Jeff Koons, an American artist, and BMW have had many years of association, going back 12 years to the time when Koons created the 17th BMW Art Car. Since that time, he wanted to create a special edition of a BMW model as a personal project and finally, he got his wish with THE 8 X JEFF KOONS.
Only 99 units of this exclusive edition based on the M850i xDrive Gran Coupe will be available. Describe, as a ‘rolling sculpture’ by Oliver Zipse, Chairman of the Board of Management of BMW AG, it is the most elaborately designed vehicle in all of BMW’s history.
11 different exterior colours
The expressive and striking design combines 11 different exterior colours, ranging from blue to silver as well as from yellow to black. The multi-coloured interior uses high-end materials, fine leather and the cupholder lid includes edition badging and the artist’s signature. The seats are made up of the striking red and blue which reflects the colours of superheroes from the comic book universe as well as those of the company’s high-performance unit, BMW M.
Overall, the energetic and powerful design includes both elements of pop art as well as geometric patterns paying homage to the sporty 8-Series Gran Coupe’s intricate contours and shape. The exploding lines of colour at the rear, in turn, are their own unmediated homage to the artist’s 2010 BMW Art Car, while the ‘POP!’ on each side as well as the vapour thrust imagery symbolize the power and speed, according to the artist.
Over 200 hours of manual work
Over 200 hours of manual work were spent by highly specialized professionals at two BMW Group plants on the exterior paintwork alone, where the colour samples were often applied with magnifying glasses. Dozens of engineers and designers were involved and Koons had many days of discussions on design options with the BMW employees involved.
“I was thinking very intensely about it: What is the essence of the 8-Series Gran Coupe? What is the essence of power? How to create something that exemplifies all the energy of the BMW 8 Series that is also able to touch upon the human element?” he said.
The original 850i was the first model of the 8-Series launched in 1990 and was celebrated as creating a new perspective of progress in advanced motoring, appealing to the connoisseur who acknowledges elegance and performance as the ultimate blend of perfection. THE 8 X JEFF KOONS also continues this tradition.
The original 8-Series launched in 1990.
The artist’s dream car realised
“My edition of the BMW 8-Series is my dream car! It is very special to me and I’ve wanted to create a special edition BMW for a long time. It is sporty and flashy as well as minimalist and conceptual. I can’t wait to drive it and ride in it, and I hope that people will enjoy the Gran Coupe just as much as I do,” said Koons.
“On the car, the lines are getting bigger on their journey from the bonnet towards the boot, creating a sense of forward movement just as the ‘POP!’ and the vapour thrust design elements do. The blue colour resembles the vastness of space and I like the idea of the car being a global car. What matters is how we relate to each other and our awareness of everything we are surrounded by. For the driver and all passengers, there is a heightened state of pleasure. This is what my car has to offer,” he explained.
Each car will come with a large-format certificate signed by the artist which, in addition to Zipse’s signature, also contains the individual Vehicle Identification Number. The artist also designed the dust jacket of the Driver’s Manual, while the signature of the artist is set into the cupholder panel in the Bavarian blue from the BMW logo.
Following its world premiere in Los Angeles this month, THE 8 X JEFF KOONS will be presented at numerous art fairs and events in Europe, Asia and the Middle East. Initially, the car will be on display for the general public in Manhattan’s Rockefeller Plaza before one car from the series, signed on the tailgate by Jeff Koons, will be auctioned off at Christie’s in New York on April 4. All proceeds from the highest bid will go to the International Centre for Missing & Exploited Children (ICMEC), a non-profit NGO which Koons has been personally involved with for over 2 decades.
This BMW M3 GT2 was aesthetically reworked by the US artist Jeff Koons and in 2010, it was unveiled as the 17th model in the BMW Art Cars series. The car bears the racing number 79 – a tribute to the BMW M1 body work-over presented by Andy Warhol in 1979. The striking colours of Koons’ Art Car exude a boisterous sense of power, motion and energy. As with Warhol’s M1, Koons’ BMW also participated in the Le Mans 24-hour race.
The Perodua Myvi, now in the third generation, is currently in its fifth year and has been the country’s most popular model in all that time – and in the 12 years before as well. It’s hard to drive anywhere and not see a Myvi, old or new, around or in the background. While Perodua has worked hard to build the brand image, the product itself still has to be good to become a continuous bestseller. This means it has to be built well, have good space within, look good and of course, be priced affordably. And the Myvi ticks all those boxes, adding further strong points as it evolved and grew up.
