America has always had an attractive car market which was once the largest in the world. Though overtaken by China in 2009, the US market is still huge and has averaged 17 million units annually over the past few years. Many brands are present in the market and competition is tough, besides the fact that emission and safety regulations are also stringent.
Nevertheless, Vietnam’s Vinfast intends to enter the market and its ambitious plans are not only to sell SUVs there but also make them in the country. After looking at incentives offered by various states, it settled on North Carolina to build its factory with an initial investment of US$2 billion. It is the state’s first vehicle manufacturing plant and the largest economic development announcement in North Carolina’s history. VinFast’s project is estimated to grow the state’s economy by at least US$71.59 billion over the next 32 years,
The factory, on an 800-hectare site, will have an annual capacity of 150,000 vehicles and start rolling them out from the second half of 2024. Besides SUVs, the factory will also make EV battery packs and electric buses.
Vinfast’s first factory in Haiphong, Hanoi.
“Having a production facility right in the market will help VinFast to proactively manage its supply chain, maintain stabilized prices and shorten product supply time, making VinFast’s EVs more accessible to customers, contributing to the realization of local environmental improvement goals,” said Le Thi Thu Thuy, VinFast Global CEO and Vice Chair of the Vingroup. The Vingroup was founded by Pham Nhat Vuong, Vietnam’s first billionaire and its richest person.
The US factory will be Vinfast’s third production site following the first one in Haiphong, Vietnam. It also acquired a GM factory in Hanoi as well as GM’s proving grounds in Australia. However, it decided to later sell off the proving grounds.
For its US business, Vinfast plans to spend $200+ million for a headquarters in Los Angeles and set up a network of more than 60 outlets with aftersales centres this year.
The 5-year old carmaker currently has 2 fully electric SUVs, the VF8 and VF9 (previously known as VF e35 and VF e36), which were styled by Pininfarina. The smaller VF8 has 2-wheel drive and all-wheel drive with one or two electric motors and a 90 kWh battery claimed to give 500 kms of range. The larger VF9 has three rows of seats and dual motors for all wheel drive. The battery pack has a capacity of 106 kWh which is claimed to be good for around 482 kms of cruising range.
Like other Asian brands that entered the US market, it’s a gamble that Vinfast is taking, especially as it is so new. However, its lack of reputation may also work as people will not have preconceived notions about the brand and may assume that being Asian, it will have the sort of quality and reliability for which Japanese products have long been known. Being ‘Made-in-America’ may also be helpful in gaining acceptance but ultimately, Vinfast will still have to fight for its place in the market against other established brands.
Design is an art form that goes back centuries, and it has been used for all kinds of things in our lives. In the auto industry, it is an important element at the start of a new model project where the first ideas are given form and then explored to become the shape of the vehicle. Designers have traditionally commenced the initial creative phase by creating pencil sketches on paper, reflecting a certain kind of vehicle.
Many initial sketches will be prepared and then evaluated and eventually, one or two promising ones will be identified. These will then be developed as scale models from clay, a process that can take anywhere between 4 weeks and 2 months. Afterwards, the scale model would then be scanned and milled in a full-size. However, this approach is not without its drawbacks as some lines might be altered in the process.
Developing a new model still begins with sketches and then a clay model (below) is also built to provide a 3-dimensional view of the whole design.
As in other car companies, Hyundai’s designers were required to work together with clay modellers to refine the final design of an upcoming model. However, lines and surfaces had to be marked out using tape. On top of this, the company’s engineers were unable to work simultaneously with the designers, as they could only receive data after scanning the model with a photogrammetry system. Both of these factors made the process very time-consuming and cost-intensive.
In recent years, the design approach at Hyundai has undergone something of a revolution. While sketching remains fundamental for the designers, they can also draw upon a range of advanced tools such as virtual reality (VR) and 3D gravity sketching. These tools create a streamlined digital process which speeds up vehicle development by stepping away from a traditional design approach.
