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Production of the BMW i3 EV has ended after 8½ years

BMW’s experience making electrically-powered vehicles (EVs) goes back 50 years when it replaced a number of 1602 cars with an electric motor. The 1602e was developed specially for use during the 1972 Olympics that were held in BMW’s home city of Munich in Germany. Its main role was to lead long-distance runners without blowing unhealthy exhaust fumes in their faces.

*The 1602e produced for use at the 1972 Olympic Games was BMW’s first EV.*

In the years that followed, the company continued with R&D on EVs with a number of models shown to the public, run on public roads and largely used in real-world testing. The urgency to ‘electrify’ the range was not evident yet so attention was instead given to developing other technologies like EfficientDynamics.

In 2013, BMW began its era of electrification that continues to this day when it introduced the i3 as the first volume-produced model with a fully electric drivetrain. The i3, manufactured at the Leipzig factory, was a pioneer in many different ways. It had an independent architecture consisting of a drive module as an aluminium chassis, which carried the e-drive, the suspension and the high-voltage battery pack as well as a passenger cell made of carbonfibre-reinforced plastic (CFRP). This module was referred to as the ‘life module’.

BMW’s fifth generation eDrive technology that is used in the latest BMW and MINI EVs can trace its origins to the i3. The high-voltage battery pack developed for the model has also undergone continuous development since 2013, doubling its storage capacity while retaining the same installation space. In its final form with a cell capacity of 120 Ah and a gross energy content of 42.2 kWh, the final version of the i3 could travel up to 307 kms on a single charge.

In addition to its electric drive, the i3’s eco-balance stemmed from the choice of materials fully geared towards sustainability and resource-conserving production. It was the first BMW Group model to receive an ISO certificate issued by independent auditors at the time of its market launch, confirming its optimised environmental performance throughout its entire life cycle.

Partly recycled raw materials were used for its outer skin made of thermoplastics. The plastic used in the interior contained 25% recycled material. The textiles used for the seat surfaces were made entirely from recycled fibres, with the door panels of kenaf fibres. Eucalyptus wood from certified cultivation in Europe served as the raw material for parts of the instrument panel.

After a production run of 250,000 units (sold in more than 74 countries), production of the i3 has ended, bringing an era to close. But the farewell is also linked to the start of a new chapter in electric mobility. In a seamless transition, further e-drive components will be manufactured at the Leipzig factory and from 2023, the next generation of the MINI Countryman will be manufactured at the same location.

In the 8½ years that the i3 was on sale, it achieved a significantly higher market share in the EV segment in many markets than the BMW brand in the area of conventionally powered cars. It also succeeded in attracting additional target groups in the premium mobility offers from BMW. In the early years, more than 80% of all buyers were new customers for the BMW Group.

Many i3 owners were ‘early adopters’ and reported being impressed by the reliability, low energy and maintenance costs. They reported that the brake pads did not need replacing even after more than 250,000 kms – because a large part of the deceleration power was provided by recuperation. The long-term quality of the battery pack was also praised as there was only a negligible reduction in range even after long running times. The BMW Group took this positive experience as an opportunity to increase the maximum mileage associated with the 8-year warranty period for the battery pack, extending it from 100,000 kms to 160,000 kms at the beginning of 2020.

BMW i3 EV 2022 — To commemorate the end of i3 production, BMW produced a HomeRun Edition (below) with extra features and a Frozen paint finish from BMW Individual for the first time. Only 10 units of this special edition were produced, making it a very exclusive i3. Customers who had bought the HomeRun Edition were invited to witness the completion of their cars in the assembly hall.

BMW’s new i3 is a fully electric 3-Series sedan only for China

No.99 GMC Hummer EV Chip Ganassi Racing scores first victory in Extreme E series in Italy (w/VIDEO)

Last year, the Extreme E all-electric off-road series was largely dominated by the Rosberg X Racing (RXR) team owned by former F1 world champion Nico Rosberg. This year, in its second season, the series may see stronger rivals although it was still RXR that won the opening round in Saudi Arabia in February.

