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Lotus Eletre – the first Lotus hyper SUV and fully electric – makes global debut

Lotus has finally joined the SUV crowd with its new Eletre (pronounced ‘El-etra’ and means ‘Coming to Life’ in some Eastern European languages) which is not only its first SUV but also the world’s first fully electric hyper SUV. Officially launched tonight at the BBC Television Centre in London, the model brings with it a significant number of firsts for the British brand – the first 5-door production model, the first model outside sportscar segments; the first lifestyle EV; and the most ‘connected’ Lotus ever.

As would be expected, advanced technologies are found throughout the car, including the most advanced active aerodynamics package claimed for any production SUV. There are also intelligent driving technologies such as the world’s first deployable Light Detection and Ranging (LiDAR) system in a production car.

The Eletre is built on Lotus’ all-new Electric Premium Architecture (EPA). The low-to-the-ground design endows it with outstanding handling, and the EPA can easily adapt to accommodate C+ to E+ vehicle class battery sizes, motors, component layouts and intelligent driving technologies. The platform will be the basis for an all-new range of premium lifestyle performance electric vehicles from Lotus.

The Eletre has a 4WD drivetrain with 2 electric motors that provide up to 600 bhp, and uses 800V dedicated electric vehicle architecture with integrated, high-voltage power distribution system. The high-density battery pack has a capacity that’s over 100 kWh and a full charge is expected to last for up to 600 kms. A 350 kW charger will provide 400 kms of range in just 20 minutes, and it also comes with the ability as standard to accept 22 kW AC charging (if available). The hyper SUV credentials come from claimed performance numbers of less than 3 seconds for 0 to 100 km/h and a top speed of 260 km/h.

The international design team was guided by Peter Horbury, who became Senior Vice President, Executive Advisor, Design, of Group Lotus last August. Horbury was the man who ‘threw the box out’ at Volvo when he designed the C70 and prior to moving to Lotus, he provided guidance for various brands in the Geely group which Lotus is part of.

The designers created a daring and dramatic new model with a cab-forward stance, long wheelbase and very short overhangs front and rear. They had newfound creative freedom with the absence of a combustion engine under the bonnet, while the short bonnet echoes the styling cues of Lotus’ iconic mid-engined layout.

A signature element of the 5103 mm long bodywork’s design is its ‘porosity’ – the aerodynamic principle of air flowing through the car as well as under, over and around it. Porosity was at the heart of the Evija’s design, is integral to the Emira, and has provided clear inspiration for the Eletre. It is most obvious where air is channelled under the leading edge of the car, emerging through two exit vents in the bonnet above.

The active front grille is formed from a network of interconnecting triangular petals that dominate the central section. Intricately designed, they remain closed when the car is at rest or when there’s a need to reduce drag during driving. They open in a distinctive pattern to feed air into the radiator, allowing the Eletre to ‘breathe’ when cooling of the electric motors, battery pack and front brakes is required. All the black components are finished in carbonfibre while the body panels are aluminium.

The rear is dominated by the unique cantilevered carbonfibre ‘floating’ split roof spoiler, a motorsport-inspired design feature that evokes race car winglets. With the central section removed, weight is saved – a very Lotus concept – and allows the LiDAR sensor to be integrated at the top of the glass. Optimised for exceptional aerodynamics, the roof spoiler channels airflow down the glass and into the active tailgate spoiler which is deployed automatically at speed. It has three distinct deployment angles, depending on the drive mode selected.

The interior has a performance-oriented and technical design which is ‘visually lightweight’ and as former F1 driver Jenson Button (who drove the car in for its debut) said, it has ultra-premium materials to offer a level of luxury that is new to Lotus. Sustainability has also been a core focus of the design team with the hard materials of carbonfibre that give a premium marble-like finish.

The cabin has four individual seats as standard, with customers also offered the more traditional 5-seat layout under a fixed panoramic glass sunroof. The cockpit and high centre console are inspired by the Emira and Evija with the triangular theme seen externally on the grille being replicated in multiple locations around the cabin.

The Lotus philosophy of light-weighting – removing material if it’s not needed – is clearly illustrated in the instrument panel. The floating wing’s central section has been taken out, echoing the design of the rear spoiler. Below the instrument panel a blade of light runs across the cabin, sitting in a ribbed channel that widens at each end to create the air vents. While it appears to be floating, the light is more than decorative and forms part of the human machine interface (HMI). It changes colour to communicate with occupants, for example, if a phonecall is received; if the cabin temperature is changed; or to reflect the vehicle’s battery charge status. Information can also be displayed to the driver via a head-up display featuring augmented reality (AR) technology.

