Expect stricter enforcement of the Movement Control Order from tomorrow

The purpose of the Movement Control Order (MCO) has been to limit movement of people so as to cut back the transmission of the COVID-19 coronavirus. Close contact allows the virus to spread and from just one infected person, hundreds more can be infected.

Today would have been the last day of the Movement Control Order (MCO) which was introduced on March 18. It has been tough on many people, especially those with small businesses that are very dependent on daily earnings. Everyone thought that it would be for 2 weeks and then the MCO would end and life would go back to ‘normal’.

Why flattening the curve of new cases is crucial to winning the battle against COVID-19.

But the numbers have continued to rise and even though we don’t have the frightening exponential increases in cases and deaths like in Italy or Spain, the fact remains that the ‘curve’ has not been flattened. This is the graphic representation of the number of cases and measures like the MCO and social distancing are meant to flatten the curve so that the number of cases can be lowered and the hospitals can then cope. In some other countries, the hospitals have been overwhelmed that doctors are facing the dilemma of who gets life-saving equipment and who does not and is likely to die.

We are actually luckier than people in other countries which have lockdowns and strict enforcement by police and soldiers. The MCO requires people to remain at home but it is still ‘reasonable’ in that those who are in need of food, additional essential supplies or medicine can still travel. They can go to get what they need and must then return, not wander around town and enjoy the empty roads.

The roads may be great for driving because they are so empty but you cannot wander around during the MCO period.

Yet there have been stubborn people who just do not understand how important following the MCO is. According to the authorities, they are about 3% of road-users but these 3% have made things worse for the rest of us. The extension of the MCO by another 2 weeks is not necessarily their fault as the situation has been difficult to overcome, though it has been said to be ‘stable’ with 150 to 200 new cases daily. But because of the indifference and stubbornness of those 3%, we will all face stricter controls from tomorrow.

The National Security Council has given assurance that there will not be a curfew although operating hours for supermarkets, grocery shops, convenience stores and petrol stations will be limited to between 8 am and 8 pm. The same applies to places selling food which have not been permitted to allow customers to eat on their premises; they can only offer takeaways or cater to orders sent by food delivery services.

So it is almost like a curfew and between 8 pm and 8 am, there should be no reason to leave your home unless you have a real emergency – like your wife is about to give birth or your grandfather is in urgent need of medical attention.

From tomorrow, with stores ordered to be closed between 8 pm and 8 am, there should be no reason to be on the road at night.

There are already restrictions on interstate travel but within towns and cities, things have been relaxed but it has been found that some people abuse the freedom permitted. For instance, some people from Penang island said they wanted to go to the mainland to buy groceries or their ‘favourite food’! As a result, the police will now limit the distance that can be travelled and if the destination is far away, you will be asked to turn around and find a store nearby.

Besides the restriction to one person in the vehicle doing the errands, the police will also check on temperatures of the drivers. Anyone found to have a fever will be immediately held back and send for screening. In this way, some of those who are carriers of the virus can be stopped from spreading it to others.

Red zones – areas with a large or sudden increase in cases – have been identified and the new strategy is to close off these areas. They may be whole districts like the one down in Johor or they may be a condominium complex like Menara City One in Kuala Lumpur. Residents are placed under an ‘Enhanced Movement Control Order’ which will make things unpleasant for them as they cannot leave at all.

To manage things better, the police are also closing off some roads and filtering vehicles into specific channels for easier checking. More roadblocks will be set up so if you think you can get by one with your ‘story’, the police at the next roadblock might not accept it.

Terengganu is also considering a new approach using car numbers as eligibility for travelling. The idea to reduce traffic numbers was to have vehicles with numberplates ending with odd numbers allowed on one day and even numbers only on the next day. However, the plan which was to have started tomorrow has been postponed pending further study.

Details of new procedures that will be stricter will be announced tomorrow, according to Senior Minister Datuk Seri Ismail Sabri Yaakob. Meanwhile, Dr. Noor Hisham Abdullah, the Health Ministry’s Director-General whom you see giving a briefing every day, has urged Malaysians to be more disciplined and abide by the MCO.

“It is really up to us. If all of us can come together as one, and stay at home, we at the Health Ministry can continue with public health activities and carrying out active case detection. We can increase testing and finding targeted groups, we test them and isolate them early. Then we can break the chain of Covid-19,” he said, adding that another extension of the MCO after April 14 would only be made after assessing the situation during the first week of April.

So please abide by the regulations and stay at home unless you have a valid reason to venture out. This is not a situation affecting just people in one city or state, it is nationwide and all Malaysians are having to go through it.


The best car to film the 2020 Nissan GT-R NISMO in action (w/VIDEO)

The Nissan GT-R is the flagship of Nissan’s high-performance range and the GT-R NISMO can be considered as the ‘pinnacle’ of the iconic nameplate which has a 50-year history. Constantly pushing the performance envelope, NISMO engineers have upgraded the 2020 model’s engine with aerodynamics further enhanced and weight-savings through the meticulous use of exotic materials.

Then came the time to show the sportscar in action and these days, video is a must. There was just one problem – how to film a super sportscar like the GT-R NISMO? It would have been easy to shoot from a helicopter or drone but to have more impact, the view should be as close as possible at ground level.

Enter Mauro Calo, a professional precision driver and automotive video expert known for his work on big-budget blockbuster movies and automotive TV shows. He knew the perfect car to chase and film the 2020 GT-R NISMO – another GT-R.

While Nissan helped locate a suitable GT-R to be transformed into a purpose-built camera car, Calo was already working on the design. Once the car arrived, he and his team fitted a bespoke tubular structure that was welded to the chassis and able to hold the weight of the professional carbonfibre gimbal camera mounting system.

The ultimate high-speed camera car

Until Calo realized his ambition of developing the ultimate high-speed camera car, the vehicle of choice for this type of filming would be a high-performance SUV. However, SUVs lack the speed or agility to follow the world’s fastest performance cars on track.

Thanks to its low centre of gravity, adjustable sports suspension and 4-seat configuration, the GT-R is the perfect base car to accommodate a camera rig of this type. And with the performance of the twin-turbo 3.8 V6 plus its advanced all-wheel drive system, it’s easy to see why Calo chose it.

“When I started to think about developing a high-performance camera car, I quickly realized that the Nissan GT-R was the only car that would meet my criteria,” said Calo. “It has supercar performance, with outstanding all-wheel drive handling and stability. It’s famously reliable, and it can seat the team I need to operate the camera system. There were no other contenders.”

Fabulous footage with high definition

Not many GT-R customers regularly use all four seats, but a typical shoot requires a full camera crew. With Calo at the wheel, a gimbal operator, a focus puller and a director can be in the car at the same time – ensuring fabulous high-definition footage of the world’s fastest cars at high speed (with all safety precautions taken, on a closed circuit, of course).

“I knew already, from driving it on photo and video shoots, what a great car the Nissan GT-R is,” Calo said. “But since I adapted my Nissan GT-R to be a high-speed camera car and have been using it to film some of the world’s fastest cars on track, my respect and appreciation of its performance, reliability and stability has only increased. It amazes me and the teams I work with every time we use it.”

With careful choreography planned in advance and coordinated via walkie-talkie, the two GT-Rs chased each other around the Lausitzring racetrack in Brandenburg, Germany, as part of the GT-R NISMO’s media preview event. The recorded footage has been viewed millions of times on YouTube and other social media platforms.

This Lego Nissan GT-R Nismo is what you’ll want in 2020


Revised Toyota Pricelist after Sales Tax Exemption

* * Total promotion includes cash rebate + free accessories package (subject to change). Valid until  June 30, 2020.

Toyota C-HR

For more information or to locate an authorised Toyota showroom in Malaysia, visit
toyota.com.my
.


Fully electric Folgore models to dominate Maserati’s range by the end of the decade

Every major global carmaker, especially those in Europe, have announced electrification plans that will see their brand going fully electric or having a mix of hybrid electric and battery electric (BEV) models. This is an industry-wide move to address climate change and environmental issues, and the auto industry is responding by switching to vehicles with electrified powertrains that generate very low or zero emissions. There is an urgency so the end of this decade is set as the target for completing the changes.

Maserati will be the first among the Italian luxury car brands to produce full-electric models, with the first one to be launched in 2023 and an aim to be the first to complete its electric line-up by 2025. All the fully electric models will be developed, engineered and entirely produced in Italy and form the new Folgore range (‘
folgore
‘ is Italian for ‘lightning’).

A prototype of the Gran Turismo Folgore was shown at the recent Formula e-Prix in Rome, Italy. It was driven by Carlos Tavares, CEO of Stellantis, which Maserati is part of.

The first model will be the Gran Turismo Folgore, a coupe which the company says will have ‘cutting-edge technical solutions, superb performance, comfort and elegance’. Technical details are not revealed yet although it is believed that the powertrain will have 3 motors and a total output of up to 1,200 ps.

Maserati has given assurance that while exhaust emissions will fall to zero, one iconic element of the cars with the Trident will still be present: the distinctive growl. Of course, the equivalent for electric motors would usually be a high-pitched whine so it will be interesting to see how the engineers incorporate that familiar adrenalin-pulsing roar.

The Grecale Folgore.

Following the Gran Turismo Folgore will be the Grecale Folgore, which is a fully electric variant of the
second Maserati SUV model
. It will have a 105-kW/h battery pack using 400V technology and two motors which will generate a total of up to 800 Nm of torque. This is also scheduled for launch towards the end of 2023 so it might go on sale only in 2024.

For 2025 or 2026, the next generation of the Quattroporte sedan and Levante SUV will make their debut and are likely to be only available with electric powertrains. By then, as mentioned earlier, Maserati will have every model in its range electrified. The other target for the end of the decade would be when it no longer has a combustion engine powertrain in any of its models.

