For some time now, Mitsubishi Motors authorized dealerships around Malaysia have been undergoing a transformation in their appearance and presentation to conform to the new brand Visual Identity (VI). The change has been progressively introduced to some 5,000 dealerships worldwide since 2019.
The move is based on the new brand message ‘Drive your Ambition‘ and is intended to provide a better customer experience in a high quality retail environment and to strengthen Mitsubishi Motors’ brand image.
The new VI features black, white and grey colour schemes with red dynamic lines as an accent. The uniform design will also ensure a coherent experience for customers across all points they touch the brand, from motor shows, websites and brochures to the dealership.
The architecture reflects the new Corporate and Visual Identity, with a ‘Dynamic Slope’ as a signature element to present the robust and dynamic image of the brand. Inside, the showroom is designed to provide a better customer experience, while the cars are presented to make sure they’re seen as the stars.
First in Melaka
To date, 20 of the dealerships in Malaysia feature the new VI, with the latest being Sing Kwung Jidosha in Melaka. Sing Kwung Jidosha, located in Taman Industri Malim Jaya, is the first Mitsubishi Motors showroom in Melaka with the new VI. As a 3S facility, the dealership offers sales, service and spare parts under one roof.
With a built-up area of 10,000 square feet, the upgraded 3S Centre houses a comfortable customer lounge with wifi and sufficient space to display up to 4 vehicles. Its service centre is fully-equipped workshop and can handle up to 5 vehicles daily.
There is also a Body and Paint facility which provides repair and refinishing services. Needless to say, any parts replaced are genuine Mitsubishi Motors parts or approved by the manufacturer. The technicians also use advanced diagnostic tools and Special Service Tools to ensure that the work done is up to the brand’s high standards.
The Triton Quest, one of the variants in the popular pick-up range.
“I would like to thank Sing Kwung Jidosha, for successfully completing this showroom with a new Mitsubishi Motors VI! With an enhanced brand image, this represents our commitment to put customers as the foremost priority, providing them with a seamless experience when they visit our showrooms, and in a more comfortable ambience,” said Tomoyuki Shinnishi, CEO of Mitsubishi Motors Malaysia.
Ten months after Lamborghini launched the Sian as its first production hybrid super sportscar, an open-top variant has been unveiled. Only 19 units will be produced – and all are already sold.
The Sian Roadster, as a true roadster, adds a new purity with the open-air cabin. The aerial view of the car is reminiscent of the iconic periscopio line inspired by the first Countach, running diagonally from the cockpit to the rear and culminating in the aerodynamic airstreamers behind driver and passenger.
The long sculptured contours and characteristic aero wings give the Sian Roadster an unmistakably powerful profile. The car’s very low front, with integrated carbonfibre splitter, houses the iconic Lamborghini Y-shape headlights.
The extreme and strong rear of the car incorporates Lamborghini’s evocative hexagon design, including 6 hexagonal taillights inspired by the Countach. The rear wing is integrated within the profile and extends out only during the driving to enhance the performance.
To optimize aerodynamic efficiency, airflow is directed through the front splitters and through the front bonnet, through the side air intakes and outlets and over the rear spoiler, with no loss of aerodynamic efficiency from the roadster’s roofless design.
Active cooling vanes on the rear use unique materials-science technology patented by Lamborghini. The operation of the vanes is triggered by the reaction of smart-material elements to the temperature generated by the exhaust system, causing them to rotate and providing an elegant and lightweight cooling solution.
The Sian Roadster makes its debut in Blu Uranus, especially selected by Lamborghini’s Centro Stile, which works together with the Ad Personam department to entirely personalize the colour and finish of each client’s Roadster.
The Oro Electrum wheels have a colour chosen by Lamborghini to signify electrification. The complementary interior is an elegant combination of white with Blu Glauco detailing and aluminium elements in Oro Electrum, New-design air vents produced via 3D printing allows customization with a client’s initials.
The Sian Roadster is powered by the same hybrid system as the coupe which provides the highest power possible via the lightest solution. It combines the V12 engine with a 48-volt e-motor, delivering 34 hp, which is incorporated into the gearbox to provide immediate response and improved performance. The e-motor also supports low-speed maneuvers such as reversing and parking with electric power.
With the advanced technology, the engine, which incorporates titanium intake valves, has been uprated to 785 bhp. With an additional 34 bhp from the hybrid system, the maximum output is 819 bhp, giving the Sian Roadster a claimed capability of going over 350 km/h. From standstill, it is claimed to be able to accelerate from 0 to 100 km/h in less than 2.9 seconds.
The powertrain has Lamborghini’s innovative supercapacitor application – a world-first technology storing 10 times the power of a lithium-ion battery. Located in the bulkhead between cockpit and engine, it ensures perfect weight distribution.
Three times more powerful than a battery of the same weight and three times lighter than a battery producing the same power, the electric system with the supercapacitor and e-motor weighs only 34 kgs. It thus delivers a remarkable weight-to-power ratio of 1.0 kg/hp. Symmetric power flow ensures the same efficiency in both charging and discharging cycles, the most lightweight and efficient hybrid solution.