The VR revolution
Today, Hyundai no longer produces scale clay models; instead, it utilizes technologically advanced tools that are more intuitive, such as 3D digital design software. These enable the company’s engineers to mill full-scale models using 3D data, which significantly speeds up the design process.
The software enables the designers to work in collaboration across multi-user and multi-location environments. They can create models and immersive environments in VR that look extremely close to the real thing. The difference between modern design and the traditional approach is stark, and can be compared to the revolution cars undertook before and after ABS appeared, as an example.
VR technology also opens up a host of new opportunities for the designers. For example, the gravity sketching tool enables designers to create more human-centric vehicle designs by working in 3D from the start. Designers swap their paper and pencils for a headset and controllers to become immersed in VR, imitating gestural interactions through motion tracking. By working in 3D, they can experiment with different proportions and build variations based on their ideas. Meanwhile, a 360-degree view of the vehicle allows them to sketch from any angle – in contrast to the traditional 2D process.
3D gravity sketching also enhances the collaboration between the exterior and interior designers. Through this technology, the two teams are able to work together simultaneously. While the exterior design team refines the digital model, the interior designers can work in parallel by virtually stepping inside the car to develop features or make quick adjustments.
Another advantage of this technology is the ability to test unlimited colour options and material applications, including fabrics and leather, ambient lighting and other types of materials. As well as saving time, this also reduces shipping and travelling costs. In addition, this approach is much more sustainable as significantly less waste is produced, resulting in a significant reduction of CO2 emissions.
The VR design evaluation system
Hyundai’s design journey in multi-user wireless VR spaces started in 2017. By 2019, Hyundai and Kia (which is part of the Hyundai Motor Group) had established an ambitious new VR design evaluation system which has now been fully implemented. The system demonstrates a heightened focus on enhancing vehicle development processes through the implementation of VR technology. It simulates many aspects relating to a model under development, including interior and exterior design elements, as well as lighting, colours and materials.
Interior designers can ‘enter’ and look around the cabin with VR equipment, getting a better ‘feel’ of the environment.
The advanced tools are used at the company’s R&D facilities in Korea, Germany and the USA, as well as design centres in Europe, India, China and Japan. They allow the designers to review a multitude of design concepts earlier in the developmental process, and in ways that were previously physically impossible. VR headsets allow team members from the Design and Engineering departments to enter into a virtual conference in real-time and simultaneously undertake vehicle design quality assessments and development verification processes, no matter where they are in the world.
Getting around the lockdowns
These changes were already underway before COVID-19 emerged and sent the world into lockdown in early 2020. According to Simon Loasby, Hyundai’s Head of Styling, the pandemic served as a catalyst for the carmaker’s global design workforce, accelerating the transition to digitalisation and agile working.
“When our studios across the world were keeping all the designers home, we were fortunate that we were already operating a very well-oiled machine in terms of remote virtual connection, where we could all connect across 3 different continents and 5 different locations into a virtual working space and walk around the cars,” he recalled.
This partly enabled the completion of the SEVEN concept car project (shown above) in time for the 2021 AutoMobility LA event. It is the first fully-digitally designed model of the group and benefited from this virtual process. “When we completed the digital design sign-off of the car, Luc Donckerwolke (Executive Vice President for Design and Chief Creative Officer of Hyundai Motor Group), SangYup Lee (Senior Vice President at HMC and Head of Hyundai Global Design Center) and I were all in completely different locations, while our European team were in the discussion, too. We were in the same virtual location looking at the model, and did a complete virtual sign-off of the whole car: both exterior and interior. Remarkably, I hadn’t seen the physical model at that point, which must be a world-first for a lead automotive designer!” said Loasby.
Loasby’s ‘James Bond suitcase’
To enable Loasby to connect from anywhere, he has a specially built portable device which he refers to as his ‘James Bond suitcase’. Shaped inconspicuously like a travel bag, it is equipped with a laptop, VR goggles, cables and handsets. He is able to take it anywhere and participate in virtual design reviews with colleagues from all around the world.