Next year, Maserati will partner the ROKIT Venturi team to participate in the Formula E World Championship for all-electric single-seaters.

As part of its journey onwards to electrification, Maserati will also make its debut in the next season of Formula E (season 9) next year. It will be the
first Italian brand to enter Formula E
 and its partner will be the ROKiT Venturi Racing team, already successfully running in the series. Season 9 will see a new generation of racing cars that have a range of innovations in terms of design, production and technology.

Maserati starts electrification journey with new Ghibli Hybrid


First Drive: All-New Lexus NX 350 F-Sport – Lexus Has Perfected The NX!

When it was first introduced, the Lexus NX was positioned as the Japanese brand’s answer to the BMW X3, Range Rover Evoque and even the Volvo XC60.

It was perfectly proportioned for those who wanted the space and versatility the Lexus CT offered, with the ride height of the RX.

Before the introduction of the NX, the price gap between the CT and the RX was vast. Giving Lexus the perfect opportunity to plug the gap with a mid-sized SUV.

And the strategy worked. Ever since its introduction, the NX has contributed 25% of total sales for Lexus Malaysia.

The RX remains as the most popular Lexus in Malaysia.

As popular as it may have been, the first-generation NX had its flaws. It was too soft to attract a younger audience who preferred a sporting element to their cars. And the interior design was just not attractive enough to compete against the likes of the BMW X3 or the Mercedes GLC.

There was lots of room for improvement, and the all-new Lexus NX 350 has hit all the right spots.

Let’s start with the exterior design. The spindle grille is an integral part of the Lexus design language so that has been retained, though refreshed.

The positioning of the grille is now more vertical than before, and the chrome frame has been replaced with a gloss black frame for the F-Sport model, which is the model you are seeing here.

The lights too are all-new. The daytime running lights are the biggest change. Gone is the detached DRL that was previously placed at the bottom of the main headlight. It has now been integrated directly into the headlight while the 3-eye jewel like LED lights have been retained.

Lexus says the brightness of the DRL is now dependent on the speed at which the car is travelling. The slower you drive the dimmer the light and vice versa.

The are also aerodynamic elements placed right above the front lip that help to channel air towards the engine to aid cooling.

Towards the side, the wheel wells are now in the same colour as the body, which is a refreshing touch and gives the NX an elegant presence.

The body features grooves and lines that play with the light to give the car a bigger, bolder presence than before.

The door handles are among one of the most significant updates to the NX. The handles are now updated with something called e-latch. To open the door, you don’t have to pull the door handle anymore but instead just gently press on a button placed behind the door handle, and pull the door as you usually would.

You also open the door the same way from the inside as well, with a gentle push a latch that doubles as a button, and push the door outwards as usual.

The back of the car too has been totally refreshed. The biggest change is the inclusion of an LED light strip (light bar in Lexus lingo) that runs across the back of the car, very much like the one we saw with the UX and LM.

The NX is also the first car to do without the Lexus logo placed at the back of the car. The Lexus name is now spelt out across the back of the car, very much like what you see on a Porsche.

What I appreciate the most about the back of the NX is the total omission of exhaust pipes, in design at least. The pipes are definitely still there, tucked away neatly behind the bumper. But Lexus has not bothered to create any fake tail pipes like what we see with a lot of other premium brands.

Inside is the biggest change a Lexus has seen in recent years. And the most welcomed.

But before you step inside the new NX, take some time out to appreciate the seats. They are one of the best looking seats you will ever see, and also quite comfortable.

The other thing that you will notice is the mega 14-inch screen that houses everything from entertainment, navigation and every other setting for the car. It also features wireless Apple CarPlay while Android Auto users will still need to use a cable.

For me the mega screen signals the return of the glory days of Lexus because the brand has finally removed the annoying and terribly difficult to use Remote Touch Interface.

The RTI in short, was a mouse pad lookalike that helped you navigate around the entertainment system, navigation and everything else.

It sounds simple enough but imagine driving while using a mousepad, one eye on the road and the other on the screen to make sure you are clicking on the right icon. It was counter intuitive distracting and I am glad it’s time has arrived.

The overall fit and finish is typically Lexus but turned up a couple of notches. I love the way the air-conditioning dials have a tiny monitor in them that indicates the temperature. That’s a very nifty touch that feels like it belongs in more expensive cars.

Current Lexus owners will notice one thing about the interior, and that is the obvious lack of buttons everywhere. But that’s not only because everything has been neatly tucked away in the aforementioned 14-inch screen, but this is also part of the new Lexus Driving Signature that has been defined by the Tazuna Concept.

The Tazuna Concept simply draws on the relationship between a jockey and his horse. This coming together of man and beast is what Lexus draws inspiration from, especially the subtle commands the jockey gives his horse which intuitively understands what its rider wants.

This is felt in the way the car behaves when driven, but this is also particularly apparent with the obvious reduction of switchgears around the interior. As compared to the previous generation NX which has 78 buttons and dials around the interior, the new NX has just 45.

And this time, there’s also a new heads-up display which gives you essential data such as speed, gear position, GPS directions and a few more.

Powering the new Lexus NX F-Sport variant is a 2.4-litre turbocharged engine that produces 275hp and 430Nm of torque. It is mated to a new 8-speed automatic gearbox which features Artificial Intelligence shift control that works by using a camera to scan the road ahead, and then matches its shift pattern to the terrain. Talk about genius.

For the first time, the Lexus NX comes with an electronically-controlled full-time AWD system. This AWD system sends power on a 50:50 ratio between the front and back wheels when you first start driving. Then depending on the driving condition, it will split power accordingly and reduces under or over steer if needed.

But the beautiful thing about driving the Lexus NX 350 F-Sport is that it does not try to be something that it is not. It toes the line between comfort and sporting abilities but does not lean too hard in any direction.

The luxury and comfort it offers is understated. While the sporting abilities lets you have fun when the road allows you too. It does the 0-100km/h in about seven seconds, which isn’t anything to shout about, but Lexus is not saying that the NX is a mid-sized SUV with sporting abilities.

But let’s not for a second think that Lexus does not know how to make good handling cars. This is a company has made legendary sports cars like the LFA and won multiple races. And has continued to do so for decades.

We got to drive the Lexus NX 350 F-Sport for about 35 minutes around the south track of the Sepang International Circuit. And the NX felt very much at home.

We were among the last group of the day, so about 20 other members of the media had already given the NX a good spanking before we got to drive.

And yet the brakes stood up to the test with zero signs of fade. The engine still hummed smoothly along and provided power at demand with zero hint of lag or slip.

Sure there was a little body roll through the fast corners, the NX does not have adaptive suspension to keep the body in check. But owners will be thankful for not having adaptive suspension in the long run.

But in terms of driving the NX, there is one thing that it offers that just about anyone can appreciate is a good quiet interior. Lexus has achieved this by using Active Noise Cancellation technology that uses a microphone to detect unwanted noises then emits noise cancellation frequency to cancel out those unwanted noises through the speakers.

It is a simple yet ingenious technology that makes the car feel comfortable and reduces fatigue over long distances.

Making the Lexus NX 350 F-Sport even more appealing is the new colour variants. A total of eight new colours are available for the Lexus NX, including a new Sonic Chrome that Lexus says is the flagship colour for the new NX, while the F-Sport variant gets two exclusive colours.

Interior colours are limited to just black and dark rose, while the luxury variant gets a new hazel interior. F-Sport owners will get the option of a black or a flare red interior.

The Lexus NX has matured to be an impressive mid-sized SUV that will appeal to those who want a good looking SUV without the pomp and glamour of a BMW or a Mercedes.

It comes with the well-known reliability as well as the legendary after-sales service Lexus is known for.

The new Lexus NX doesn’t seem to have put a wheel wrong in any direction, but if there’s one thing that is a thorn on the side of Lexus Malaysia that would be the grey market.

If you are thinking that you could buy a new Lexus NX 350 in the grey market for cheaper, you would be right. But you would be missing out on the official after sales service and all the luxuries a Lexus centre has to offer. And that would be missing out on a huge chunk of the Lexus experience that the brand is so well known for.

Lets not forget, buying and driving a Lexus is just one half of the car, while enjoying the luxurious after sales service Lexus offers is the other half. Why miss out on the other half by buying a Lexus on the grey market?

The Lexus NX 350 F-Sport is now available for booking in Malaysia for RM389,888 for the F-Sport variant while the Luxury variant is priced at RM370,888 on the road without insurance.


How to get three Infiniti cars for your home – free of charge

Running out of things to do during this
#stayathome
 period which the Movement Control Order (MCO) requires you to do? Here’s something from Infiniti, Nissan’s luxury brand, which could help you discover a new hobby.

Drawing on its Japanese heritage and dramatic designs, Infiniti is releasing a collection of ‘Carigami’ models as part of the
#ParkitforNow
 campaign in the USA. The project is part of the brand’s effort to encourage people to stay at home to contain the spread of COVID-19, by providing a free creative outlet for customers and fans.

Combining two elements of Infiniti brand DNA – powerfully elegant design with Japanese inspired craftsmanship – the aim is to create designs like origami. This art of folding paper is said to have its origins in China and Europe though today it is usually associated with Japanese culture.

A series of three different Infiniti models can be produced in 1:27 scale, replicating the design of the Q50, QX80, and the FX crossover. They can be downloaded for free from
www.infiniti.com
 and printed on paper (the thicker, the better). Using a hobby knife or cutter and some glue, the templates can then be assembled into the cars.