The infotainment experience is said to set new standards in the automotive world, with pioneering and innovative use of intelligent technologies. It is a collaboration between the design team in England and the Lotus team in China, who have huge experience in the fields of User Interface (UI) and User Experience (UX). At the core of the Eletre’s UI/UX is the Lotus attribute of simplicity, which is realised through three pillars: lightweight (for both system components and the experience); intelligence (system versatility); and immersive (for interactions that excite and engage occupants). This includes the on-screen 3-dimensional world in which the car is viewed, showcasing the Eletre as the hero and adopting user experiences from the worlds of gaming and mobile technology.

While every element of the Eletre can be controlled digitally, certain key controls are duplicated with analogue switches – evidence of the simplicity for which Lotus is famed. The technical look, compact size and premium feel of the steering wheel is intended to deliver maximum comfort, performance and usability. Visually lightweight, it houses switchgear for the adaptive cruise control and infotainment system.

The standard audio system on the car comes from KEF and is composed of a 1,380W 15-speaker set-up with Uni-QTM and surround sound technology. Uni-Q dispenses with separated tweeter and mid-range speakers, instead combining both into an acoustically idealised single unit. It covers the entire mid and high-frequency sound spectrum from a single point in space, delivering a more coherent, hyper-realistic sound experience.

Technology is used for much more than infotainment on the Eletre. It is also at the heart of the car’s comprehensive suite of intelligent Advanced Driver Assistance Systems (ADAS), many of which are designed to be futureproof so new features can be enabled via Over The Air (OTA) updates. Several utilise the LiDAR system which supports end-to-end autonomous driving technology and is future-proofed for further development, achievable because of the hardware that’s already integrated. Further capability can be added via OTA software updates, as and when it is allowed by local market regulations.

Incidentally, each door mirror is replaced by an Electric Reverse Mirror Display (ERMD), which houses 3 different cameras – one for the rearview mirror, a second to help create a 360-degree view of the car from above to aid parking, and a third that’s part of the intelligent driving technologies which work in tandem with the LIDAR system.

“The Eletre is a bold and revolutionary new car, delivering on our commitment to move Lotus into completely new automotive segments as we widen our global appeal and accessibility. This is a momentous point in our history and a clear signal of our ongoing desire to transform our business. It is a true Lotus, and we’re confident it will delight performance car customers and offer a distinct alternative to the segment’s established players. The Eletre has the soul of a Lotus and the usability of an SUV. Alongside the Emira sportscar, this is the perfect two-car garage from Lotus,” said Matt Windle, Managing Director of Lotus Cars.

Pricing is not announced at this time and the Eletre will be built at a new factory in Wuhan, China. First deliveries start in 2023 with the early production going to customers in China, the UK, and Europe.

Lotus Vision80 plan to transform company on journey of global expansion

ENYAQ Coupe iV is Skoda’s first fully electric model to get vRS badge

‘vRS’ is to Skoda what GTI would be to Volkswagen, the designation for high-performance versions of the various models of the Czech carmaker. The vRS story began in 2001 with the Octavia getting a 178 bhp 1.8-litre turbocharged engine, the most powerful road-legal Skoda ever offered when it was launched. It had credible performance and from that model, Skoda engineers began to always develop an extra-hot version of each model range deserving of the vRS badge.

Actually, Skoda had initially wanted to use ‘RS’ as the designation, the two letters referring to ‘Rally Sport’ which the carmaker had participated in since the 1960s. However, in the UK, they had a problem as Ford felt its RS models were already well established and did not want another manufacturer confusing customers. So rather than fight over the matter, Skoda decided to add a ‘v’ (for ‘victory’) to the RS and thus the ‘vRS’ badge was born. However, in many markets, the badge is more distinctly shown as ‘RS’ and the model also referred to as ‘RS’.

*Octavia was first model to have the vRS badge in 2001.*

Over the years, impression vRS models have appeared in showrooms, with the first performance SUV from the brand being the Kodiaq vRS in 2019, and it had a 235-bhp twin-turbo diesel engine. This July, Skoda will launch its first all-electric model to have the vRS badge – the ENYAQ Coupe iV vRS.

