Important Takeaways
Effects of Weight Balance on Vehicle Behaviour:
 Porsche is the only automotive manufacturer in the world to offer all three possible engine configurations in their line-up: front engine – Macan, Cayenne, Panamera; mid-engine – 718 Boxster & Cayman; rear-engine – 911. Each of these configurations result in different basic vehicle behaviours. The engine is usually the heaviest part of the vehicle and has the greatest effect on a vehicle’s weight balance. Mid-engine naturally offers the most neutral characteristics. Front engine causes a vehicle to inherently wash wide when pushed too hard into a corner, although it also helps the vehicle to stop most effectively under hard braking. Rear engine vehicles have the best off-the-line traction because the engine presses increasingly harder at the rear as the vehicle accelerates; around corners, however, rear-engine vehicles are vulnerable to the pendulum effect and are thus most liable to throw their tail out if not properly handled.
The Grip Circle:
The limits of a tyre’s mechanical adhesion is conceptually defined by what we call the grip circle, which is influenced by conditions of the tyre, surface, and also the vehicle’s weight. Control is lost when the limits of the grip circle is exceeded. It’s a bit of a physics lesson, but suffice to say that there is a limit to the combined longitudinal and lateral forces that even the best tyres can take. Drivers can influence the limits of the grip circle by braking to shift the vehicle’s weight forward (thereby increasing front end grip) or accelerating to shift the vehicle’s weight astern (thereby increasing rear end grip). Be mindful, however, that shifting a car’s weight forward causes the rear to lighten and vice-versa. Do note also, that external factors such as the weather, surface conditions, temperature, and tyre tread depth, all affect the amount of mechanical grip available to a vehicle at any one time.
Benefit of Smooth Inputs:
 It’s all too easy and not mention exciting to be hamfisted in your throttle and steering inputs; but to truly go fast, a degree of finesse is required in operating the controls of your vehicle. Being smooth with your steering, throttle, and braking enable you to cover ground at the best possible speed with the least possible effort. Also, it ensures your vehicle’s behaviour remain predictable and within easy control. It is the reason why Formula 1 drivers clock lap after lap in the smoothest most nonchalant way possible - because it's the fastest.
Look Where You Want To Go:
 One of the most basic things they teach in advanced driver training programmes. Whether it is a routine situation or an emergency, your eyes should always be looking where you want to go. In traffic, you should be scanning for empty spaces ahead of you; on winding roads, your eyes should be tracing the road’s curvature for you to plot your best possible path; and in an emergency, you should always be looking for the safest escape route. If there is one mantra you need to remember in an emergency, it is that your hands will always instinctively steer you to the direction your eyes are trained at.


Honda City RS i-MMD Gets Honda Sensing

Safety features are growing ever more advanced, and the all-new Honda City RS i-MMD will receive the Honda Sensing package in line with other Honda models locally.

Safety for Everyone - it’s one of Honda’s objectives when it comes to achieving a collision-free mobile society, and as is the case for many automakers one of the strategies involved is active safety systems. Honda’s own brand of active safety is known as
Honda Sensing
, and it has been available in a number of their models for a year or two.

Their entry level model is also going to receive that same system which brings it in line with the rest of the lineup. The
Honda City RS i-MMD
 has been an extremely hot topic, and the addition of these safety systems is definitely going to sweeten the deal for potential buyers. The system in the City in particular comes with:

Adaptive Cruise Control

Collision Mitigation Braking System

Forward Collision Warning

Lane Keeping Assist System

Road Departure Mitigation

Lane Departure Warning

Auto High-Beam

Some of these features aren’t uncommon among other vehicles in the market – at least around the price range, but the Adaptive Cruise Control functionality is definitely something that adds class and sophistication to this entry-level sedan. This, along with features like Remote Engine Start and Honda LaneWatch will make you feel like you’re driving a much more expensive vehicle.