“In this unprecedented time where citizens of the world are doing their part to fight COVID-19 by staying at home, we wanted to develop something that will help ease the boredom, while having a bit of fun” said Phil York, General Manager of Infiniti Global Brand and Marketing. He continued, “Our hope is that lovers of cars and crafts alike will enjoy Carigami.”

The team who created the project embraced the playful spirit of the concept when producing content, including capturing a scaled-down ‘at home reveal’ of the models on a record turntable (in place of the typical design revolve). The aim is to inspire users who are seeking for a creative outlet as they practice social distancing at home.

Starting with the Q50, the QX80 and the FX, Carigami model templates will be progressively available. After assembly, you can upload images of your efforts to social media and add the hashtags #ParkitforNow #Carigami.

Have fun!

Click here to get the Carigami templates


Honda Civic Hatchback e:HEV Hybrid for Europe – will it come to Malaysia too?

When the latest 11
th
 generation Civic Hatchback made its global debut from North America last year, it was mentioned that there would be hybrid (which Honda calls e:HEV) as well as combustion engine powertrains. However, the e:HEV powertrain was primarily intended for the European market to meet Honda’s objective for all European mainstream models to have electrified powertrains by 2022.

The Civic Hatchback e:HEV will be available in Europe from the fourth quarter of this year. It will join the Jazz, CR-V and HR-V in the electrified line-up, while the Honda e is a battery electric model (BEV).

While the Jazz, CR-V and HR-V use 1.5-litre petrol engines with their hybrid powertrains, the new Civic Hatchback has a larger 2-litre direct-injection, Atkinson-cycle engine. The total system output is 135 kW (170 ps) and 315 Nm of torque. Honda engineers have introduced several new elements within its architecture to help achieve a thermal efficiency of 41%, one of the highest figures within the automotive industry for a production roadcar engine. This allows the engine to provide better performance as losses through friction are less.

The two compact electric motors, powered by a 72-cell lithium-ion battery, work together to provide the primary propulsion for the car. The engine is controlled by a new, compact Power Control unit which now sits under the bonnet with the rest of the powertrain. Located under the rear seats is the latest version of Honda’s Intelligent Power Unit (IPU) and whilst smaller and lighter, it benefits from an increased energy density. This system delivers a feeling of instant torque and powerful acceleration whilst still offering outstanding efficiency.

While on the move, the advanced powertrain shifts seamlessly between electric, hybrid and engine-only modes. When each mode is used depends on various factors, but the driver does not make the determination. The computer will consider the battery level, load conditions and speed, and choose the optimum mode to run in. It is possible to run a few kilometres on just electric mode, usually when starting a journey.

And while on the move, the battery is constantly recharged (even during braking or coasting) so there should be no ‘range anxiety’ or the need to search for a charging station. In fact, with the presence of the petrol engine, the operation is just like a normal car with a combustion engine and fuel can be added when necessary. However, with the electric motor doing part of the work, the consumption will be quite low (20 kms/litre claimed).

While the driver cannot control the powertrain modes, he or she can select specific programming for economical, sporty, or normal driving characteristics. The Civic Hatchback also has one more mode not seen in all e:HEV models and that is an Individual mode. This allows separate control of the engine, transmission and meter display and will be appreciated by drivers who want to fine-tune their car’s performance. Central to the e:HEV system is the fixed gear transmission which has been designed to minimize mechanical friction and is controlled by the IPU.

As for styling, the overall appearance follows that of the latest Civic generation with a more dramatic roofline that gives a sleek coupe-like profile. Depending on the variant, the front end may have a different grille (like the RS versions in Malaysia). At the rear where the big differences are, with larger side windows and a new small corner window in the C-pillar to enhance rearward visibility,

The roofline flows downwards to a lightweight composite tailgate (a first for the Civic). Developed using new manufacturing technology, the weight has been reduced by 20% compared with the previous Civic, making it easier to open and close.

The overall height of the car has been reduced by 50 mm by moving the hinge mechanism outwards. The design of the rear lights is different from the sedan’s and the third brake light lens spans nearly the entire width of its hatch, visually emphasizing the Hatchback’s wider rear track.

Compared to the 10th-generation Civic Hatchback, the windscreen pillars have been moved back by around 50 mm while the wheelbase is 35 mm longer and the rear track is 13 mm wider. However, the rear overhang is less which reduces the overall length by 124 mm but Honda says rear legroom is better in this new variant.

With the large opening at the back, additional attention was given to body rigidity. The Civic Hatchback’s structure has 19% better torsional rigidity versus the previous generation. The stiffer structure, with an aluminium front subframe, benefits ride, handling and refinement, with reductions in noise, vibration and harshness augmented with the extensive use of structural adhesives, spray-in foam in the pillars, and additional sound deadening in the firewall and under the floor.

The suspension is shared with the Sedan but Honda mentions chassis updates such as new low-drag front brake calipers, and low-friction front and rear wheel bearings to reduce rolling resistance.

While the latest City Sedan and Hatchback RS have e:HEV powertrains, the new Civic Sedan does not. Whether we get the new Civic Hatchback e:HEV depends very much on whether it is offered in Thailand. Sales of the Civic Hatchback have not been good so there may not be interest offer the new generation.

However, since it uses the same platform as the sedan, Honda might be willing to develop a sedan with e:HEV technology for ASEAN where there should be sufficient volume to justify it. According to Maduko Chujo, Managing Director & CEO of Honda Malaysia, the company is looking at the possibility of offering a hybrid powertrain with the Civic later on. One of the challenges for the company is to get the cost down so the pricing can be more attractive to a larger segment of buyers.

11th generation Honda Civic Sedan arrives in Malaysia, with 1.5-litre turbo engine for entire range


The explosion that saves lives instead of kills…

There is a scientific theory that a ‘Big Bang’ occurred at the beginning of the universe. Likewise, it was many ‘bangs’ which were at the beginning of a development in the automobile’s history which would save thousands of lives. These were the tests conducted by the engineers at Mercedes-Benz in the 1960s to develop the airbag system which almost every car sold today must have.

“We used missile technology,” Helmut Patzelt, one of the founding fathers of the airbag and an expert in pyrotechnics, remembered. “A missile receives its thrust from discharged gas, and we applied this very principle. The only difference is that we trapped the gas – inside an airbag.”

At the moment of a frontal collision, the airbag starts to inflate at over 300 km/h and immediately after it is fully inflated, the pressure is released to have an absorbing effect. The entire process takes place in the blink of an eye and is certainly much quicker than what this animation shows.

It was with this type of triggering test that Mercedes-Benz began to develop the idea of the airbag in 1967, prompted by two developments which affected automobile design: the rapidly spiralling number of accidents during the 1960s and a resultant series of new laws in the USA, one of which required an ‘automatic occupant protection system’ for every car in the USA from 1969 onwards. “We can no longer tolerate unsafe automobiles,” declared Lyndon B. Johnson, the President of the USA then.

And so it was that previously ignored inventions – for which patent applications had been submitted by German Walter Linderer and American John W. Hedrik as early as 1953 – suddenly took on a whole new meaning. “A folded, deployable receptacle which inflates automatically in the event of danger” was a fascinating idea; yet, at that time, the technology required to make it happen simply did not exist. This was the cue for the automotive engineers to commence their explosive experiments.

By 1970, the pressure on the developers increased when the newly-formed US highway safety authority (NHTSA) stipulated that driver airbags would be a legal requirement for all new cars – starting as early as January 1, 1973. No sooner had it been made a requirement than the airbag became the subject of a long-running dispute. “The airbag will kill more people than it saves,” claimed critical voices that joined the debate in the USA.

As a consequence, the introduction date was changed to 1976. And even after that, the production launch had to be postponed on several other occasions. Alarmist statements and uncertainties had people wondering if the airbag was just ‘a lot of hot air’. Hansjurgen Scholz, who was then project manager for passive restraint systems at Mercedes-Benz, remembered that period only too well: “When a fatal accident involving an airbag occurred in the USA in 1974, most of those involved deserted the project like a sinking ship!” All of a sudden, the development team at Mercedes-Benz found that they were left on their own, without any outside support. Other German manufacturers also failed to see the potential of the life-saving airbag at the time.

But the team of engineers was not ready to give up. “We had recognised the enormous potential of the air cushion. And we were not going to throw away our trump card,” said Professor Guntram Huber, a former director of development for passenger car bodywork at the German carmaker. He  would later be awarded the ‘Safety Trophy’ by the American Department of Transportation for his role in the introduction of the airbag.

The inside of a steering wheel with an airbag system. The white section is the folded airbag and below it are the pellets which reaction to generate a gas that inflates the airbag at very high speed – like the firing of a rocket exhaust.

And so it was that, in 1974, Mercedes-Benz decided to go ahead and put the airbag into production, regardless of the seeming negative sentiment in the US market concerning airbags. What’s more, the idea was to offer the safety device in the world market and not just the US alone.

The technological challenges that had to be overcome when developing this innovation, which finally led to the unveiling of the world’s first driver airbag in December 1980, were immense. A new product had to be created entirely from scratch. Problems that required solutions included the sensor-triggered deployment mechanism, the gas generation process, the tear-resistance of the airbag fabric, the effects on health and hearing, functional reliability and the crucial issue of how to prevent unintentional activation. Given the intrepid test methods employed – they were, after all, based on missile technology – the authorities were quick to offer resistance, at first putting the triggering mechanism used to inflate the airbag in the same category as fireworks. In Malaysia too, early perception of airbag systems by the authorities was similar and required companies to have rooms akin to bomb shelters to store airbag systems! For this reason, all those involved in the development of the airbag had to attend an explosives course. Following initial tests with liquid gas cylinders, the breakthrough was finally achieved by using a solid fuel for firing the airbag.