Like the ENYAQ iV SUV, the new ENYAQ Coupe iV vRS also use the Volkswagen Group’s MEB modular platform developed specially for battery electric vehicles (BEVs). The ENYAQ iV models are the first modern-day Skoda vehicles with a rear motor and rear-wheel drive/dual-motor and all-wheel drive.

The ENYAQ Coupé iV vRS is powered by an 82 kWh lithium-ion battery pack providing electricity to the electric motors at the front and rear axles. The system output is 299 ps with maximum torque rated at 460 Nm and available virtually from standstill. This will give a claimed 0 to 100 km/h time of 6.5 seconds and a top speed of almost 180 km/h.

A range of almost 500 kms is claimed on a fully charged battery pack. The system is able to accept rapid charging at levels up to 135 kW, which will enable an 80% charge to be achieved within 36 minutes (depending on charging level). On a standard 7.2 kW home wallbox, however, the time to fully recharge will be around 13 hours if the battery pack is completely empty.

As would be expected with the vRS badge on it, the ENYAQ Coupe iV has a sporty appearance with gloss black surrounds for the grille, window trim and rear diffuser. Badges, tailgate lettering and the air curtain trim on the front apron are also finished in black, while the rear bumper adds a full-length red reflector – a design feature shared will all other vRS models.

Specific to the vRS version are black 20-inch Taurus wheels as standard with 21-inch Vision wheels with an anthracite finish available as an option. Both feature aerodynamically optimized plastic Aero trims. Full LED matrix headlights and Crystal Face (illuminated by 131 LEDs) complete the vRS model’s exterior design package.

Inside, the ENYAQ Coupe iV vRS is fitted with a model-specific Design Selection exclusively reserved for the sporting flagship of the range. In addition to black perforated leather sports seats with integrated headrests, grey piping and contrast stitching, the vRS also gets a leather multifunction sports steering wheel. The dashboard is upholstered in a leather-look material to match the seats and is edged with contrast stitching.

Standard equipment includes carbonfibre effect inserts on the dashboard and door trim and aluminium pedals, plus LED ambient lighting and an electrically operated boot with virtual pedal. To further enhance the responsive driving experience, Dynamic Steering is standard, complementing the sports chassis that is 15 mm lower at the front and 10 mm at the rear.

Mercedes-AMG celebrates 55th anniversary with ‘Edition 55’ of G 63

Mercedes-AMG, a part of the Mercedes-Benz Group, is celebrating its 55^th anniversary this year. The company’s products have been associated with high performance, exclusivity and superlative driving dynamics and these would generally be passenger cars. However, to start off its anniversary, the company has created a special edition that is not a passenger car but a SUV. Perhaps it reflects the fact that the SUV segment is the hottest today.

The special edition is the G 63 ‘Edition 55’ which has received specific equipment and features for exclusivity. The G‑Class has enjoyed a unique position in the AMG portfolio for over 2 decades and is its ‘king of off-road performance’.

Introduced in 1999
The first production model of an AMG variant of the G‑Class was introduced in 1999 to mark the 20th anniversary of the off-road legend. The G 55 AMG marked the beginning of a new, highly successful chapter in G‑Class history. In 2002, the G 63 AMG set new standards. It was the first time a 12-cylinder engine had been used in the G‑Class. This was followed in 2004 by the G 55 AMG with a V8 supercharged engine, and in 2012 with the G 65 AMG that has a 1,000 Nm V12 engine. The current Mercedes‑AMG G 63 continues the success story.

The Edition 55 is available in obsidian black metallic or G manufaktur opalite white bright paint. The colours on both sides of the vehicle are coordinated with the AMG emblem and the suggested AMG rhombus. Distinctive contrasts are provided by the 22‑inch AMG forged wheels in a cross-spoke design with a matt tantalum grey paint finish and a high-sheen rim flange, as well as the AMG Night Package and the AMG Night package II. The fuel filler cap in silver chrome with AMG lettering also bears witness to great attention to detail.

The interior is characterised by the contrast of black and red. Stainless steel doorsill trims with red illuminated AMG lettering welcome the occupants who step onto black AMG floor mats made of high-quality velour. The mats feature red contrasting stitching and ‘Edition 55’ lettering woven in red.

The AMG Performance steering wheel in DINAMICA microfibre also commemorates the anniversary with the ‘AMG’ and ‘55’ badges, making the special model an exclusive collector’s item. Also exclusive are the AMG seats with a specific design and upholstered in 2-tone nappa leather in classic red/black. The exclusive ambience of the interior is rounded off by the AMG trim elements in matt carbonfibre.

