For those who do not like the bother of having to park their cars in a carpark, hotels usually have valets to do the job. But valets may no longer have to do it either as cars will be able to park themselves after the owner has exited. Perhaps the first cars to be able to do so will be from Mercedes-Benz which has developed and begun to demonstrate the capability.
Working with a technology supplier, the German carmaker has developed automated valet parking technology which it calls INTELLIGENT PARK PILOT. The technology is available in the EQS BEV sedan as well as the latest S-Class sold in European markets. In order to enable the car to drive and park itself, it also requires an intelligent infrastructure installed in the parking area.
Sensors installed at the building communicate with the car and guide its manoeuvring through the parking area. This will allow the car to operate in highly automated mode and without a driver, and has the possibility of additional capabilities such as automated EV charging, car wash and vehicle servicing or maintenance where vehicles move in and out of service areas on their own
The automated parking process makes use of a smartphone app and the driver has to first position the car in a designated drop-off area. When activated, the sensor system in the carpark checks whether a suitable space is available or was already reserved for the vehicle. If so, the Automated Valet Parking infrastructure confirms the hand-over of the vehicle for the driver in the app, and the car will depart on its own. It will then be guided with the help of the infrastructure to the designated space.
When the driver requires the car, a request can be sent with the app and the car will be guided to the pick-up area. This will certainly be convenient for owners as it will be unnecessary to walk around the carpark and, for those who may be forgetful, waste time searching for the place where they parked it.
Automated parking technology, which could one day be as common as cruise control, benefits drivers by easing the burden of the parking experience. It may even be possible for carpark operators to cram more cars onto a floor as the spaces can be narrower since there is no need to allow wide gaps for doors to be opened.
“Low-speed manoeuvres are part of the holistic opportunity for automated technology,” said Dr. Kay Stepper, Senior Vice-President of automated driving and driver assistance for Bosch in North America. “Automated technology in the specific use case automated valet parking gets consumers comfortable with how automated technology works and how it can benefit them.”
Engineering teams have been working over the past few years to further develop automated valet parking and support specific testing and deployments around the world. The technology was recently demonstrated at a hotel in Los Angeles, California.
“The demonstration at the InterContinental Los Angeles Downtown showcases how automated valet parking will operate in a working hotel environment where both automated and non-automated vehicles operate alongside pedestrian traffic,” said Dr. Stepper. “This allows us to dive into the dynamics of local deployments with the use of a highly-connected EQS from Mercedes-EQ to demonstrate how automated technology continues to move forward.”
“Our vision is that getting time back is a key component of the luxury experience our customers are looking for. The EQS gives you time back by driving itself in traffic jams on highways, but with INTELLIGENT PARK PILOT, it may also be able to park itself,” added Dr. Philipp Skogstad, President & CEO of Mercedes-Benz Research & Development North America. “INTELLIGENT PARK PILOT is a feature that together with the required infrastructure enables an automated valet service that gives customers even more comfort and relief in everyday life.”
‘Electrification’ is the probably the most heavily-used word in the auto industry today. Increasingly stringent emission regulations as well as commitments to become carbon-neutral to address climate change have forced carmakers to accelerate development and production of electric vehicles. Ford is even creating a specific business unit just for electric vehicles. The aim is to fully electrify their product lines by the end of the decade and for some, sales of vehicles with internal combustion engines will cease.
In tandem with this trend, there is also a growing industry where old models are being ‘electrified’. Classic models are having ‘heart transplants’ with their original engines being replaced by electric powertrains. It’s a slowly growing industry which will help preserve classic models of special value and allow them to be driven even in the new era of electrification.
We’ve already written about companies like Everrati and Lunaz carrying out such conversions and another British company called Charge Cars is also getting into the business. The company has an experienced engineering team with members who have contributed to various projects for McLaren Automotive, Jaguar Land Rover and F1 racing teams.
The original Ford Mustang in 1967.
The company has announced its latest ‘restomod’ project to build EVs which is a 499-unit production run of the iconic 1960s Ford Mustang. While some other companies require an existing body and chassis to convert, Charge Cars takes an officially licensed body with the design of the legendary Mustang. The bodyshell (in the fastback style of 1967) is made of composite material but has the necessary engineering to ensure that it is safe and can meet safety requirements for road use.