The 2022 version is essentially a facelift to keep the model fresh for another few years. It’s inside that there are more noticeable changes, like the larger touchscreen, new steering wheel and a red theme (and only red) for the upholstery which is also leather in the Myvi 1.5 AV we tested. As with every generation of the Myvi, build quality is excellent and the feel is more solid with attention given to tiny details to reduce metal-to-metal contact. Even the bonnet can be kept raised in two positions, a second one more upright for easier access from above.
Developed with Malaysian DNA
The spaciousness of the cabin has always been a strong point of the Myvi, thanks to the fact that Malaysians were involved in the development of the first one alongside the teams from Daihatsu and Toyota. Though Perodua’s role was small (it was more for the Malaysians to gain experience), they nevertheless were able to convince the project team that the interior space needed to be greater because that was what Malaysians wanted. Had they not provided that input (and had it not been accepted), we might have gotten a more compact cabin which the Japanese are okay with.
From the experience of developing that first generation, Perodua began to develop its own capabilities to the extent that they can now do the upper body work themselves. This means that there is more localized thinking in the styling elements which would be more suited to Malaysian tastes and expectations. It also saw the addition of features like the teh tarik hooks as well as the handbag hook on the side of the front passenger’s seat to prevent theft.
Suspension more customised for Malaysia
We also noticed that the handling of the Myvi in its third generation had changed in character somewhat and upon discussion with the Perodua guys, we learnt that with this generation, the suspension settings were specifically tuned to Malaysian requirements, rather than using those provided by Daihatsu in the past. Apparently, this was a ‘victory’ because it meant that the car’s handling could be more suited to our roads and from what we noticed driving the second and third generations is that the current one has a more direct feel with more linear response to changes in direction.
Switch to CVT
While maintaining the same 1.3-litre and 1.5-litre engines with Dual VVT-i, the drivetrain has switched from the conventional electronically-controlled automatic transmission with a torque converter to a D-CVT (continuously-variable transmission). This change helps to squeeze a few more kilometres from each litre of fuel as CVTs are more efficient, especially in urban driving conditions.
Unfortunately, those who still like manual transmissions can’t get them anymore with the Myvi and if you really must have a manual (and you want a Perodua), then you would have to settle for a Bezza, Axia or Alza. And if it is an Alza you want, you should quickly go to a showroom to order one as stocks will be diminishing with no replacements coming since production of the model ended last month.
While some may be critical of a CVT’s feel and characteristics, it would generally be fine for most people. The engineers have tuned the transmission (which, like the engines, is produced in Malaysia) to have an almost similar feel as a torque-converter unit with less of that ‘rubberband’ acceleration.
The transmission also improves acceleration which can be slightly enhanced by selecting the ‘S’ mode. But conversely, as we discovered, you don’t get the same level of engine braking. For this reason (and it’s also present in hybrids), there is a ‘B’ mode which can be used to assist in slowing down. It helps to decelerate the car more positively so you don’t have to use the brakes excessively, especially when going down a steep slope. So those who frequent the Genting Highlands road would want to use it a lot so their brakes don’t end up smoking.
It’s interesting that, besides the ‘S’ (Sports) mode in the transmission, the Myvi (1.5 version) also has a PWR mode. Both would seem to do the same thing which is enhance performance, usually acceleration, but they actually have different purposes. When you select ‘S’ mode in the transmission, it is like downshifting with a manual and the ratio is lowered. This improves control when driving on winding roads.
When you press the PWR button, you are going into a ‘sports mode’ whereby the engine programming is altered to give a boost to performance. Acceleration becomes quicker but at the expense of some fuel economy. So you get two ways to enhance performance, depending on the road conditions.
Perodua says that with the D-CVT, fuel consumption is 5% lower than before and for the Myvi 1.5 AV that we tested, the claim is 21.1 kms/litre. In the old days (before 1990s), verifying claims was tedious as you had to top up the fuel tank and then refill it again after driving some distance, and calculate the consumption from the fuel used – which wasn’t necessarily accurate.
