When Aston Martin introduced the DBX in November 2019, it was presented as a superlative product… the brand’s first SUV with sportscar performance. Now comes a flagship model, the DBX707, which the company has declared to be ‘an SUV like no other’. Taking the V8 DBX’s design, dynamics and character as its starting point, the DBX707 enhances those sporting attributes.
Starting with the powertrain, Aston Martin’s engineering team has extracted the full potential of the DBX’s 4-litre twin-turbocharged V8 powerplant. Engineered for the DBX707, the engine now features ball bearing turbochargers and a bespoke engine calibration to liberate more power and torque.
Also new is a 9-speed ‘wet clutch’ automatic transmission that has been designed to handle the much increased torque loadings compared with a regular torque converter automatic. In the case of the new engine, the numbers are 707 ps and 900 Nm, increases of 157 ps and 200 Nm over the DBX (V8).
The adoption of the new transmission brings further benefits as well. The shifts are faster and the driver will feel more immediate and direct response. According to Aston Martin, launch capability is also improved, which enables the DBX707 to go from 0 to 100 km/h in a claimed 3.3 seconds.
Boosting performance so significantly requires other areas to also be beefed up, particularly stopping power. To provide this, the DBX707 has standard fitment of Carbon Ceramic Brakes (CCB). Measuring 420 mm in front and 390 mm at the rear, the CCB discs are gripped by 6-piston calipers and result in a 40.5 kg reduction in unsprung weight.
Revisions to the brake system’s hydraulic sizing and booster tune improve pedal feel and braking response for greater precision and driver confidence. Improved brake cooling has been achieved by taking air from both the main cooling intake and the underfloor, with high performance brake pads delivering excellent friction consistency across a wide temperature range.
There’s also a new version of the electronic limited slip rear differential (e-diff). Strengthened to handle the maximum output of torque, it is fitted with a revised (shorter) final drive ratio of 3.27 compared to 3.07 for the DBX V8. This helps to give stronger response in the lower gears as well as enhances in-gear response. However, there is still the efficiency and cruising refinement offered by the 9-speed transmission.
Torque distribution front-to-rear remains fully automatic, with the ability to send up to 100% of the torque to the rear axle on demand. Careful calibration of the e-diff ensures the DBX707 has the cornering agility, sporting feel and dynamic character of a sportscar.
Key to the superior handling is the air suspension system which has the same basic architecture and triple volume air chambers of the DBX V8 but gains a dedicated chassis tune. New damper valving and recalibration of dynamic spring volume switching has improved body control and steering response. The electronic power steering system has also been adjusted to improve steering feel, with greater effort build-up off centre to help the driver build a clearer picture of increasing cornering loads and available grip.
A thorough design makeover differentiates the DBX707 from the DBX V8. There is newfront-end treatment with a larger grille and all-new design of the DRLs. Also new are the air intakes and brake cooling ducts, plus a new front splitter profile. The enlarged grille has double vanes, with the 6 horizontal bars now split to create more visual interest and make this flagship model immediately identifiable.
At the rear end, a new lip spoiler has been added to the roof wing to reduce lift and increase high speed stability, with a significantly enlarged twin rear diffuser rising to meet the new large diameter quad exhaust system. Finished in satin black to complement the gloss black treatment of the diffuser, this new exhaust has been tuned to deliver a unique sound signature.
“Right from its first introduction, the DBX has represented Aston Martin’s dynamic and design values in a way that proves not all SUVs have to conform to the same compromises. With the DBX707, we have pushed the boundaries in every area to create a car which sets new standards of performance and desirability. The fastest, most powerful, best handling and most engaging car of its kind, it propels Aston Martin to the pinnacle of SUV performance,” said Aston Martin’s Chief Executive Officer, Tobias Moers.
Daimler AG has changed its name again after 13 years (it was DaimlerChrysler before) and will now be known as the Mercedes-Benz Group AG. Following the successful stock market debut of Daimler Truck, the group’s renewed focus on the automotive business is being underlined with a new name that has a history dating back to 1926. That was when the predecessor companies of Carl Benz and Gottlieb Daimler were merged as a single entity.
Prior to that merger, the two pioneers had already been well known for many auto-related inventions and together, they developed and introduced many more that would revolutionize the auto industry as it rapidly progressed.