For the time being, it seems that Honda Sensing is only available with the RS variant of the City, but in the future or with a facelift it could also expand to include the more vanilla 1.5-litre DOHC i-VTEC variants. Booking for the
All-New City
 opened on the 14th of August 2020, and customers will receive an RM 1,000 service voucher if they enter the Special Early Booking Programme. The car will be making its rounds during the ongoing nationwide tour, where the all-new City will be popping up at all 101 authorized dealerships around the country.


Volvo Car Malaysia’s Latest Promotion Makes Buying An XC60, V40 Highly Irresistible

If you’ve been building up to buying a
Volvo
, August 2015 is the month you’ve probably been waiting for. Throughout the duration of the month, Volvo Car Malaysia is offering customers the chance to pick up two of its newest models with 0% downpayment.

Yes, the pay-nothing-up-front promo is exclusive to the 2015
Volvo XC60
 T5 and the 2015
Volvo V40
 T4, and is available not only for a limited period, but also for a limited to stocks available. So, if you do plan to move in on a new Volvo, you best be doing it quickly.

If it’s an XC60 T5 that you’re after, you’ll also be glad to know that limited units will also be available with the brand’s Polestar Optimisation package, sharpening the performance characteristics of the vehicle via: improved throttle response, gearshift speed, gearshift precision and hold, off-throttle response and engine performance (up to 20hp and 50Nm more is available, without compromising fuel efficiency).

The
Volvo V40 T4 is also available with the Polestar package
, but will come with an added cost (RM5,944). The same performance improvements as with the XC60 T5 apply.