“I’m very fond the carry-on bag I call my ‘James Bond suitcase’, because it ensures I can connect to our virtual conferencing space and conduct design reviews from anywhere, at any time,” he revealed. “In fact, one of the craziest design reviews I did was at Incheon Airport [in Korea]. I was about to fly somewhere but I needed to check in on the progress of a development quickly. So I took the gear out, plugged it in and set up my virtual studio next to a Starbucks and conducted a review from the departure terminal!”
Technology with a sustainable future
VR technology is continuing to evolve and in the future, it will offer much higher levels of detail and operate at far quicker speeds. It is therefore set to play an increasingly prominent role for Hyundai’s designers and engineers. In addition, advances in AR and mixed reality will enable the company’s colleagues to interact with one another even more immersively.
However, one fundamental benefit that should not be overlooked is its positive environmental impact. A digital design process produces a much lower carbon footprint, as far fewer clay, paper and waste materials are used in the process. For the development of SEVEN concept, Hyundai produced just one clay model for verification at the end, rather than a multitude of scale clay models. By meeting in a virtual conference space, Hyundai’s designers are no longer required to frequently travel around the globe, expending thousands of air miles in the process.
With electric vehicles (EVs) constantly in the news these days, you will by now be familiar with the main selling points: zero emissions and lower maintenance costs. Apart from governmental pressures, the industry is doing its best to persuade motorists to switch from vehicles with internal combustion engines (ICE) to EVs as quickly as possible to build up the numbers and reach economies of scale that can bring production costs down.
Understanding that driving range and price are key factors in consumers’ minds when considering an EV, they are working hard on those factors which will require greater manufacturing innovation and efficiencies across the sector. But the angle of zero emissions from EVs being able to address climate change and preserve the environment is not applicable everywhere. In the more economically advanced countries, ‘saving the planet’ may be something people can also think about (and do something about) but for much of the world, saving themselves first is a higher priority than changing to a more expensive EV in place of their still-functioning ICE vehicle.
“The reality is that, despite EVs eliminating tailpipe emissions, they also produce a ‘long tailpipe’ of increased demand for electricity and energy-intensive materials,” notes a report by global technology company Hexagon. The report, based on original research conducted by Wards Intelligence, says that many of today’s EVs have been designed for short-term well-to-wheel benefits without considering their ‘whole-lifecycle’ environmental footprint.
For motorists, the perspective is only from tank (the fuel tank or battery pack) to wheel whereas a true examination of the benefits of EVs must consider the much bigger picture. While EVs can certainly give the benefits which we are being told about, the cost of making them and running them is a side of the story which consumers don’t ask or know about. But it is one which is generating debate and which suggests that EVs are not necessarily the best solution to addressing climate change.
Bigger picture than just well-to-wheel
An EV can certainly beat an ICE vehicle on emissions while in use but what about over its entire life-cycle – starting with making it and also the resources to give it power? While the ‘well-to-wheel’ analysis typically looks at all emissions related to fuel production, processing, distribution, and use when comparing EVs to ICE vehicles, it is also necessary to cover an even wider scope which includes manufacturing of EVs and end of life.
This is where things start to look different and while studies have found that the amount of carbon dioxide (CO2) in the production and distribution of ICE vehicles and EVs is not significantly different, the battery packs needed in EVs tip the scales.
EVs may have less parts than ICE vehicles but the numerous electronic systems are made from rare earth elements. Making each battery pack (below) also generates a lot of carbon dioxide.
Apart from requiring depletable rare metals, it is estimated that up to 150 kgs of CO2 are released for every 1 kiloWatt hour (kWh) of battery capacity. To provide an EV with 500 kms of range would require a battery that currently has at least 60 kWh of storage capacity. To make such a battery pack would mean that another 9 tonnes of CO2 would be added to manufacturing the vehicle and this is a negative impact from the perspective of environment-friendliness (compared to making an ICE vehicle).