Toxicologists also had their say, querying the emissions left behind inside the car after deployment of the airbag. But the developers were able to allay these fears as well, since the solid fuel pressed into tablet form – consisting of sodium azide, calcium nitrate and sand – left behind predominantly non-hazardous nitrogen gas and small quantities of hydrogen and oxygen. It did, however, get smoky inside the cabin, leading people to sometimes fear that a fire had started.

In their efforts to overcome the technical hurdles before them, many of the ideas the engineers came up with were highly unconventional. Since the sound of the deploying airbag was above the pain barrier but only lasted for 10 milliseconds, the effect on the eardrums could not be clearly ascertained at first. The engineers therefore installed a cage containing 15 canaries in a test car to determine the harmful effects of the noise, gas emissions and air pressure during deployment of the airbag. Not only did all the canaries survive the test, they also remained their usual lively selves…

Testing airbags under development in 1969.

Some 250 crash tests on complete vehicles, around 2,500 sled tests and thousands of component tests provided the airbag pioneers with invaluable knowledge to help the airbag on its way to full series production. The primary concern in all the tests was stopping the car airbag from deploying unintentionally – a horror scenario for the developers. In early tests, the airbag would sometimes go off even when the vehicle was at a standstill, meaning that the engineers also had to develop the electronic system from scratch. The sensor only had a few milliseconds in which to deploy the airbag – still very much a fanciful idea in those days. As if that were not enough, the sensor had to be able to function reliably for several years at extremely low or very high temperatures with constant fluctuations in humidity, depending on the country.

Some 600 test cars took part in road tests, off-road trials and rally events, clocking up in excess of 7  million kilometres, in order to ensure that the sensor could perform its vital, life-saving function. In addition, the engineers, technical experts and office staff had to literally put themselves in the firing line. They sat at the steering wheel to gauge the effects of the airbag as it deployed in an emergency, all under the watchful eye of the project team who recorded the results.

Last but not least, another issue which had to be resolved before the first airbag was allowed to be installed a production car in December 1980. Even 40 years ago, Mercedes-Benz was thinking of the environment and had to consider disposal of airbags; in other words what to do with the airbag when the car reached the end of its life or after it actually did its life-saving work.

Following the world premiere of the driver’s airbag in a W126 S-Class in 1980 (above), the specialists in the safety development department set about building upon their lead, using their know-how to further develop the safety system. This led to the installing a second airbag for the front passenger which was introduced in 1988. Then, in 1992, all Mercedes-Benz models were fitted with a driver’s airbag as standard globally, with the passenger airbag eventually becoming standard as well in 1994.

A further milestone in passenger car safety was achieved in 1995 when the side airbag made its debut in the E-Class following a development period of around 10 years. The side airbag against each front door presented new challenges for the developers as it only had 20 milliseconds in which to deploy following a crash. In contrast, the front airbag enjoyed the comparative ‘luxury’ of around 40 milliseconds (a millisecond is one-thousandth of a second… quicker than even a blink of an eye).

Today, most Mercedes-Benz models have multiple airbags systems around the cabin to provide maximum protection during an accident, even from collisions against the sides.

The next milestone in airbag history – the windowbag – came in 1998. In the event of a side impact, it inflates across the side windows to form a curtain, its large dimensions providing a wide area to protect the heads of both the front occupants and the rear passengers. Windowbags can prevent the head from hitting the side window, roof pillars or roof frame and are also capable of catching any fragments of glass or other objects propelled into the interior following a collision or subsequent roll-over, which constitute an additional injury hazard. They can also prevent people from being ejected during a violent impact.

An early concern was the presence of a childseat on the front seat – a very dangerous situation which manufacturers warn drivers of. The powerful impact of a deploying airbag can force the childseat against the backrest and cause serious injury to the child in it and it will be lethal if the child is facing forward. For this reason, Mercedes-Benz engineers developed automatic child-seat and front-passenger recognition systems which enable the ideal airbag response given the situation in hand. Similarly, the front airbag, sidebag and belt tensioner on the front passenger side are deactivated when the seat is not occupied.

The development of airbag systems has not stopped at Mercedes-Benz. On the contrary, new technologies have improved performance and functions. Today, the airbag has evolved into a highly complex and sensitive electronic system – a high-tech product that adapts to suit the seat occupant and the accident situation, responding accordingly before the driver has even had time to fully register any precarious accident situation. This lightning-fast reaction time is down to electronic triggering sensors and gas generators which allow the front airbags to deploy in stages, depending on the severity of the accident.

The life-saving air cushion will continue to be a vital component at the heart of the safety equipment package for all Mercedes-Benz vehicles. And apart from regulatory requirements, which Mercedes-Benz has always met or exceeded, many future features and improvements will also be guided by what happens in real-life accidents. For the engineers, this means making airbags effective enough to cover a wide range of accident scenarios and ensuring that they can be deployed in accordance with the severity of the accident.

Mercedes-Benz S 680 GUARD 4MATIC comes with protection against bullets and explosives


HMSB Retains #1 Non-National Ranking For 3-Years In A Row

Honda Malaysia Sdn. Bhd. (HMSB) has continued to retain its No. 1 position for Non-National segment for three consecutive years and strongly maintain No. 2 position in overall TIV for two consecutive years from 2016 to 2017. They also announced that all of its CKD models took the lead in their respective segments in 2017.

HMSB recorded total sales of
109,511
 units, setting an all-time high record in the history of Honda Malaysia since it was established in 2003. This is also the first time that Honda Malaysia achieved sales of more than 100,000 units and also the highest that a Non-National brand has ever achieved in Malaysia. Since 2003 and in the span of 14 years, Honda Malaysia has sold more than
730,000
 units of vehicles, bringing the Joy of Driving to Malaysia.

In December 2017 alone, HMSB recorded 11,221 units sold. The overall sales for 2017 increased by 19% compared to the 91,830 units recorded in 2016. The Company managed to capture 19% market share, the highest ever achieved in Honda Malaysia history, and an increase of 3.2 points from 2016.

In 2017, Honda Malaysia launched 6 new models. The 2017 models introduced are the BR-V, City, Jazz & Jazz Hybrid, City Hybrid, CR-V and All-New Civic Type R. The City emerged as Honda’s
best-selling
 model in 2017, contributing 27% of total sales, followed by HR-V at 17%, BR-V at 16% and Civic at 14% respectively. In the Hybrid segment, the Jazz Hybrid and City Hybrid contributed 2% to the total sales of Honda Malaysia despite being on sale for only 4 months and the two models are leading the overall Hybrid segment.

Throughout 2017, Honda Malaysia expanded its presence and penetration in East Malaysia, which contributed more than 7,500 units to the total sales achieved. Sales for East Malaysia in 2017 increased by 33% compared to 2016. BR-V was the best-selling model in East Malaysia.

Besides increasing sales and customer base, Honda Malaysia is also mindful of the importance of its after sales service. Last year, the Company introduced
Honda Pride
 with the aim to create awareness amongst Honda customers on the benefits of after sales services and to increase customer satisfaction.

With 12 specially designed benefits such as 5 years warranty with unlimited mileage, genuine parts and comfortable dealer showroom, Honda Pride is dedicated to the customer’s experience of top quality services in after sales from the moment they step into the dealership. The Company increased the number of dealerships in 2017 to cater to the expanded customer base and to continue providing excellent after sales services. In terms of service intake, Honda Malaysia recorded more than 1,150,000 vehicles serviced in 2017, up 13% from the approximately 1,021,000 vehicles serviced in 2016.

Managing Director and Chief Executive Officer
 of Honda Malaysia,
Toichi Ishiyama
 said,
“Honda Malaysia achieved outstanding sales achievement in 2017, and we dedicate this milestone year that we have experienced to all our customers, business partners, dealers and Honda associates. It has been an exciting year for Honda and the outstanding results we achieved would not have been possible without the strong support of all Malaysians and the Malaysian Government.”

“Reflectively, we are pleased to note that with the maturing Malaysian market, customers responded well to the various Next Generation Advanced Technologies we introduced such as Honda SENSING, Turbo and Sport Hybrid i-DCD. The Sport Hybrid i-DCD made history during their introductions as Malaysia is the
only country outside of Japan
 to introduce the technology. It was also the most affordable Hybrid to be introduced in the market. Honda was also the first brand to introduce the SENSING technology into mass models such as the CR-V and New Accord. Ultimately, we strive to bring the joy of ownership to all our customers,”
 concluded Ishiyama-san.

The 15-Year Breakdown…

Honda Malaysia Sales Result (2003-2017)

Year

Sales Unit

2003

17,087

2004

24,862

2005

27,462

2006

26,529

2007

28,480

2008

32,491

2009

38,785

2010

44,486

2011

32,482

2012

34,947

2013

51,550

2014

77,487

2015

94,902

2016

91,830

2017

109,511


Toyota Corolla Cross Hybrid nearing launch as orders are accepted; pricing from RM137,000

In spite of the long period of shutdown in the middle of the year, 2021 looks to be a year as busy as any other in the pre-COVID-19 era. Perhaps it’s like what happened with F1 in 2020 when the calendar was compressed and run in the second half of the year, making for a rather hectic time for teams.

In a ‘normal’ year, new model introductions would be spaced out throughout the 12 months but now everyone seems to be rushing to launch – or at least unveil – new models before the year ends. The most significant would be the new Toyota Corolla Cross Hybrid, the first Toyota model with a hybrid powertrain assembled in Malaysia. UMW Toyota Motor (UMWT) had already announced investments last year to assemble hybrids, and although the lockdown may have caused a slight delay, it appears that the launch is pretty near if they are now accepting orders.

The ASSB plant in Bukit Raja, Selangor where the first Toyota model with a hybrid electric powertrain will be assembled.