There’s also a highly sophisticated regenerative braking system, especially developed by the carmaker. The symmetric behaviour of the supercapacitor, contrary to normal Li-Ion batteries, can be charged and discharged with the same power. It fully charges the energy storage system every time the vehicle is being braked.
The energy stored is an instantly-available power boost, allowing the driver to draw immediately on increased torque when accelerating away (up to 130 km/h) when the e-motor automatically disconnects. This improves the elasticity maneuvers and makes it more than 10% faster than a car without this system.
“The Sian Roadster encapsulates the spirit of Lamborghini,” said Stefano Domenicali, Automobili Lamborghini Chairman & CEO. “It is the expression of breathtaking design and extraordinary performance, but most importantly embodies important future technologies. The Sian’s innovative hybrid powertrain heralds the direction for Lamborghini super sportscars, and the open-top Sian Roadster affirms a desire for the ultimate lifestyle Lamborghini as we move towards a tomorrow demanding new solutions.”
About a week ago, on July 3, Perodua’s dealer in Brunei launched the latest Myvi for that market. It was the usual sort of launch of a new model but among the variants displayed was one called the Myvi S-Edition. The existence of such a variant caught the Perodua people by surprise since they do not have any Myvi S-Edition sold in Malaysia or anywhere else in the world.
Some Perodua fans who keep up with news of their favourite brand also noticed the ‘special edition’ and wondered why it was available in Brunei but not Malaysia. Well, it is not unusual that some markets may have a variant or specification which are not available in the home market of the manufacturer. These may be export versions or specially developed versions to suit certain markets.
In the case of the Myvi S-Edition, the variant had a bodykit to enhance its looks but this bodykit was not developed by Perodua and it appears that they were not aware of it either, from what we gather from the statement issued by Perodua’s President & CEO, Dato’ Zainal Abidin Ahmad.
“Perodua Brunei introduced its own version of the Myvi 1.3L G variant, dubbed the S-Edition, which include enhanced bodykits which were sourced independently by our appointed distributor GHK Motors,” he said.
“Based on the feedback from GHK Motors, the introduction of the Myvi S-Edition was its attempt to introduce a variant that was better suited to their market needs. We are engaging with GHK Motors for more details about this variant to ensure that the additions to this variant meet the required standards,” he added.
The statement was issued today for clarification as Perodua is aware of some confusion caused to its loyal customers.
Like other manufacturers, Perodua is serious about protecting its image and reputation, especially where it concerns quality. When it develops its cars, every part and system is thoroughly tested for durability and reliability before it is approved for use. This is understandable since a defective or unreliable part can cause a breakdown and in an extreme case, even an accident, and that is something a responsible manufacturer like Perodua will not want to cause.
Every item in Perodua’s GearUp line of accessories has to be thoroughly tested to ensure quality, reliability, durability and safety before it is offered for sale.
Even bodykits and other accessories are subject to the same rigorous testing by the R&D division to ensure they meet the required standards. Therefore, if a distributor or dealer wants to install items which did not come with the car, they must first let Perodua test the items and give its approval.
Proton also had a similar issue long ago with its distributor in the Philippines which also assembled the Wira. The company there added a turbocharger to the engine in the Wira for sale to the public. This was a modification which had not received Proton’s approval and certainly, it was against warranty conditions. If the engine failed due to the turbocharger boosting performance and causing too much stress, for example, the customer would likely blame Proton and that would spoil its reputation.
In the 54-year history of the Toyota Corolla, there have been different bodystyle variants which, in a way, reflected consumer tastes and requirements of the difference periods. The model started off with a 2-door and 4-door sedan and a stationwagon, the 4-door variant being the most popular by far.
Then there was the Liftback, which offered hatchback versatility in a sleeker shape and for the younger enthusiasts, a coupe and a hardtop were also offered, available with the powerful 2T-G twincam engines. In fact, one generation of the coupe – the fifth generation of the Corolla with the code AE86 and the domestic name of ‘Levin’ – would become legendary and much sought after even up till today. A MPV-like variant called the Corolla Spacio was also developed towards the end of the 1990s and it was manufactured by Toyota Auto Body.
Responding to the SUV boom
Today, most of the variants are no longer available as Toyota streamlined the model range to focus only on the high-volume sedan. However, with the continuing growth of the SUV market, it has decided that the Corolla should also have a bodystyle to cater to this booming segment.
This is the new Corolla Cross which had its global debut today in Thailand where it is made. With ‘Corolla Meets SUV’ being the key phrase for the development of the Corolla Cross, the model was designed with a sturdy image combined with the utility typical of such vehicles.
TNGA platform with hybird powertrain available
It sits on the TNGA platform (GA-C) that is used for recent and future models and has a rear torsion beam suspension. The spacious cabin includes luggage space of up to 587 litres which is claimed to be class-leading. Safety-wise, it is engineered and equipped at a similar level as the Corolla Sedan and should therefore be able to rate the maximum of 5 stars when ASEAN NCAP assesses it.