“The renaming to Mercedes-Benz Group AG underlines our renewed strategic focus. In doing so, we want to make clear where we see the core of our company – building the most desirable cars in the world. The Mercedes star has always been a promise for the future: Changing the present in order to improve it. We want to continue this legacy of our founders by taking the lead in electric mobility and vehicle software,” said Ola Kallenius, Chairman of the Board of Management of the new Mercedes-Benz Group AG. He was appointed as Chairman of the Board of Management of Daimler AG in May 2019.
Parallel to the renaming of Daimler AG, Daimler Mobility AG is also adapting its brand. Under the name Mercedes-Benz Mobility AG, the company offers mobility services for passenger cars and vans in the areas of financing, leasing and insurance. This division enables Mercedes-Benz customers to use their vehicles flexibly via rental and subscription models, fleet management and digital services for charging and payment.
With the renaming of Daimler, the company completes its historic realignment that began last year and has been approved by the shareholders with an overwhelming majority. In December, Daimler Truck Holding AG was launched as an independent company on the Frankfurt Stock Exchange. Following the realignment of the original Daimler Group, Mercedes-Benz Group still holds a minority stake of 35% in Daimler Truck Holding AG, of this, around 5% are held in its pension assets.
The new Mercedes-Benz Group will thus fully concentrate on its passenger car brands Mercedes-Benz, Mercedes-AMG, Mercedes-Maybach and Mercedes-EQ as well as vans. As a more focused manufacturer with the most valuable luxury automotive brand in the world, the group will be able to fully develop its economic potential in the future and better exploit its competitive strengths.
Mercedes-Benz to have regional After-Sales Logistics Centre in Malaysia from 2024
Two years ago, at the Third Global Ministerial Conference on Road Safety held in Stockholm, Sweden, participants from 140 countries (including Malaysia) agreed to no less than 18 resolutions linking road safety to sustainable development with a key aim of halving the number of traffic deaths by 2030.
The ‘Stockholm Declaration’, as it came to be known, reflects the resolve of UN members to apply speed management as a key road safety intervention. The main element of this is to strengthen law enforcement to prevent speeding and set a maximum road travel speed of 30 km/h as appropriate in areas where vulnerable road users (pedestrians, cyclists) and motorized vehicles mix.
30 km/h, a lower speed than the typical 50 km/h that has been applied, has been chosen based on studies from recent decades in cities such as Graz (Austria), London (Great Britain), New York (USA) and Toronto (Canada) which indicated that limits set at that speed in certain zones has reductions – often significant – in road traffic crashes, injuries and deaths. Evidence shows that 30 km/h streets where people mix with traffic not only save lives, but also promote walking, cycling and a move towards zero-carbon mobility. Today, more cities around the world have established 30 km/h zones and many lives have been saved.
“Many decades ago, the world was at a crossroads: a transport system centered around the private motor vehicle versus one which maintained a share of the road for pedestrians, cyclists and users of public transport. We are again at a crossroads. I call on all policy-makers to work with national and local authorities to reduce urban speed limits to 30 km/h, as a step towards giving streets back to people and ensuring those streets are protective of health and the environment. Low-speed streets – the heart of every community – are streets for life,” said Etienne Krug, Director, Department of Social Determinants of Health at the World Health Organization.
In Malaysia, perhaps due to the disruptions caused by the COVID-19 pandemic, the introduction of 30 km/h zones had not gained a lot of attention earlier although MIROS had said it was preparing a proposal for the relevant authorities last May. It gained more attention this month when the Transport Minister mentioned it and said that his ministry would discuss the speed limit with various stakeholders.
As in other countries where the lower limit has been introduced, there will be some who are not agreeable to the idea although if it will save lives, why not? According to the minister, excessive speed is not the only factor that causes accidents and this is where MIROS (Malaysian Institute of Road Safety), which has volumes of data, has made a case for 30 km/h.
The proposed speed limit is not a ‘blanket’ speed limit and will be applied in areas that are identified as having a lot of mixing between pedestrians, cyclists and motor vehicles. The highways would not be subject to such a limit for obvious reasons but in residential areas and city centres, it would make a lot of sense to have motor vehicles travel slowly.