Review: Honda City 1.5L Hybrid – A Performance Car For The Common Man

This may be hard to believe, but Honda’s Variable Valve Timing & Lift Electronic Control System or VTEC system for short, will turn 30 next year.
What began as a dream – to build an engine that would produce a specific output of 100 hp/litre, deliver high torque across the rev range, and achieve good fuel economy – required nothing short of inspired thinking and cutting-edge engineering, to say the least.
The best part: Honda wanted to do all this with an engine capacity of just 1.6 litres.
Yet when Honda’s NCE (New Concept Engine) program began in 1984, not one engineer backed down. Under the stewardship of Project Leader Ikuo Kajitani, after nearly five years of brilliant engineering, development, and execution – the “B16A” engine was born. Honda's first engine with a specific output of 100 hp/litre (total 160 hp at 7,600rpm).
The first Honda model to receive the new 1.6-litre VTEC engine was the 1989 Honda Integra. The engine technology was subsequently adapted for use in other models such as the NSX, Accord and Civic.
It’s worth noting that in 1989, the 3.2-litre V8 that powered Ferrari’s 328 GTS produced 84 hp/litre (total 270 bhp), and the 3.3-litre turbocharged flat-six in Porsche’s (930) 911 Turbo developed around 85 hp/litre (total 282bhp).
29-years on, Honda’s little 1.6-litre VTEC powerplant is lauded as one of the best engines ever created, and remains popular for its perfect fusion of power, reliability and tuning potential.
More than just an engine, Honda’s VTEC system became a calling card for the company. In much the same way the quattro AWD system did for Audi, and the three-point seatbelt for Volvo – VTEC established a reputation for Honda as purveyors of exhilarating, technologically advanced cars for the common man.
That ethos of cheap and brilliant is still carried on today – in particular with the Honda City 1.5L Hybrid.
Now, while you may think I may have lost my marbles, by placing a hybrid sedan and high-performance in the same sentence – let me assure that with its high-tech hybrid powertrain, and advanced seven-speed dual-clutch transmission, the City Hybrid is dripping with technology, and has more than enough performance to back its “Sport Hybrid” claims.
Overview
Introduced
 in July last year, the City Hybrid is the second hybrid model of the current model line-up, after the
Jazz Hybrid
, and is sold alongside the
1.5-litre naturally aspirated
 S, E, and V variants.
Do note, however, that while the City Hybrid boasts a highly-advanced powertrain, it skips on some equipment that is exclusive to the Honda City "V" variant – namely the leather seats, leather steering wheel and gearknob, and perhaps most notably, side curtain airbags.
The City Hybrid shares the same 1.5-litre DOHC i-VTEC engine as the Jazz Hybrid, which produces 110 PS and 134 Nm of torque. The engine is paired to an electric motor which outputs another 30 PS and 160 Nm.
Of course, total output is less than the numeric sum of both power units because the two peak at different rotational speeds. Combined, the total output is rated at 137 PS and 170 Nm, which is 17 PS, and 25 Nm more than the naturally aspirated 1.5-litre City model.
Unlike previous Honda hybrids that were equipped with the company’s Intelligent Motor Assist (IMA) system, the City Hybrid (and Jazz Hybrid) is a full-hybrid, meaning that it is able to accelerate from a standstill in electric power alone for smoother stop-go traffic driving.
Crucially, the air-conditioning compressor is now electrically driven, meaning that the air-conditioning’s cooling performance will remain optimal even when the petrol engine is shut down.
Also, previous IMA systems were fitted with a CVT transmission, with the electric motor sandwiched between the engine and gearbox; this time, however, the City Hybrid uses a seven-speed dual-clutch transmission, which interfaces individually with the 22kW electric motor.
The electric motor is powered by a 0.86 kWh lithium-ion battery located under the boot, fortunately, hasn’t compromised boot space - boasting an identical 536 litres of cargo volume as the non-hybrid model.
Elsewhere, the City Hybrid also uses an electric servo brake system, which offers a wider brake regeneration range, because it works even when the engine is shut down, and helps improve electricity regeneration.
For more information on Honda’s hybrid powertrain, check out Hans’ extremely
detailed explanation
 of the technology that makes the new City and Jazz Hybrids tick.
In terms of competitors, the City Hybrid’s closest rival is the
Hyundai
Ioniq
 Hybrid
. It is powered by a 1.6-litre direct-injected four-cylinder, aided by a 42kW electric motor to produce nett total output of 140 PS. The power unit is paired to a six-speed dual-clutch automatic transmission. Like the City Hybrid, the Ioniq is locally-assembled, which helps in giving it an attractive sticker price that starts off at just above RM100k.
Specifications :
Engine: 1.5-litre DOHC i-VTEC Atkinson cycle, transverse, naturally aspirated
Engine power: 110 PS, 134 Nm
Motor output: 30 PS (22 kW), 160 Nm
Combined system output: 137 PS, 170 Nm
Traction battery : 0.86kWh, Lithium-ion
Transmission: 7-speed Dual-Clutch Transmission with Integrated High-Power Motor
Safety: 4 airbags, VSA, Hill Start Assist (HSA), ESS, ISOFIX, Multi-angle reverse camera
Price: RM 89,200 (on-the-road without insurance)
Origin: Locally-assembled in Pegoh, Melaka
Exterior
Nothing much has changed on the outside, save the hybrid badges on the bootlid and front fenders – the City Hybrid is pretty much identical to the facelifted Honda City model.
The City Hybrid only gets halogen headlights at the front, which is similar to the S and E variants (only the V gets LED items), which is quite an omission given the car's high-tech credentials, but it does get LED taillamps.