Depending on the market, customers will have a choice of either a hybrid powertrain or just a petrol engine, both using a 1.8-litre engine. The engine, when used in the hybrid powertrain, produces 98 ps/142 Nm, with the electric motor adding 72 ps/163 Nm, but the total system power output available is 122 ps. The petrol engine alone is rated at 140 ps/177 Nm.
Introducing the Corolla Cross, Daizo Kameyama, Chief Engineer in charge of development, said: “Now that the Corolla Cross has newly joined the Corolla family, we sincerely hope that our customers will warmly welcome the vehicle to become part of their families: just like their partners, siblings or even friends. We wish that the Corolla Cross could assist customers in creating a new story by loading on their vehicle the people who are important to them, the luggage, and their dreams for the future.”
Will we get it in Malaysia?
As the Corolla is imported in CBU (completely built-up) form from Thailand, there’s no reason why the Corolla Cross cannot also be imported. It would certainly give UMW Toyota Motor an extra model offering, which car-buyers like. It would most likely not be the hybrid since that would cost more and as the government is not providing any incentives to help lower the retail price, it would be better to just sell the petrol engine variant.
To celebrate the 35th anniversary of the Proton Saga today, the carmaker has produced a special edition and only 1,100 units will be available, each priced at RM39,300 without insurance. While the price is the same as that of the Saga Premium version, there are extra accessories and special aesthetic treatment to make the special edition exclusive.
Firstly, a sporty theme has been chosen for this edition and that may have been influenced by the successes of R3, the carmaker’s motorsports division. If you look at the colour choices for the Saga, you won’t see a black colour among the five available. So it’s an exclusive colour specially for the anniversary edition. Coincidentally, the choice of black is a total opposite of the white-themed Saga for Proton’s 25th anniversary celebration.
The shiny black body colour has yellow highlights below the grille (which has the Infinity Weave design) and lower edge of the front and rear bumpers. The yellow accents also run the length of the side skirts and for the entire door mirror housings. You may also notice that while the alloy wheels are the same larger 15-inch ones, they have a grey finish.
The equipment level is the Premium grade, of course, so you get things like LED Daytime Running Lamps, a 7-inch touchscreen display, switches for adjusting the audio system on the steering wheel and handsfree telephony.
As the pictures show, the interior has the same dark theme but with the yellow accent treatment like the exterior in some areas. This includes the rims of the two meters and the adjustment tab on the outer air vents.
Strangely, there’s no mention of any special ’35th anniversary’ plaque or badge to identify these exclusive editions. It would be nice to have such an item as these cars are special.
The powertrain is the proven 1332 cc 4-cylinder 16-valve engine with variable valve timing to enhance fuel efficiency. It delivers 95 ps/120 Nm which provides brisk performance for the 1,080-kg car. Only a 4-speed automatic transmission is available. In case you’re not aware, Proton replaced the CVT about a year ago with a conventional torque converter type transmission.
Also announced unveiled during the online this morning was the 35th Anniversary Accessories package which consists of Front Skirting, Side Skirtings, Door Visors, Bonnet Insulator, Boot Lid Cover and Boot Tray. It is price at RM2,035 and is available for purchase separately for installation on the 2019 Saga onwards. The value of the package is actually RM2,350 but Proton is offering it for RM315 less.
“The Saga Anniversary Edition is a special gift for a special occasion to all Malaysians. It is our way of saying ‘thank you’ for supporting the Saga for the past 35 years. Plus, you can order it today by visiting our showrooms or booking online,” said Dr. Li Chunrong, CEO of Proton.
Proton has also announced today that its N95 Cabin Filter, previously only available with the X70 SUV, will be available for Saga, Persona, Iriz and Exora (for models registered after July 9, 2020). Current owners have the option of purchasing the filter for RM59 (excluding labour charges). For a limited period until October 9, 2020 there will be a 15% discount on the price of the filter.
The N95 Cabin Filter, as the name suggests, can remove 95% of particles that are larger than 0.3 microns. Additionally, it can remove 98% of PM2.5 dust particulates, which is important to promote respiratory health. PM2.5 particles are very tiny – about 3% the diameter of human hair – so it requires a very fine filter to stop them from entering the cabin. Apart from effectively filtering smoke particulates, dust and bacteria; the N95 filter can help to promote an allergy-free environment by reducing allergens from pets, aphids and pollen.
The N95 Cabin Filter is an integral part of the air-conditioning system in the X70. It can function in both fresh and recirculation modes, as long as the blower fan is switched on. There’s no need to activate it as it works all the time to filter the air passing through, whether it is drawn in in from outside or recirculated air.
Although I’ve reported on many cars having anniversaries during the 43 years I’ve been a motoring journalist, the 35th anniversary of the Proton Saga today is one that is special. As a Malaysian, the creation of the first National Car was a significant development in the industry that I have been covering. It took the auto industry to the next level and served as a catalyst towards industrialisation.
In the early 1980s, before Proton started, there were over 20 different brands in the market which had a Total Industry Volume of 50,000 to 60,000 units a year. It was therefore a fragmented market with each brand having small volumes, which didn’t make for efficiency nor economies of scale. A big manufacturer with larger volumes would have economies of scale which would keep production costs low – as Henry Ford had shown.
