English Archives

Jaguar Vision GT SV for Gran Turismo

In October 2019, Jaguar revealed its first all-electric sportscar created for the globally-renowned Playstation Gran Turismo series – the Jaguar Vision Gran Turismo Coupe. It was built in the real-world as full-scale design study and served as the starting point for a more advanced car – the Vision Gran Turismo SV.

It was an opportunity to re-evaluate everything that could improve performance and in doing so, re-think what an electric Jaguar endurance racing car could be. Fundamental to that process was detailed analysis of gamer feedback from online videos and forums. This ‘virtual world testing’ combined with many hours ‘behind the wheel’ enabled the design and engineering teams to determine exactly how to optimise the Vision GT SV to create the perfect electric gaming endurance racing car.

Ultimate gaming endurance racer
“Jaguars created for the racetrack and the road have always shared the same DNA – whether that’s the D-type and XKSS, or the I-PACE and the I-TYPE. So, when the design team behind the Vision GT Coupe were asked to create the ultimate electric gaming endurance racer for Gran Turismo, they worked with engineers from SV and Jaguar Racing to create something really special,” said Julian Thomson, Jaguar’s Design Director.

“The Vision GT SV is a dramatic and visually arresting car which showcases what’s possible when the traditional boundaries governing real-world car design are completely removed. In bringing this car to life with a full-size design study, we’ve been able to showcase the most extreme version of an electric Jaguar racing car that is inspired by the past but looks fearlessly to the future,” he explained.

Designed as the ultimate virtual endurance racer, the Vision GT SV pays homage to its illustrious forebears not only in a host of styling and surfacing references but in its unique circuit board livery which nods to milestones such as the Le Mans debuts of the C-type and D-type in 1951 and 1954 respectively.

Engineered by experts
The streamlined, lightweight composite body structure houses 4 Jaguar Racing and SV-designed electric motors (one more than the Coupe), generating a combined output of 1,903 ps/1,400 kW with 3,360 Nm of instant torque. To efficiently and positively transfer all that output to the road is an intelligent all-wheel drive system and torque vectoring. Acceleration from 0 – 60 mph (96 km/h) is said to take just 1.65 seconds, on the way to a maximum speed of 410 km/h.

“We were given one objective: take everything that makes the Jaguar Vision GT Coupe so special – the performance, the handling and the soundtrack – and take it to another level,” recalled Jamal Hameedi, Engineering Director for the Jaguar SV. “And the team didn’t just achieve that target – they exceeded it, developing a virtual electric car which really could compete successfully in the extremes of 24-hour endurance racing.”

“Not only that, they were able to see their work in the virtual world, turned into reality with the production of the stunning full-scale model which will no doubt excite gamers about what’s to come in Gran Turismo,” he added.

The Vision GT Coupé’s elegant silhouette is still clearly recognisable in the GT SV, including the curvature of the C-type and D-type-inspired fenders, and – even with the additional motor driving the front axle – the wheelbase remains unchanged at 2721 mm.

Measuring 5540 mm from nose to tail, the GT SV is 861 mm longer overall – a change driven entirely by aerodynamics. To deliver the increased downforce needed for greater traction for faster cornering and increased high speed stability on long straights, the GT SV has a new front splitter and a new deployable rear wing.

In addition to the larger, more effective splitter – which produces downforce over the front axle – apertures in the front valance channel air across the face of the front wheels to reduce turbulence and help air to flow cleanly towards the rear of the car. Air passing through the wheel wells is also smoothed towards the rear via exit vents in the fenders.

The completely enclosed, sculpted underbody – which includes a keel element behind the front axle to aid high-speed stability – accelerates airflow, reducing its pressure and therefore helping to reduce lift, before it exits at the rear via a large venturi.

Deployable rear wing
The single most effective aero feature developed for the GT SV is its deployable rear wing, inspired by endurance racing cars from Jaguar’s past, including the XJR-14. Meticulously developed from concept to final design through many iterations, the wing’s main, fixed, section wraps over and around the back of the car, blending smoothly into the rear haunches.

The wing is designed as an integral element of the sculpted bodywork while also providing the aerodynamic performance required for endurance racing: two moveable sections automatically rise at speed to deliver extra downforce when needed but drop back to their nominal positions to minimise drag.

As a result, the GT SV has a drag coefficient of Cd 0.398 – remarkably low for a racing car – but also generates 483 kgs of downforce at 320 km/h.

Jaguar Racing engineers developed the GT SV’s quad-motor all-electric propulsion system. They also designed the system for the first Jaguar Vision GT car, applying all of their knowledge and experience from developing the Jaguar I-TYPE over 6 successive seasons.