These days, an on-board computer tells you not just the average consumption but also consumption in real-time as well as the range possible with fuel remaining in the tank. In our case, we actually got a bit better than the claim after a 2-day period, achieving 22.5 kms/litre. Much of this was highway driving and in city driving, it went to as low as 13.5 kms/litre at times due to congestion. That’s when the Eco Idle system which automatically shuts down the engine during long periods of standing still helps avoid wasting fuel.
Having such good fuel consumption means the tank can be smaller and the one in today’s Myvi’s is just 36 litres. The tank in the first Myvi had a 40-litre capacity so reducing it by 4 litres has also meant almost 3 kgs in weight-saving with less fuel.
More active safety systems
When this generation of the Myvi was introduced in 2017, its Advanced Safety Assist (ASA) system was an impressive new addition that moved active safety in this class to the next level. While ASA has continued to improve, the scope of safety systems for the Myvi has also broadened and the expanded package is now known as Perodua Smart Drive Assist (PSDA).
While including ASA which is essentially to provide automatic emergency braking (AEB), PSDA adds Driving Assist, Parking Assist and Headlamp Assist to help the driver in various ways, not just to avoid accidents. For instance, Driving Assist has Adaptive Cruise Control (ACC) which allows the car to travel at a set speed but adjusted to maintain a safe gap from the vehicle in front when necessary. There are also systems to keep the car in its lane and if the driver doesn’t do so, the system will apply pressure to guide the car back into its lane. We found the alerts rather intrusive as they often occurred but they also served to make driving a bit more ‘disciplined’.
ASA and some systems of PSDA use a camera mounted on the top of the windscreen. This is a lower-cost approach (appropriate for a model like the Myvi) than having camera and radar, which more expensive models have. Though the camera works well enough, there are some conditions where its view might be obscured, eg during heavy rain. This means that the system is ‘blind’ and that has implications on its ability to detect other vehicles ahead. Perodua acknowledges that the system is not 100% perfect, which is acceptable, and that drivers still need to pay attention. In any case, when a system is inactive, the driver will be warned by a message on the instrument panel.
One of the new additions with the PSDA system is Rear Cross Traffic Alert (RCTA) which is really great when reversing. The camera at the back shows a limited field of view but the sensors can detect further to either side to detect approaching vehicles. The driver will be alerted so he can stop instead of continuing to reverse and possibly having an accident.
The other thing which we were surprised to see on the instrument panel was the position of the front wheels (when reverse gear is engaged). It’s a very rare feature and useful when maneuvering the car in tight spots. Along with the guide lines on the image of the rear view, it’s very easy parking the Myvi and there should be no excuse for bad positioning that gets your car publicized in Facebook’s Stupid Parking Idiots page!
One thing that has to be said about the controls and switches (and this is something we usually assess) is how easy they are to operate as well as how intuitive their operation is. Admittedly, everything can be found in the manual (which can be found online as well) but not everyone reads it. So the mark of a well designed cockpit layout would be that a driver can make settings intuitively. The Myvi gets top marks for this and someone new to the car will be able to use the many features right away.
Hard to beat package
The Myvi 1.5 AV that we tested starts from RM58,800 (without insurance) and with the amount of stuff that Perodua has put in, it’s certainly great value for money. The price range for the model goes down to as low as RM45,700 but when you pay less, you obviously get less too. Nevertheless, as an overall package, the Myvi would be hard to beat at the price point of each variant.
To locate a showroom to view or test-drive the latest Myvi or other Perodua models. visit www.perodua.com.my.
As reported earlier, the FIA aims to make motorsport more sustainable and more environment-friendly. The pursuit of these objectives cover various forms of motorsport, including the World Rally Championship (WRC) which, this year, sees the introduction of hybrid technology mandatory for what are known as Rally1 cars. The plug-in hybrid unit, including all necessary components and software, will be common, with the potential for more freedom of development in 2024.
TOYOTA GAZOO Racing, Hyundai Motorsport and M-Sport Ford have fully committed to the WRC from 2022 to 2024 and will run Rally1 cars. They will use a plug-in hybrid powertrain with an existing 1.6-litre turbocharged petrol engine, and must also run on 100% fossil-free fuel to reduce CO2 emissions.
The system’s output is more than 500 ps, with 100 kW contributed by the electric motor which draws its energy from a 3.9 kWh battery pack. Hybrid Electric Vehicle Zones created close to service parks and ceremonial start areas during all rounds of the WRC will require Rally1 crews to demonstrate that they can run in full electric mode over a specified route highlighted in the roadbook.