The second round – dubbed the NEOM Island X Prix – was held on the island of Sardinia in Italy. This is a double-header event which marks Extreme E’s European destination for Season 2. Sardinia provides a completely contrasting landscape to the other rounds, providing a harder compact surface with many rocks and bushes plus riverbeds, meaning drivers have many natural obstacles to navigate.

No.99 GMC Hummer EV Chip Ganassi Racing took a maiden victory as the RXR team was penalised for Johan Kristoffersson’s collision with Carlos Sainz Snr. that took the ACCIONA | SAINZ XE Team out of the race.

Kyle LeDuc and Sara Price inherited their first win in the stop-start event final that also saw XITE ENERGY Racing claim a first top-three finish. During the race, a red flag was waved following a big accident for ACCIONA | SAINZ as RXR’s Kristoffersson collided with Sainz Snr. in the early stages.

It was the Spaniard who managed to edge in front of the pack from the start as the teams’ racing lines merged. But as the course narrowed, Sainz Snr. collided with Kristoffersson and was sent into a roll. This brought out the red flag at the end of the first lap and, ultimately, a 30-second penalty for the championship leaders.

Sainz Snr. managed to walk away from the accident, while Kristoffersson continued in the race despite substantial damage to his ODYSSEY 21. He received a full check-up in hospital as a precaution and was cleared and released the same day.

Amongst the chaos, LeDuc found himself in second place on track for No.99 GMC Hummer EV, ahead of XITE Energy Racing’s Timo Scheider and the trailing Hedda Hosas in the JBXE car as the teams entered the Switch Zone.

In similar fashion to the Desert X Prix Final, the race restarted for a 1-lap shootout, with the 4 teams released at intervals that matched how they had entered the Switch Zone. No.99 GMC Hummer EV’s Price began her chase of RXR’s Mikaela Ahlin-Kottulinsky in pursuit of that elusive maiden victory for her team.

Despite missing bodywork from the front of her purpose-built vehicle (which is the same for all the teams), Ahlin-Kottulinsky extended the lead given to her by teammate to cross the line on track in first. However, following a Stewards’ investigation, RXR was demoted to third, giving victory to No.99 GMC Hummer EV, while XITE Energy Racing has their best series result to date.

Even with the penalty, Nico Rosberg’s outfit still leads the championship with 50 points after two rounds. His drivers once again secured the extra 5 points for going quickest in the Continental Traction Challenge. No.99 GMC Hummer EV are now their nearest challengers, 13 points behind.

“If you look at the numbers, we went from first in practice, to last in qualifying – and back to first as the race winners. It was a rollercoaster ride… I don’t know how to put it into words… but we all did our job today. We have a great GMC HUMMER EV team where everyone works so hard. We’re ready to take this success and apply it to the next race this weekend.” said LeDuc.

GMC is a division of General Motors and is participating in the Extreme E series with Chip Ganassi Racing to showcase the all-electric Hummer EV which was unveiled in October 2020. The Extreme E championship is for vehicles powered only by electricity and a specially-developed all-electric vehicle inspired by the Hummer EV will be used.

GMC’s association with Chip Ganassi Racing will be for a number of years. The event regulations specify that there must be one male and one female member, and both must also perform driving duties. To meet this requirement, the team has off-road racers Kyle LeDuc and Sara Price.

“I can’t think of a better fit than showcasing the look of GMC’s HUMMER EV in Extreme E with Chip Ganassi Racing,” said Jim Campbell, General Motors US Vice-President, Performance and Motorsports. “Both GMC HUMMER EV and the Extreme E series are designed to be revolutionary – to challenge perceptions of electric vehicles and to showcase their true capability.”