There are however some arguments where a lower speed can be counter-productive in other respects. Congestion might occur and in Singapore, speed limits were raised on a few roads because they found that the flow could be more efficient if the vehicles travelled 10 km/h faster. In Malaysia, though, our city roads are so congested that there is a ‘natural’ speed limit already working and it doesn’t even need enforcement!
There is also another danger in making motorists drive too slowly and that is a possible reduction in concentration. As their speed drops, they may feel that it is so slow that they can’t get into trouble and start to look around – and miss seeing a pedestrian crossing the road. Higher speeds usually make people give more attention to their driving as they realize that one mistake and they could go off the road. But as with many things, humans can also adapt and in time, a later generation of motorists will come to be used to lower speeds.
Motorists should also not forget that a 30 km/h speed limit is also for them and not just for ‘others’. There will be occasions when they too walk along roads, whether in their own neighbourhood with their children or in the city on the way to a meeting after parking. They may also have family members who walk more than use a car, so their safety should also be considered.
In a perfect world, we would not need speed limits because everyone would be sensible enough to drive at a speed that is safe for themselves and when there are pedestrians, safe for those other road-users. We wouldn’t have many accidents – and we should have even less with all the advanced safety systems today. Unfortunately, there are too many motorists who do not use common sense and who are irresponsible, so speed limits have been necessary, backed by laws that punish those who break them.
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You’ve probably heard of NFTs or Non-Fungible Tokens lately as there seems to be a surge in trading NFTs. Actually, they are not something new and go back at least 5 years when CryptoKitties, a collection of artistic images representing virtual cats were traded. But it was only in 2020 that NFTs grew in popularity and caught on in the art world.
So what are NFTs? They are unique identifiers recorded on a distributed ledger known as Blockchain and tied to a digital asset. Such assets can be pictures, videos, music, or other records (even vehicle VIN numbers). The important qualifier is that each token must be unique. It must be the only one of its type in the universe and owners are able to guarantee asset authenticity, scarcity, programmability and trackability over the internet.
Auctioning Lamborghini NFTs
Recently, Lamborghini also got into the NFT thing and, together with NFT PRO and RM Sotheby’s, will receive bids on the five pairs of physical and digital artworks by the renowned artist Fabian Oefner. Each auction will last for 75 hours and 50 minutes, the exact time it took Apollo 11 to leave Earth and enter the moon’s orbit – but that’s not the only reference to human space exploration.
The physical artwork, known as the Space Key, contains carbonfibre pieces that Lamborghini sent to the International Space Station back in 2020, as a part of a joint research project. Engraved with a unique QR code, these carbonfibre parts link the digital element – a series of 5 photographs of a Lamborghini Ultimae, lifting off toward the stars.
A complex composition
The images depict 5 separate moments within seconds from each other as the car rises above the earth. Its parts, the engine, the transmission, the suspension and hundreds of nuts and bolts are shooting away from the chassis like the exhaust flame of a rocket.
What may look like a computer-generated image is in fact entirely created from elements of the real world: the artist captured more than 1,500 individual parts of a real car. The photograph of the earth`s curvature was made by sending a weather balloon equipped with a camera to the edge of the stratosphere. The artist then carefully assembled all of these images into an artificial moment in time.
600-million pixel resolution
Each of the five NFTs has more than 600 million pixels. As one starts to zoom in, hidden details of these hyper realistic photographs are revealed. The resolution is so enormous that you can read tiny markings on the firing order of the V12 engine or marvel at the different milling patterns on the transmission cog wheels. The longer you look at the composition, the more secrets you discover…
“For me, ‘Space Time Memory’ is an analogy to the memories we make in life. Memories are rooted in the physical world; we make them in reality. We then store them in our brains, what could be considered the digital world. I often wonder, what is more precious to me, the actual moment or the memory of that moment? Analog to that, I wonder with the ever-increasing amount of digital realities around us, what is more precious, reality itself or the copies and derivatives of it, that exist in the digital universe,” explained Oefner on the idea behind his creation.
At the start of the project, Oefner meticulously studied the engineering plans of the Lamborghini Aventador Ultimae and created an accurate sketch of what the final photograph will look like. Based on that sketch, Lamborghini prepared all the necessary parts and components of a production ready Ultimae. The pieces were then photographed by Oefner and his team in a makeshift photo studio right next to the production line at the Lamborghini factory.