The bigger volumes would also make it viable for other upstream businesses to start, like parts suppliers. In fact, at that point in time, the auto industry was the largest type of integrated industry in the world with extensive upstream and downstream activities. Most people think only of cars being made but there are thousands of related industries – tyres, oil, electronics, petrol stations, workshops, etc. The auto industry was a major contributor to the economies of America, Germany and Japan because of this and it could also do the same for Malaysia’s economy.
And so a National Car project was started and while I understood the reasons for it, in the business that I was in, there was also some worry. Would the government close off the market and allow only Protons to be sold? If that happened, what new cars could our magazines write about? One joke was that perhaps we could test different versions of the Saga each month – one month, we might test a red Saga and see if it went faster and the following month, we would do a test with different wheels!
But as it turned out, the government didn’t close the market to other brands although it gave Proton special privileges like tax-exemption on parts which helped lower its production cost and gave it a significant price different from other models. This was important because the Saga was ‘a new kid in town’ and it would have been tough against the established models, the patriotism of Malaysians notwithstanding.
One of the first two official pictures of the Saga released in March 1985.
My coverage of Proton and the Saga began in 1983, two years before the car was launched. There were periodic briefings at the site where the factory was being built and I remember seeing big holes in the ground where the giant stamping machinery would be placed. The location was what was was then reharded as an ‘ulu area’ as it was in a newly cleared estate area that was to become an industrial park.
The factory under construction with the big holes over which the big machines to stamp body panels would be installed.
During the briefings, one of the questions I asked was about model changes. I wondered how long the model would be produced and whether there would be succeeding generations, like what other manufacturers did. Or would it be produced a long time like the Hindustan Ambassador which was still produced in its original form in India after having been launched in the 1960s. Or worse, like the VW Beetle which was unchanged from after World War II till 2003!
The General Manager who answered gave this answer: “Of course we will develop new models from time to time – you know, like Porsche – and also add more models. Just give us time.” Porsche…hmmm… okay….
The Proton factory in 1985. It was the first car factory in Malaysia with its own test-track and R&D facilities. A bridge was built over the highway so completed cars could be easily sent over to the EON stockyard before being despatched to showrooms.
The project was Top Secret and when the first prototype was flown to Subang airport for Tun Mahathir to view, the hangar was surrounded by commandos. Back then, spyshots were unheard of and so the design of the Saga remained very much unknown till March 1985. That was when the first two official pictures were released and they were only of the exterior.
It didn’t have the ‘minangkabau roof’ that cartoonist Lat suggested, of course, and the design was familiar as it was adapted from a Mitsubishi model. Being new, adapting a model that was fully engineered was the fastest way for Proton to get going and I saw nothing wrong with it though some would say it was just a ‘badge engineered’ job. The industry was getting more competitive and Proton did not have the luxury of time to learn and develop in-house, as Toyota did in the 1930s. There was no time for trial-and-error and Proton had to get it right first time to convince at least Malaysians that it could make good cars.
Specifications in a test-drive report in WHEELS MALAYSIA.
An opportunity to drive the car before launch
Between March and July when the car was launched, there was increasing excitement and I looked forward to the launch. Much to my surprise, I got a call from EON (which was responsible for dealing with the media as it had a domestic marketing role) inviting me to their office which was opposite the factory. I was told that I would be provided with a car to test – and that was a few weeks before the launch! What a privilege as I would be among the first people not involved in the project to drive the car.
There were about a dozen of us motoring media (no bloggers then) from the magazines and newspapers and we had a briefing before we were handed the keys and off we went. Most of us chose the road to Puchong which was not the highway it is today. It was a winding road through estates and on one corner, one of the cars skidded and almost went off the road!
The problem we found was that the cars had too much air in the tyres, so it was not a design fault. What I suspected was that the excessively high pressures were because the car were rushed out of the factory for us and no one had thought of lowering the pressures to what was recommended. Often, tyres are pumped up harder because the cars may sit in the yard a while so it’s better to keep them hard so they do not deform.
The other thought was that someone felt that since we were going to test the cars, they needed higher pressures. This was what was done for cars that were racing on the track, so that was a possibility. Anyway, once we got the pressures corrected, the car’s handling was fine.
Super cold air-conditioning system!
Generally, the Saga was like the Japanese cars of that period – it was, after all, an adaptation of a Mitsubishi Lancer. One thing that I remember being commented on was the air-conditioning system. The integrated type was slowly being introduced and the Saga had it but what impressed was its coldness! Clearly, the need for good cooling was a priority and Proton made sure it was suitably ‘Malaysianized’.
The air-conditioning system was truly ‘Malaysianized’ as its cooling was very good!
The first Saga came with steel bumpers at a time when the industry was transitioning to plastic bumpers (or a material known as polypropylene) to reduce weight. I didn’t have a critical view of steel bumpers though they were a bit heavier because I felt that they were easier and cheaper to repair and paint when damaged (just knock back and repaint). Proton gave that as one reason although it was also believed that the technology for plastic bumpers was expensive at that time and Proton couldn’t afford it. Those who had cars with plastic bumpers would also discover that if there was damage, replacement cost was very high.