The scope of delivery includes a customised AMG Indoor Car Cover. With its breathable outer skin made of tear-resistant synthetic fibre fabric and antistatic inner fabric made of flannel, it protects the vehicle in the garage from dust and scratches.

The AMG story
AMG was founded by two men – Hans Werner Aufrecht and Erhard Melcher – in 1967. Both men were engine tuners and car customisers, and they turned Mercedes-Benz models into high-performance machines. Their fame took a big leap when they developed a Mercedes-Benz 300SEL for racing. With its 6.8-litre engine, it created history when it finished second at the 1071 24 Hours of Spa, beating much lighter rivals.

Their specialisation in Mercedes-Benz cars brought them closer to the carmaker and in time, their work was recognised as being of such high quality that Mercedes-Benz allowed its dealerships to sell AMG models, the first being the 225 bhp 190 E AMG in the late 1980s.

*The race-winning 300SEL developed by AMG (nicknamed ‘Red Pig’) which made the company more famous.*

Just a few years into the decade of the 1990s, Daimler-Benz brought AMG into its group with a controlling stake. This saw the birth of the Mercedes-AMG brand as a high-performance sub-brand while AMG became the unit that looked after everything to do with high-performance products, including motorsports. Eventually, most models would have AMG Line versions which had additional sporty equipment designed by the subsidiary

From a two-man start-up in 1967 to a state-of-the-art development site including its own engine manufacturing facility today, Mercedes-AMG continues to build on its position as a highly successful performance and sportscar brand through numerous successes in motorsport and the development of unique road cars.

*Since 1996, Mercedes-AMG has supplied the Official F1 Safety Car and Medical Car.*

The current Mercedes‑AMG portfolio comprises more than 50 models with a power range from 306 ps to 843 ps, and includes its first performance hybrid – GT 63 S E PERFORMANCE. Apart from models derived from the Mercedes-Benz range, Mercedes-AMG has also independently developed sportscars such as the GT 4‑Door model and the new SL.

Moving into the era of electrification, Mercedes‑AMG will offer E PERFORMANCE – performance hybrids with an independent drive layout and technology from Formula 1. The portfolio includes all-electric AMG derivatives based on the Mercedes-Benz Group’s own EVA2 platform. In the near future, completely independent battery-electric AMG models will also follow, which will be based on the new electrical architecture (AMG.EA) which has been developed completely in-house.

10 things about AMG you may not have known

1,600 ps Bugatti Centodieci completes endurance testing, ready for production

Bugatti will build only 10 units of the Centodieci, the most exclusive model from the French brand. And even though it is a small number, the cost and time for engineering, development and testing has been no less than for any other model. In fact, if one were to use the 10-unit production run as a basis, it is probably the most expensive model in development cost.

Over the course of many months, Bugatti test drivers and engineers have carried out all types of testing on various roads and tracks and in various conditions to collect technical data on performance and reliability. To date, the production-based prototype of the Centodieci has completed over 50,000 test kilometres in total following final endurance testing.

The white prototype has been run virtually non-stop with 3 drivers taking turns. It may sound like a fun job being able to drive fast for long periods (and no worries about speed-traps!), but it is a serious one. Endurance testing requires drivers to have a high level of technical knowledge, maximum concentration, and sensitivity. During driving, they must examine all functions of the hypercar, registering and logging every minor issue. They drive day and night on different track profiles and across every speed range, from stop-and-go pace to top speed.

Even after hours going round and round the same high-speed track at Nardo in Italy, they must be able to pick up the slightest of unusual noises, movements, and irregularities. Everything is inspected one final time: driving on different surfaces – both wet and dry – testing every little steering movement, braking, acceleration, cornering load, and functionality of the driver assistance systems.

“With its high-speed circuit and handling course, the Nardo test centre provides the ideal conditions for intensive endurance tests,” said Steffen Leicht, the man responsible for endurance testing at Bugatti. The 12.6-km circular track with a diameter of 4 kms is considered the fastest automotive circuit in the world – ideal for the 380 km/h Centodieci.

It also has a 6.2-km handling course on the inner section that enables drivers to check performance and dynamic behaviour at the highest load levels and with longitudinal and transverse dynamics. In total, the facility has 70 kms of roads with different surfaces, enabling extensive testing and inspection of all vehicle components.