Upon returning to his studio in the USA, he combined the countless images into the composition envisioned in the sketch. It took Oefner and his team more than 2 months to create a moment and it is shorter than the blink of an eye.
In America, they call MPVs ‘minivans’ and in fact, that’s where these people-carriers started. In the mid-1980s, Chrysler came come out with a vehicle that could carry more people than a stationwagon and had the spaciousness of a van. It was actually an idea that Lee Iacocca and Hal Sperlich came up with when they were in Ford but Henry Ford II didn’t like the concept and then later fired both of them (for other reasons). Both men moved to Chrysler where they continued the project and introduced a new market segment that was so successful that it saved Chrysler from collapse.
Elsewhere in the world, the minivan idea caught the attention of other carmakers but they called it a multi-purpose vehicle (MPV) which emphasized its versatility in carrying people and cargo. MPVs quickly became a new segment, joining sedans, coupes, liftbacks, hatchbacks and stationwagons. They came in various sizes, big and small, just as with the SUVs that started appearing in the following decade.
Kia came out with its first MPVs in the late 1990s, a small one called the Carens and a big one called the Carnival. Both were popular in many markets and the Carnival was even adapted by Naza and sold as the Ria under its own brand in the 2000s. Although SUVs have since gained dominance in the company’s product lines, MPVs still have a place and the effort put into styling the Carnival’s fourth generation is no less than for the other models. In fact, Kia is even trying to reposition it higher up by referring to it as a ‘Grand Utility Vehicle’ (GUV?).
Large MPV with SUV style
The dimensions of the new Korean MPV give it an imposing presence on the road – slightly more than 5 metres in length and 2 metres wide. However, it’s not as tall as other MPVs and the styling is SUV-like with an upscale appearance. There is yet another interpretation of the ‘Tiger nose’, a familiar signature element in Kia models for some 15 years, which spans the whole width of the front end.
The detail is impressive with the integrated LED daytime running lights (DRLs), headlamps and grille, having a futuristic new look and unique light signature. The new Kia brand logo is also seen for the first time on a model in Malaysia, affixed to the bonnet and the rear door.
A key design highlight is its new ‘island roof’ design, with blacked-out A and B-pillars beneath a body-coloured roof. An eye-catching new C-pillar signature design also stands out, with a chrome fin bearing a subtle diamond pattern. Another element of the SUV-inspired design is the metallic lower skidplate at the rear.
The monolithic form is also aerodynamically efficient and little details along the sides keep airflow smooth for less drag. The underside is also largely closed off so air rushing through underneath does not become turbulent as it encounters openings in the floorpan.
The new body sits on a new midsize Hyundai Motor Group platform that has a longer wheelbase of 3090 mm and the structure has had a lot of engineering improvements to strengthen rigidity. There’s expanded use of hot-stamped parts as well as ultra high-tensile steel and cold-rolled steel.
Progression towards a more premium image
Like the exterior, the inside of the Carnival shows another progression towards a more premium image. The finishing is impressive and the materials have a high-class feel and look. Some new models have gone fully digital and touchscreen for everything and it is not always practical. In the case of the Carnival, the interior designers provide different adjusting methods that are more sensible.
For example, a rocker switch is used for temperature adjustment (individual for left and right sides) which is a lot better than a touchscreen which you need to look and pinpoint your finger on – not so good while driving. For the blower speed and switching between recirculating and fresh air mode, there are pushbuttons and for tuning the radio, a rotary knob is used.
The 12.3-inch touchscreen is the command centre for the infotainment system where you might need to just touch an icon once to activate an app. The system is Apple CarPlay and Android Auto ready so compatible smartphones can easily be connected and the popular apps operated from the display.
The 11-seater cabin
The lengthened wheelbase means a more spacious interior and there’s space for up to 11-persons in the massive cabin. That ‘11-seater’ is mentioned gives it an image of being a minibus though it is far from that! The 4-row/11-seat layout is available when really needed but it is likely that the Carnival will be used as a 7-seater at most with the fourth row folded into the floor. For smaller groups, it can even be configured with four individual rear seats (generously-sized) and a passage between them which can be filled by a table that appears when the middle seats are folded.