Power comes from a state-of-the-art lithium-ion battery pack which is housed low down in the light, stiff body structure, delivering a low centre of gravity, a low roll centre and near-perfect weight distribution.

The thermal management system is enhanced by an additional liquid nitrogen circuit which provides extra capacity to enable the battery to provide maximum power for longer while remaining within its ideal temperature range. The nitrogen cooling is also linked to the boost button within the cabin to ensure that even during the most demanding operating conditions the battery will not exceed its upper temperature limit.

Ultimate virtual driving experience
The unique, powertrain soundscape so fundamental to the visceral driving experience of the Vision GT Coupe has been further enhanced for the GT SV version. Reflecting the increase in power and torque from the 4 electric motors to its precursor’s three, the GT SV generates a sound that is even more purposeful and distinctive, and is authentically yet futuristically Jaguar. Building to a crescendo at the 40,000 rpm redline, it reflects the GT SV’s true racing DNA and delivers unrivalled driver reward.

Jaguar unveils first virtual all-electric sportscar for Gran Turismo Sport

Fuel Price Updates For December 26, 2020 – January 1, 2021

Toyota adds new C+pod Battery Electric Vehicle to its range in Japan

Although Toyota is well known for hybrid vehicles, which it pioneered as a mass producer, it has also been developing and selling fully electric vehicles (EVs) for many years. While it recognises that pure EVs are – which are also referred to as Battery Electric Vehicles or BEVs – are going to increase in the market, the segment is not particularly large yet. Nevertheless, the company has made plans to sell 1 million BEVs and hydrogen fuel cell vehicles (which also have electric powertrains) by 2030.

Meanwhile, it is improving a small range of BEVs and selling them in limited numbers, mainly in Japan where engineers can more easily monitor usage and investigate any issues that arise. With BEV technology as part of Toyota’s future mobility roadmap, there is a need to encourage large numbers of people to adopt them and the company is progressively introducing such models.

A new mobility option
The latest one announced today is the new C+pod, a 2-seater BEV designed as a mobility option that improves per-person energy efficiency. In addition to short-distance daily use, the C+pod is also aimed at corporate users visiting customers on a regular basis, and at users in urban or mountainous communities needing safe, unrestricted, and environmentally-friendly transportation options.

The C+pod is 2.5 metres long and 1.3 metres wide so it is a compact vehicle and can turn within a tight radius of 3.9 metres. It’s therefore ideal for urban use and require minimum steering wheel operation when parking.

Toyota i-Road — *Toyota has been producing the i-Road 3-wheeler BEV since 2013 and is running it in public trials in Japan and Switzerland.*

The under-floor location of the lithium-ion battery in front of the seat creates a flat, low-floor package that minimizes steps. The motor is positioned in the rear of the vehicle while the independent suspension system absorbs irregularities in the road surface and maintain stable movement.

Lightweight body with 150-km range
The motor can generate up to 9.2 kW with 56 Nm of torque, which is sufficient to give the lightweight 690-kg vehicle good performance. Factory tests using industry test cycles have achieved cruising range of up to 150 kms which would be adequate for daily use.

The C+pod can be charged at home or in public areas and in Japan, there are around 15,000 stations nationwide, all of which will be marked on the navigation system. Depending on the charging method used, an empty lithium-ion battery pack can be fully recharged between 5 and 15 hours.

BEV recharging station in Japan — *There are now around 15,000 charging stations throughout Japan (Toyota COMS BEVs being recharged in Nagoya)*

Mobile power supply capability
The C+pod includes an external power supply system of up to 1,500W as standard for use during power outages and natural disasters. In addition to use through the accessory power outlet near the passenger’s feet, the optional vehicle power connector can be plugged into the standard charging inlet at the front of the car for use as an external power supply socket, which can supply power for up to about 10 hours.

The 1100-mm wide cabin provides a simple space for two adults to sit side-by-side. Positioned above a white centre tray, the instrument panel features meters and other functional equipment. The contrast with the black tones of the interior creates a feeling of spaciousness.

Toyota has made sure the C+pod has safety features to protect the occupants even though its body is compact and has plastic panels in some areas. Its structure efficiently disperses and absorbs impact energy across multiple components during frontal, side or rear impacts. Injuries to pedestrians are also reduced during a collision with the vehicle, thanks to the design of the front end elements.

The C+pod will be sold only in Japan and customers can choose from two grades, priced from 1,650,000 yen (about RM65,000).