The Corolla Cross Hybrid will be one of three variants of the model to be assembled at ASSB in Bukit Raja, Selangor. The other two are the
Corolla Cross 1.8V and 1.8G
 which were on sale earlier in the year as CBU imports from Thailand. The estimated prices (excluding insurance) are:

Toyota Corolla Cross 1.8 Hybrid:
RM137,000

Toyota Corolla Cross 1.8V:
RM129,000

Toyota Corolla Cross 1.8G:
RM123,000

“We are excited about launching the first locally-assembled Toyota model with Hybrid Electric Vehicle (HEV) technology. Assembling locally means more attractive and affordable pricing so that more people can enjoy the benefits of the advanced technology,” said Ravindran K, President of UMW Toyota Motor.

The hybrid powertrain in the Corolla Cross Hybrid is the product of over 25 years of continuous development and improvement. Toyota was the first carmaker to introduce the world’s first mass-produced passenger car with a hybrid electric powertrain in the late 1990s. To date, the carmaker has sold over 18.1 million hybrid vehicles around the world and from one model called the Prius, there are now 45 HEV models of different sizes and bodystyles.

The first mass-produced car with a hybrid electric powertrain was the Toyota Prius and since it was launched in the late 1990s, Toyota has constantly developed, improved and refined the technology. The latest 4th generation hybrid technology will be used for the Corolla Cross Hybrid.

As part of its electrification strategy, Toyota intends to have almost every model it sells with a hybrid variant available in markets that require it. The technology has proven to be reliable and unlike fully electric vehicles, does not require any additional public infrastructure. It is therefore ideal for Malaysia at this stage of its journey towards electrification.

“The local assembly of the new Toyota Corolla Cross Hybrid is another major milestone in Toyota’s long history in Malaysia. The Corolla contributed to the motorization of the country when it was first introduced in the 1960s, and now with the Corolla Cross Hybrid, Toyota is contributing to the country’s transition towards the era of electrification,” said Akio Takeyama, Deputy Chairman of UMW Toyota Motor.

The hybrid electric powertrain of the Corolla Cross Hybrid employs the fourth generation of Toyota’s Hybrid Electric System. This consists of a 1.8-litre petrol engine which works together with an electric motor, with power to the wheels coming from the engine or the motor, or a combination of both, depending on driving conditions. For stronger acceleration, more power may be drawn from the petrol engine, while the electric motor is used more when moving off from standstill. In certain conditions, it is even possible to drive on just electric power, with almost noiseless movement and zero emissions.

The power output of the petrol engine is 72 kW/98 ps at 5,200 rpm with 142 Nm of torque at 3,600 rpm. From the electric motor comes 53 kW (equal to 72 ps) and 163 Nm of torque which is available from almost idling speed; when maximum performance is required, the outputs of both power sources will be used. Power delivery is via an E-CVT with 4 drive modes – SPORT | ECO | NORMAL | EV.

The Corolla Cross 1.8V and 1.8G have similar 1.8-litre DOHC 16-valve petrol engines with Dual VVT-i. The output from this engine is 139 ps/172 Nm, flowing to the front wheels via a Shiftmatic transmission (CVT) which also has manual selection of gears.

TNGA

As with most of the latest Toyota models, the Corolla Cross uses the Toyota New Global Architecture (TNGA, a structure and platform that allows more design and engineering flexibility. It can be used for a variety of bodystyles and one of its strong points is a lower centre of gravity to Improve. At the same time, as this is a  SUV model, the eye level of the driver can still be 121 mm higher than that in the Corolla Sedan. The ground clearance is also higher at 161 mm, in keeping with the crossover SUV image and functionality of the model.

Toyota Safety Sense

The Corolla Cross Hybrid comes with Toyota Safety Sense (TSS) 2.0 which is a driver-assistance system that uses various active safety systems which work with each other. They rely on the radar and camera to detect other vehicles ahead and maintain a safe gap while cruising or in the event of a likely collision, automatically activate the brakes if the driver does not take corrective action.

Active safety systems for the Corolla Cross Hybrid include Rear Cross Traffic Alert which monitors either side of the vehicle as it is reversing out of a parking bay. If a vehicle is approaching, the driver will be warned so that action can taken to prevent an accident.

TSS is complemented by other safety technologies such as a Blind Spot Monitor (BSM) with Rear Cross Traffic Alert (RCTA), 3D Panoramic View Monitor, Driver Start Control and a Tyre Pressure Warning System (TPWS).

Besides the high-strength TNGA platform, the structure of the Corolla Cross is engineered to withstand impact forces from all sides during an accident, reducing or preventing injuries to the occupants. In crash testing and technical evaluation by ASEAN NCAP, the model received a maximum 5-star safety rating.

8-year warranty for battery pack

As with other Toyota passenger car models, the Corolla Cross comes with a factory warranty of 5 years, with unlimited mileage. Understanding that customers have concerns about the lithium-ion battery pack (which is much more expensive than the small one found in the engine bay), UMWT offers a separate warranty of 8 years for the item. The warranty also covers the Inverter and Power Management Control ECU, which may not be the case with other such warranties. Customers also have the option of extending full coverage for a further 2 years.

Supporting government’s commitment

UMWT’s investment in local assembly of hybrid electric vehicles is timely as it supports the Malaysian government’s commitment to reduce the intensity of greenhouse gas emission across the economy by 45% in 2030. This commitment will be made at the ongoing United Nations Framework Convention on Climate Change (UNFCCC) COP26 in Scotland.

“The reduction of carbon dioxide emissions from having more hybrid vehicles on the road in Malaysia will help to meet the Malaysian government’s commitment to cut greenhouse gases, as well as contribute to Toyota’s own goal of achieving carbon neutrality by 2050 in all its products and activities,” said Mr. Takeyama.

Using a variety of approaches and solutions, Toyota aims to achieve carbon neutrality in all its activities, products and manufacturing processes by 2050.

“Even before COP26, Toyota has been actively working on reducing emissions from vehicles and the solution has not been just by full electrification. Depending on each country’s conditions, the approaches taken are different to ensure that no customer is left behind. In the case of Malaysia, Hybrid Electric Technology is the most suitable and Toyota offers the best and most advanced technology because we have been developing it since the late 1990s,” he added.

UMW Toyota Motor to invest RM270 million for assembly of Toyota hybrid models


Honda to offer NSX Type S as farewell model for the supercar, only 350 units for worldwide sale

The Honda/Acura NSX is in its final year of production after having been launched in 2016 as the successor to the world’s first mass-produced car with an all-aluminium monocoque body. Like the first generation, which was produced from 1990 to 2005, the second generation also pushed the boundaries of engineering and sportscar dynamics.

The current NSX, made at Honda’s Performance Manufacturing Centre in the USA, was the first supercar to utilize three electric motors. It also introduced a number of industry firsts, including the first production 9-speed Dual Clutch Transmission (DCT) for a passenger automobile (and is still the only car having it).

First Type S officially sold outside Japan

As a prelude to the end of production by December 2022, Honda has announced that it will offer a NSX Type S version. Only 350 units will be available, of which 30 are reserved for the Japanese market and 300 for the US market. This is the first time that a Type S version is officially sold outside Japan and the first unit will be displayed at the Monterey Car Week event in California on August 12, 2021.

The NSX Type S is destined to join the ranks of unique and collectable first-generation NSX models. These are models such as the 1999 NSX Zanardi Edition (51 units produced) and JDM variants like the NSX-R (483 units produced between 1992 and 1995), NSX Type S (209 cars built between 1997 and 2001) and NSX Type S-Zero (no more than 30 produced between 1997 and 2001). To date, second-generation NSX sales total more than 4,000 units globally.

Unit No. 1 to be auctioned for charity

The first NSX Type S with VIN #001 will be sold to the highest bidder at a Mecum Auction’s Monterey event in California. All proceeds from the sale of the supercar will benefit charity, including an innovative STEAM (science, technology, engineering, art and math) education program for underserved youth nationwide in partnership with the Centre of Science and Industry (COSI).

The event, to be held on August 14, marks the return of the NSX to the auction scene. The first production version of the second-generation 2017 NSX was auctioned for a record US$1.2 million (about RM5.07 million) through the Barrett-Jackson auction house in January 2016.

While the NSX is celebrating its final year of production, Acura will continue to pursue sportscars in the electrified era. “Acura is a performance brand, a company of enthusiasts, and we will continue moving forward, actively investigating what the next generation of sports cars should be in an electrified era,” said Jon Ikeda, Vice-President and Acura Brand Officer.

Acura Type S Concept sets the stage for return of Type S performance variants [w/VIDEO]


Ferrari wins prestigious Red Dot award for J50

Ferrari has picked up the Red Dot award for the J50 supercar. Based on the 488 Spider, the car, manufactured in very low numbers, was built to commemorate the 50th anniversary of Ferrari in Japan. It won the Red Dot’s ‘Best of the Best Design’ award because it displayed ground-breaking design language and conveyed a sense of quality that was unmatched in the competition.

The J50 is a two-seater supercar with the engine placed in the mid-rear section of the body that features a radically futuristic design language that won over the Red Dot jurors. Penned by Ferrari’s own design team under the leadership of Flavio Manzoni, the contours are a major departure from the car it is based on.

Just 10 of these cars will be built, which makes it an extemely rare Ferrari. It wasn’t the only Ferrari that received recognition though, the GTC4Lusso, LaFerrari Aperta and 458 MM Speciale also received Red Dot distinctions for high quality designs.

The GTC4Lusso is Ferrari’s flagship GT car that is able to seat four occupants and offer amazing performance while being relatively practical.