It’s something like what ACE (a subsidiary of EON) used to do with the TD2000, a model which had the looks of a 1950s MG sportscar but a modern powertrain and chassis. The powertrain was not electric and was a 2-litre petrol engine sourced from Toyota similar to that found in the early RAV4.
So Charge Car basically builds a new Mustang with the 1960s design and fits an electric powertrain into it. It gets two electric motors which presumably are installed at the front and rear as all-wheel drive is mentioned, something which the Mustang has never had. The total system output is 500 kW (equivalent to 680 ps) and up to 1,500 Nm, so it should easily get from 0 to 60 mph (96 km/h) within the claimed 3.9 seconds. The battery pack, which can be fast-charged, has a capacity of 64 kWh which is said to be good for up to 320 kms.
Charge Car will personalize the 2-person interior to customers’ requirements and there are various options and accessories to choose from. While the original Mustang had classic meters, the Mustang EV has digital instruments and a tablet-like centre panel which looks like the same idea as in the latest Mustang Mach-E e-SUV.
Each unit, which would be handbuilt, will cost upwards of £350,000 (about RM1.94 million) ex-factory. Orders are now being taken and the first customers will get their cars by the end of this year or early in 2023.
Like many other carmakers, Audi too has firm plans on electrifying its range and within this decade, it will have a range of models running only on electric power. The models will come under the ‘e-tron’ umbrella which is the name Audi uses for its battery electric vehicles (BEVs). Some are already in the market, the first having been launched in 2018, and more are on the way.
Not just a design exercise
The A6 Avant e-tron concept shows what a future BEV stationwagon will be like and Audi says it is not just a simple design exercise. Its lines and proportions preview future Audi production models which Premium Platform Electric (PPE) platform developed jointly with Porsche. The lines are a consistent development in Audi’s contemporary formal language, and significant elements like the closed Singleframe and the continuous strip of lights in the rear link it to the other e-tron Audis.
The concept car appears monolithic, as if from a single mould – particularly when viewed from the side. The gently backward sloping roof arch with the slanted D-pillar is a typical feature of Avant window design; the D-pillar rises from the stable base of the vehicle’s back end in an especially streamlined manner. The eye-catching quattro wheel arches effectively accentuate the width of the body and are simultaneously integrated organically into the side surfaces.
The wheel arches are connected by the specially sculpted battery area above the rocker panel, which is highlighted with a black inlay – a design element that is now a hallmark of the Audi’s fleet of BEVs. Also typical of e-tron models are the sleek, camera-based virtual exterior mirrors at the base of the A-pillar.
Advanced lighting units
The lighting units at the front and rear are technologically advanced. Digital Matrix LED and digital OLED technology make it possible to achieve maximum brightness and a wide range of features even with a minimal surface area while, at the same time, offering customizable light signatures.
Three small, high-resolution LED projectors are built into each side of the body, transforming the ground beneath them into a stage when the doors are opened – small, extended, dynamic lighting effects greet the occupants with messages in their own language. The projectors also display warning symbols on the ground to warn a bike rider that the car door is about to open, for example.
Another four high-resolution LED projectors – inconspicuously integrated into the corners of the vehicle – generate turn signal projections. The design of these projections can be modified to address different markets and approval regions as required.
The Digital Matrix LED front headlights deliver almost cinematic quality. If, for example, the car is parked in front of a wall during a break to recharge the battery, the driver and passengers can pass the time playing a video game projected onto it. Instead of on a small screen in the cockpit, they’ll see their current game’s virtual landscapes projected onto the wall in XXL format – and all this via the Digital Matrix LED headlights.
The rear end of the concept car features a new generation of digital OLED elements that, as a continuous strip of lights, act as a display for various digital light signatures and even dynamic lighting displays. The 3-dimensional architecture of the digital OLED elements – adapted to the shape of the body – makes it possible to perfectly integrate the night design into the overall look. This makes it possible to experience the dynamic light show not only in two dimensions – as was previously the case – but with an impressive, 3D spatial effect.