First look at the hydrogen fuel cell powertrain being developed by BMW and Toyota

McLaren Sabre – developed by customers for themselves

People who can afford to buy a McLaren will often want to have a degree of personalisation, especially in place like Beverly Hills where neighbours might also own McLarens. So what the dealer there did was to offer 15 customers not only an exclusive version specially commissioned from McLaren Special Operations (MSO) but also invite them to participate in the development process.

Known as the McLaren Sabre, the hypercar is designed and homologated exclusively for the US market, stretching design, engineering and aerodynamic conventions to new limits. It has the most powerful non-hybrid McLaren twin-turbo V8 engine to date, generating 824 bhp/800 Nm. With a claimed maximum speed capability of 350 km/h, it is the fastest-ever two-seater McLaren.

Only 15 units produced
The Sabre by MSO is the co-creation of its customers and McLaren Special Operations designers and engineers. There are just 15 examples, each personalized and featuring ideas and innovations that global homologation would not necessarily permit. The first customers have received their cars this week, just in time for Christmas.

The Bespoke Commission customer experience includes a close working relationship with the MSO development team of designers, engineers and test drivers to ensure that the finished car would exactly match their desired and personalized concept.

Extensive level of access
“I’ve been fortunate enough to have been involved with a number of very special cars and I’ve never seen a manufacturer give clients the level of access that McLaren Special Operations has provided for the Sabre,” said Parris Mullins, Motorsport Director for a racing team. “Everything from visiting the ‘skunkworks’ style design studio in the UK to flying out the actual development test mule for clients to get behind the wheel of and drive at a private track –these just aren’t things you typically get access to.”

The build process culminated with a highly exclusive and secret track day for customers. Each owner was allowed to drive a development car multiple times throughout the day, while being coached from the right seat. After returning from the drive, owners met in a private room to give direct feedback via video chat to the design and engineering team back in England.

Exclusive McLaren Senna XP cars pay tribute to one of the greatest F1 drivers

Car manufacturers have the ultimate driving simulators

Sim racing has been growing in popularity and software developers have been challenged to come out with more and more realistic programs. The hardware has also become more sophisticated with expensive seats that can provide driving sensations and steering wheels with feedback. However, for most people, the simulations are still constrained by processing power and that depends on the computer systems they use although there is also dedicated hardware like what is offered by Playstation.

For the ultimate in simulations, it is still in the R&D centres of car manufacturers where there are powerful computers that can generate simulations to a far greater degree. One such driving simulation centre is at Mercedes-Benz and it is already 10 years old. Located at the Mercedes-Benz Technology Centre in Germany, the facility was the most modern moving-base driving simulator when it opened in 2010. Prior to that, the very first simulator in the company was designed in-house in 1985.

With its 360° screen, fast electric drive and a 12-metre long rail for transverse and longitudinal movements, it continues to be one of the most capable facilities in the automobile industry. It allows highly dynamic driving manoeuvres such as lane-changes to be realistically simulated. The driving simulator also plays an important role on the way to autonomous driving.

Simulation is even more important now
“Mercedes-Benz has been systematically working towards digitisation in its development and testing for many years. But never before has simulation been as important as now, when it comes to conditionally automated driving,” said Dr. Michael Hafner, Head of Automated Driving at Mercedes-Benz.

During the virtual testing of automated vehicles, the simulator quickly and efficiently allows many scenarios to be enacted that do not occur in real tests, or not often enough, because they are so infrequent. Moreover, with no physical danger, the safety developers are able to provoke situations in which the driver needs to take over control very quickly. They use the simulator to observe and assess the interaction of the driver and measure reaction times.

Numerous simulations are carried out at Mercedes-Benz during the development and testing of new vehicles. Digital prototypes are created with the help of high-performance computers make it possible to test a new model completely in many driving situations – before the real vehicle even exists. As a result, the actual prototypes attain a higher ‘maturity’ level more quickly, allowing even more detailed testing.

Digital smartglasses for the future
The next stage in simulator technology is also being tested in the conceptual phase at Mercedes-Benz. Together with their colleagues in the Virtual Reality Centre, the driving simulator experts at have developed and designed a new XR driving simulator. This is where the real and virtual surroundings blend even more closely than before, hence the designation Extended Reality.

Only very few controls physically exist in this simulator; along with the driver’s seat, these are the steering wheel with touch controls, the pedal cluster and the Start switch. The respective specialist departments supply CAD data sets, UI and function models which are converted into the appropriate software by the simulation experts. This makes the driving simulation centre a ‘digital vehicle workshop’”. The XR driving simulator is the ideal addition to conventional simulators based on the cockpit of a real vehicle.