‘Sustainability’ is also touted as another selling point of EVs but if so many of the electricity-generating plants are coal-powered, would it not then be a case of shifting demand of one depleting fossil fuel (oil) to another (coal)? After all, both fuels are the product of dead plants and dinosaurs and other organic stuff that was buried up to a billion years ago. According to a group at Stanford University, the world’s coal reserves will last only till 2090, oil reserves will run out by 2052, and natural gas by 2060. And this is based on current consumption; if demand for electricity starts to rise rapidly with more EVS in use, then the depletion will naturally accelerate.
Half of the planet’s coal-powered electricity plants are in China but in other countries, there are also other types of environment-friendly power generators like wind turbines (below).
Of course, not all sources of electricity use coal or oil. Studies show that 36.7% of global electricity production comes from nuclear or renewable energy (solar, wind, hydropower, wind and tidal and some biomass), with the remaining two-thirds from fossil fuels. But of these two-thirds, 54% of the electricity generators are in China alone where the world’s biggest car market is.
Less parts, less complexity but…
EVs are also described as being ‘less complex’ as they have less parts than ICE vehicles. They are essentially computers with electric motors and wheels. But a closer examination will show that all those electronic parts – which are in greater numbers than in ICE vehicles – are composed of more ‘high-end’ materials – lithium, cobalt and rare earth elements which need to be mined. The rare earth elements have to be extracted and waste from the processing methods can be radioactive water, toxic fluorine, and acids.
Estimates of lifetime emissions from EVs depend not just on mileage travelled in the vehicle’s lifetime but must also take into account whether the battery pack will last equally long. Current lithium-ion technology for battery packs has degradation over time, and after hundreds of charge/use cycles, become less effective. Like the battery in mobilephones, the lifespan will vary but studies have found that it takes at least 1,000 full cycles before the battery pack starts to show any degradation.
Nissan is one of the carmakers that has started a project to recycle end-of-life battery packs which can still serve as energy storage units in other applications.
Eventually, it will probably be that entire EVs – including their battery packs – will have a specific lifecycle so a new battery pack is unnecessary. Everything can be recycled and the batteries might even serve a further purpose for other equipment. The latter process already exists in some places through projects initiated by manufacturers.
The true test of success for electric vehicles is therefore to deliver on their broader promise and create a commercially successful automotive industry that can also be environmentally sustainable. The Hexagon survey demonstrates that manufacturers are aware of the need to go beyond eliminating end-user emissions and improve the ‘whole-lifecycle’ sustainability of EVs. Carmakers and suppliers also increasingly recognize the need to think beyond the vehicles and instead build car parts for a second life and a circular economy.
This will require the industry to compress and connect manufacturing processes together so that sustainability is ‘baked in’ to a vehicle’s DNA at design stage and every part is conceived and created to support both a sustainable car and economy.
EV assembly at the Polestar factory in China.
The automotive industry is therefore caught between bottom-up consumer expectations and top-down political pressure for more sustainable EVs. “Living up to the lofty vision of an ethical and environmentally-friendly automotive industry means moving beyond simply eliminating tailpipe emissions to creating lighter, more sustainable materials and manufacturing methods. Emerging smart manufacturing approaches are vital to bring these innovations to market within demanding deadlines, while remaining profitable,” said Paolo Guglielmini, President of Hexagon’s Manufacturing Intelligence division.
So should you buy an EV?
The ‘dark side’ of EVs aside, the change will come about and even if you presently have the choice of staying with an ICE vehicle, your children probably won’t. EVs are the future and ICE vehicles will either be banned from use in some countries or their sale will be stopped so that they eventually diminish in numbers (which could take decades in places like Malaysia). Right now, for Malaysians, it would be a good time to buy an EV if you can afford one because of the duty-exemption. This exemption won’t be around forever although there may be other incentives in future though not as great as this one.