New safety issues
The introduction of high-voltage hybrid powertrains brings new safety issues for the crew as well as spectators and the FIA has issued new requirements specifically for Rally1 cars. Firstly, there must be two pairs of Class-0 gloves carried in each car capable of withstanding 1,000 volts. These must be easily accessible for the driver and co-driver in the event of an emergency when they are getting out of their car.
Warnings on exterior of Rally1 cars
On the outside, the Rally1 cars are identifiable by an ‘HY’ graphic on the side door panels. Spectators are being warned to look out for this graphic so that they will take care. In rallies, it is not unusual for spectators to rush to a car that has crashed or gone off the road to assist and if a Rally1 car is damaged in certain areas, electric current could leak onto the bodywork.
The organisers therefore want to ensure that there are no incidents of people being electrocuted, and each car has safety lights on the windscreen and both side pillars. These lights will be green when the car is safe to touch. A flashing red light with an audible warning means a car is unsafe to touch.
Second round underway
The 2022 WRC is currently running its second round in Sweden after the opening round in Monte Carlo last month which was won by M-Sport Ford. TOYOTA GAZOO Racing’s Kalle Rovanpera got off to a strong start during the speed test in his Toyota GR Yaris Rally1. He gets to start first today though that is not necessarily an advantage in a winter rally.
With Sweden not part of Sebastien Ogier’s programme of selected rallies this season, Esapekka Lappi will make his first start with the team’ since 2018. Rovanpera will open the road as the highest-placed driver in the standings after finishing fourth and winning the Power Stage on Rallye Monte-Carlo.
Elfyn Evans was part of the lead battle on Round 1 before a small but costly mistake ended his chances of a strong result. He will hope for a repeat of the championship’s last visit to Sweden in 2020 when he scored his first victory for Toyota. As on every round this season, Takamoto Katsuta will drive an additional GR YARIS Rally1.
M-Sport Ford’s Craig Breen has a strong track record on snow to date. The Irishman is keen to show his ability on the high-speed snow tests in search of a second consecutive podium result. Off the back of his first ever WRC stage win, Gus Greensmith completed a small Norwegian National event in a Ford Fiesta Rally2 to help acclimatise to the specialist conditions and driving style. The young Englishman is aiming to build on his Monte Carlo result and looking for his first loose surface stage win.
The Hyundai Motorsport team, which had a bad first outing of the season, has a previous winner of Rally Sweden – Thierry Neuville who won in 2018. “Rallying is always a bit more spectacular on snow with the studded tyres,” he said . “Usually, as the stages are quite fast, you have to lean into the snowbanks and drive sideways a bit more. You have to be slightly more brutal to get the studs to grip into the ground.”
Closer to Arctic Circle this year
Conditions are extreme, though not unusual for Rally Sweden which is on ice and snow, with temperatures well below 0°C. There is also likely to be rain during the event which is run in the remote forests of north-eastern Sweden, closer to the Arctic Circle. There are 17 stages over 265 kms.
The various stages of Rally Sweden this year.
The stages will all be brand-new to the WRC but the characteristics that make it one of the most popular and spectacular rallies on the calendar will remain. Special studded tyres bite into the surface to provide grip on roads that are lined with snow banks, which drivers lean on to carry more speed through the corners.
Aston Martins will again be seen in the lead during F1 races this year as the company again provides Official Safety and Medical cars. The Vantage Safety Car and DBX Medical Car will be used at 12 races while the others will see the cars from Mercedes-AMG. The first appearance of the cars will be at the third round which will be in Melbourne, Australia.
Driven by the FIA’s appointed driver, Bernd Maylander, the Vantage Safety Car has been developed purely for its F1 role by the engineering team at Aston Martin in collaboration with the FIA. Using the experiences from the Vantages that compete in GT events around the world, including the 24 Hours of Le Mans, the Vantage Safety Car has been adapted for maximum speed and handling.
Special features for race use
Extra features on the car are FIA Safety Car livery, bodyside mounted radio antennas, an LED rear numberplate and a bespoke, roof-mounted LED light-bar, developed by Aston Martin. Incidentally, last year’s Vantage Safety Car inspired the Vantage F1 Edition which is the fastest, most track-focused Vantage to date.