To this end, the tester only needs to take a seat and put on the smartglasses. The new simulator allows various interior functions such as display and control concepts or lighting scenarios to be staged in a still early development phase.

For the first time it is also possible to simulate parking situations under laboratory conditions. The level of realism is very high: for example, the view reflected by the exterior and rearview mirrors changes with the viewing angle. The tester’s eye direction is tracked by the smartglasses, and the mirror image adapted accordingly. The vehicle’s surroundings with other vehicles or pedestrians are also simulated very realistically.

Numerous other simulators are used in addition to the moving-base driving simulator. With a ride simulator it is possible to carry out subjective assessments of the performance of digital prototypes driving on uneven roads, for example.

Active Safety systems can be tested
A realistic impression of Ative Safety systems already installed in production vehicles is provided by the simulator for assistance systems. A virtual test drive becomes an impressive Active Safety experience when the occupants of the simulator interactively, rapidly and directly experience the current assistance systems in different scenarios at the touch of a button.

“The best possible development results are obtained from an intelligent combination of modern simulation methods and intensive practical tests. Several million test kilometres in road traffic continue to be an indispensable part of development work. Simulation cannot completely replace real testing, it remains an elementary tool for the development and approval of safety-related systems,” said Dr. Hafner.

Click here for other news and articles about Mercedes-Benz.

How the Proton X50 achieved the full 5-star rating from ASEAN NCAP

Car-buyers all over the world are always concerned about the safety standards of the car they are interested in getting. After all, they will be using it daily and while no one wants to have an accident, it can happen unexpectedly and when it does, that’s when the protective systems and engineering become vital in minimising injuries.

Today, buyers can be better informed about how safe a model is, thanks to the New Car Assessment Programme (NCAP) which started in the European car industry 24 years ago. The program, conducted by the independent Euro NCAP organisation, involved crash tests and other assessments of new vehicles which were analysed and star ratings would be awarded, depending on the performance in the tests.

NCAP for ASEAN region
Since then, as awareness grew in other parts of the world, including Malaysia, regional NCAPs were established. This was an important move as there would be some models which might be sold or developed for specific regions. In ASEAN, the Malaysian Institute of Road Safety Research (MIROS), an agency under the Transport Ministry, was instrumental in starting a NCAP for the region. The ASEAN NCAP is recognised and part of the Global NCAP organisation which shares information and discusses matters relating to motor vehicle safety standards.

*Zanita Zaunuddin, Head of the Safety and Intelligent Drive team at Proton which engineered the X50 to score 5 stars.*

While consumers have come to know about ASEAN NCAP ratings as they are publicised in articles as well as advertisements, the ratings are not mandatory for Type Approval of a vehicle to be permitted for sale in Malaysia. Nevertheless, because NCAP ratings are easy to understand and provide consumers with useful information on how safe a model is, manufacturers strive to achieve the best results and get a 5-star rating, the maximum currently awarded.

Adapted from Geely Binyue
For this reason, when the Proton X50 began development, its performance in the ASEAN NCAP was targeted to be no less than 5 stars. The X50, being adapted from Geely’s Binyue SUV model, already had sound engineering but it was not as straightforward as simply changing the badge and making styling changes here and there. To become a Proton model required a new engineering programme which included meeting the highest ASEAN NCAP standards.

The task fell to the Safety and Intelligent Drive team at Proton, headed by Zanita Zainuddin. To ensure a 5-star rating, crucial, yet subtle changes had to be made, involving performance tuning, material replacement and parts repositioning. One crucial change made was on the bodyshell of the X50. In initial frontal collision tests during development, the front floorboard often experienced tearing, certainly unacceptable by any standard. To overcome this, the engineers had to reinforce the area with ultra-high-strength steel, thereby shifting the force of impact to other areas that do not present any threat to occupant safety. Overall, 40% of the body, including the front, side and back, was made using a combination of high-strength steel variants.

*It’s not a straightforward matter to convert from the lefthand drive Geely Binyue (above) to the righthand drive Proton X50 (below).*

Another change was on the driver’s footrest, next to the accelerator and brake pedals. It was not a simple matter converting from the lefthand drive of the Binyue to the righthand drive for the X50. In fact, Geely had not developed a righthand drive variant so Proton would have to re-engineer certain areas for the conversion.

The engine is always placed under the bonnet towards the right side of the vehicle, regardless of the driving side. Therefore, during a collision, the driver of a righthand-drive Proton X50 would be more vulnerable to foot injury as compared to the driver of a lefthand drive Geely Binyue. To safeguard the driver’s resting foot from such harm, the footrest for the X50 had to be modified to ensure that the foot remains on the footrest by reducing slippage.

