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Porsche to assemble in Malaysia for regional market?

Porsche to assemble in Malaysia? That’s the current topic among enthusiasts following a report in The Edge Weekly. The business website mentions that its source has said the investment has been approved by Malaysian authorities and that the assembly will be done at the Inokom factory in Kedah.

It would be quite an unusual development for the German sportscar maker as it has never built its cars outside Germany. It has two factories – the original one at Zuffenhausen and the 19-year old one in Leipzig. In its 2019 financial year, total production from the two factories was almost 275,000 vehicles.

Porsche has come a long way from the time it began making sportscars in the 1950s. Today, it has two factories supplying to the whole world – the original one from the 1950s in Zuffenhausen (below) and a second one in Leipzig (bottom), both in Germany.

*Porsche builds its vehicles for the whole world at just two facrories – the original one from rhe 1950s in Zuffenhausen and a second one in Leipzig (below), both in Germany.*

Porsche being a strong brand, demand for its products has always been good although the coronavirus pandemic which impacted the auto industry did result in a 12% decline in deliveries last year. In the first half of 2020, Porsche sold 55,550 vehicles to customers in the Asia-Pacific, Africa and the Middle East regions, with China’s intake of 39,603 units making it the biggest single market worldwide for the carmaker.

So is it time for Porsche to establish a production hub in the Asia-Pacific region? Bear in mind that the 100,000+ volume is made up of 5 model lines with the specialized all-electric Taycan being the sixth. Obviously, assembling outside Germany would not involve all the models so it would be one or two, with the Cayenne being the most popular so it could be a good candidate.

Manufacturers invest in overseas production facilities in places where they can get good incentives by government to do so. They obviously require a good infrastructure as well. At one time, the potential domestic market volume was important since they would assemble in another country and primarily want to sell there, with exports being secondary. However, with the formation of the ASEAN Free Trade Area (AFTA) as a single trading bloc and duty-free exchange of goods, it is no longer just one country to look at but the potential of regional volume, which can be quite big.

*Local assembly of vehicles in Malaysia began in 1967.*

Up till the 1980s, Malaysia was an excellent place for any carmaker to have a production base. It had a good infrastructure, a well educated workforce which was also familiar with the English language, a stable government and a growing economy. It had begun local assembly activities in 1967 so a broad range of locally-made components was available. Manufacturers who chose to assemble locally had their vehicles taxed at lower rates so they could be priced attractively.

However, things changed after the mid-1980s when Malaysia decided to have its own National Car, with the government being an investor in the project. Naturally, it had protection so it could compete against established brands and with the protection, the playing field was no longer level like before. The market came to be dominated by one brand while others had to fight in a far smaller slice of the market.

In the interests of ‘free trade’ and also as a member of the World Trade Organisation, the government never stopped anyone else from selling in Malaysia. They were welcome to import their vehicles in CBU (completely built-up) form and pay much higher taxes, or assemble them locally and have lower taxes but still more than what Proton had to pay.

While having a national car, the government nevertheless wanted to also make Malaysia a production hub in ASEAN. However, it basically wanted carmakers to build their factories in Malaysia but export almost all the production; the domestic market was to be left alone. While this may be fine in theory, as mentioned earlier, manufacturers prefer to look at the domestic market first. If they are to export to another country, why can’t they do it from their own factories in Japan or Europe? The shipping costs would be the same anyway and they would probably have lower production costs as well as the vehicles would be made in high-volume factories with better economies of scale.

The AFTA agreement helped but Malaysia has so far not benefitted much. When the manufacturers first learnt of the single market being formed, and the ability to export around the region without import tax, they were attracted. The market size estimated when AFTA was signed in the early 1990s was about 550 million consumers, with many steadily moving upward economically, and a potential GDP of US$750 billion.

So they looked at making investments and besides incentives, they also looked at domestic market potential. Malaysia was seen as ‘protected’ so it was not seriously considered, not that the government really cared since Proton was selling everything it could make anyway. So Thailand, where the playing field was seen as level, got big chunks of investment as Ford and GM built brand new factories to make their products for the region. Indonesia too saw investments with the aim of expanding existing factories to produce more and export.

Ford did consider Malaysia and had a plan to make the Escape SUV in Malaysia for the region. The plans were confirmed but then Malaysia decided that it did not want to open up as planned under the AFTA agreement because it said that its auto industry had been battered by the Asian financial crisis. It needed some extra years to recover, so the market had to stay closed. A frustrated Ford, realizing that it would not be practical to use Malaysia, tore up its plans and put its money into the Philippines where it had a factory.

Only Volvo seems to have chosen Malaysia as a hub of sorts but that is more a historical thing. Its factory here was the first to open when Malaysia began calling for local assembly and although it had production in Thailand, that was closed down and everything concentrated in this country for the region from 2012.

For the other carmakers, Malaysia was still and attractive market because it was the largest passenger car market in ASEAN. Thailand was a pick-up truck market and in Indonesia, the biggest demand was for MPVs. So in spite of the difficult environment, many carmakers continued to operate in Malaysia, make the necessary investments periodically to upgrade their plants and kept refreshing their model lines.

Porsche Centre Ara Damansara 2020 — *Porsche has been officially in Malaysia for a long time, with Sime Darby Auto Performance representing the brand since 2010.*

But the much desired objective of the government – to be a regional production hub – remained elusive. There have been a few National Auto Policies (NAP), each one stating that aim, and offering various types of incentives without much detail. The general way that the Malaysian government’s Ministry of International Trade & Industry has liked to operate is with ‘customised’ incentives, perhaps believing that the approach would be more appreciated by investors.