Ferrari’s LaFerrari Aperta on the other hand, is the pinnacle of performance supercars. Basically the roadster version of the fixed roof LaFerrari supercar. Built in limited numbers, the car is said to represent  the finest expression of the marque’s technical capabilities in both GT and Formula 1 engineering.

Considered a one-off programme from the Italian automaker, the 458 MM Speciale is a sports car built around a bespoke service for customers who wants a car tailored to their individual tastes. It’s basically for those who want a car that is very different to anything else including Ferraris that you can buy off the showroom floor.

This year’s award marks the third consecutive time that Ferrari has bagged a Red Dot award, which says a lot about the Italian automaker’s latest crop of cars.


All-new Isuzu mu-X SUV

Although it’s been 5½ years that the Isuzu mu-X has been in Malaysia, the model has been around in other markets for 7 years. It’s long by today’s SUVs standards which are more allied with passenger car cycle times but not that long when considered in the context of pick-ups, which have generation cycles of up to 10 years.

The reason for the long cycle time for a full model change for the mu-X is because it has been linked to the D-MAX. The pick-up model had its full model change only a year ago, and Isuzu engineers were probably tied up on the program that they could only work on the new mu-X after completing the D-MAX.

Current mu-X which was introduced in Malaysia in 2015

The mu-X has been manufactured in Thailand where Isuzu has its production hub and will go on sale in that market from next month, followed by exports to other countries.

Isuzu’s factory in Thailand is the production hub for the D-MAX and mu-X.

SUV Variant of D-MAX

As a variant of the D-MAX, the mu-X shares the same type of body-on-frame construction. While many of today’s SUVs have gone to a monocoque structure (like a passenger car’s), the body-on-frame construction is still preferred by those who will use it for more serious off-road activities. The construction method, which was used for most SUVs before, is more robust and durable, qualities which Isuzu vehicles are well known for.

While the construction tends to be heavy, the engineers have made efforts to keep the weight down. This has been achieved by installing a plastic tailgate (which can be powered), extensive use of high-tensile steel plates and a streamlined assembly structure.

By increasing the dynamic rigidity of the cab-mount fixing portions on the chassis frame, noise levels are reduced. Additionally, foamed material is installed inside the pillars in order to reduce entry of noise and to lower vibrations felt in the cabin.

Benefits from D-MAX advances

The new SUV benefits from the advances that were developed for the latest D-MAX. For example, the front suspension engineered in the D-MAX development provides better driving stability and riding comfort.

The level of roll rigidity has also significantly improved in the 5-link rear suspensions. This is due to the elevated roll centre achieved by relocating the lateral link. The stabilizer performance has also been enhanced by widening its effective width.

3-litre turbodiesel

For now, the new mu-X has only one powerplant shown in its specifications – the 3-litre 4JJ3 turbodiesel with an output of 190 ps/450 Nm. It will have a 6-speed automatic transmission. It is likely that Isuzu will also offer the 1.9-litre Blue Power turbodiesel which is available for the D-MAX.

Latest Isuzu 4JJ3 engine

Isuzu Blue Power 1.9-litre engine already available in the latest D-MAX.

Less conservative style

The exterior styling of the new mu-X is quite a change from its predecessor with a less conservative appearance. It comes with sharp-looking Bi-LED projector headlamps which flank the front grille that is detail-oriented with a formative design.

Being a variant of the D-MAX means that the cabin has also to be similar in some respects although the 4.85-metre long body can accommodate three rows of seats too. Fortunately, even pick-ups these days have a passenger car-like interior and for the new mu-X, there’s an upgrading of materials and overall quality. New features include an electric parking brake with better connectivity available.

Coming to Malaysia?

The mu-X, unlike the D-MAX which is assembled in Pahang, has been imported as a CBU model from Thailand. Its introduction in Malaysia was late but for the new model, perhaps the Malaysian version is already included in the export plan so we could see it by 2021. Recalling how the current model proved to be a good all-rounder, the new one should be even better as the new D-MAX is.

Isuzu Dura Miles Challenge shows fuel efficiency of 1.9-litre Blue Power engine


Hyundai Motor Gets “Top 40 Best Global Brands” Recognition While M’sia Arm Extends Its Reach

Hyundai Motor
 has been ranked among the
highest valued brands
 in the world once again, according to the latest rankings published by global brand specialist Interbrand. Hyundai’s global brand value grows 3% since 2017 to a company record high of
US $13.5 billion
. This result successfully places the company in a
Top 40 Best Global Brands

position for the fourth year in a row. The company is ranked the world’s 36th most valuable brand in challenging conditions of many global markets.

“Hyundai Motor is an innovative and creative brand that continually develops and implements new vehicle functions that our customers want, providing them with seamless automotive experiences, so we are thrilled to see the company’s brand value increase continuously year over year,”
 said
Wonhong Cho, Chief Marketing Officer
,
Hyundai Motor Company
. “Recent developments in the automotive industry, such as electrification, connectivity and autonomous driving, present huge opportunities for Hyundai to be a leading force in the future of global mobility.” Hyundai Motor maintains sixth position in the global automotive rankings. This follows a period of exponential growth for the company, which has seen a four-fold increase in brand value since 2005.

“The continuous growth of Hyundai’s brand value is the result of Hyundai’s investments in future mobility initiatives, as well as its commitment to continuously enhance the strength of its brand. The launch of NEXO, based on advanced fuel cell technology, as well as its new high performance brand N have showcased Hyundai’s technological credentials and laid the foundations for a more differentiated positioning for the Hyundai brand. Brands that truly internalize their values and respond rapidly to market changes always add value for their businesses,”

Mike Rocha, Global Director of Brand Valuation for Interbrand
 said.

Hyundai has achieved a significant number of major automotive industry milestones, including creating the world’s first dedicated hydrogen-powered SUV, NEXO. Hyundai’s eco-car line-up also includes the All-new Kona Electric, and the IONIQ, which showcases the company’s pioneering spirit in the field of future mobility. With its progressive models Hyundai offers the broadest range of eco-powertrains in the industry.

On the local front…

Meanwhile in Malaysia,
Hyundai-Sime Darby Motors (HSDM)
 is expanding its sales and service network in Peninsular Malaysia by adding on five more sales and service outlets at various locations namely
Seri Kembangan, Alor Setar, Sungai Petani, Muar
and
 Menglembu
 to improve access to its products and service.

“We are opening up more sales and service centres particularly in the suburbs to make it more accessible for Hyundai owners living outside the city areas, and also for those who are passing by when travelling from one district to another. We have covered most of the city and town areas in all states, so naturally, our next move is to expand to the suburbs to offer convenience to Hyundai owners living in those areas,”
 said
Mr Dennis Ho, Managing Director of Sime Darby Motors (Malaysia, Thailand and Taiwan).

In the central region of the Peninsular, a spanking new sales showroom has opened up at Taman Equine in Seri Kembangan. The showroom is operated by Millennium Automart Sdn Bhd, which has vast experience in managing premium auto brands, and is committed to offering the highest standards in service to all its customers. Up north in Kedah,
GS Smart Auto Gallery
 has opened its sales outlet and a service centre at Kompleks Perniagaan Bawal in Alor Setar. In Sungai Petani, Lee Cheng Motor Services Sdn Bhd has opened a service centre in Kawasan Miel Phase II, offering maintenance services for all Hyundai models, while in Muar, Ang Trading & Motor Credit Sdn Bhd has opened a service centre along Jalan Sulaiman. Both the Muar and Alor Setar service centres are authorised IONIQ Hybrid service centre.

In Menglembu, Perak, Vong Auto Service Centre will be opening its service centre on the 1
st
 of November at Kawasan Perusahaan Menglembu, offering service maintenance for all Hyundai models. With these new sales and service centres, Hyundai has a total of 69 outlets (including all 3S centres, sales outlet and service centres) nationwide. For more information, customers can log on to www.hyundai.com.my or call Hyundai’s Customer Careline at
1-300-13-2000.


West Coast Expressway To Open Four New Routes

When fully completed at the end of next year or early in 2025, the 275.8 km West Coast Coastal Highway and Malaysian Federal Route 5 (FR5) are anticipated to carry at least 300,000 vehicles per day.

The North-South Motorway (PLUS), which serves 1.8 million users, might potentially shift as little as 20% of the traffic flow, easing congestion there, particularly in the northern half during the holiday season.

Furthermore, since May 2019, the alignment involving Sections 5, 8, 9, and 10 has been open in Bandar Bukit Raja, Hutan Melintang, Lekir, and Changkat Chermin in Perak. This has resulted in a 60% increase in traffic flow this year.

Since it was initially opened in Hutan Melintang, Perak, the 73.4 km stretch has had a traffic flow of 35,000 vehicles; this year, that number grew to 50,000 to 60,000 vehicles per day on average.

This year, four lines, Sections 1, 2, 6, and 11, involving places including Banting, the South Klang Valley Motorway (SKVE), Assam Java, and South Taiping would be opened, according to WCE Berhad’s chief executive officer.

The highway is prepared to accept more than 100,000 vehicles ahead of this Thursday’s Hari Raya Aidiladha celebration, up from the 60,000 vehicles it could hold during the previous Hari Raya Aidilfitri celebration.

On the West Coast of the Peninsula, the WCE is also a vital and distinctive route connecting Selangor and Perak’s tourism destinations as well as potentially boosting trade by connecting Port Klang, Lumut, and Penang.

In the meantime, WCE is ideal for commercial vehicles when a 30 to a one-hour reduction in travel time through the highway is possible.


How a sportscar maker designed a SUV which it never had experience with

Ferry Porsche predicted it back in 1989: “If we build an off-road model according to our standards of quality – and it has a Porsche crest on the front – people will buy it.” He would go on to be proved right. Since 2002, the Cayenne has been one of the top selling models of the carmaker, a success globally and now, it is even
being assembled in Malaysia
.