During endurance testing, the Centodieci covered up to 1,200 kms each day, interrupted only by technical checks, refuelling, and driver changes. Throughout the entire time, Bugatti’s engineers analyze the engine and vehicle data and make adjustments where necessary. “We assess every element on the vehicle one last time, paying particular attention to functionality and durability before the first Centodieci cars go into production,” explained Carl Heilenkotter, project manager responsible for one-off and few-off projects at Bugatti.

“All components must interact perfectly with one another and be capable of withstanding any kind of overloading. They must also harmonize in a stable and safe manner even when subjected to the most severe handling situations,” he explained.

The testing that is carried out is no different from what Bugatti has been doing for more than 100 years to ensure the highest quality for its cars. However, new technologies have enabled the engineers to carry out testing in more sophisticated ways today and to go well beyond the legal and expected requirements.

“The Centodieci is deliberately driven to its limits in order to guarantee reliable handling at the highest level, even in extreme situations. Even though most cars never enter this range, it is nonetheless tested. This is the philosophy of the brand and that is why we put such a huge amount of effort into all this testing. Bugatti is committed to the highest quality standards, durability, and customer satisfaction,” said Heilenkotter. “The endurance tests in Nardo represent the final act of the extensive trials.”

As soon as the final assessment has been completed, the first of the highly exclusive vehicles – each with a starting price of 8 million euros (about RM37.17 million) – can go into production. All the 10 hypercars – which have 8-litre 16-cylinder 1,600 ps engines – will be completed in the coming months and their owners will receive them later this year.

FEATURE – The German engine that was born on a Japanese bullet-train

Formula E releases technical details of Gen 3 racing cars to be unveiled on April 28

Just as this year’s Formula 1 season sees major changes in technical regulations (including change in tyre sizes) that have required the teams to redesign their cars, Formula E – the all-electric single seater series that has been upgraded to World Championship status – will also see a similar change in 2023 which will be Season 9.

While the first season saw all the teams being supplied the same car (Spark-Renault SRT_01E), subsequent seasons allowed each team to further develop the electric motor, gearbox and suspension. The chassis for the Gen2 racing cars was maintained as a single type, produced by Spark Racing Technology, so that costs would be kept low.

*A Gen1 Formula E racing car at Putrajaya in 2014, the only time a Formula E round has been held in Malaysia.*

*Evo version of the Gen2 racing car in Mexico this year.*

The Gen2 cars run their final season this year, after which will come the new Gen 3 cars. The organisers will unveil the new car at the Yacht Club de Monaco on April 28 prior to the 2022 Monaco E-Prix.

The teams will be able to take a close look at the racing car while fans around the world will be able to watch via championship’s digital channels. While the world will see the Gen3 race car for the first time, Formula E has its sights further into the future of the series. In Monaco, Formula E and the FIA will host a roundtable event bringing together leaders from manufacturers across the automotive sector. This summit will focus on the potential innovations and technology roadmaps for the Gen4 era as Formula E affirms its position as the pinnacle of electric mobility development and racing.

“Formula E’s Gen3 race car represents a leap forward for motorsport and electric mobility,” said Jamie Reigle, CEO of Formula E. “Designed to demonstrate that high performance, efficiency and sustainability can be packaged together without compromise, the Gen3 car is our most powerful, lightest, and fastest racing car to date. We look forward to finally taking the covers off the Gen3 in Monaco, a location steeped in motor racing history, and seeing the car light up city streets around the world next season.”

The Gen3 car will show the impressive progress in EV development achieved in the championship. Formula E has worked closely with the FIA and industry-leading engineers and experts in sustainability to ensure the Gen3 will also set the benchmark for sustainability in high performance racing cars. The car is the first Formula car aligned to Life Cycle Thinking, with a designed second life for tyres, broken parts and battery cells. Additionally, the Gen3 will be net-zero carbon – reinforcing Formula E’s status as the first sports series to be net-zero carbon from inception.

Overview of technical details

Formula E has now provided this overview of the new racing car’s technical details:

An electric motor delivering up to 350 kw of power (equivalent to 470 bhp), giving a top speed of 320 km/h, with a power-to-weight ratio that is twice as efficient as an equivalent 470 bhp internal combustion engine.

At least 40% of the energy used within a race will be produced by regenerative braking during the race.

The first Formula car with both front and rear powertrains. The new front powertrain adds 250 kW to the 350 kW at the rear, more than doubling the regenerative capability of the current Gen2 to a total of 600 kW.

The first Formula car that will not feature rear hydraulic brakes due to the addition of the front powertrain and its regenerative capability.

Lighter and smaller than the Gen2, it will be faster and more agile.