Each seat has 3-point seatbelts and the air-conditioning is well designed to ensure that the last row gets cool air as well. A separate control unit is provided for the rear occupants to adjust their environment for a more comfortable journey.
The Carnival comes with two side doors which are motorized and are ‘smart’ because they can open automatically when you stand next to them (or you can press the key fob button) . To avoid accidents when getting out, the sensors that are used for the blind spot detection are also used to detect vehicles approaching. If a vehicle detected and the door is about to be opened, its operation will be stopped. This is a great safety feature, especially for those with kids who may be eager to rush out when the vehicle is stopped.
The back door also has the smart sensing feature which opens it automatically upon approach. While it is certainly a convenient feature, it might not be practical in certain situations. For example, if you are parked near a wall and the door starts to open by itself (when you are nearby), the door may hit the wall or worse, trap you against it! Perhaps the system should detect if there is a wall and deactivate the automatic opening. Or better still, just deactivate the feature in the settings and use the button on the key fob.
Both the front seats have 8-way power adjustment with the driver’s seat having lumbar adjustment as well. The seating position is such that the driver can have a commanding position which is important given the size of the Carnival. In fact, on our drive, we had a rather small-sized person who was not intimidated at all by the vehicle’s size and found easy to drive.
Individual safety systems
The latest Carnival comes with a long list of active safety systems but it doesn’t have a suite with a fancy sounding name like many of the new models introduced lately. Besides the airbags at the front, all the side windows have curtain bags which will deploy if the vehicle is hit from the side and by covering the openings, there is reduced risk of someone being ejected if the accident is a violent one.
An interesting safety system is Multi-Collision Brake Control (MCBC) which reduces the severity of a secondary impact if it occurs after a collision. This can happen after the vehicle is hit and the driver may no longer be in control. When activated, the system measures vehicle speed and any changes of direction, applying the appropriate level of braking force to bring the vehicle to a stop. It may also use the electronic stability control system in some cases but will not activate if the speed is very high as automatic brake intervention at high speeds could cause undesirable vehicle reactions.
Driving impressions
The Carnival imported to Malaysia (and which will be assembled locally in future) comes with only a turbodiesel engine that runs on Euro5 (B7) fuel. This is the new 2.2-litre Smartstream unit that has an aluminium block which saves 38 kgs compared to the previous engine with a cast iron block. It generates 199 bhp with maximum torque of 440 Nm available from 1,750 rpm to 2,750 rpm. The strong low-end torque at the front wheels will be appreciated when the 2,000-kg MPV moves off.
Kia has fitted a conventional torque converter automatic transmission and it has a good choice of 8 ratios well matched to the relaxed engine’s characteristics. A rotary knob (with a high quality finish) on the centre console is used for selecting the main operating modes with a PARK button in the middle. The driver can choose drive modes for more acceleration or better economy but we found that the default mode is a good balance and there was no real need to use the other modes.
On the move, the size of the Carnival becomes less apparent the longer you drive it. Thanks to the nicely-weighted motor-assisted steering, the vehicle is easy to maneuver and it doesn’t wallow in corners either. The size and weight became advantageous on highways where there is good stability and the vehicle sits firmly on the road at high speeds. The long wheelbase also smoothens the ride quality although those in the rearmost row will tend to feel bumps a bit more noticeably.
For now, the Carnival imported in completely built-up form from Korea is priced at RM196,340.80 (without insurance, Peninsular Malaysia registration). You have a choice of 6 colours, and Dinamikjaya, the new distributor, offers a 5-year vehicle/100,000 km warranty and during the first 5 years (or maximum of 100,000 kms), scheduled maintenance will be free.
It’s no secret that the Carnival will be assembled locally at the Inokom plant in Kedah later this year. And the assembly operations will be managed by Kia Malaysia, which Kia Motors has majority share in. Naturally, when assembled locally, the price will be lower and if Dinamikjaya can maintain a similar level of equipment and features, the Carnival should be a worthwhile buy for those wanting a large MPV. As we said earlier, don’t let the ’11-seater’ description be a turn-off as the extra seats can be out of sight (though not removed).
Kia Malaysia reveals 5-year plan with 61% of local production to be exported
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