The decision to develop a SUV after decades of making sportcars was influenced by the recommendation of the sales organisation in the USA – Porsche’s largest market at the time. While a people-carrier had been under consideration, the company opted for an off-road vehicle as it was increasing in popularity in North America. BMW and Mercedes-Benz had even set up new factories there to build their first SUVs in the second half of the 1990s.

A new type of Porsche that was not a sportscar joined the carmaker’s range in 2002.

Crucial decision for Porsche

The decision was a crucial one because, at the beginning of the decade, the company found itself in one of the most significant economic crises in its history. It was in the red and delivered only 23,060 cars in the 1991/92 financial year. While the Boxster (launched in 1996) helped Porsche out of its downturn, it was clear that the legendary 911 and the new mid-engined model would not be enough to ensure a secure future. A ‘third Porsche’ was therefore necessary and this would eventually be a SUV.

This saw the start of the Colorado project, a massive undertaking tackled as part of a joint project with Volkswagen and announced in June 1998. However, Porsche was not content merely to build just another SUV but aimed to give the top competitors in the off-road segment a strong rival. In fact, in early advertising, it even suggested that the Cayenne not be considered just ‘another SUV’ but rather, another Porsche.

First design sketches of the Cayenne in the late 1990s. The model was developed as a joint project with Volkswagen which called its SUV the Touareg (below).

Like BMW with its X5, Porsche could not offer a product that did not also have the brand’s DNA of superior driving dynamics. Thought the platform was shared with the Volkswagen Touareg, each company initially used their own engines and developed their own chassis set-ups. Porsche was responsible for developing the joint platform, while Volkswagen contributed its production expertise for large volumes.

A very different type of Porsche

It was the first time in Porsche’s history that, instead of a sportscar, a blueprint for an SUV was required. This was, in a way, the exact opposite of a sportscar layout – a big, high-roofed car with 4  doors and room for 5 people and their luggage. Additionally, the Cayenne needed much greater ground clearance than a classic sportscar, as it was expected to count among the best when driving off-road as well.

“Of course, it wasn’t at all easy to express the identity of the Porsche brand in a car that had absolutely nothing in common with the existing models made by our company,” said Harm Lagaay, head of the design department. The designer spent a whole year on the headlights alone. It wasn’t just that they had to incorporate the low and high beams and the cornering light while preserving the clear lines of the Cayenne body – these were among the components that guaranteed the brand identity.

Porsche board members looking over a Cayenne prototype in 2001.

Even today, the face of the 996-generation 911 can be seen in the face of the first Cayenne. This impression was reinforced by what is referred to as the topography of the front section. The highest point of the wings and the headlights is above that of the bonnet. This is a distinguishing feature for a Porsche, because these contours are a clear visual reference to the design of the iconic 911. However, it was significantly more difficult to incorporate this specific element in the Cayenne, which would have a big V8 engine under the bonnet.

The Porsche product became a brand

Another feature of the 911-style bonnet is its noticeable taper towards the front. The designers also wanted to adopt this for the Cayenne, but the engineers initially suggested a square engine bonnet. This would make it easier to access the air filter and the headlights. The designers prevailed on this point, but they also worked with the car’s engineering team on areas that were not visible. For example, they worked together to find an optimised arrangement of the air filter.

Michael Mauer, who took over Lagaay’s position later, was also pleased that Porsche was willing to invest so much in design and construction. “For me, the Cayenne is about a fundamental question. No matter which type of vehicle concept would have been used to enhance the 911 and Boxster sportscar lines, the step to the third Porsche made a brand out of the product. And the design gave the car, the proportions of which take it as far away from the sportscar as it is possible to go, a Porsche identity that transcends the brand name,” he explained.

This remains evident today in the distinctive shoulder at the back of the original Cayenne – in which Ferdinand Alexander Porsche played a significant design role – as well as the smooth surfaces of the body and the omission of a traditional radiator grille between the headlights.

These classic Porsche characteristics also reduced the significance of the comparatively large air intakes in the front apron. A front-mounted engine requires air for combustion and cooling. And Porsche customers were already used to front air intakes from the sportscars. In this case, though, they are responsible for cooling the brakes.

The biggest design challenge

Mauer remembers the side profile of the car as the most difficult design challenge. The Cayenne was created together with the Volkswagen model, which is why the windscreens and all 4 doors of the two SUVs are identical. “It’s easy to underestimate how much the doors define the side of a car. Behind the rear door, we’ve got maybe another metre, and only a little more at the front, so there is not a lot of room to do very much,” said Mauer, who first worked on the Porsche SUV for the first generation facelift which appeared in 2007.

“With the facelift, we gave the whole car more visual sharpness and definition,” he recalled. However, the door issue was still there, along with the difficulty of designing a fastback-style rear – one that would taper diagonally to the rear like a sportscar. At Porsche, this is known as the ‘flyline’.

However, if the doors cannot be changed to prevent the roofline from dropping, there is little space left at the rear to create a flyline that the customer recognises as a characteristic feature. The options that remained to solve this were a more sloping design of the rigid side windows behind the rear doors, and the addition of a spoiler to extend the roof line.

Compromises within

Overall, even from today’s perspective, the first Cayenne with its formal clarity and emphasis on characteristic Porsche elements was a worthy and consistent member of the model range. The interior was, however, strongly influenced by Volkswagen.

“The interior can hardly deny its kinship with the Touareg,” said Markus Auerbach, Head of Interior Design Style at Porsche. This is where Porsche had to make compromises; one example was on the brand’s customary 5-tube design for the instrument cluster. While five interlinked rings can be seen in front of the steering wheel, the tachometer is not positioned in the middle as is usual for Porsche, but on the left.

To obtain the usual Porsche arrangement, developing a new instrument cluster would have been necessary – an unplanned investment for the first Cayenne. However, Porsche was still able to include a number of characteristic elements: its own 3-spoke steering wheel, hand-grips on the centre console, and the ignition lock that can be found in the same place as in every Porsche – to the left of the steering wheel.

After its launch, the Cayenne was shown worldwide and in places like Malaysia, its off-road capabilities were convincingly demonstrated as this picture shows. The rough and muddy course near the Sepang Circuit was used during the Porsche Roadshow in 2003.

An early advertisement introducing Porsche’s new SUV in America.

Shortly after its world premiere at the Paris Motor Show in September 2002, the Cayenne became a worldwide success, exceeding sales expectations. Originally, Porsche expected to sell 25,000 units a  year but in the 8 model years of the first generation, 276,652 SUVs were sold – just under 35,000 vehicles per year. By 2020, the one-millionth Cayenne left the factory. In 2021, just over 83,000 units were delivered worldwide, with the US market alone taking around 21,000 units.

Porsche begins vehicle assembly in Malaysia, the first time outside Germany


Lotus Emira GT4 by Lotus Advanced Performance

Lotus has had a long presence in the motorsports world which began with a racing car built by Colin Chapman, who founded the company. That was back in 1948 and from then on, the company produced numerous racing cars and sportscars, and even had a successful period in Formula 1.

Earlier this year, the company added a new division – Lotus Advanced Performance – as part of its ongoing transformation from a British sportscar company to a global performance car business and brand.

The portfolio of services that Lotus Advanced Performance will offer includes halo projects, limited editions, bespoke, experiential, the Lotus Driving Academy, motorsport, options and accessories. The first product developed by the division (in collaboration with the RML Group) is the all-new Emira GT4 racing car which was unveiled earlier this week.

This GT version of the Emira road car marks the start of a new era in performance GT racing for Lotus. Like all modern Lotus road cars which have had race-ready siblings, the Emira is no exception. Each Emira GT4 customer will receive a homologated performance machine, hand-built with lightweight motorsport components and equipment to meet the latest safety regulations.

“We knew we had an excellent starting point for the Emira GT4 because of all the work done to make the road car such a great performer. Showing off the GT4’s dynamic capabilities on the Hethel test track – which has shaped countless race cars and their drivers since Lotus moved to the site in 1966 – is a very special moment for me and all the team involved,” said Gavan Kershaw, Director of Vehicle Attributes.

The advanced composite bodywork makes the car exceptionally light, and it is powered by Toyota’s race-proven 400 bhp 3.5-litre V6 engine. While the Emira’s advanced exterior design is also highly aerodynamic, further optimization has come from GT4 aerodynamics.

Many hundreds of hours of validation work have taken place on the test track. Over the winter, the Emira GT4 was also run at Portimao in Portugal for a week. In addition to the better weather, it’s one of the most challenging circuits in Europe, making it the perfect destination to validate aero performance and component reliability.

“Lotus’ commitment to motorsport is world-renowned and is one of the key elements of enhanced customer engagement within this recently launched division of the business. We have exciting plans for Lotus Advanced Performance – there is much more to come,” said Simon Lane, Director, Lotus Advanced Performance.

Following last September’s announcement that Lotus would create a GT version of the Emira, orders started to come in and the first year’s production has all been taken up by customers. Lotus aims to fulfil customer orders for the Emira GT4 during 2022, increasing production for 2023 in line with global demand. Ex-factory pricing is from £165,000 (about RM890,000).

2023 Lotus Emira First Edition V6 and 4-cylinder AMG M139 versions


Mercedes-EQ EQA 250 AMG Line leads electric offensive for Mercedes-Benz in Malaysia

Mercedes-EQ which started in 2016 as a sub-brand of Mercedes-Benz dedicated to fully electric vehicles (EVs) was introduced to Malaysians in mid-2019. But apart from  previewing the first model the new brand, which was the EQC, not much happened and instead, Mercedes-Benz Malaysia (MBM) focussed on the EQ-Power range which covered the plug-in hybrid (PHEV) models.