Extreme E to add Extreme H in 2024 with hydrogen fuel-cell powered rallycars

35% increase in UMW Toyota Motor’s sales volume in first 6 months of 2022

UMW Toyota Motor has been having a good year so far, with sales headed upwards each month. And after 6 months, the cumulative volume for Toyota and Lexus vehicles delivered nationwide has reached 45,911 units. That’s an impressive 35% increase over the 34,111 units delivered during the same period in 2021.

Strong sales were evident almost every month, in spite of the supply issues that affect many car companies. June alone contributed 8,939 units (of which 69 units were of the Lexus brand), which was almost 1,500 units more than the May volume.

With the end of the sales tax exemption, UMWT is expecting some negative impact although it is not likely to last long. This is mitigated with some early signs of recovery on the global shortage of semiconductors and microchips in the second half of this year. This will enable production to ramp up and will allow the company to introduce further new models.

“Shifting gears into the second half of 2022, UMW Toyota Motor is focused on going the ‘ExtraMile’ to provide Toyota owners with the best ownership and after-sales experience by reimagining what ownership is about. Looking ahead, shifting consumer behaviour will likely place value on advanced automotive technologies and comprehensive security features supported by a host of value-added aftersales services,” said Ravindran K, President of UMW Toyota Motor.

“At UMW Toyota Motor, we offer owners not only the best technological advancement at their fingertips for a smoother and safer drive, we go the ExtraMile to enhance their ownership journey. Through financial and insurance packages, top-notch servicing and Toyota 24/7 roadside assist, we are confident in delivering an unforgettable journey from the starting line by taking great care of our customers from the moment they enter our doors,” he explained.

Toyota Veloz coming soon (Thai version shown).

New Veloz coming soon
The company is looking forward to launching the all-new Toyota Veloz which is a premium crossover model. The 7-seater was launched in Indonesia last November and has been well received. Depending on the market, the Veloz is considered as a new model line or as a successor to the Avanza. In Malaysia, UMWT says it will replace the Avanza and comes with the highest specification and advanced features.

The model will have a 1.5-litre DVVT engine and have an estimated price of RM95,000 (without insurance). Bookings are now accepted prior to the launch and from what we hear, there’s a lot of interest, especially with its promise of good fuel efficiency, safety and extensive list of features.

All-new Toyota Veloz to replace Avanza, bookings now open

Lamborghini Huracan Tecnica arrives in Malaysia 3 months after global debut

Malaysia must be one of the important markets for Lamborghini if a model launched in April this year makes its debut here just three months after the world came to know about it. This is the Huracan Tecnica, a versatile super sportscar for road as well as track use.

Officially imported, the price of the Tecnica starts from RM1.05 million, which is less than the RM1.48 million pricetag of the Huracan STO which was introduced in Malaysia a month back. Of course, how much a customer actually pays will depend on the level of customisation. To help customers select options, Lamborghini has its Ad Personam department which can personalise each car in almost any way a customer wants.

While recognisably a member of the Huracan family, the Tecnica sports its own sophisticated design with a stronger, predatory stance. The frontal area is inward-facing, with muscular shoulders flanking the lightweight carbonfibre bonnet. A new bumper, featuring the Terzo Millennio’s black Ypsilon design, incorporates an air curtain for the first time in a Huracan.

The profile of the car also sets it apart in the Huracan family. It has an extra 6.1 cm more length than the Huracan EVO and is the same height and width but appears lower and broader, with a silhouette inspired by the daylight opening line from the Essenza SCV12.

The reshaped rear end has a new vertical rear glass window for improved visibility as well as a new bumper with an optimized air inlet and new hexagonal exhaust pipes. The fixed wing completes the lines of the Tecnica, its aero design essentially contributing to 35% increase in rear downforce (compared to the Huracan EVO RWD). The added downforce does not create more drag: in fact, drag is reduced by 20%. The Tecnica’s underbody is also optimized with new aero deflectors for improved aerodynamic efficiency.