How Malaysians ‘tested’ the Saga
The cars we drove were not camouflaged as, by then, the whole nation knew what the Saga looked like. In fact, EON even put stickers on the car which identified us and our publications. So wherever I went, people looked and pointed and stared at the car. And when I parked, a crowd would gather to get a closer look. As I thought of myself as an ‘ambassador’ for Proton, I did my best to answer questions and opened the bonnet many times to let people see the engine and let them get inside the cabin.
There was a lot of ‘Malaysian testing’ which involved the doors. They were opened and slammed shut so many times that I worried they would drop off! But the car was well engineered and survived the ‘punishment’, along with the tyres which were also kicked for reasons I don’t understand. There were probably tiny dents around the bodywork as people knocked on the panels, perhaps to check if the Saga was also a fragile ‘milo tin’ car, as the early Japanese cars were perceived.
On some occasions, I was followed as people wanted to look at the Saga and one night, someone even followed me all the way to my home! Normally, I would have been very concerned and driven to a police station but I realised that they were curious about the car. When I got down, a couple approached me and asked if they could take a look, so I let them.
Biggest launch program for a new model
In the months that followed the launch of the Saga, EON embarked on a series of events that would be the biggest and most extensive in the history of the Malaysian auto industry. The first of its ‘Sagathon’ events saw more than 88 Sagas being driven from Kuantan to the top of Genting Highlands. The cars were driven by the owners themselves who would test the car’s capabilities on what had become a ‘public test course’ for motorists because of its steep climb.
The event was intended to counter rumours that the Saga was underpowered (one rival company even created a scene suggesting the Saga would struggle uphill) and would overheat when it encountered steep slopes. But all the Sagas got to the top – with a full load of passengers as well – without any strain and more importantly, no overheating.
Later on, when the Saga 1.5I with an automatic transmission was launched, the media was also given the opportunity to test its capability on the Genting road. On this occasion, the engine did overheat but it was not due to it not having enough power. There had been a mistake in the way the wiring was done for the electric radiator fan and when I switched off the air-conditioner (since the outside air was cool), the fan was disabled as well. So when the engine had to work harder and naturally got hotter, the fan didn’t come on as it should have when the temperature goes over a certain level. I didn’t consider it a flaw and it was rectified immediately by Proton.
EON went all out to get Malaysians to personally experience their National Car so as to dispel any perceptions of poor quality or inadequate performance. It had a SagaUji program which was run nationwide and cars were brought to residential areas to offer test-drives.
Interest in the car was so great that EON kept its showrooms open till midnight, starting with its biggest one along Jalan Ampang in Kuala Lumpur. As more and more cars were sold within a short time, the service centres also began extending their operating hours – which was something new then – and owners were able to send their cars for servicing after normal office hours.
The National Car project was not just about making cars but also boosting the entire car industry, which included retail activities as well. To this end, besides having its own network of outlets, EON also appointed 41 dealers around the country.
Before long, the Saga became a popular choice for taxi operators (Iswara version pictured).
Saga taxis
The first Saga taxis appeared within about 6 months during the Sagathon Wilayah Persekutuan held in conjunction with Kuala Lumpur City Day. There were 112 of them and they gave free rides to city folk. It was not surprising that the Saga quickly became the choice of taxi operators as its reliability was proven in many ways and it was less costly to acquire. Had it not been for the economic slowdown at that time and a freeze on taxi permits, sales of the Saga to the taxi segment would have been much higher.
Giving more attention to customers was becoming important as companies wanted to enhance the ownership experience of car-buyers. This led EON to start Talian Saga, a ‘hotline’ service specially to answer enquiries about the Saga and provide assistance to owners, as well as obtain feedback on the product and services. EON’s General Manager, the late Datuk Gurcharan Singh, got personally involved in Talian Saga and reviewed every enquiry before passing it on to the relevant department for action or response within 24 to 48 hours.
Also new in the industry at that time was a loyalty card program. Called the EON card, it gave Saga owners exclusive benefits such as discounts on parts and services as well as special offers on other items including insurance. Cardholders received Sinaran Saga, EON’s newsletter, regularly and later on, a magazine as well.
One of the many activities EON organised to give maximum exposure to the new Saga.
Every opportunity to showcase the Saga was exploited, and cars were provided for many international events held in Malaysia. These included the World Journalist Convention, World Endurance Championship (yes, a round was held at the Batu Tiga circuit), Merdeka Tournament and Malaysian Open Athletics Championship.
The Sabah-Sarawak Sagathon
Looking back, I would say the most significant event related to the introduction of the Saga was the Sabah-Sarawak Sagathon. For some reason which I can’t remember, I did not take part in it but many of my media friends did and they came home very impressed by how the Saga performed. 12 standard cars were driven 1,111 kms over rough roads and tracks, a true endurance test.