But the planning was going on behind the scenes and we were always told that EQ would be coming, and that day has arrived with the launch of the EQA 250 today. Although the EQC was the first model in the EQ range to be launched (in 2019), MBM has chosen to start off at the entry level with the EQA, the third EQ model which was launched in Europe last year.

EQC was the first model of the Mercedes-EQ range and appeared in Malaysia in 2019 to introduce the new all-electric range.

Decisions are made years ahead in the car industry and at the time MBM was planning, they would not have expected the government to offer full exemption of import duties and even roadtax for battery electric vehicles (BEVs). So the pricing of the EQA 250 would probably have been expected to be higher although incentives would have been expected.

So it must have been a pleasant surprise last October to be told that the EQA 250 could be sold duty-free in 2022 and for the next few years (longer if assembled locally). This has enabled the retail price, without insurance, to be RM278,201.25, and that also includes 50% exemption in sales tax allowed for CBU models. For now, the EQA 250 is offered with the AMG Line package that adds a sporty touch to the SUV.

The EQA 250 is related to the GLA (below) but its platform and architecture have been optimised for a BEV.

The EQA is related to the GLA and in fact, shares the same MFA2 platform which has been adapted for a BEV layout. So it’s not fully optimized for BEVs and to give the EQA 250 the efficiency it needs to maximise performance, it has been given a large battery pack and much attention has been given to aerodynamics.

Lots of wind tunnel and simulation work brought the Cd value down to 0.28, and the bodywork has been made as smooth as possible. Among the most important aerodynamic measures are the completely closed cooling air control system in the upper section; the aerodynamically efficient front and rear aprons; a very smooth, almost completely enclosed underside; specially optimised Aero wheels and specifically adapted front and rear wheel spoilers.

The EQA shows that cars of the future will still look like the cars were drive today, rather than the bubbles or bullet-shaped vehicles that were imagined to be on the roads in the 21st century. As mentioned earlier, it is like a BEV derivative of the GLA (but is really more than that). Its front end has the EQ design elements with a black panel radiator grille and central star. With the AMG Line package, the EQA 250 gets the sporty genes of the Mercedes-AMG brand. It reinterprets the twin-blade design of the grille and features a diffuser-look AMG rear apron.

A design feature is the continuous fibreoptic light strip across the front and rear, providing a distinctive visual signature. Mercedes-Benz has chosen blue for as its ‘electric theme’ so the headlights have a blue colour within. At the back, the LED units merge seamlessly into the tapered LED light strip to emphasise width.

The doors reach over the sills, keeping the frames (and thus also the occupants’ trousers) free of dirt and improving impact protection in the event of a side collision. All-round protective cladding adds ruggedness and structure to the overall proportions, hinting at the SUV’s off-road character, as does the simulated underride guard at the front and rear.

The EQA 250 has a straightforward electric powertrain consisting of a single motor driving the front wheels. The electric motor, a fixed-ratio transmission with a differential, the cooling system and the electronics form a highly integrated, very compact powertrain (eATS).The motor, which has an output of 140 kW/190 ps and 370 Nm of torque, is powered by a ‘double-decker’ lithium-ion battery pack with a usable energy content of 66.5 kWh.

The claimed acceleration time is 8.9 seconds from 0 to 100 km/h with a top speed of 160 km/h. The fuel consumption in petrol and diesel engines, the distance you can travel is dependent on many factors – even how you drive – and it’s the same for BEVs. Push the vehicle hard and you get less range but unlike combustion engines, low speeds are not necessarily inefficient. So MBM provides a range of 402 – 496 kms on a fully charged battery pack which would be good enough for regular motoring.

When it comes to recharging, there are various ways the owner can get it done and each one takes a different length of time. The shortest time is with a DC 100 kW fast-charger which can ‘refuel’ from 10% to 80% within around 30 minutes. The on-board charger can handle charging from AC power outlets at the home or in public locations but will take at last 5 hours 45 minutes from 10% to 100%. That pretty much means leaving the vehicle parked overnight so if you switch to a BEV, it will have to be part of your routine. Of course, if you ‘top up’ periodically, then you may not have to wait so long. Incidentally, if you want to charge at home, you will need a wallbox which will be additional cost for installation.

‘Fuel pump’ of the future – refuelling will be with electricity, not petrol or diesel.

For the convenience of its customers, MBM is setting up 13 DC fast-chargers installed in strategic dealer locations around the country. With the Mercedes-Benz Autohaus network quite extensive, this means that EQA owners will be able to travel quite far and be assured of quick charging. Until the end of 2023, using the charging stations will be free of charge.

Additionally, EQ customers will enjoy an exclusive 1-year subscription with JomCharge, where they will enjoy unlimited charging at a 50% discount at all JomCharge charging stations for the first 1,000 customers. The JomCharge locations are at Petronas stations and the petroleum company has said that it plans to install the fast-chargers along the North-South Expressway and part of the East-Coast Expressway.

Like most other companies selling BEVs, MBM offers a warranty of 8 years or up to 160,000 kms for the battery pack so first (and even second) owners should have no concerns about replacement cost. In time, there will be an increasing number of used battery packs and the issue of how to recycle them will become important. MBM is aware of this future issue and will prepare for it but says it is something that the industry will have to work together on as well.

The EQA 250 may be forerunner of the future of motoring but the cabin remains recognisable as other cars of today, albeit with a lot of digital technologies in the displays, including the MBUX (Mercedes-Benz User Experience) system with extended functions. The Mercedes-EQ tile in the media display is used to call up menus relating to charging options, electrical consumption and energy flow. The individual, transparent sections of the surface are illuminated from behind with the aid of fibreoptics. The right-hand display within the instrument cluster is a wattmeter rather than a tachometer, with the upper section showing the percentage of power used and the lower section indicating the recuperation.

The left-side meter can be used to show whether the destination can be reached without an interim charging stop. The colours change according to the driving situation: During a boost process, for example, the display changes to white. Depending on mood, or to match the particular interior, the user has a choice of four different styles and 64 ambient colours. There is also a head-up display projected on the windscreen.

The battery pack is situated underneath the middle section of the cabin, so it does not reduce the volume of the boot area, unlike earlier electrified vehicles which had battery packs in the boot. Thus there is a usable width of 1.3 metres and depth of up to 1.4 metres, for a volume of 340 litres. The 40:20:40 division of the rear backrest allows variability in the layout to accommodate longer or more items. Incidentally, the EQA 250 comes with an EASY-PACK tailgate which is just a fancy term for electrically-operated tailgate (which would be expected of a car costing this much) but doesn’t have the handsfree feature.

Electric vehicles are no different from other road vehicles where safety for the occupants is concerned. Mercedes-Benz, a pioneer in automotive safety, has used its long experience to ensure that the occupants of the EQA 250 will be well protected if an accident occurs and has also given thought to other road-users in view of the quietness of its running. It has an acoustic ambient protection alert so pedestrians and cyclists will be aware of its presence. The acoustic presence indicator generates specific Mercedes-Benz sounds outside of the vehicle up to a speed of 20 km/h and it differentiates between driving forward and reversing.

Due to the battery pack, the EQA is heavier than a GLA  and more energy needs to be absorbed in the event of a crash. The supporting structures at the front and rear were adapted to accommodate this requirement by the use of thicker materials. And as it carries a battery pack and other high-voltage equipment, more stringent safety measures have to be incorporated.

An aluminium housing as well as the body structure of the vehicle itself protect the battery pack from potentially touching the ground and against loose chippings. The housing is part of the vehicle structure and thus an integral part of the crash concept. The ground clearance of more than 200 mm is a further advantage and the lowest point of the vehicle is not the battery pack but the side skirts.

If the EQA 250 crashes, the high-voltage system can automatically switch off,  reversibly or irreversibly depending on the accident severity. This is particularly important for rescuers who may have to touch the vehicle in order to help the occupants to get out. Mercedes-Benz works with rescue services to train them to safely approach an electric vehicle and the EQA is fitted with a special disconnection point which can be used by the rescuers to switch off the high-voltage system.  If an impact is detected while the vehicle is hit when it is being charged, the charging process will also be stopped immediately.


Detroit Electric to reveal future plans after heavy investment from joint venture

Detroit Electric, the UK-based firm that showed great promise a few years ago, will reveal its upcoming plans at the Cenex’s Low Carbon Vehicles (LCV) 2017 event held in the UK. It’s here that the company will share its strategy which includes plans of launching a range of electric vehicles in the coming years.

The company has ramped-up operations after receiving an injection of US$1.8 billion (RM7.7 billion) in capital from a joint venture agreement. This has helped the firm stabilize its financial health as well as complete a major recruitment programme, which will see it employ between 150 and 200 posts by next year.

Chief Technical Officer and Company Director Richie Frost, said, “Having secured the solid financial foundation to embark on our business plan, we’re now building up our team to enable us to deliver our ambitious vehicle engineering programmes.”

“This represents an opportunity to be a major part of an incredibly exciting, fast-moving company, as we begin the most exciting EV development projects in the UK. We’re looking forward to having a chance to meet some of UK’s most talented engineers in this field expected at Cenex and to share these exciting future plans with them,” he later added.

Detroit Electric will also be investing heavily in expanding its engineering and manufacturing centre in Leamington Spa, Warwickshire, to create a state-of-the art R&D facility, alongside its engineering hub in China.

A few years ago, the EV automaker showcased some pretty exciting Lotus-based EVs that never made it onto the showroom floor. Now, with this new joint venture, the company should be able to deliver, with better reliability, on the rest of its future plans.