Along the flanks, dual-tone 16-inch alloy wheels help give the City Hybrid a stylish look. And I am particularly fond of the new front grille, which has likened the front fascia design of the new City to that of its bigger brother, the Honda Civic.
Interior
The biggest difference of the City Hybrid’s interior is the addition of a ‘joystick’ style gearknob. It’s a shift-by-wire system meaning there is no physical connection (such as cables and linkages) between it and the gearbox. The shifter itself looks super futuristic and works smoothly. To the right of it is a small button, marked with an “S”, which engages sports mode.
The instrument cluster is also new – the speedometer takes a central position, flanked by two small digital displays. The one on the right allows us to cycle between multiple info screens that show power flow, trip information, and fuel economy. The display is crisp and looks even better during night time driving, creating an overall cockpit ambience that feels high-tech and premium.
If there’s one criticism that I have of the interior, it’s the infotainment unit. The 6.8-inch display screen reflects a lot of glare from sunlight during the day, and the graphics aren’t as clear as the older unit found on the pre-facelift models.
The system itself isn’t as intuitive as before, and I struggled quite a few times to get my Bluetooth paired up. It does have an in-built USB and HDMI port, which is good, but overall functionality is let down by complicated screen layouts and multiple function menus.
Driving Experience
Honda claims the City Hybrid performance is very close to that of a non-turbo Civic 1.8, and I couldn’t agree more. Get it in ‘Sports’ mode and proceedings get even peppier. Now, I’m not saying its VW Golf GTi quick, but it’s no slouch either.
Power delivery is sublime right from the start in hybrid mode, and the torque delivery is meaty and linear right to the upper limits of the rev range. Transitions between the electric motor and engine happen rather seamlessly depending on the driving requirements. After a while, you simply feel like you have a bigger engine under the hood than the claimed 1.5-litres.
Throttle harder though, and the City Hybrid will accelerate with some gusto, and keep the accelerating quite rapidly to around 150 km/h.
The seven-speed transmission offers up a wide spread of ratios for the engine to work on and shifts, up and down, are despatched rather quickly. The City Hybrid is offered with paddle shifters, which does spice things up a little during an enthusiastic drive, but for the most part, the gearbox is intuitive enough to shift up and down depending on the throttle load, such that I rarely needed them. Still, in keeping with the car’s sporting ethos, it’s a welcomed addition.
The transmission is smooth in traffic and comes into its own on the highway, ticking away at just under 2,000 rpm in seventh gear at the speed limit.
The City Hybrid tips the scale at 1,188 kg, just 76 kg more than the Grade V 1.5-litre model, so it hasn’t lost its edge in the handling department. If anything, the added (battery) weight at the rear gives it better high-speed tracking and stability.
Steering is sharp, and offers relatively good feedback. On a hard thrash on a twisty road, one would run out of mechanical grip from the tyres before the City reaches the limits of its chassis. Turn-in is good, as is mid-corner body control, and given the engine’s instantaneous torque delivery, the City Hybrid exits corners with considerable verve.
Perhaps a drawback of the advanced drivetrain is that the engine is worked quite hard, between powering the car and its battery regeneration duties – it groans and bellows from time to time, especially when it’s called on to recharge the battery.
It’s much the same with any other hybrid vehicle, such as Toyota Camry Hybrid and the Hyundai Ioniq, however, the power unit in the City Hybrid is less refined.
Also, given that the electric motor is connected to only alternate gear ratios – downshifts during deceleration, mostly when coming to an (urgent) complete stop can sometimes feel a bit notchy. Because the transmission is jumping between alternate gears (when in a regeneration phase), instead of cycling through them sequentially, small drivetrain jolts are felt as the car slows down. But, as this only happens during sudden slowing, it isn’t a deal breaker.
Conclusion
Having also tested the
Hyundai Ioniq
 in recent time, in my opinion, the Ioniq surpasses the City Hybrid most notably in terms of safety kit and overall refinement levels. Its innovative drivetrain isn't to be scoffed at, and it too is a champion in value. If you're in the market for a hybrid vehicle, especially at this price range, the Ioniq Hybrid definitely warrants a close look.
However, the City Hybrid trumps the Hyundai Ioniq in terms of cabin space both at the front and rear, making it the more practical choice of the two.
Elsewhere, the City Hybrid excels with a sublime power unit, superb fuel economy and driving dynamics that will satisfy most die-hard driving enthusiasts.
Given its attractive price tag, and backing from a brand synonymous with great engineering, performance, and reliability – it’s a purchase one can commit to with peace of mind.
Plus, despite its claims of being a sporty vehicle, it hasn’t forgotten its premise of being an economical and versatile family sedan: over 1,000 km of driving, I averaged around 6.4-litres/100km in city driving, and achieved as low as 5.0-litres/100km during conservative highway cruising, which is excellent by any measure.
And with a specific output of 91 hp/litre, it’s almost as power dense as the VTEC powerplants that came before it, yet substantially more efficient. Progress.