Improving for ASEAN NCAP from C-NCAP
Being a model primarily for the China market, the Binyue was developed to meet the requirements of C-NCAP, which is the NCAP for that country. Although there are common criteria among all the NCAPs, there are also some differences with ASEAN NCAP.

One example is the curtain airbags. ASEAN NCAP emphasizes that the static deployment of curtain airbags covers a range of body types for the different people that may be in the vehicle. Therefore, the curtain airbags for the X50 had to be adjusted to provide additional cushioning to the head area during impact, primarily during side collisions. Since this greatly improves occupants’ safety, it was highly recommended that the additional provision be incorporated in future Geely models.

Child Occupant Protection
C-NAP is also less focussed on the issue of compatible seats for child occupants, which is an important area in ASEAN NCAP referred to as Child Occupant Protection (COP) and contributory to the overall assessment. Zanita’s team made a changes which included lengthening the hook on the ISOFIX attachment point for compatible childseats. This not only made it easier to install the seat but also to readjust its angle to ensure secure positioning. The work done by Proton in such areas has been shared with Geely and will help it to be ready for such requirements if introduced by C-NAP in 2021.

*Results of ASEAN NCAP’s assessment of Child Occupant Protection for the X50.*

Benefits of being in the Geely Group
Geely and Proton have both benefited from each brand being subjected to different safety and market standards. The best practices are being gathered and shared, ultimately benefitting consumers who get to enjoy not only a comfortable ride but also a very safe one. Additionally, having Volvo – widely acknowledged as the world leader in automotive safety – as part of the group means being able to get assistance in advancing safety technologies.

“Proton has always emphasized safety as one of its unique selling points, unbiased to any country or platform. It is not surprising then that we continue to challenge ourselves so that this DNA is inherent throughout our range of models, be it our locally produced car or the current joint development with our partner Geely,” said Zanita.

All-new Proton X50 launched – priced from RM79,200

CKD and why carmakers choose to use it

‘CKD’ is something which car-buyers may read about and some may wonder what it means. The initials stand for ‘Complete Knocked Down’ and refer to the way a vehicle is shipped to Malaysia. If it comes in a completed form, ready to be driven, then it is referred to as ‘Completely Built Up’ or ‘CBU’. If it comes in a disassembled form with many parts in boxes, and the parts are then assembled to form the vehicle, then it is a CKD model.

The concept of CKD began many decades ago when manufacturers wanted to be able to produce more vehicles for a market. Sometimes shipping vehicles in CBU form was not practical or feasible, or restrictive regulations made it difficult to sell CBU models. So vehicles were sent in parts in a box – like a Tamiya model – which could then be assembled in another country. The investment was lower than to build a factory and governments also liked it because there would be employment and transfer of technology.

*Workers packing parts for the Beetle in 1955. More vehicles can be sent in CKD form than CBU form.*

Assembly in Malaysia started in 1960s
In fact, in the mid-1960s, the Malaysian government decided to encourage the assembly of vehicles locally as a means to industrialize and also create more jobs, as well as benefit from transfer of technology. While it would have wished that factories could be built, the market size was too small, so the first step was an assembly plant and as an incentive, the tax rates for models assembled in Malaysia would be lower than for CBU models.

A number of manufacturers responded positively, especially as Malaysia then was a very good place for a carmaker to carry out such activities. It was developing rapidly, had a stable economy and society and the workforce was also well educated. Additionally, more vehicles can be sent in CKD than CBU form.

*CKD packs are put into containers and then shipped by land, air, sea or rail to countries around the world.*

The first assembly plants were opened in the second half of the 1960s, mostly situated in Shah Alam. Selangor. Carmakers in Europe, Japan and Australia began sending over CKD packs for their models to be assembled locally. To encourage the development of a local auto industry, the government also specified a list of parts which should be sourced locally. These were things like paint, windscreen glass, tyres, batteries and wire harnesses.

Volkswagen was one of the early carmakers to assemble its cars in Malaysia, starting with the Beetle. In fact, the German company had been exporting the Beetle in CKD form since 1950. In Malaysia, the packs which arrived in Port Klang were sent to the Assembly Services plant in Shah Alam. This plant was huge in its early days and assembled a variety of models from different brands as well as large commercial vehicles. With a CKD operation in place, Malaysia was added to Volkswagen global production network.