There are definitely advantages to owning and using an EV compared to an ICE vehicle. Running and maintenance costs are less but you will incur an extra initial expenditure setting up a charging point at home (if you can do so). The earlier disincentives like limited range are steadily being erased as battery technology improves and the same goes for recharging facilities. The network is steadily growing and with increasing numbers of EVs on the roads, there will be more justification to invest in expanding the network.
Like computers and mobilephones, the technology keeps advancing each year. As we said earlier, there is a race on by the industry to improve range and reduce costs and so performance will get better and as volumes rise, production costs can go down so EVs will become cheaper. In this case then, perhaps it may be a better idea to consider the subscription approach instead of the outright purchase and ownership model that has been the norm for decades. This will help you to remain current with the latest technologies by changing cars regularly without concerns about depreciation and disposal.
Toyota GAZOO Racing has done a lot of upgrades to the GR Supra since it returned in 2019. But the one thing which fans wanted that this Supra has not come with is a manual transmission. The shared development with BMW made it more convenient to use the same type of transmission – an 8-speed automatic – rather than separately engineer for a manual transmission. Although people may think that it’s a simple matter, everything involves time and cost and there must be a good business case too.
Toyota’s Executive Chief Engineer (involved in the high-performance products) Tetsuya Tada had explained that the automatic transmission for the GR Supra is an ‘excellent transmission’ and it also handles lots of torque well. So that’s helpful when it comes to tuners bumping up the output as they are less likely to destroy the transmission.
But he never ruled out the possibility of having a manual transmission too and now, three years down the road, the GR Supra will soon be available with a manual transmission. An official communication from Toyota Europe says that ‘all-new, tailor-made manual transmission is coming soon’. It ends with a hashtag #savethemanual which is probably a sentiment supported by Tada-san’s boss, the President of Toyota, Akio Toyoda.
All previous Supras have had manual gearboxes (besides automatics) with the last generation also having a Getrag unit in some markets.
Details of the transmission are not revealed, and the only images shown are the pedals. Toyota Europe also offers pictures of the three pedals in the GR 86 and GR Yaris, with the GR Supra having a throttle pedal that is floor-hinged whereas the other two cars have it top-hinged.
The last generation of the Supra had two types of manual transmissions – a 5-speed Aisin W58 unit and in some markets, a 6-speed V161 (Getrag 233) transmission. The Getrag unit was well known to be a robust unit and praised for its ability to handle very high outputs. If there were transmission failures, it was mainly due to missed shifts.
Throttle pedals in the GR 86 (above) and GR Yaris (below) are top-hinged whereas the one for the manual Supra will be bottom-hinged.
Perhaps Toyota GR will use this proven Getrag gearbox again. From the words ‘all-new’, it is likely that this is an independent development by the Toyota GR team and so they can choose their own hardware. Or it could also be the gearbox from the M3.
The current powertrain line-up has two BMW-sourced turbocharged engines – a 3-litre in-line six and 2-litre in-line four – and it is likely that the bigger, more powerful engine will get the manual shifter. Whether it will be a limited edition or an addition to the line-up is uncertain. Toyota GR has done some limited editions and one more hint about the new variant is that it will be identified by a new red-coloured ‘Supra’ badge.
During the 1950s, as the world recovered from the dark period of World War II, the auto industry went through a revival charged with enthusiasm that had been suppressed for many years. In Europe, the spark of innovation was ignited again and a new generation of sportscars emerged. Among them was the Jaguar XK 120 which made its debut at the 1948 London Motor Show.
The unit displayed was actually more a showcar, a prototype for a new engine, but response from the public to the design was so encouraging and positive that Jaguar founder and Chairman William Lyons decided that it should be used for a production model.
World’s fastest production car in 1948
The aluminium-bodied car was designated ‘120’ which referred to its 120 mph (193 km/h) top speed and which made it the world’s fastest production car at the time it was launched. Just over 12,000 XK 120s were produced between 1948 and 1954, and those that remain today are highly prized possession of collectors and fetch high prices whenever they are put on the market for sale.