However, many in the industry have expressed a dislike for the approach, preferring the details to be open for all to know and work with. Transparency is important for these businessmen, and as one veteran industry executive said, “How can I know that my competitor might have received a better incentive but actually invested less?”. So the has remained an indifference and even with the latest NAP announced a year ago, the lack of transparency and detail continued. Many people were disappointed that only an outline was provided and could not even begin to start working out plans to propose to their head office. Anyway, since then, the government has changed so it could be that the NAP will see a revised form, depending on the MITI minister.

*For many years. Daihatsu has been taking the Myvi made in Malaysia and selling it as a Daihatsu Sirion in Indonesia. Mazda has also been exporting the CX-5 assembled in Malaysia (below) to Thailand.*

Over the past decade, some companies have tried to export from Malaysia with limited success. Perhaps only Volvo and Mazda (with the CX-5) have been doing well with exports but Toyota started and stopped exporting its Malaysian-made Hiace to Thailand. Proton and Perodua export, of course, and of note is the fact that the Myvi made in Malaysia is taken by Daihatsu for sale in Indonesia as a Sirion under its own brand. That says a lot about Perodua’s quality as a Japanese carmaker would not simply use a product made by someone else.

Porsche and Sime Darby
The report by The Edge Weekly mentions that Porsche will use the Inokom plant in Kedah, which is not surprising. The plant, opened in the late 1990s, is owned by Sime Darby and a unit of the company is also the importer and distributor of the German sportscars. It would make things a lot easier for the same parties to also work together on an assembly project.

If Porsche is indeed going to do it, then it will not just be an assembly program to set up. The carmaker has not done completely knocked-down (CKD) activities before so it will have to set up a new department just for it. Perhaps, being in the Volkswagen Group, it will be able to get assistance from its colleagues in Wolfsburg as there is local assembly of some Volkswagen models being done in Pahang.

*The Inokom factory in Kedah which assembles vehicles from the BMW, Hyundai, MINI and Mazda brands.*

It is not just a matter of picking a model and putting it into a box in disassembled form for assembly in another country. The model has also to be engineered for local assembly, taking into account the level of automation and capabilities of the workforce. This is often the case with picking models for overseas assembly. Volvo had to first invest in laser welding equipment before it could consider assembling the XC60 in Malaysia.

The two Porsche factories in Germany are very advanced with manufacturing processes that ensure high quality. It is unlikely that all the manufacturing processes at Inokom will be identically advanced, so some modification may be needed, and that means an engineering program to develop a ‘Malaysian CKD model’.

It is possible that the ‘SKD’ (semi knocked down) approach will be taken although this approach was stopped by the government in mid-2019. With SKD, bodyshells can be imported already welded together. While the government no longer allows SKD, one never knows with a ‘customized incentive’ and also, the government of today is not the same one that formulated the 2020 NAP.

*The Cayenne SUV would be a good candidate for assembly as it is popular throughout the region.*

Righthand drive or lefthand drive? This is also another issue, especially if the volume is not going to be very big. What some carmakers have considered – Geely and Great Wall Motors being among them – is that a production hub in ASEAN could be dedicated to righthand drive (RHD) versions which they do not make in their own country. This is more applicable to the Chinese carmakers though as the other global players have long coped with making cars with the steering wheel on either side. So Malaysia could be designated to make RHD models for most of the ASEAN markets and when volumes get higher, then they can also consider LHD.

As for quality, there is nothing inferior about Malaysian assembled vehicles today. The manufacturers have many processes that ensure the quality standards are very high, even if they might not be exactly similar to those of factories in Japan or Germany.

The only thing is consumer perception even though one can say that in this era of globalization, people don’t really care as long as the quality is not poorer. Many years ago, when Proton was assembling the Lotus Elise and tried to export it to Japan, the customers there indicated that if they wanted to buy a Lotus, it had to be made in England. Likewise, when Mazda and Toyota wanted to source some of its models from Thailand for its ASEAN markets, customers in Singapore did not want them and wanted to have cars from the Japanese factories.

Finally, the price – which is often the first thing Malaysians think of when they hear that a model will be assembled locally. For a long time, they have been conditioned to expect that a model that is assembled in Malaysia will be cheaper and that is because there is a lower tax rate and in more recent times, the government also rewards those who make investments with subsidies that can offset production costs to allow lower retail prices. So yes, a locally-assembled Porsche could be cheaper though probably not by a huge amount.

New Audi RS 3 LMS model for customer racing around the planet

Audi Sport has unveiled the second generation of its successful RS 3 LMS model, with a season of testing ahead before going into production and being ready for customers at the end of 2021. The second generation of the entry-level touring car has been improved in many areas to offer more benefit to customers.

The RS 3 LMS, which has been available since the end of 2016, has made 3,105 appearances in a total of 1,051 races around the world to date. On average, there were almost three RS 3 LMS cars on the grid in each race. This is impressive considering that Audi has not been directly involved, with the exception of a 2-year program in the FIA WTCR in 2018 and 2019.

In the four years since its launch, the racing car has collected a total of 764 podium places in Africa, North and South America, Asia, Australia and Europe, including 279 overall wins. This is a win rate of 26.5% in an extremely tough competition in which TCR race cars from up to 14 manufacturers compete. It was considered the global ‘TCR Model of the Year’ in 2018.

More racing character
The second generation presents itself with new developments in all areas that serve two goals: To make the near-production entry-level even better and to optimize customer benefits in all areas. Despite this, the model remains inexpensive to buy and maintain, offers an even higher level of safety and, with up to 340 bhp available.