*The CKD packs are usually wooden boxes and contain a number of parts, big and small, which are then transferred to the assembly line within the HICOM Automotive Manufacturers complex.*

How the process works
The CKD process is slightly different from the CBU one which is pretty much just ordering whole vehicles with the required specifications. With CKD, thousands of parts must be collected and in the case of Volkswagen, the coordination is done at Wolfsburg, its home city in Germany. Orders received from all over the world are processed centrally in Wolfsburg and a supply management team ensures that the parts required are available from the different European plants and suppliers.

The source for the type of item will be different; body panels and engines, for example, may come from Volkswagen’s own factories but parts like instrument panels and seats might be from suppliers. The parts used to be packed in the boxes manually, but high-tech systems are now used. The parts are bundled and packaged at one of the 8 distribution centres, loaded into containers and shipped by sea, rail or air to the different countries.

These 8 centres handle a total of about 1.7 million cubic metres of goods every year, corresponding to about 25,000 overseas containers. From the receipt of an order, it takes about 8 weeks before the CKD packs for a vehicle is delivered in the destination country. All in all, about 90 different vehicle projects of overseas plants are supplied via CKD from Europe.

Today, Volkswagen has 27 assembly locations in 10 countries. The largest CKD assembly plant is located in South Africa and it not only serves that market but some of its output is also exported to other countries. So it is also a production hub for certain models.

*A Volkswagen Polo being assembled at the plant in Pekan, Pahang.*

Quality assured even with local assembly
There are also plants located in the USA, China, Brazil, Argentina, India, Malaysia and Indonesia. In some cases, the assembly may be carried out by a local business partner. In Malaysia, Volkswagen works with HICOM Automotive Manufacturers which has a manufacturing complex in Pekan, Pahang. Of course, quality is assured as Volkswagen personnel are also present to assist and conduct inspections on every vehicle.

“We used to need only one or two faxes per week for coordination with the overseas plants. Nowadays, we work with our production plants on a real-time basis and manage about 9,000 part numbers for worldwide shipment. The tasks of our employees have changed fundamentally – they are no longer simply box-packers but are now logistics data experts,” noted Burkhard Husken, Head of CKD of the Volkswagen Passenger Cars brand.

Click here to know more about Volkswagen models available in Malaysia.

4-seater Lexus LM350 MPV coming to Malaysia in 2021

Finally, the Lexus range gets a MPV after 31 years of existence. Unveiled at the Shanghai Motorshow in China last year, the new model is designated LM350, the ‘LM’ referring to ‘Luxury Mover’. It’s no secret that the LM350 is adapted from Toyota’s Alphard model, a practical move for the luxury brand. In earlier years, it had also adapted the Land Cruiser to become the LX SUV before it developed its own SUV, the RX.

The new LM350 has been progressively introduced in various Asian markets and will be launched in Malaysia in May 2021 (deliveries to commence in June 2021). Orders are now accepted by Lexus Malaysia with a deposit based on the price of RM1,148,000 (without insurance, Peninsular Malaysia registration).

“In true Lexus fashion, the engineers have crafted a vehicle that heralds a new level of dignity in luxury motoring. From the immense road presence of the vehicle to the finite details of each interior component, the all-new Lexus LM350 is crafted to exceed the desires of those who appreciate the highest level of style and comfort on the move,” said the President of Lexus Malaysia, Ravindran K.

There are two powertrains for the LM range and as the hybrid LM300h would be more expensive, Lexus Malaysia has decided to focus on the LM350 which is powered by a 3.5-litre quad-cam V6 petrol engine that delivers 296 bhp/361 Nm through a direct-shift 8-speed automatic transmission to the front wheels.

Biggest Lexus spindle grille
In adapting the Alphard, the LM350 gets Lexus styling elements on the exterior, notably the signature spindle grille with a chrome frame. Given the large frontal area, this is the largest version of the spindle grille in the Lexus range. Like the Alphard, it has ultra-compact 3-beam LED projector headlights on either side of the short bonnet.

Inside too, the Lexus treatment is evident with Omotenashi hospitality being the guiding philosophy. While the Alphard already offers a luxurious interior, the LM350 goes further to offer a mobile first-class lounge on wheels. If privacy is required, a standard glass partition can be raised or lowered at a touch of a button.

Only 2 seats at the back
To provide plenty of space in the cabin, there are just 2 VIP lounge seats for the passengers behind the front occupants. With the 5-metre body length and 3-metre wheelbase, this means that very generous legroom is available even when the Adaptipedic seats are fully reclined. The semi-aniline lounge seats are adjustable in numerous ways to achieve the most comfortable seating position and also have an Ottoman massage function with air-cooling within the seats.