Inside the Vantage Safety Car, the driver and passenger have access to the FIA’s Marshalling System, which displays lights corresponding to any warning flags being shown (just as inside each of the F1 cars). For purposes of record and also for spectators worldwide, the car is well covered by cameras inside and out for live TV footage.
550 ps for Medical Car
The DBX Medical Car has an output of 550 ps/700 Nm to give a claimed 0 to 100 km/h times of 4.5 seconds, essential for the SUV to reach an incident site as quickly as possible so that the Dr. Ian Roberts, the FIA Medical Rescue Coordinator, can provide assistance on the spot. The spaciousness of the DBX allows emergency medical equipment to be carried on board. It can therefore carry a lot of equipment, from fire extinguishers to a defibrillator and a large medical kit bag.
Like the Vantage, the DBX Official Medical Car has FIA-approved racing seats equipped with a 6-point safety harness, the marshalling system, and even TV screens so the crew can see exactly what is happening in the race while on stand-by in the pit lane each time the race is on.
“It is a continuing source of pride for myself and the whole company to see our cars playing a crucial role in Formula 1. Vantage and DBX will feature at 12 Grands Prix this year and, as much as I hope they won’t be called upon too often in the races, I think we all know they will be busy again as F1 enters this new era. We’re excited to be part of the show!” said Tobias Moers, CEO of Aston Martin Lagonda.
The fifth generation of what was once the entry-level model of Mercedes-Benz (until the A-Class came along) has made its debut in Malaysia. It’s the new C-Class (W206) is initially being imported as a CBU (completely built-up) import with locally-assembled versions coming from the plant in Pahang later in the year.
Mercedes-Benz Malaysia offers two variants of the best-selling Mercedes-Benz model of the last 10 years – the C 200 Avantgarde Line priced from RM288,334 and C 300 AMG Line priced from RM330, 681. The prices exclude insurance premiums and 50% of the sales tax applicable. While the locally-assembled versions will have lower prices, they will likely not enjoy full sales tax exemption if the government does not extend the provision past June 30, 2022.
‘Baby S-Class’
Presented as a ‘baby S-Class’, the new C-Class takes many styling elements – outside as well as inside – and technology from the brand’s flagship model which was launched in Malaysia last December. It retains the sporty profile with a short front overhang, long wheelbase and rear overhang and ‘cab-backward’ design. Though the top of the engine is flat, there are ‘power domes’ on the bonnet which complement the performance image and provide an impression of forward motion.
The brand’s hallmark radiator grille has the same layout for both variants but differs in details. With the C 200 having Avantgarde line trim, the highlights are in the form of elegant vertical trim strips in high-sheen aluminium and chrome. For the C 300 which has AMG Line trim, the Mercedes-Benz pattern grille has star designs in chrome.
The headlight shapes on the new model have a similarity with those on the S-Class but do not have the advanced DIGITAL LIGHT system. Nevertheless, they are still LED high-performance units with adaptive capability to maximise the lighting distance, rather than just automatically switching between high and low beams when other vehicles approach. The rear units also use LEDs for reduced energy consumption and longer life.
C 200 Avantgarde LineC 300 AMG Line
The wheels also differ in size, with the C 200 having an 18-inch size and 5 spokes while the C 300 is fitted with 19-inch AMG multi-spoke wheels. While the C 200 comes with run-flat tyres as standard, the C 300 does not and owners instead get a TIREFIT kit. This kit comes with a sealant to seal punctures of up to 4 mm and there is also an inflator powered from the 12V cigarette lighter socket. As with run-flat tyres, Mercedes-Benz advises drivers to travel at not more than 80 km/h when the tyre is repaired, and the sealant should be replaced with a new bottle after 4 years.
The rear-end design will immediately identify the new model as a Mercedes-Benz sedan with its familiar form. The tail lamps, for the first time, have a 2-piece design, with the light functions divided between the side and boot lid elements which curve around the corners. Attention to detail, like on the front units. can be seen in the silver-grey diamond-pattern trim.
Slightly longer body
Compared to the previous generation, the new C-Class has grown in overall length with an increase of 65 mm, while the wheelbase has gained 25 mm. However, the body width is almost the same as before, with just a 10 mm difference and the roofline is 9 mm closer to the road. Out of curiosity, we looked at the dimensions of the original ‘baby Benz’ – the W201 190 of 1982 – and it has an overall length of 4420 mm which is 331 mm shorter, and a wheelbase of 2665 mm, which was 200 mm less. It was also much narrower – 1678 mm versus 1820 mm for the latest model.