Visually, the second generation differs significantly from its predecessor. At 1.95 metres, it still meets the maximum width defined in the regulations, but the body extensions are integrated into the contours in a more harmonious and aerodynamically favorable way than before. The front apron incorporates the air intakes as part of a significantly revised cooling concept for the engine and brakes. The rear wing, suspended from the rear for the first time, completes the optimized aerodynamics of the TCR racing car.

New engine generation
For the new RS 3 LMS, the fourth generation of the 2-litre 4-cylinder EA888 engine replaces the predecessor series. The engine block and cylinder head, crank drive, valve train, intake manifold, fuel injection and the new turbocharger remain absolutely standard in the racing car. Only the valve cover breather with its oil separator differs from the standard component, as does the exhaust system. Also, the standard engine management system from Magneti Marelli specified by the regulations is new.

The adoption of the engine from volume production has proved highly successful in TCR racing. In many cases, Audi’s power units already achieved tens of thousands of racing kilometres in the previous generation in the hands of the customers. Together with the standardized hardware, this guarantees transparency and equal opportunities for all manufacturers.

Benchmarks in safety
No other TCR touring car offers as many optional safety components as are on board as standard in the RS 3 LMS. The roll-cage consists of steel tubes that add up to just under 25.8 metres in length. A 6-point safety belt serves as restraint system for the driver.

The Audi Sport Protection Seat, unique in the TCR class, with its robust construction and elaborate upholstery offers maximum accident safety. For better occupant protection in the event of a side impact, it is moved closer toward the centre of the car. Optionally available seat-wrapping safety nets on the right and left provide additional protection for the driver.

The standard roof hatch facilitates recovery of the driver after accidents. It allows the helmet to be gently removed upward and, if necessary, a rescue corset (Kendrick Extrication Device) to be inserted vertically from above to stabilize the driver’s spine.

For the first time, the rear window in every car is made of polycarbonate ex factory at no extra charge. This material reduces weight and is extremely impact-resistant. The safety fuel tank complies with FIA FT3 regulations and has a capacity of 100 litres. A fire extinguishing system completes the safety equipment.

Improved ergonomics in the cockpit
The cockpit is even more driver-oriented and easier to operate. The steering wheel features a control panel specified for TCR purposes. In the centre console, 12 functions are ergonomically optimized and logically grouped in a clearly arranged keypad. The ignition and various light functions can be activated there, as can the cockpit fan or the optional windshield heating. The brake balance and, if necessary, the fire extinguishing function are also within easy reach below the centre console.

Adaptable chassis
The McPherson design on the front axle makes it possible to implement changes to the kinematics faster than ever before. Whereas the previous bolting system always required a chassis measurement for changes, spacer components known as shims can now be inserted in the control arm and track rod in a matter of minutes. The track rods are standard on the 4-link rear axle to achieve bump steer effects. They support the agility of the car when turning in.

“Our new Audi RS 3 LMS thus takes on a great and responsible legacy,” says Chris Reinke, Head of Audi Sport customer racing. “The focus of our development goals for our latest model was on the customers. Whether it’s about running times or setup options, safety or cockpit ergonomics: we want to offer the teams a car that’s even more of a racing car than before, that has many practical advantages in everyday use and that can be operated economically thanks to long running times.”

Fuel Price Updates For February 6 – February 12, 2021

Classic Skoda models reimagined for the 21st century

A car model can usually be in production for up to 10 years, though it is usually around 5 or 6 years today. With each model change, the design will evolve in tune with trends and consumer tastes. Only very few models – like the Volkswagen Beetle – could last decades unchanged. Eventually, the discontinued models fade away, but some are also remembered and collectors preserve them as they are special in one way or another.

Skoda, with a history of 125 years, has obviously produced many models and some have been significant. As part of the Czech carmaker’s 125th anniversary celebrations, a group of designers from across the brand have re-imagined some classic models and repurposed them for the modern era.

They picked 5 of the most iconic models and came out with designs of what those models would look like if they were to be done today, in the 21^st century. These are model that defined the look and feel of Czech design and each one chosen is a personal favourite of the designer responsible.

Skoda has no specific plans to develop any of the designs, but the project gave the team inspiration from the past, the present and future environments.

*To know about other promotions at BHPetromart, visit www.bhpetrol.com.my.*

VOITURETTE
This design takes inspiration from the brand’s first-ever production car, the Voiturette A. Created by Yuhan Zhang – a member of the interior design team at Skoda – the Voiturette study is an open-top 2-seater carriage designed for use as a fully autonomous tourist car for the streets of Prague, the capital city of the Czech Republic.

The interior features a dramatic curved information panel while the wraparound seat takes its inspiration from the single seat unit fitted to the 1905 original. Commenting on her design, Zhang explained: “I wanted to make a connection between the history of Skoda and beauty of Prague. There is a big display in the car presenting a description of the sights as you go, but it could also show passengers the history of Skoda.”

1203 CAMPER
Another iconic model to get a dramatic makeover is the 1203 van, which has been transformed into a 21st century campervan. The brainchild of interface designer Daniel Hajek, the 1203 formed the backbone of Czech industry through the 1970s, becoming the default choice for trade, governments and the emergency services. Production ran from 1968 until the late 1990s.

The 21st century version imagined by Hajek features an electric drivetrain that allows for even greater space inside, along with a pop-up roof and all the practical touches found in today’s Skodas.

In terms of exterior design, the modern 1203 Camper features a number of touches that combine old with new. “I thought long and hard about how to reference the original’s round lights without them being too retro,” explained Hajek. “That’s why there’s just a hint of some curves here, but otherwise the light signature is new and bold.”