2021 Lexus LM350 — *Lefthand drive version for Philippines shown above.*

The equipment and fittings installed ensure that every journey will be a pleasure with large cubicles on both sides of the cabin for stowing a handbag or even an attache case, as well as a mini fridge. A 26-inch full HD display panel is mounted ahead of the seats and the infotainment system has numerous functions and connectivity options.

On the dashboard in front is a 12.3-inch touchscreen with controls that be activated through a touchpad, Apple CarPlay and Android Auto connectivity and a 19-speaker Mark Levinson reference sound system for superlative sound quality.

Lexus Safety System +
Occupant protection is a high priority and the LM350 comes with advanced active and passive safety systems. These include the Lexus Safety System + with its integrated driver-assistance systems such as the Pre-Collision System, Dynamic Radar Cruise Control, Lane Tracing Assist, Lane Departure Alert, Adaptive High-Beam System and Rear Cross Traffic Alert. There are 7 airbags around the cabin with 2 curtain airbags that will cover the side window areas and provide protection against injuries during side impacts.

Commenting on the new model, UMW Toyota Motor’s Deputy Chairman, Akio Takeyama, said: “Lexus has once again delivered on the promise of elevating executive-class travel on the road. Whether your journeys are for urban commutes or inter-state travels, the notion of being transported in sophisticated elegance, top-level comfort and advanced safety is not compromised. Few vehicles on the road today are able deliver you in such a capable and dignified manner as the LM350 does.

Why buy an official import?
Although some may say that they can get lower prices at independent dealerships, they may not realise that there are some important points which can affect their ownership experience. One is the technical specifications which may seem the same for every market but according to a Lexus engineer, specific tuning is necessary for each market. For the Malaysian market, the tuning takes into account the higher cruising speeds as well as higher air temperatures.

Then there is aftersales support which Lexus Malaysia is committed to provide as the authorised importer and distributor. This means not just maintenance but also warranty coverage which is 5 years (unlimited mileage) and the provision of genuine replacement parts. And should there be a recall to rectify an issue, only those who have officially imported units will be able to get the support as the ‘unofficial’ imports may actually be recorded by Lexus as being in another country.

100% financing packages to buy new Toyota or Lexus models

SsangYong Motor is bankrupt – again

SsangYong Motor Company (SYMC) has filed for bankruptcy as it is unable to repay creditors. The debt level in loans and interest is 60 billion won (about RM220 million) which has accumulated due to worsening business conditions. SYMC had attempted to negotiate with its creditors on extensions for repayment but was unable to reach an agreement.

Following a board meeting recently, SYMC will apply for rehabilitation procedures including a Company Property Preservative Measure, a General Prohibition Order and Autonomous Restructuring Support which is available in South Korea.

Business can still continue
Autonomous Restructuring Support is a private restructuring support programme made with the court which delays the initiation of the rehabilitation procedures by up to 3 months while the company continues its attempts at private restructuring. During this period, the company can continue its normal business activities.

When the company and its interested parties reach the final agreement for the restructuring, the rehabilitation procedure application is withdrawn, and it returns to its normal company status.

“We very much regret this situation which is the result of the difficulties being experienced from the worldwide COVID-19 situation, and the concern caused to our partners and stakeholders, especially our employees, sales networks and financial institutions. We are making every effort to transform the situation, and to build a more robust and competitive company for the future,” said an official source from SYMC.

An official spokesperson from India’s Mahindra & Mahindra, which owns 75% of SYMC, said: “During the period of Autonomous Restructuring Support, Mahindra will take responsibility as a major shareholder, and actively cooperate with SsangYong for the normalisation of management through to the early conclusion of negotiations with interested parties.”

Oldest Korean vehicle manufacturer
SYMC is the oldest motor vehicle manufacturer in South Korea, having been established in 1954. In the 1990s, when Hyundai and Kia accelerated their development and grew in size, SsangYong found it was unable to compete head-on and chose a risky path – to instead make more premium models instead of lower cost models. To do this, it had a technical agreement with Mercedes-Benz which enabled it to get a platform and engines to use under licence in models like the Chairman and Rexton.

*Instead of competing with Kia and Hyundai, SsangYong decided to make more premium products, using a platform and powertrains licensed from Mercedes-Benz for its Chairman and Rexton models.*

However, it had limited success and after 7 years as part of the Daewoo Group, it was sold to China’s in 2004 when the company had financial difficulties. Complications under SAIC ownership saw SYMC again being put on sale and Mahindra & Mahindra was able to get the biggest share for US$463.6 million.