Even the air force supported the event by providing a C-130 Hercules to transport the participants and the Saga of the Raja Muda of Selangor from Subang to Kota Kinabalu, the starting point. And to get from Sabah over to Sarawak, the air force again provided transport to fly over Brunei (although the cars went by ferry).
Strong start in the market
EON did just about everything to give the Saga a strong start in the market. In the first year, sales only started during the second half of the year and around 7,500 cars were delivered. The Total Industry Volume that year was about 68,000 units and Proton already captured an 11% share. The next year, its sales rose to 24,100 units and it accounted for 47% of the market. 1987 saw Proton – with just the Saga – selling more cars than the rest of the other brands combined and taking a share of 65%.
Eager to get onto the global arena, Proton began exporting the Saga just a year after its launch, with Bangladesh being the first country to get the Saga. In time, Malaysian cars would be sold in over 50 countries with Singapore, the UK, Germany and Australia being the biggest markets.
One of the last units of the original Saga, an Aeroback variant, leaving the factory in 2008 next to its successor.
The original Saga was produced for 23 years – perhaps much longer than intended. Though it gradually became somewhat outdated, it was well established and remained affordable so sales didn’t slow down till the 2000s. It fulfilled its original mission of providing affordable personal transport and by continuing to buy the Saga, Malaysians also helped the auto industry to grow because the supporting industries also gained increasing business.
With its special place in the country’s automotive history, Proton is likely to keep the Saga name for a long time to come. Happy Birthday, Saga!
As with some of its recent models, Mercedes-Benz is previewing the next generation of the S-Class (W223) in stages which highlight new features and innovations. First on the list is the new MBUX – Mercedes-Benz User EXperience – which goes into the second generation just two years after first being offered.
The new infotainment system has hardware and software progression with 50% more processing power, a 320GB SSD and 16GB of RAM. Over-the-air (OTA) updates will be available though this is fast becoming a common feature for cars with systems that can connect to internet services.
The ‘learn-capable’ system’s strong point is its networking with a wide range of vehicle systems and sensor data. For example, the exit warning function in the new S-Class will use cameras to recognize that an occupant wants to leave the vehicle. If another road-user is approaching in the blind spot, the active ambient lighting becomes part of the exit warning system and flashes red.
Advanced screen technologies with OLED
The latest screen technologies are used for MBUX, which is available for front as well as rear occupants (with up to 3 screens). The 12.8-inch media display has a spacious portrait format which, on request, can be offered with OLED technology and haptic feedback.
OLED panels emit light when subjected to an electric current and, unlike an LCD, they do not require external background lighting. Power is only consumed where pixels light up. Among other benefits, this ensures a better black level and even stronger contrasts. When showing typical video sequences, OLED technology has an up to 30% lower energy consumption than LCD technology.
More extensive personalization
The human factor is always the central consideration. The possibilities for personalization and intuitive operation have become far more extensive even for rear occupants. For the driver, the new 3D driver display allows a spatial view at the touch of a button for the first time. A real 3-dimensional effect is achieved without having to wear 3D glasses.
By scanning a QR code with the Mercedes App, the vehicle is automatically connected to the Mercedes me account. As the profiles (up to seven) can be stored in the Cloud as part of Mercedes me, they can also be used in other Mercedes-Benz vehicles with the new MBUX generation
MBUX Interior Assist checks whether the childseat is correctly attached to the front passenger seat. The driver’s attention level is also monitored and ATTENTION ASSIST warns if there are signs of microsleep. Depending on the equipment level, MBUX Interior Assist recognizes up to 20 control wishes.
New convenience functions include prepositioning of the driver’s seat and outside mirrors according to body size, and operation of the rear roller blind by glancing over the shoulder. The sliding sunroof can also be operated by hand gestures. In fact, hand gestures and voice commands will likely become the dominant form of activation and management of many systems.
‘Hey Mercedes‘ becomes more intelligent
The voice assistant ‘Hey Mercedes’ listens even more carefully, and understands the occupants even better. It has the capability to understand up to 27 languages and can also be controlled from the rear. Several microphones help to tell the system which seat the voice is coming from. Flashing ambient lighting identifies the current speaker.
Domestic systems and home appliances can also be linked to the vehicle and voice-controlled, thanks to the Smart Home function although this probably means having dedicated compatible items at home.
HUD with augmented reality
Two different head-up displays (HUDs) are available, with the larger type having augmented reality (AR) content for more comprehensive route guidance. When navigating, for example, animated turn-off arrows (‘fishbones’) are projected onto the road lane at a virtual distance of about 10 metres. As this is superimposed directly onto reality, the result is directly perceptible information that is important for the current driving situation.
The driver display and media display offer a comprehensive aesthetic experience. The appearance of the screens can be individualized with a choice of up to four display styles. The number of ‘classic controls’ has been greatly reduced with 27 fewer hardkeys (mechanical switches) than in the current model.
“Our overarching goal is to offer the utmost in comfort, personalization and convenience for our customers. A system that is more detailed, thoughtful and individual than ever before. So I would even call it ‘My MBUX’,” said Sajjad Khan, Member of the Board of Management of Mercedes-Benz AG. “Through even more ease-of-use, our customers gain extra time and added value. This goes beyond just displays and voice control. My MBUX now becomes the spinal cord, or even the central brain of the vehicle.”