The Huracan Tecnica uses the next-generation rear-wheel drive 5.2-litre V10, taken from the Huracan STO. This has increase output of 30 ps over the Huracan EVO rear-wheel drive (RWD) and generates 565 Nm at 6,500 rpm. With a dry weight of 1,379 kgs, the Tecnica has a weight-to-power ratio of 2.15 kg/ps which enables it to go from 0-100 km/h in a claimed 3.2 seconds.

At the heart of the Tecnica is the LDVI (Lamborghini Dinamica Veicolo Integrata) system, which controls every aspect of the car’s dynamic behaviour by integrating vehicle systems and set-up to deliver feed-forward pre-control in virtual real-time, for perfect driving dynamics.

The rear-wheel drive Tecnica incorporates rear-wheel steering with direct steering ratio and torque vectoring, together with a modified Performance Traction Control System (P-TCS) and specific suspension set-up for the Tecnica.

The driver has a choice of three drive modes – STRADA, SPORT or CORSA – which give highly differentiated responses by specific tuning of the engine and transmission, as well as other systems. In the CORSA mode, the Tecnica has optimized track-oriented throttle response and the fastest gearshifts, with maximum precision and agility from all systems via the LDVI, including maximum lateral and longitudinal grip from the torque vectoring and P-TCS respectively.

The interior of the Tecnica is very much a driver-centric environment, with height-adjustable sports seats that immerse the driver pilot in his cockpit. There is a lot of evidence of weight-saving in various areas – like the lightweight door design, and rear arch and wheel bolts in lightweight titanium. Full harness seatbelts are installed for those who may spend time at the track frequently.

The HMI (Human Machine Interface) is new and currently exclusive to the Tecnica. The instrument panel is designed in a new arc ahead of the steering wheel and has reduced colours for better readability. The central console screen, which is accessible by the passenger, shows the LDVI functions in real-time display, and has connectivity with Apple CarPlay, Android Auto and Amazon Alexa. Inspired by the STO, the HMI includes connected telemetry and on-board diaries of destinations and track times, connected to the UNICA app.

Lamborghini Owners Malaysia club sets new record for largest gathering

Second generation of Volkswagen Amarok to go on sale from end of 2022

Collaborating on products is nothing new nor unusual in the auto industry. It costs a massive amount of money to develop a new model and unless the potential volume over the life of the model is sufficiently high, it may not be worth the expenditure on R&D. So carmakers will team up and jointly develop a new model and share the costs, which would make better business sense if the volumes are not going to be very big.

Even our Perodua teamed up with Toyota and Daihatsu to develop the first Myvi, which each carmaker then added its own styling differences for differentiation. The sharing of costs sometimes allows a better equipped product to be developed as the money saved can be used for better features.

Volkswagen is no stranger to such partnerships and has shared products with companies like Ford and Toyota, among others. In the past, its Sharan MPV was also sold as a Ford Galaxy and now, the latest model to be shared by the two companies is the Amarok, which is adapted from the latest 4^th generation Ford Ranger (to be launched in Malaysia this month).

To be built in South Africa
The new Amarok is like the previous Rangers and Mazda’s BT-50, which was a shared product as well. And like those trucks, the Amarok will also be initially built at the same plant as the new Ranger in South Africa. Later on, production will also start at Volkswagen’s own factory in Argentina which has been making the first generation of the Amarok that was introduced in 2010.

The new Amarok was developed largely in Australia, probably at Ford’s facilities, but Volkswagen also mentions Germany which would have been where the styling work would have been done. It will be sold as a premium pick-up truck and appear in Australia and New Zealand, numerous countries of Africa, the Middle East and Europe. While North America is not mentioned and perhaps it would be a tough market to enter, it’s interesting that Volkswagen does not have Asian markets in mind either. Perhaps the dominance of models like the Toyota Hilux and Isuzu D-MAX also make it challenging to compete in, not to mention the fact that the Ford version is sold widely.

The first generation of the Amarok now looks pretty dated but then again, it was developed over 15 years ago. Since then, many new technologies have been developed and trucks have also gained more sophistication. Thus for the new model, it is a big leap technologically with over 20 new driver assist systems, mobile online services, all-wheel drive technologies, and high efficiency/high-torque powerplants.