While Mercedes-Benz is among the carmakers at the forefront of electrification of products, it is also doing so with a ‘needs-based’ approach that will take into account the fact that different markets will require different levels of electrification in cars. Not all will be able to make the immediate jump to full electrification for some time to come. With the C-Class being sold so widely, its powertrains have to be suited to such conditions with some degree of electrification.
Mild hybrid powertrains
The new C-Class engines now have an integrated starter-generator (ISG) for intelligent assistance at low engine speeds as a mild hybrid of the second generation. The ISG uses a 48-volt on-board electrical system that ensures functions such as gliding, boosting or energy recovery, and makes significant fuel savings possible. The engines also start very rapidly and comfortably as a result, so that the start/stop function is almost as imperceptible to the driver as the transition from gliding with the engine switched off to strong acceleration under engine power.
With the second-generation starter-generator, the engine gets additional output of up to 15 kW and 200 Nm more torque. A completely new feature is the segment charger with flow connection, an advancement of the twin-scroll technology for even more instantaneous response of the forced induction system. The technology for this new turbocharger comes from the Mercedes-AMG PETRONAS Formula 1 team, showing how motorsport can benefit production cars.
The output from the C 200 engine with a 1.5-litre displacement is 204 ps/300 Nm while the C 300, which has a 2-litre displacement, produces 258 ps/400 Nm. For short periods, the output of the C 300 can additionally be increased by up to 20 kW (27 ps) with overboost.
The 9G-TRONIC automatic transmission has been adapted for optimum performance with the ISG, and is installed in both variants. It uses a new generation of the fully integrated transmission control with multi-core processor and new design and connectivity technology. In addition to the increased computing power, the number of electric interfaces has been significantly reduced, and the weight of the transmission controls have been cut by 30% compared with the predecessor.
The key components of the new, dynamically configured suspension are a new 4-link axle at the front and a multi-link axle at the rear mounted to a subframe. For the Malaysian market, both variants come with AGILITY CONTROL suspension with a selective damping system.
More space for rear occupants
The interior designers have used the extra length of the new body to provide additional space for the occupants at the rear. The layout of the dashboard follows the common theme of the more rennet models with a standalone 11.9-inch touchscreen display panel at the centre and a slim 12.3-inch screen that shows the instruments and driving information. The dashboard is divided into an upper and a lower section, with new, flattened round vents reminiscent of aircraft engine nacelles.
The portrait orientation of the centre display is said to be advantageous for navigation and includes a fingerprint scanner to quickly and conveniently identify the owner (or designated user). This keeps personal data such as profiles or other information protected. The fingerprint scanner is located in a convenient location below the central display. As part of a one-time process, it records the distinctive biometric features of up to two random fingers per user. Therefore no one is able to observe a number combination, which could happen with PIN entry.
The instrument panel display can be individualized with three styles (Discreet, Sporty, and Classic) and three modes (Navigation, Assistance, Service). In ‘Sporty’, for example, red is the predominant colour and the tachometer has a dynamic design. Selection is easy with controls on the steering wheel. The new display aesthetic was developed for the S-Class and is now adapted for other models like the new C-Class.
Mercedes-Benz Malaysia has also included Augmented Video as standard equipment in the new C-Class. Using a camera which registers the surroundings in front of the vehicle, moving images are shown on the central display. In addition, virtual objects, information and markers are superimposed on the video image. These include directional arrows, lane-change recommendations and more. This can make navigation much easier, especially in urban areas.
The modern, highly reduced design of door panels frames both ends of the dashboard. The door centre panel with an integrated armrest evolves from a vertical surface into a horizontal orientation. Reflecting the design of the centre console, the front section takes the form of a metallic high-tech element. It can be used as a grab or closing handle, and houses the power window controls. Another highlight is the floating control cluster, into which the door opener and seat adjustment controls are integrated.
The design of seats (Comfort for the C 200 and Sports for the C 300) are worth mentioning as well. They have layers and enveloping surfaces to create a visual impression of lightness. The head restraints are also a completely new design and are attached to the backrest with a sealed piece of trim under which the adjustment mechanism is located.