FELICIA CABRIOLET
The 1959 Felicia provided interior designer Martin Leprince with the starting point for his design makeover. Like the open-top original, the 21st century one is a masterclass in design elegance – wrapping itself around the passenger compartment while maximising exposure to the elements.

While working on the project Leprince spent hours with an original example kept at the Skoda museum. Among the many details he admired was the wraparound windscreen – and set about updating the look for his new version. As the design shows, the Felicia study has a ‘floating’ windscreen that hovers a few centimetres above the body and curves inwards to serve as the instrument panel and infotainment display.

“I studied glass statues, and with the help of photographs and pictures I tried to come up with a way to draw a 3D glass object so that the whole was comprehensible and looked realistic. That kept me busy for quite a few days,” he explained.

POPULAR MONTE CARLO and 130RS
Sporting glory was the inspiration behind the final pair of re-imagined Skoda classics. Interior designer Ljudmil Slavov chose to recreate the brand’s classic Popular Monte Carlo, while fellow stylist Aymeric Chertier opted to update the 130RS coupe.

“The Popular Monte Carlo is one of the most beautiful cars ever made, and I found its history fascinating as well. It is incredibly elegant and tasteful,” said Slavov. As part of his makeover, the Bulgarian-born designer opted to give the car a dramatic new roadster look. Slavov also chose to replace the traditional centre speedo with a floating hologram and a wraparound screen.

The reborn 130RS (above) by contrast, is more recognisable as an homage to the original. “I wanted to refresh the original car, not change it,” stressed Chertier. “I retained its essence and characteristic lines and added certain details that we know from modern WRC cars, for example,” the designer said, explaining the retro feel combined with the distinctive muscular shapes of his car.

Proton sees second MCO affecting new vehicle sales

*To know more about promotions at BHPetromart, visit www.bhpetrol.com.my.*

Proton is usually the first to provide an overview of their sales for the previous month, and for the first month of the new year, they have reported a drop of 29.9% in sales compared to January 2020. During the month, the carmaker delivered 5,964 units and with its estimate that the Total Industry Volume for the month will be slightly above 32,000 units, that means a market share of 18.5%, about 1% less compared to the same month last year.

Proton points out that the overall figures are a reflection of supply not being able to meet demand rather than a reduction in bookings. Nevertheless, it is clear that there are economic effects on various industries and consumer confidence.

*The New Normal at Proton outlets where Standard Operating Procedures are observed by the public and staff.*

Second MCO slows down sales
“January was a difficult month for Malaysia’s automotive industry. Hopes were high that the momentum built at the end of 2020 would be carried forward, especially after the announcement of PENJANA incentives remaining available until the end of June this year. Unfortunately, the second MCO (Movement Control Order) announcement put a damper on those hopes,” said Roslan Abdullah, CEO of Proton Edar.

“Still, Proton, as well as the rest of the industry, is in full support of all measures the government has in place to control the rate of infection. The safety of all Malaysians needs to remain as the main priority and companies need to pivot in order to achieve their goals in a changed market environment,” he said.

“Measures like the MCO have naturally affected the number of customers coming to showrooms, but we can receive bookings online helping to boost our sales,” he added.

*Bestselling Proton model in the first month of 2021.*

The Saga started the year as the bestselling model with 2,583 units delivered. The two SUV models – the X70 and X50 SUV twins saw lower volumes of 892 units and 1,082 units, respectively. To date, 4,809 units of the X50 have been delivered since its launch at the end of October last year.

Effect on production volume
While Proton’s order bank remains healthy with orders carried over from the end of last year, the company is still working hard for supply to catch up to demand. As an industry that depends on a global supply chain, automotive companies are acutely affected by delays to vendors that have a knock-on effect to their production lines.

“However, our supply lines have been disrupted over the last few months by the coronavirus making it difficult to ensure a steady flow of parts needed to build our cars. It’s something all car manufacturers have been facing for the past year but we are hopeful that with the arrival of a vaccine things will stabilise by the middle of the year,” Encik Roslan said.

Product launch plans remain
Despite the delays, Proton intends to pursue its product launch plans for 2021 as the company strives for more sales growth both domestically and abroad. “For now, Proton will stick to its 2021 product launch schedule. We have an exciting series of improved products in the pipeline while the Proton X50 will now be able to establish its standing in the market by benefitting from a full year of sales,” he said.

With greater attention to overseas business, Proton aims to double export volumes in 2021

New Ford F-150 Raptor extends extreme off-road capability

Malaysians know the Ford Ranger Raptor as the most extreme Ranger ever sold in the region. Developed with assistance from Ford Performance, the pick-up truck has the performance to go with its macho looks. Its name was derived from a variant of the F-Series which was introduced in 2009 for desert racing, eventually being used to represent the brand’s high-performance trucks.

With the F-Series now in its 14^th generation (since June last year), Ford has also updated the F-150 Raptor for its third generation. It comes with completely redesigned running gear, re-engineered with an all-new rear suspension and even better overall performance on rough terrain at high speeds.

“Raptor is the original desert truck. We just took it to another level,” said Ali Jammoul, Ford Performance Vehicle Program Director. “The all-new Raptor splices high-speed off-road performance muscle with advanced technology and connectivity that comes together in a unique Built Ford Tough way.”

The rugged, aggressive exterior advances the signature design of F-150 Raptor. Completely redesigned, the distinctive front emphasizes the truck’s width with a machine-tough look featuring a power dome bonnet with blacked-out grille and headlights that stretch fender to fender.