More information will be presented in the next few months and the new S-Class will have its global debut sometime in September.
Although the flagship model’s history goes back to 1954, the introduction of the S-Class designation and model line began with the W116 model in 1972 (above). The current W222 generation (below) is the sixth which was launched in 2014.
The Morgan Motor Company, one of the few historical British car companies still in business, has completed production of its last-ever steel chassis car. This is a significant development because it is the longest-ever running production car architecture of all time, anywhere in the world – 84 years (with the exception of the war years when production had to be stopped).
The firm’s steel ladder chassis was introduced in 1936, in the Morgan 4-4. This car’s name came from the fact that it was the first Morgan to have both 4 cylinders and 4 wheels; Morgan’s vehicles before this point, since the company’s foundation in 1909, were all 3-wheelers.
Supporting every 4-wheeled Morgan
The steel chassis, while undergoing many alterations, and improvements over its lifetime, went on to support the Plus 4, Plus 4 Plus, first-generation Plus 8, 4 Seater, V6 Roadster, and the 4-4’s eventual successor, the 4/4. In fact, every 4-wheeled Morgan produced before 2019, with the exception of the Aero range and second-generation Plus 8, has used a variation of the original steel chassis.
Each Morgan is handcrafted and this picture shows the bodywork being ‘married’ to the steel chassis.
The design elements of the chassis include its combination of sliding pillar front and leafspring rear suspension. The sliding pillar set-up, in particular, marked a defining characteristic of the platform, having been used by very few other car manufacturers.
With this arrangement, the hub and wheel assembly moves vertically, on a kingpin fixed rigidly at its top and bottom. It ensures there is no wheel camber change during compression or rebound, maximising lateral cornering grip. In total, 35,000 four-wheeled Morgans with a steel chassis have been made, many of which are still running today.
The final steel chassis car, a Morgan Plus 4 70th Edition, has been purchased by a loyal Morgan customer. He will place it alongside his collection of cars from the brand’s long history, which includes the Le Mans-winning Plus 4, ‘TOK 258’.
The Plus 4 70th Edition celebrates 70 years of production of the Plus 4. Limited to a run of just 20 individually numbered examples, the editions feature a gold-painted chassis, Platinum Metallic paintwork, and a host of other upgrades.
The aluminium CX-Generation platform
Morgan’s replacement for its steel chassis, the bonded aluminium CX-Generation platform, was introduced in the Morgan Plus Six, at the 2019 Geneva International Motor Show. It came after 4 years of development, using lessons learnt from its previous aluminium platform found in the Aero range and second-generation Plus 8. The CX-Generation platform (pictured below on the left) has since gone on to also support the all-new Morgan Plus Four which had its debut in March this year.
Audi launched its electric offensive with the all-electric Q4 e-tron SUV in September 2018 and by 2025, the carmaker aims to offer more than 20 vehicles with electric drive and achieve roughly 40% of its sales with electrified models.
To date, Audi has grown its electrified range to six models and the seventh will be the Q4 Sportback e-tron SUV coupe will be launched next year. Previewing the second e-tron SUV model as a concept study for now, Audi’s aim is to give potential Q4 customers the opportunity to start thinking about which version they prefer roughly a year before the first vehicles will be delivered.
MEB and its importance
The technology of the Q4 e-tron concept is provided by the modular electrification platform (MEB), which will be used for numerous electric vehicles produced by the Volkswagen Group in the future. This platform serves as the basis primarily for electric cars in the high-volume A segment. It allows the best technology available to be developed jointly across brands and used in many different electric cars. The MEB thus also helps electric mobility to break through even in the particularly price-sensitive compact segment.
The dimensions of the two Q4 models are almost identical. With an exterior length of 4.6 metres and a height of 1.6 metres, the Sportback is just 1 cm longer and flatter. They are identical in terms of their width and wheelbase.
They will also have the same drive technology using two electric motors with 225 kW of system output. Claimed acceleration from 0 to 100 km/h is 6.3 seconds, with the top speed restricted to 180 km/h.
The Q4 e-tron which was launched in 2018 (left) and the Q4 e-tron Sportback concept which previews the next electric SUV model to go on sale in 2021.
Electric quattro
The quattro all-wheel drive system sends the power to the road but there is no mechanical connection between the axles. Instead, an electronic control ensures that the torque distribution is coordinated optimally, and it does so in fractions of a second.
In most cases, the Q4 Sportback e-tron concept mainly uses its rear electric motor in order to achieve the highest efficiency. For reasons of efficiency, the drive torque is generally distributed with a rear-axle bias. If the driver requires more power than the rear electric motor can supply, the electric all-wheel drive uses the front asynchronous motor to redistribute the torque as required to the front axle. This also happens predictively even before slip occurs in icy conditions or when cornering fast, or if the car understeers or oversteers.