More intelligent 2nd generation MBUX
With every new Mercedes-Benz model, the MBUX (Mercedes-Benz User Experience) interface is highlighted and for the new C-Class, this is a second generation system. The hardware and software have been advanced, while the voice assistant ‘Hey Mercedes’ is more interactive and has learning capabilities. In some cases, it does not need the activation keywords and can explains vehicle functions as well. So for those who never bother to read the Owner’s Manual (and many people don’t), the information can be obtained just by asking the on-board ‘assistant’.
With the Spotify and Apple Music services, Mercedes-Benz has now fully integrated the major music streaming services into the MBUX infotainment system. MBUX enables seamless access to the personal user profile at the linked music provider. This gives owners convenient access to a huge library of songs and curated playlists.
Though in the lower rungs of the Mercedes-Benz range, the C-Class still gets safety systems that are fairly advanced in the Driving Assistance Package. Besides helping the driver avoid an accident or reduce its damaging effects, the systems can also reduce driver workload in daily driving. A less tired driver will be more alert, reducing the risk of an accident.
For the latest C-Class, the usual active systems are present and work in an integrated manner using data and imagery from a camera and radar. Some systems will provide alerts while others will automatically brake the car if the driver does not act correctly to prevent a collision.
As with other Mercedes-Benz models for many years now, the C-Class can also park by itself with the driver only controlling the engine power. This is done by Active Parking Assist with PARKTRONIC and only works with parallel parking.
The C-Class success story began in 1982 with the W201 and being the smallest model in the Mercedes-Benz range, it was referred to as the ‘Baby Benz’. Prior to 1993, it was designated as the 190 model with various engine sizes, including a powerful 2.5-litre 16-valve unit. From 1993 onwards, it became the C-Class in line with the brand’s new model designations. In the last decade, the C-Class has been the highest-volume Mercedes-Benz model sold, with over 10.5 million cars delivered worldwide.
Morgan Motor Company, which has been well known for its unique 3-wheeled cars over its history of more than 100 years, has come out with an all-new model that brings the idea of 3-wheelers into the 21st century. Unveiled today, the new Super 3 brings with it a new design philosophy. In comparison with the outgoing 3-Wheeler, which was created in the style of the 1920s V-twin-engined 3-wheelers, the Super 3’s designers and engineers have drawn influences from the mid to late century.
First clean-sheet design since 2000
It’s Morgan’s first clean-sheet design since the launch of the Aero 8 in 2000 and the company’s biggest visual departure since the 1962 Plus 4 Plus. Aerodynamic and mechanical requirements have heavily influenced the form and proportions of the new car. This is most notable in the cast aluminium structures that provide the face of the vehicle, brace the engine and control the corner
It is powered by a Ford-supplied 1.5-litre engine, a compact 3-cylinder unit with an output of 118 bhp/150 Nm. The engine is coupled to 5-speed Mazda gearbox (similar to that in the MX-5) but no compensator is required in the driveline, therefore minimising complexity and weight. The bevel box has been re-engineered using a custom tooth profile, and it drives through a carbonfibre-reinforced drive belt.
Weight distribution has been crucial, and this has been achieved with precise positioning of the engine of a bonded aluminium Superformed monocoque platform. Morgan’s expertise with bonded aluminium platforms dates back more than two decades, to the start of Aero 8 production, and was furthered with the CX-Generation platform used in the 2020 Plus Four and 2019 Plus Six. With the Super 3’s platform, the technology evolves further still.
Superform technology
The Super 3 continues Morgan’s long-standing use of Superform technology. The heating of aluminium to a superplastic state before vacuum forming it allows for intricate exterior shapes to be created with a lower material stress than pressing. While Superformed exterior panels are a proven technology in automotive production, this is the first time the process has been used to produce a structural vehicle platform.
The Super 3’s face has the two familiar headlights and a horseshoe front grille, both recognisable elements of the brand. The engine resides beneath the nose cone and this visual mass sits directly behind the centreline of the front wheels to be a principle proportion of the car. Beneath the cowl, the engine is visible through a mesh with its moving mechanical components clear to see.
While the front end embodies mechanical honesty, the tail contrasts this with elegant, streamlined simplicity. An exposed rib forms a beltline around the vertical midpoint of the vehicle. This feature is a nod to traditional seam joining techniques deployed on mid-century aircraft fuselages, and it is often apparent in ‘belly tank’ racers and early jets. Beneath it lies a unique cut-off tailpipe design, a feature that would normally be impossible but which meets regulations due to its positioning inbound of this beltline.