Inspired by Raptor fighter jet
The bonnet has a new heat extractor and functional side vents at the top trailing edge of the fender, all inspired by the intakes of the F-22 Raptor fighter jet. Aggressive front fenders emulate the windswept look of dust billowing off the top of the tyres at high speed. The same concept extends to the rear, with blacked-out taillights and available tailgate appliqué creating visual fender-to-fender width.

*Some styling elements have been inspired by the F-22 Raptor (below).*

A wider front skidplate offers greater coverage side-to-side and extends protection forward. Durable steel front and rear bumpers are built for the rigors of off-roading, with the rear bumper retaining the high-clearance design that tucks the dual exhaust tips high up against the truck.

Available in SuperCrew configuration on a 3683 mm wheelbase, the new Raptor features a fully boxed high-strength steel frame with a high-strength, military-grade, aluminium alloy and composite body. The suspension, stronger, taller shock towers and rear control arm mounting points have been made more capable.

3.5-litre EcoBoost V6 + 10-speed transmission
Power comes from a third-generation twin-turbo 3.5-litre EcoBoost high-output V6 engine. Ford is not revealing output figures yet but says it ‘delivers torque low in the rev range right where it counts’. It has new high-power fans built into the cooling system for maximum cooling performance and with the standard 36-US gallon (136 litres) capacity, the estimated range is more than 800 kms.

A new three-inch equal-length exhaust system features a patent-pending built-in X-pipe, unique ‘trombone loop’ and first-for-Raptor active valves. The system takes advantage of a true pass-through muffler design that improves sound quality. Customers can configure four sound level modes – Quiet, Normal, Sport and Baja.

The Ford-built 10-speed automatic transmission (also available in Rangers sold in Malaysia) is upgraded with next-generation controls is bolted to an innovative torque-on-demand transfer case. A standard electronic locking rear differential and available TORSEN front limited-slip differential are fitted with 4:10 final drive ratios.

With 7 selectable drive modes, the Terrain Management System allows drivers to choose the setting best suited to driving conditions. Each mode adjusts steering feel, transfer case behaviour, stability control, active valve exhaust, active damping system, throttle mapping and transmission shift points, as well as the display on the digital gauge cluster.

Trail 1-Pedal Drive is a system helps make extreme off-road driving like rock crawling easier. In harsh trail situations, a driver typically must use both pedals, modulating throttle and brake simultaneously to advance the truck. Trail 1-Pedal Drive simplifies all that, combining those operations into activating just the throttle – press to move forward, release to brake. The computer ‘co-driver’ applies the brakes proportionally as the driver lifts from the accelerator.

The F-150 Raptor also comes with standard Trail Control, which operates like cruise control for off-road use. Once the desired speed is set, the computer manages throttle and braking to allow the driver to focus on steering through challenging off-road conditions.

It’s also possible to use the truck as a mobile power generation with Pro Power Onboard. With the engine running, up to 2 kilowatts of electrical output is available to run power tools, camp lights and other equipment.

Redesigned rear suspension
Of note is the 5-link rear suspension with extra-long trailing arms to better maintain axle position on rough terrain, a Panhard rod and 24-inch coil springs – the longest in the class. The suspension, combined with more sophisticated engine management software, means the truck can put more torque to the rear wheels for quicker starts off the line, faster acceleration and better throttle responsiveness while simultaneously delivering comfort, stability, handling, control and traction at speed.

The Raptor can fly through the air easily and handle heavy landings, a requirement for a desert racer, and to improve this, there are next-generation FOX Live Valve internal bypass shock absorbers with state-of-the-art electronic control technology offering position-sensitive damping adjustability.

The Raptor’s largest-ever shocks are designed to better resist heat build-up and to react even faster to terrain changes for greater confidence over extended desert running. The larger 3.1-inch-diameter anodized aluminium bodies of the absorber unit are filled with all-new low-friction shock fluid specially designed to decrease frictional losses inside the damper for improved off and on-road comfort. New electronically controlled base valves are race-proven with an upgraded design enabling upward of 1,000 pounds of damping per corner at desert speeds.

Readings from suspension height sensors and other sensors around the truck change damping rates independently at each corner 500 times per second, with the shocks responding at the same speed the human brain processes visual information. The truck responds by the time the driver even registers a terrain change.

The Raptor is available with the largest factory-fitted to a production light-duty full-size pick- up – either 35-inch or 37-inch tyres. These are specially designed BFGoodrich All-Terrain T/A KO2 tyres which can easily clear obstacles. When fitted with the 37-inch tyres, there’s up to 332 mm of running clearance. Wheel travel with 35-inch tyres reaching 356 mm at the front and 380 mm at the rear.

Tech for off-road or on-highway
The new high-tech cockpit has a customizable 12-inch digital gauge cluster with Raptor-specific graphics and animations, off-road data and turn-by-turn navigation. The customizable new 12-inch centre screen allows owners to split the screen and control multiple functions simultaneously, including navigation, music or truck features.

A 360-degree camera system provides an in-cabin view of obstacles around the truck, with the front view offering a real-time tyre track overlay to dynamically show the path of the wheels ahead to reduce the need to stop for spotter guidance.

The new interior uses enhanced materials, unique surface finishes and has more storage. The steering wheel features a laser-etched logo, top centering mark and aluminium paddle shifters are fitted. Seats with large bolsters keep occupants in place and even more aggressive Recaro bucket seats are available as optional equipment.

Ford Ranger Raptor — The F-150 Raptor isn’t available in Malaysia but Sime Darby Auto ConneXion can offer you the equally extreme Ranger Raptor, developed with the same expertise from Ford Performance. Visit **www.sdacford.com.my** to know more.