Thornley Kelham, a specialist in concours restoration, maintenance, servicing, rally preparation and support of iconic vintage and classic cars, is now reimagining the XK as the first entirely new project in its ‘European’ range of reimagined automotive legends.
Reimagined by McLaren P1 designer
The Jaguar XK European, which builds on the success of their Lancia Aurelia Outlaw, starts with a derelict donor XK as its base. The bespoke programme then transforms the car into ‘European’ specification, featuring an all-alloy lightweight body penned by McLaren P1 designer, Paul Howse, and a full range of performance and comfort upgrades and enhancements.
Most of the work is carried out in-house, together with a small number of trusted and talented partners. The original beautifully aerodynamic lines remain true to the car’s original intentions, echoing the kind of work applied to the E-Type Lightweight.
The first major task was to lower the roofline so that the proportions become more elegant and purposeful. The next was to add some curvature to the sides; all the body sections now have an ‘acceleration’ to them which adds sculpture and muscle but also lightness. The arches are wider both at the front and more significantly at the rear with wider alloy wire wheels filling them out nicely, giving that ‘road racer ‘stance.
The brightwork was also removed and instead a subtle crease was introduced down the bonnet which follows the split screen into the roof and washes out over the roof, which is more smoothly integrated into the overall form, as are the rear arches. At the rear, the tail now sweeps up to create a more teardrop form. The rear lamps are nestled into the bodywork and the headlights have had the chrome bezels removed, cleaning up the appearance.
Original but modernised interior
Inside, a completely redesigned dashboard and interior echo the original but with a dedication to modernizing and improving wherever possible. The dials are kept in a similar layout but are surrounded by a body colour aluminium dashboard rather than a flat slab of walnut. This is enveloped in the finest leather hugging the dials, now positioned slightly higher.
The seating position is a vast improvement over the original, dropping the H-point significantly so that you sit in the car rather than on it and ensuring that the lowered roof doesn’t affect the headroom. The seats themselves, whilst classic in design, offer more support than the original items (bearing in mind that today’s drivers are generally taller). The door design is also more sophisticated and sporting in design, with a slim storage pocket and a completely new door release to not only improve the ergonomics but also the knee clearance for taller drivers.
Purists may be unhappy with the presence of anything electronic, but many customers are likely to want the convenience of power windows and the clarity of electronic gauges. Other modern features are air-conditioning, power steering, Bluetooth connectivity and a number of in-car entertainment options, plus a discreet rollcage.
Improved mechanicals
The Jaguar XK 3.8-litre straight-six engine – which produced between 160 and 220 bhp originally – is thoroughly reengineered, instilling the ‘European’ specification with performance akin to a modern sportscar. The all-alloy engine, with a 5-speed manual transmission, is equipped with direct injection, a bespoke camshaft and rebored cylinders can develop either 300 bhp or 340 bhp, depending on the customer’s requirement.
In its day, the XK 120 was successful on the racetrack and in rallies so it has performance in its DNA. For the 21st century version, the handling has been enhanced with reconfigured suspension all-round, employing double wishbones at the front, coilovers, tuned Bilstein shock absorbers and Eibach springs. It’s a far more modern package than the original car, which featured basic leaf springs on the rear axle. In fact, the rear axle set-up has been completely redesigned, and now incorporates a limited slip differential. Four-piston vented disc brakes provide stopping power for each wheel.
The process of turning an XK into European-specification will take over 5,000 hours, with paintwork alone requiring 800 hours. Development of the first Jaguar XK built to ‘European’ specification is already underway, with the first commission secured. Numbers will be strictly limited, with prices from £550,000 (about RM3.04 million) plus a donor car.