The rear casting integrates a hinge for the rear bootlid and optional luggage rack, and it allows this accessory to be lifted independently or in unison with the boot. Underneath the rear clamshell boot is an enclosure sculpted to provide maximum luggage capacity.
Interior designed for adventure
The interior of the Super 3 has (given its adventure credentials) been designed for resilience. Rated at an approved ingress protection level of IP64, any part of the interior is completely dust-tight and protected against water splashing from any direction, even down to the integrated USB sockets.
The minimalist dashboard features Morgan’s traditional centre-mounted dials but, for the first time in a Morgan, they are fully digital. Their surrounds – available in both anodised black or silver finishes – are formed from metal, just like any touchpoint in the cabin, and are cold to the touch, giving a material authenticity. The engine start/stop button, inspired by the ‘missile release’ button on military aircraft, is carried over from the outgoing model.
A choice of seat materials includes vinyl, water-resistant leather, saddle leather with enhanced durability and a technical fabric that combines a high level of water resistance, UV resistance and ease of maintenance and which offers an appealing alternative to leather.
Bungee cords can be fitted to the chassis impressions in the outer cockpit to provide a quick storage solution for coats, maps and small bags, while a discreet lockable underseat compartment allows more valuable items to be stored.
Special tyre design
Morgan has worked in partnership with Avon to develop its own 20-inch diameter tyre for the Super 3. Reviving the iconic ‘Speedmaster’ name, the tyre is based on the look of a heritage motorcycle tyre with ‘ballooned’ sidewalls but has been engineered specifically for Morgan and is closer to a car tyre in its design. To ensure ultimate performance, the compound and casing design have been through extensive fine tuning.
The rear tyre on a 3-wheeler is often subjected to the dirtiest, wettest part of the road and, as the driving tyre, it must maintain appropriate contact and grip. It therefore plays a crucial role in the handling and dynamic capabilities. The testing programme to determine the exact tyre choice for the rear of Super 3 was a rigorous one. After significant real-world testing and simulation, an Avon all-season tyre was selected to provide optimum slip angle.
The Super 3 marks Morgan’s most comprehensive vehicle development programme yet. The company has employed a new level of competence in CAE (computer-aided engineering) and structural durability simulations. Test vehicles have undergone ‘real-world’ mileage accumulation in all conditions, exceeding the parameters of any testing programme operated by the company to date and allowing for extensive insight into the life of the vehicle.
“The Morgan Super 3 represents a new level of engineering integrity for Morgan. Superform techniques have allowed us to achieve something that is typically out of reach for niche manufacturers. The monocoque platform is light, stiff, strong and resilient and looks good. Throughout the vehicle, the quality of finish is comparable to that of much larger manufacturers, and we feel we have engineered a car that delivers a lot more value to Morgan customers,” said Chris Arthur, Chief Engineer at Morgan Motor Company.
Most configurable Morgan
The Super 3 is the most configurable Morgan to date, with more than 200 options and accessories at the time of launch. A key project aim was to design and homologate all accessories and options alongside the development of the new car. This not only ensures that those options work in total harmony with the car but also removes the need to retrofit additional options once it has been built.
In what has been recognised as the company’s first patent, a unique fixing has been designed to allow for numerous opportunities to adorn the Super 3 with additional options. Known as ‘accessory rails’, the fixings are available in anodised black or silver and can be applied to sideblades, under the dashboard, on the front and rear bulkheads, on wind deflectors, on the rear luggage rack and on the rear end of the hard shell pannier. Each accessory rail also features a thread for mounting a camera, providing owners with a simple solution to capture their adventures on video.
Priced from £34,958.33 ex-factory (around RM200,000), the Super 3 will be sold through Morgan dealerships in the UK, Europe, the USA and selected markets, with the customers in the UK and Europe receiving their new cars first, followed by deliveries to the USA later in 2022.
“Following on from the incredible success of the outgoing Morgan 3 Wheeler has been no easy task. When we first decided to reintroduce it back in 2011, the company couldn’t have imagined just how popular and successful the V-twin model would be. We have developed this vehicle at a time when the industry, and the wider world, has been challenged beyond comprehension. Yet our engineering and design teams, along with our project partners, have been able to deliver a fitting new chapter to Morgan’s three-wheeled story,” said Steve Morris, Chairman and CEO of Morgan Motor Company.