Longer warranty with 2021 Volvos sold in Malaysia

Volvos have long been known for their durability and even in the 1960s, when some cars were ‘rust-buckets’ and Japanese cars were perceived to have ‘milo tin’ panels, Volvo was claiming over 10 years of reliable service life which kept on extending to over 20 years.

Of course, that is about the car being able to run reliably for that length of time. There is also the possibility of manufacturing defects occasionally, for which owners expect rectification or replacement at no charge. This is typically covered by a warranty from the manufacturer, and it used to for the first year and 20,000 kms. Volvo naturally provided such a warranty even though its cars were very durable.

*Volvos have long been known for their longevity and reliability.*

Standard 3 years + 2 more
Like other companies, Volvo’s warranty periods have progressively extended, and in 2021, owners of their new vehicles in Malaysia will enjoy a longer coverage period of 5 years, with no limit on mileage. Prior to this, new Volvos came with a standard 3-year or 100,000 km factory warranty with a combined 2-year or 20,000 km Extended Warranty Programme provided by an external insurance partner.

“This new offering is part of our dedication to quality, particularly in relation to our vehicles and customer relationship. At Volvo Car Malaysia, every decision we make is designed around the customer’s needs and more so to solidify their trust in Volvo. We want our customers to feel supported throughout the ownership of their vehicle and we believe that the new extended factory warranty is a step in the right direction as a premium car brand that is rooted in safety,” said Nalin Jain, MD of Volvo Car Malaysia (VCM).

*Models like the XC90 PHEV have an additional longer warranty period specifically for the lithium-ion battery pack (below) to give owners peace of mind as the cost of replacement is expensive.*

8 years for PHEV battery pack
In December 2020, VCM also announced that the battery pack in Volvo’s Plug-in Hybrid Vehicle (PHEV) models would have an extended warranty period of up to 8 years or a maximum of 160,000 kms. The long warranty has been offered by other manufacturers in view of the high replacement cost of a battery pack.

Like the small 12V battery that has been present in the engine bay for decades, the high-voltage battery pack has a certain service lifespan but it cannot be certain. Its life depends on usage conditions, manufacturing quality and other factors and it may be short or it may surprise by being very long. But unlike the 12V battery, a battery pack for t hybrid vehicles is many thousands of ringgit.

“Our end goal of this initiative is to allow our valued customers to feel the utmost comfort when driving a Volvo car, free of worries. We allow them to fully experience the innovation and technology that goes into each one of our cars, and by doing so we are able to provide our customers with the freedom to move in a personal, sustainable and safe way,” said Mr. Nalin, adding that the extended factory warranty is vehicles that are registered for private use and not applicable to vehicles registered or used for commercial purposes.

An advertisement in Malaysia in the 1980s (left) promoting the long life of the Volvo 244. Irv Gordon proved the point by putting 5.15 million kms on his P1800 between the time he bought it in 1966 and 2013. It’s a record no one else is likely to ever beat.

Pros and cons of longer warranties
Long warranties may please car-buyers as it means they have coverage for a longer period, which is good for those who plan to keep their cars for many years. Furthermore, the warranty is usually transferable (if still in effect), which can add a bit more to resale value.

However, warranty conditions typically require the owner to adhere to the specified service intervals, and to use only an authorised service centre of the brand (and of course, genuine replacement parts). Some companies can be strict about this and if an owner misses a scheduled service or even does it well past the due time, the warranty could be terminated.

In fact, this issue of ensuring scheduled service on time to avoid voiding the warranty worried owners last year when the first Movement Control Order (MCO) was introduced. As they could not get to their service centres (which were also closed), there was the fear that they might lose their warranty. The car companies were quick to assure their customers that the warranty would not be cancelled if they were unable to send their vehicles in for servicing, but they had to do so within 30 days after the MCO was lifted.

A longer warranty which forces an owner to keep using an authorised service centre may not be welcome by all customers. While we recommend using authorised service centres for their expertise with a specific brand, we can understand that there may be owners who prefer to use independent workshops which may charge less. For such owners, the warranty conditions that require them to use only an authorised service centre may not be good.

It should be noted too that there are two types of warranties. Different manufacturers will have different approaches and some may offer a long factory warranty which has broad coverage from the first day to the last day.

Then there are companies which offer a longer warranty that is coupled to the original one that covers the first few years. The additional years are, however, covered by another party like an insurance policy. However, the fine print may reveal that for the extra years, the coverage is slightly different and certain items may not be covered when they had been covered before by the original warranty.

Customers should therefore ask for clarification about this at the time of purchase. Some companies may have a deal with the external party to provide identical coverage terms, and some may not. Many years ago, owners of a certain European brand found, to their surprise, that warranty claims were not entertained for certain items (even though the warranty was still in effect). This came to light when the brand changed franchise holders and the new franchise holder attempted to get warranty compensation for existing customers.

As for mileage, European brands have long offered unlimited mileage after original registration. Asian brands were more conservative and set a maximum mileage which would apply if it was reached before the number of years ended. Generally, it was a reasonable figure though high-mileage motorists would certainly have preferred an unlimited condition.

With the restriction on movements and interstate travel over the past year, many owners may find that they will get to enjoy the full number of years of warranty coverage, even if there is a mileage limit. They would be travelling less, especially those who are instructed to ‘WFH’ (work from home).

Volvo sales in Malaysia last year were the highest since 1999

The Naran, with Celare Pack, due for launch soon

Ameerh Naran, a racing driver whose entrepreneurial ambitions saw him focussing on the premium luxury sector, has established internationally-recognised, exclusive private jet brokerage. Combining the knowledge and experience he has gained in the motorsport and luxury worlds, he formed Naran Automotive which is based in the UK.