“The arrival of the Gen3 is the latest momentous step of an incredible journey for the championship,” said Alejandro Agag, Formula E Founder & Chairman. “We have come a long way – as electric vehicles have – in less than a decade. And we are not stopping as we bring together industry leaders to imagine the possibilities of the future of all-electric single-seater motorsport.”

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

As reported in August last year, Porsche will assemble its vehicles in Malaysia, the first time that the sportscar maker is carrying out such activity outside Germany. It has not built a new factory in Malaysia but is using the existing Inokom Corporation complex for its facility.

The official launch of the facility, which took place today, is an event of great significance and is the result of close collaboration with Sime Darby, which represents Porsche with its Sime Darby Auto Performance unit. It also owns the Inokom factory, located on a 200-acre site in Kulim, Kedah which began operations in 1997. The factory first assembled Renault and Hyundai vehicles and under Sime Darby ownership, products from BMW, MINI, Hyundai and Mazda are also assembled at the complex today.

*The Inokom factory in Kulim, Kedah, is the first site outside Europe to manufacture Porsches.*

“We are very honoured by Porsche’s continued trust in Sime Darby, as we deliver a product consistent with Porsche’s highest standards for quality, performance and driving experience. The facility, which is 100% staffed by highly skilled Malaysians, not only supports the growth of our businesses across the automotive value chain in Malaysia; but also creates a pipeline of jobs to empower the local community,” said Sime Darby Berhad Group CEO, Dato’ Jeffri Salim Davidson.

“The new assembly site in Malaysia meets specific market needs and operates alongside Porsche’s established network of production sites in Europe. In particular, it meets comprehensive quality standards set forth by Porsche when assembling Porsche sportscars,” said Albrecht Reimold, Member of the Executive Board for Production and Logistics at Porsche. “Additionally, the facility was built alongside our production philosophy: smart, lean and green.”

With this in mind, Porsche has designed its local assembly facility to meet high sustainability standards: on the roof, solar panels provide all the power needed for operations, while rainwater harvesting technologies ensure wastewater is kept to a minimum.

The Sime Darby local assembly facility has a team of highly skilled and 100% Malaysian talent, all of whom have received comprehensive training from Porsche. The assembly is further supported by a network of local suppliers and service providers in the area, empowering the future of the local community with job opportunities, upskilling prospects, and potential for further expansion.

Porsche will start with the Cayenne, a popular SUV model which is now in its third generation. The units assembled at Inokom will be for sale only in Malaysia although it is likely that the carmaker will be looking at exports later on. After all, with AFTA (the ASEAN Free Trade Agreement) allowing duty-free exchange of vehicles within ASEAN countries, it will be advantageous as prices can be more attractive and competitive. However, to qualify for this benefit, at least 40% of the vehicle’s content must be sourced from within ASEAN so that may require a bit more time to reach.

*One of the first locally-assembled Cayennes undergoing final checks.*

While it may seem that local assembly is simply a matter of picking a model and putting it into a box in disassembled form for assembly in another country, the process is actually more extensive. It has to be engineered for local assembly, taking into account the level of automation at the facility and capabilities of the workforce. In as far as being suitable for local conditions, that would already be done as Porsche has been selling the Cayenne locally since it was first introduced in the early 2000s.

For Porsche too, this is something new and the company probably has to create some new departments to handle the processes for assembly in Malaysia. Preparation of the completely knocked down (CKD) packs with all the parts is a specialised activity and something Porsche has never had to do before. Of course, it will probably be able to draw on the knowledge and experience from other members in the Volkswagen Group which have been assembling in other countries for decades.

The locally assembled model comes with an elevated and enhanced standard equipment range specified exclusively for the Malaysian market, with a specially curated Porsche Exclusive Manufaktur option package and a special Porsche Design timepiece available for further personalisation.

Another initiative by Porsche in Malaysia is helping to establish a recharging network for electric vehicles. Porsche Asia Pacific and Shell have collaborated to set up high-performance charging (HPC) stations along the North-South Expressway. This is a first in Southeast Asia and Shell’s first cross-country EV infrastructure in the region, enabling EV owners to drive from Singapore up the west coast of Peninsular Malaysia to Penang and on to Thailand. Additionally, HPCs are already in place at authorized Porsche dealerships in the country.

For more information on Porsche products and services in Malaysia, visit www.porsche.com.my.

First High-Performance Charging Station of Shell and Porsche Asia Pacific collaboration opens in Johor

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