“The Jaguar XK European is, to our eyes, the most beautiful car yet in the restomod sector, backed up with expertise and experience in developing cars that aren’t just perfect in their finish, but thrilling to own and drive,” said Simon Thornley, co-founder of Thornley Kelham. “With our concours-winning restoration heritage and our years of experience in perfecting our bespoke Lancia Aurelia ‘Outlaw’ project, we have developed a team perfectly placed to design and engineer a car that reimagines automotive icons authentically, in intricate detail and with a fastidious attention to quality.”
Although your vehicle may have clocked much less mileage in the past two years due to restrictions on interstate travel and general limitations of movements, it still needs to be regularly serviced. Even though the mileage may be low and not reach the usual 5,000 or 10,000-km that many service intervals are set at, manufacturers also have a schedule based on months for low-mileage motorists. This is because although the vehicle is not used much, the oil may deteriorate after some time and need to be changed.
Therefore, regardless of the mileage, you would have to send in your vehicle at intervals of 6 months or a year, depending on the brand and model. This will also allow the service centre to carry out checks to ensure that everything is in good working order as well.
Although there are prescribed mileage intervals for servicing, low-mileage owners should follow the time-based intervals instead.
With the Hari Raya festivities coming up and now that interstate travel is not forbidden, many will be planning to take ‘balik kampung’ to celebrate with loved ones and friends. This makes it even more important to have the vehicle inspected and serviced, if that is due.
In connection with this, Sime Darby Auto ConneXion (SDAC) has a Raya Aftersales promotion which will be on until May 31, 2022. During the promotion period, Ford vehicle owners can save money on genuine parts as well as services.
“As we settle into a new way of living with COVID-19 in the endemic phase, we must all continue to take precautions to stay safe. With our Ford customers planning to ‘balik kampung’ and travel for the upcoming Raya holidays, we hope this service promotion will help them stay safe on the roads while enjoying more savings,” said Turse Zuhair, Managing Director, Sime Darby Auto ConneXion-Ford.
Save up to 20%
Owners who send their vehicle in for service during the campaign period will enjoy savings of up to 20% on lubricants as well as timing and brake packages. There’s also a 20% discount on selected parts and 10% discount on labour charges for the packages.
Other offers include add-on services such as wheel alignment and balancing which are important not only for tyre life but also safety. Improperly aligned wheels could affect the steering while unbalanced tyres may get worn out irregularly and grip may be affected. Additionally, air conditioning service is also available – which is important to ensure a comfortable journey. SDAC service centres can also provide polishing as well as sanitisation services.
For peace of mind, all vehicles will be given a free 27-point inspection conducted by Ford-certified technicians to ensure their vehicles are in tip-top condition.
Customers who spend a total of RM1,000 and above on any Raya campaign offer and other selected services will receive a free exclusive sports bag. Fee Ford Raya packets will also be available (while stocks last).
Genuine Ford Parts with Warranty
Customers are assured that only genuine original Ford parts (or parts approved by Ford) are used at all Ford Authorised Service Centres nationwide. With genuine parts, customers can be certain of the highest standards of quality, fit and finish as the parts are specifically designed for Ford vehicles to ensure superior performance. They also come with a warranty of 12 months or 20,000 kms, whichever occurs first, excluding wear and tear parts.
More protection and personalisation
For more worry-free adventures and road trips, Ranger owners can also take up the Ford Extended Warranty PremiumCare Plan to get 2 additional years of coverage against unexpected repair costs after the standard 5-year warranty expires.
Additionally, Ranger (XL, XLT & XLT Plus) owners can also consider a 4-in-1 accessories package deal priced at RM1,628 or, if they prefer, the accessories can be purchased individually.
Book appointments online
Owners can easily book a service appointment online via the Ford website anytime and from anywhere for their preferred Ford Authorised Service Centre. There are 5 authorised service centres nationwide around the country and it is possible to book an appointment up to 1 month in advance. Click here to make a service appointment online
For more information regarding the promotion or on Ford products and services, visit www.sdacford.com.my.