The company, which has plans to make luxury ultra-high performance cars, has revealed a unique ‘Celare Pack’ for its debut model – The Naran. The Celare Pack highlights the duality of The Naran as an aggressive on-track weapon as well as an object of beauty. It allows customers to tailor the 4-seater hyper-coupe to meet their individual needs, whether they prefer pushing the limits on the track or drive on public roads.

The option – its name derived from the Latin for ‘to conceal or hide’ – is inspired by the adjustable systems used in motorsport, includes the removal of the rear wing, adjustments to the front-end aerodynamic setup with airflow disrupters and a change of tyres.

Within 20 minutes the aerodynamic package can be installed or removed by Naran Automotive engineers, switching the car between road-legal GT3 racing car and a piece of art. Owners will receive a carbonfibre wing cradle to mount the wing safely when not in use.

The Naran, an all-wheel-drive, front mid-engined hyper-coupe, is capable of producing an industry-leading 1,377 kgs of downforce, exceeding that of a GT3 racing car. It is claimed to have an acceleration time from 0-60 mph (96 km/h) in less than 2.3 seconds, with an expected top speed of over 370 km/h.

Naran Automotive has worked with technical partner EY3 Engineering to optimise whole vehicle aerodynamics to deliver this focused performance without compromising the monolithic design language and coupe silhouette.

The team developed unique, hidden solutions to deliver a perfectly balanced vehicle, including motorsport-inspired carbon composite bargeboards, which are attached directly to the front wishbone to help smooth airflow from the front wheels.

A full flat floor and split-rear diffuser delivers critical airflow to energise the rear wing, while the front splitter directs flow under the car feeding the front diffusers to generate all front downforce. The cooling channels above feed the brake discs, engine intake and cooling pack, with the latter exiting through the bonnet to increase downforce and reduce drag.

Daniel Mense, engineering director at EY3 Engineering, said: “The aerodynamic development of The Naran is firmly rooted in motorsport pedigree with benchmarking against GT3 racing cars. We have been constantly challenging ourselves to optimise airflow for ultimate lap time and performance without any compromise to the distinctive design. This has resulted in some aerodynamic solutions that are unique to The Naran.”

The bespoke 5-litre twin-turbo V8 engine, which produces 1,048 bhp and 1,036 Nm of torque, is being crafted in Germany with partners Racing Dynamics.

Just 49 units of The Naran will be built for sale, and each car can be personalised to the requirements of the customer. This includes the designation of a bespoke model name – a convention normally reserved for luxury superyachts.

“Our vision is to deliver an unrivalled driving experience with no compromise between performance, design and luxury. Through the expertise of our world class partners we have been able to unearth innovative aerodynamic solutions that would normally only be deployed in high level motorsport,” said Ameerh Naran.

Czinger 21C hybrid hypercar – 1,233 bhp and 0 to 100 km/h in 1.9 seconds! (w/VIDEOS)

Evolution of the feature that has saved hundreds of thousands of lives worldwide

passive safety

It is well known that a Swedish engineer, Nils Ivar Bohlin, who joined Volvo from the aircraft industry developed the 3-point safety belt that is common in every car today. And, though patented, Volvo generously allowed everyone else to follow the same design without any charge. It was a ‘gift to the world’ as Volvo hoped such a move would get the seatbelt adopted widely and quickly. And it was, saving hundreds of thousands of lives worldwide. Bohlin’s invention appeared in the late 1950s and of course, Volvo led the way by installing it in its cars as standard.

An idea from aircraft
However, the seatbelt was around for some time before Bohlin’s invention. The idea came from aircraft and early automotive inventors considered it to provide a form of restraint in the event the driver was thrown forward. In France, for example, Gustave-Desire Leveau registered a concept in 1903, which was for a complex 4-point seatbelt for the driver as well as the passengers.

Before the 1960s, seatbelts that were provided were the 2-point lap type that went only around the waist (left). Nils Bohlin’s invention added a third strap coming down from the top across the chest (right).

In Germany, Daimler Benz introduced a seatbelt in its Mercedes-Benz 300 SL Roadster (W 198) in 1957. The 2-point seatbelt, essentially like what was found in commercial aircraft, was an option in the open-top supersports car and the owner could have it installed on one or both seats.

Racing cars get seatbelts
From the 1950s onwards, an increasing number of cars racing in motorsport were also fitted with a seatbelt. It was a logical thing to do as speeds rose, and drivers could be flung out or hit the steering wheel in a crash. Over time, safety systems in racing cars have advanced and those used by drivers in Formula 1 cars are extremely sophisticated, providing head-and-neck support to reduce the dangerous acceleration of the head during a collision.

*The most advanced seatbelt systems are probably the ones in F1 racing cars which must restrain the drivers who can crash at very high speeds.*

In 1958, Mercedes-Benz started to offer the 2-point seatbelt as optional equipment for the entire range of passenger cars with individual seats in the front. By the end of the same year, lap belts in the rear seats were also optionally available. Konrad Adenauer, the first Chancellor of the Federal Republic of Germany, was convinced by the system and his official car was equipped with a lap belt in the rear.

Enhanced operation for convenience
As mentioned earlier, Volvo made the 3-point seatbelt concept freely available to the industry and Mercedes-Benz adopted the idea in the 1960s. It combined the benefits of a lap belt and shoulder belt – just like Bohlin had described it in 1958 – and included a reeling mechanism, which was initially like a ‘luxury’ feature. Mercedes-Benz introduced the seatbelt with the automatic reeling mechanism as standard equipment in front seats in 1973, and later as standard equipment in rear seats.