With over 830,000 units sold, the first generation established the Amarok as a tough vehicle, though a bit basic in comparison to rivals. The new one is bigger, more powerful and more athletic. It has a frontal appearance that follows Volkswagen’s design language so it is well differentiated from the Ford.

“For the new generation, we have significantly modified the Amarok’s archetypal design. It is now unambiguously more expressive and even more impressive”, said Albert Kirzinger, Head of Design at Volkswagen Commercial Vehicles. Making a statement in itself is the new front section of the truck which will have three specification variants, as well as the top versions with off-road styling and exclusive styling. The new Amarok will be offered with two bodystyles – a 4-door double cab and 2-door single cab.

Long wheelbase enhances proportions
At 5350 mm, the new Amarok is 96 mm longer than its predecessor. The wheelbase has also been extended to 3270 mm, representing an increase of 173 mm. That allows more room within the cabin, especially for the rear passengers in the double cab. The longer wheelbase shortens the body overhangs, which is not only gives sharper proportions but is also advantageous in off-roading as there are better approach angles. The off-road capabilities of the Amarok are also enhanced by a much greater fording depth for driving through deep water; previously it was 500 mm, now it’s 800 mm.

High-quality interior
With its self-explanatory and digital displays, the interior has been configured by the Volkswagen Commercial Vehicles design team in a very functional and high-quality way. The spectrum of display units is made up of digital 8-inch instruments (Digital Cockpit, fully digital) and 12-inch panels with a large touchscreen in tablet format.

After much research, the interior designers implemented a mix of digital functions and ergonomically configured buttons and/or push/rotary switches in the Amarok that are intuitive to use. The infotainment system’s volume and all-wheel drive system’s settings are controlled via such hard keys which make better sense than touch operation.

The sound system is from Harman Kardon and will be standard for the high-end versions and optional for others. It is used exclusively in the Amarok and complements the premium appearance of the leather-look instrument panel with elegant contrast stitching. The premium positioning is also matched by the seating which has electric adjustments.

Payloads of up to 1.16 tonnes
Behind the cab is a spacious load area which Volkswagen refers to as a ‘cargo box’. Its dimensions are sufficient for a Euro pallet loaded sideways. The single cab version can even take two pallets loaded sideways. The load is strapped down via eye rings on the cargo bed, each of which can take a load of up to 500 kgs. There is also boosted load capability – the maximum payload has gone up to 1.16 tonnes.

The cargo box can also be secured using an electrically operated roll cover, protecting the items inside. This roll cover can be opened and closed from the cargo box itself, from inside the vehicle or by remote control via the vehicle key.

5 turbocharged engines
Customers will have a choice of 4 turbodiesel engines and 1 turbocharged petrol engine. All the engines have high efficiency and high levels of torque. The engines offered in each market will depend on the needs of the customers. In African markets, for instance, the base specification engine will be a 4-cylinder, 2-litre turbodiesel with 150 ps output. But for many other markets, there will be a more powerful version which produces up to 170 ps.

10-speed automatic with 4MOTION systems
Amaroks with engine outputs of more than 209 ps will have a 10-speed automatic transmission as standard. This transmission is operated by an e-shifter which is a by-wire system. In addition, there will also be a 6-speed automatic transmission and manual 6 or 5-speed gearboxes for various engines and market preferences.

In many markets, the Amarok will come with Volkswagen’s 4MOTION all-wheel drive system as standard. Depending on region and engine, there will be two different 4MOTION systems. One will have selectable all-wheel drive based on the given situation, and one will be permanent all-wheel drive.

Driver assist systems
With pick-up trucks spending more time on highways rather than off-road, the need for driver assist systems to make driving safer is greater. To provide this, there are more than 20 of the driver assist systems in the Amarok. Where markets are suitable, the ACC+ Adaptive Cruise Control can incorporate road signs into the automatic control of speed via camera scans.