A large battery pack with a capacity of 82 kWh takes up almost the entire space in the underbody area between the axles. The range claimed from a fully charged pack is over 450 kms. Versions with rear-wheel drive can go further, with a range of over 500 kms. The battery is charged with a maximum of 125 kW, requiring little more than 30 minutes to reach 80% of the total capacity.
Sense of spaciousness
With its dimensions, the Q4 Sportback e-tron concept takes its position in the upper third of the compact class. By contrast, its wheelbase of 2.77 metres puts it at least one class higher. As there is no transmission tunnel restricting the space, there is generous legroom at the front and even more in the rear.
The colour scheme in the cabin emphasizes the sense of spaciousness. Sustainability is the top priority not only in terms of the electric drive but also materials used. The floor covering, for example, is made of recycled materials.
The Audi virtual cockpit displays the main elements for speed, charge level, and navigation, while a large-format head-up display with an augmented reality function is a new feature. It can display important graphical information, such as directional arrows for turning, directly on the course of the road.
As the centre console does not need to hold functional elements such as a gearlever or handbrake lever, the area is used for a more spacious stowage compartment that includes a cell phone charging cradle. In addition to the conventional lower storage compartment, the doors now provide the possibility to store bottles in the specially molded upper section, where they are easy to reach.
By 2025, Audi aims to offer more than 20 vehicles with electric drive and achieve roughly 40% of its sales with electrified models.
This afternoon, Rolls-Royce Motor Cars unveiled a new series of cars from its Bespoke Collective range which come with something unusual – cryptic messages are hidden behind a unique Rolls-Royce cipher! This new generation of Collection Car is one that will bring with it an intriguing, entertaining and exclusive challenge for the owners of the 50 units of Wraith that will be available.
“The brilliant and creative minds of our Rolls-Royce Bespoke Collective have excelled once again, creating an extraordinarily contemporary and compelling iteration of Wraith. The Wraith Kryptos Collection, on first glance, is a statement of dynamism. I look forward to seeing whether any of our clients will crack the code!” said Torsten Muller-Otvos, CEO of Rolls-Royce Motor Cars.
To the uninitiated, these ciphers appear, on the surface at least, to be an alluring design purely for aesthetic purposes and devoid of any discernible pattern. However, for those who look closer, those few who hold the key, they will embark on an experience that leads to an ‘enlightening conclusion’, according to Rolls-Royce.
“The name ‘Kryptos’ is derived from Ancient Greek, referring to something unseen, hidden and coded, mythical even. Ciphers can be traced through millennia, capturing the imagination of some of the world’s most brilliant minds,” said Rolls-Royce Bespoke Designer, Katrin Lehmann, who has a personal interest in the subject.
“As a designer, I’ve always been fascinated by the notion that you can communicate messages that are understood by only an elite few, using symbols, pictograms, and ciphers. Finding the key becomes integral to appreciating the full meaning of an item that can otherwise be viewed simply as a work of art,” she explained.
The cryptographic journey begins with the Spirit of Ecstasy on the bonnet of the car. An engraving with green enamel detailing introduces the Rolls-Royce cipher on the base of the enigmatic figurine. Below, recrafted bumper inserts draw the eye lower, subtly modifying both the gesture and posture of Wraith, giving this Collection an identity of its own.
The alluring colourway of the Collection hints at the car’s inner-most secrets. Delphic Grey, a Bespoke exterior hue consisting of a solid Anthracite base colour has a hidden effect – only in sunlight do the blue and green mica flakes appear.
This effect is accentuated by a hand-painted double coachline, the upper being painted in the newly developed Kryptos Green while the lower acts as a shadow in Dark Grey, both depicting clues relating to the interior code. Completing the exterior aesthetic are part polished wheels, with Orbit Grey coloured centres featuring a coloured pinstripe.
Inside, stepping over the illuminated treadplates, the cipher evolves deep into the fabric of the car. There is the accented Bespoke Kryptos Green leather hue, developed to incorporate a metallic effect, set against either Selby Grey or Anthracite.
In perhaps the most apparent clue, elements of the cipher are embroidered into Wraith’s headrests, where the customary ‘double-R’ emblem can so often be found. For the driver’s enjoyment, an intriguing screen print flows across the metal fascia, spanning the width of the interior.
Overhead is a beautifully elaborate, bi-coloured headliner depicting an in-motion data-stream inspired motif (owners who are fans of ‘The Matrix’ should love it). Illuminated door pockets continue this theme with Rolls-Royce woven leather and Kryptos Green threads to reveal an unexpected and subtle illumination that fades towards the base of the pocket. The centre tunnel is exquisitely stitched, repeating the horizontal lines of the door pockets, also hinting towards the driver-focused nature of this special car.
The owners of the cars will be invited to submit their efforts at cracking the code via the members-only Rolls-Royce Application, Whispers. The code is so secret that only two people in the company know the full resolution of the sequence – the designer and the CEO. The answer has been placed in a sealed envelope, in the safe of the CEO at the Rolls-Royce headquarters in England.
There are no clues as to what the message could be. It may be something profound but it is unlikely to be something frivolous, not with a Rolls-Royce. The company has not said what reward awaits the one who successfully deciphers the message.