Infiniti ends involvement in Formula 1

Infiniti, Nissan’s luxury brand which was created in 1989, will no longer be involved in Formula 1 after a 10-year presence. The brand entered the F1 scene in 2011 as a commercial sponsor of Red Bull Racing, progressing to become title sponsor of the team in 2012.

Contribution to electrification of vehicles
Following the introduction of hybrid powertrains in the sport in 2014 and given the brand’s extensive experience in hybrid performance, Infiniti became a more active F1 participant in 2016. It became technical partner of the Renault DP World F1 Team for the co-development of the Energy Recovery System (ERS).

The development work on the ERS led to an electrified performance powertrain explored through the Infiniti Q60 Project Black S. The main aim of the prototype is to test how F1 electrified performance and thermal efficiency can potentially be transferred and applied to the brand’s future electrified vehicles.

*Infiniti entered F1 with Red Bull Racing in 2010 and then switched to the Renault DP World F1 Team.*

5 years with Renault team
The 5-year technical collaboration with the Renault DP World F1 Team has been very successful for Infiniti. During the partnership, several Infiniti engineers have worked with the team in the development of the racing car’s ERS. Both companies have raced 100 Formula 1 rounds together, achieving a total of 459 championship points and 3 podiums.

The Infiniti Engineering Academy has also thrived during this technical partnership, given the unique opportunity it offered to work 6 months with Infiniti and 6 months with Renault DP World F1 Team. This global recruitment program received nearly 30,000 registrations from engineering students in 44 countries and 133 universities throughout the 5-year period, hosted 28 final events around the world and selected 33 winners, 50% of whom went on to secure full-time positions with Infiniti or in motorsport after completing their placements.

“This decade in Formula 1 has been an incredible and fruitful journey for us. We have had the privilege of collaborating very closely with companies that shared our goals and supported our vision, and we certainly come out of this experience wiser and stronger. We wholeheartedly thank all of our partners, and especially everyone at Renault DP World F1 Team, for the fantastic work we’ve done together during the past few years and for their continued support as we begin a new chapter focused on our development,” said Tommaso Volpe, Nissan and Infiniti Global Motorsports Director.

“Our involvement in the sport has gone from strength to strength during these past 10 years, and we have not only increased our brand awareness but also strengthened our technical credentials and capabilities. Now it is the right time for us to concentrate our resources and all the knowledge gained through our Formula 1 activities in the research and development of our new technologies and future powertrains,” he said.

Renault’s Formula 1 team to be renamed Alpine F1 Team from 2021

Piston.my

English

Jaguar Vision GT SV for Gran Turismo

Fuel Price Updates For December 26, 2020 – January 1, 2021

Toyota adds new C+pod Battery Electric Vehicle to its range in Japan

McLaren Sabre – developed by customers for themselves

Car manufacturers have the ultimate driving simulators

How the Proton X50 achieved the full 5-star rating from ASEAN NCAP

CKD and why carmakers choose to use it

4-seater Lexus LM350 MPV coming to Malaysia in 2021

SsangYong Motor is bankrupt – again

Infiniti ends involvement in Formula 1

P1 Successor Set to Break Cover: McLaren Teases New Hypercar Reveal

BMW Malaysia Showcases Latest Generation 5 Series – 520i M Sport and i5 eDrive40 M Sport

Toyota’s New Four-Cylinder Engine Aims to Surpass the Legendary 2JZ

Volvo Malaysia Launches The New EX30: 0-100km/h in 3.6 Seconds, 476km EV Range

Mini Cooper C Combines Iconic Design with Advanced Technology

Thai Government Sets 2026 Deadline for Domestic Assembly of Essential EV Parts

Geely Expands Southeast Asian Footprint with New Vehicle Assembly Plant in Vietnam

Jaecoo Set to Shake Up Malaysia’s SUV Market with the Launch of Omoda C9

Volkswagen’s Iconic Polo to Make Way for Smaller and More Affordable Electric SUVs

Electric Vehicle Sales Slump: ACEA Warns of Major Setbacks in Europe’s Automotive Industry

Archive

Volkswagen Malaysia Aims For Malaysia Book Of Records Of Biggest Golf Gathering

Proton Saga Achieves Record Sales as It Celebrates 39 Years

Mechanic and Staff Injured After BMW Owner Drives Off Without Paying RM38,000 Bill

BYD Expands European Presence with Acquisition of German Distributor Hedin Electric Mobility

Review: The Haval H6 Hybrid Is A Nice Balance Of Power & Efficiency

Follow us on Facebook

Follow us on YouTube

The Piston Show