There are also 6 different driving profiles (Drive Modes) to assist the driver in a variety of terrain conditions. These customise the characteristics of the engine and drivetrain to optimise grip and stability so the driver can confidently explore off-road areas.

Volkswagen’s design boss wants to know what you think of a pick-up version of the ID. Buzz

Pirelli Cinturato Rosso launched in Malaysia, priced from RM250 – RM1,500

Pirelli’s Cinturato tyre is a historically significant product, having possessed a revolutionary design approach. Its structure has a belt encircling the radial carcass, and this provided a higher level stability that made it especially suitable for the growing number of high-performance cars as well as in motorsport.

From the time it was launched into the market in 1951, the Cinturato has had safety as its key proposition. Although its initial popularity was among sportscar owners and luxury models, the tyre became popular in other segments as its enhanced safety was appreciated and desired.

Over the decades, the Cinturato evolved with different versions to meet specific needs of different segments of the market. In 2022, this includes the Cinturato Rosso which has a strong focus on safety and comfort (including quietness) as long life.

These are basic requirements of a broad segment of motorists and Pirelli is marketing the tyre as a replacement tyre, rather than as original fitment by carmakers. It is suitable for passenger vehicles, including compact SUVs and also MPVs, so it covers a very broad section of the market.

The Cinturato Rosso has been engineered to deliver good performance on both wet and dry surfaces with a number of features on its ample tread. For instance, the transverse grooves have variable depths and together with the 5^o longitudinal channels, there is very efficient removal of water from under the tyre to reduce the risk of aquaplaning.

On dry surfaces, the tyre also has optimum grip not only for sharp handling but more importantly, short stopping distances. The high shoulder curvature and 6% broader footprint area put more rubber on the road to maximise grip.

But high performance tyres sometimes have too much focus on performance that comfort is compromised. Because the Cinturato Rosso is intended for everyday drivers in ‘normal’ cars, attention has been given to ensuring a comfortable ride. This is achieved with full grooved ribs with progressive phasing of the sipes. The noise generated by the tyre is lower and this matters a lot especially in European environments, and it also benefits the occupants who enjoy a quieter journey.

Full grooved ribs with progressive phasing of the sipes

With inflation bumping up living costs, consumers will appreciate a tyre that can last long. To provide improved mileage, the Cinturato Rosso has additional sipes on the centre rib to give more uniform tread pattern stiffness. The more event contact with the road will moderate wear and depending on driving conditions, give the tyre a longer service life. Factory tests against the Cinturato P1 show an 8% improvement.

Proof of better performance
Pirelli’s regional office organized a series of tests at the Sepang Circuit to allow the media to experience for themselves the performance claims. The tests were straightforward braking tests on wet and dry surfaces using Toyota Camrys fitted with Cinturato Rosso and Cinturato P1 tyres so that comparisons could be made.

Different drivers got different braking distances from a speed of around 80+ km/h. The distances ranged from 26 metres to 30 metres and when braking on the Cinturato Rosso, there was a difference of about 2 or 3 metres. That distance could make the difference between stopping in time to avoid colliding with a vehicle ahead or hitting it and having an expensive repair bill.

To experience the quietness, we were offered a ride in a Toyota Alphard, which is a suitable vehicle for such a test since it is already well insulated as a premium MPV. The level of quietness was not really surprising then but it was apparent that the Pirelli tyres (like other tyres) still could not overcome the noise generated by some of the rough sections of our road surfaces. This has nothing to do with the tyres but is just the way they surface the road.

We understand that the Cinturato Rosso tyres sold in Malaysia come from a Pirelli factory in China. That they can be priced from RM250 (up to RM1.500, depending on the size) is certainly noteworthy for such an established brand better known for high-performance tyres (they supply tyres to all the F1 teams). As mentioned earlier, the extremely competitive market at the lower end makes it difficult for the reputable global players to offer attractively priced products because there is a minimum standard of quality they will not compromise on.