*The W 126 Mercedes-Benz S-Class came with a seatbelt and tensioner for more effective restraint, as well as an airbag for the driver.*

It is not just the way the seatbelt wraps around the body which is critical, but also how it is attached. The company delivered the R 107 model series SL (in 1971) with a seatbelt anchored to the bottom of the seat as standard equipment.

Seatbelt becomes compulsory
The value of seatbelts was very quickly noted by safety authorities, supported by accident research data. Manufacturers were asked to provide them as standard, at least for the front occupants, but not everyone wanted to use them. So laws were introduced to make usage compulsory, at least for the front occupants. Later on, the laws would be revised to include rear passengers as well.

Such laws initially met with plenty of resistance as they seemed to cause inconvenience and imagined discomfort. In Switzerland, for example, the protests were strong enough that the requirement was suspended some time and a referendum carried out before the law was accepted in 1981.

Mercedes-Benz continuously did R&D on all types of passive safety systems, which included seatbelts. As part of the Experimental Safety Vehicle (ESV) programme, automatically engaging seatbelts for the front seats were tested back in 1972 in the ESV 13 experimental safety vehicle. ESV 22, developed in 1973, served as a platform to test 3-point seatbelts featuring 3 seatbelt force-limiters and seatbelt tensioners as well as the driver airbag. By 1981, the driver airbag in conjunction with a seatbelt with a tensioner system was ready for introduction in the S-Class (W 126), providing the driver with even better protection during frontal collisions.

The quest to give better protection to the occupants of a motor vehicle continues, with various systems working together to provide the best protection when a car is involved in an accident. Advances are being made in the structure and new types of restraint systems are being developed although the primary one will still be the seatbelt.

How first aid kits came to be standard in German cars

Perodua aims for 9% increase in sales volume to 240,000 units in 2021

*To know more about other promotions at BHPetromart, visit www.bhpetrol.com.my.*

Cautiously optimistic about the future, Perodua has set a target of delivering 240,000 vehicles in 2021 – a 9% increase from the 220,163 units sold in 2020 which got it a 41.6% market share and continued market leadership The 2021 target is close to the volume achieved in 2019 which was 240,131 units.

For 2021, the Malaysian Automotive Association has forecast a Total Industry Volume of 570,000 units. This is 8% higher than the 529,434 units achieved in 2020.

The Malaysian carmaker continues to see strong demand for its existing models, with help from the sales tax exemption being extended until June 30 this year. “With the extension of the sales tax exemption to end-June 2021, recent COVID-19 vaccine developments and all our models continuing to be in demand, we believe 2021 will be the year of recovery,” said Perodua President & CEO, Dato’ Zainal Abidin Ahmad.

He added that Perodua, and the Malaysian automotive ecosystem, appreciates the support for the industry and will extend its full cooperation to the government in ensuring that all standard operating procedures are followed in regard to COVID-19.

*Transmissions for Perodua vehicles are produced locally at a factory in Negeri Sembilan.*

Purchasing more from local suppliers
Dato’ Zainal said that with the estimated recovery of Perodua’s sales volume, the carmaker is expected to purchase a record RM6.5 billion worth of locally-sourced components in 2021. “In addition, with 2020 ending better than previously expected for both Perodua and the industry, we are looking to increase our stock by boosting our production target to 272,000 vehicles this year – the highest in our history. This increase will replenish our stock to ensure brisk delivery this year,” Dato’ Zainal added.

Perodua’s 2021 production target represents a 23% increase over the 220,968 units manufactured in 2020, and with all its models having over 90% local parts content, the carmaker remains the biggest buyer of automotive components in Malaysia.

**Myvi was most popular again**: Of the 220,163 units sold in 2020, Perodua registered 66,330 Myvis (30.1%), 59,651 Axias, 56,996 Bezzas, 22,494 Aruz, 14,691 Alzas and one other model.

Transforming for customers’ benefit
“In our efforts to further win our customers’ support, Perodua will transform our approach in every aspect, be it in customer engagement, values or even our operations – especially in our sales arm, Perodua Sales Sdn Bhd,” Dato’ Zainal said.

He explained that this approach, called ‘Perodua Smart Build’, will revolutionise Perodua’s offerings while further improving the compact car company’s operational capabilities. “More information and impact of the Perodua Smart Build initiative on Perodua, our partners, the automotive ecosystem and our valued customers will be announced in the near future,” he said.

Perodua is also expecting its service intakes to grow 20% from 2 million units in 2020 to 2.4 million units in 2021, comprising both current and new customers. With the huge volume of its vehicles on the road all around the country, the aftersales side of the business obviously generates a lot of income.

Perodua registers record number of vehicles in one day – over 5,000 units

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English

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Longer warranty with 2021 Volvos sold in Malaysia

The Naran, with Celare Pack, due for launch soon

Evolution of the feature that has saved hundreds of thousands of lives worldwide

Perodua aims for 9% increase in sales volume to 240,000 units in 2021

Porsche to assemble in Malaysia for regional market?

New Audi RS 3 LMS model for customer racing around the planet

Fuel Price Updates For February 6 – February 12, 2021

Classic Skoda models reimagined for the 21st century

Proton sees second MCO affecting new vehicle sales

New Ford F-150 Raptor extends extreme off-road capability

Longer warranty with 2021 Volvos sold in Malaysia

The Naran, with Celare Pack, due for launch soon

Evolution of the feature that has saved hundreds of thousands of lives worldwide

Perodua aims for 9% increase in sales volume to 240,000 units in 2021

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