Cd of 0.22
Aerodynamics have always played a key role in Audi’s designs. The cd value of the 100 (C3) sedan at 0.30 was the lowest in its day back in the early 1980s. Now the electrically-powered Avant e-tron concept has a value of 0.22, said to be unprecedented in the electrified C-segment. This means greatly lowered aerodynamic drag, which initially translates into lower energy consumption to help extend range.
As this is a concept car, performance numbers quoted can be taken as targets: 700 kms of range with an 800V system, with 2 electric motors are capable of delivering 350 kW (469 ps) of total output and 800 Nm of torque to go from 0 to 100 km/h in less than 4 seconds.
High degree of variability inside
The Avant concept has the high degree of variability that has been a hallmark of this line of models since 1977. ‘Avant’ is a term derived from avant-garde and a 1995 Audi ad slogan. Measuring almost 5 metres in length and almost 2 metres in width, the A6 Avant e-tron is certainly a large and long car. It will not only provide comfortable accommodation but also take lots of cargo, just like the other Avant models past and present.
Thhe Beetle was Volkswagen’s first car and the company brought it back in a modern form in 1997. Now it is doing the same thing with the brand’s second model which was the Type 1 Transporter produced from 1949 onwards. It was actually on an extended Beetle platform and like the iconic car, remained in production for a long time. However, the Transporter, unlike the original Beetle, evolved in its design right to the current 6th generation.
With demand for MPVs in many countries, Volkswagen decided that one of the models in its all-electric ID. family would have to be such a vehicle, and for inspiration, the designers looked all the way back to the Type 2 which had various names in different markets (just like the Beetle). The original Transporter was especially popular in America and was one of the symbols of the 1960s counter-culture movement.
Evolution of the Transporter from 1949.The Transporter was Volkswagen’s second model and used the same platform as the Beetle.
Its low cost and simplicity made it easily affordable by the hippies who would live in it and gave the vehicles a lot of character with creative paintwork. And with the same durability as a Beetle, it lasted a long time with minimal maintenance too.
In 2022, the Type 1 returns as the ID.Buzz and it is fully electric. Like other ID. models, the ID. Buzz used the Volkswagen Group’s Modular Electric Drive Kit (MEB). This is the world’s first scalable mass production platform for fully-electric vehicles that can be configured for different models and segments. Its architecture allows for an evolutionary further development of software and technology, which not only benefits new models such as the ID. Buzz, but also models that have already been delivered, by means of over-the-air updates.
The iconic design
The unique design of the ID. Buzz has proportions that create a direct link with the original classic vehicle. Another feature that has always been typical of the model line is the iconic front with its V-shaped front panel, now flanked by charismatic LED headlights. The same goes for the optional 2- paintwork.
The ID. Buzz and commercially-oriented ID. Buzz Cargo have a long wheelbase of 2988 mm, roughly the same as that of the current 6th generation Transporter. The length of both versions is 4712 mm which means that, in relation to the overall length, the wheelbase is unusually long. This has allowed for more flexible packaging within, complementing the cubic shape which is ideal for maximising available space.
Function should get a priority over design and in the case of the ID.Buzz, it’s the first MPV that has a drag coefficient comparable to a car’s – 0.285 to 0.29 (ID.Buzz Cargo). Good aerodynamics are important, especially for an electric vehicle so that the motor can work less hard to maintain a desired speed. Of course, it’s the same with cars with combustion engines too as less wind resistance means less energy consumed and more fuel saved.
And talking of energy, the ID. Buzz and ID. Buzz Cargo will have a 77 kWh lithium-ion battery pack to power a 150 kW electric motor, which – as the flat engine once did in the Type 2 – drives the rear axle. The position of the battery, integrated deep down in the sandwich floor, and the lightweight electric drive system result in a good distribution of weight and a low vehicle centre of gravity. Both factors optimise the handling and agility.
The battery pack can be charged from wallboxes or public charging stations using 11 kW alternating current (AC). Via a CCS plug connector at a DC rapid-charging station (direct current), the charging power can be as much as 170 kW. When charged in this way, the battery charge level rises from 5% to 80% in about 30 minutes.
For the ID.Buzz, the interior has been given a lounge-like, friendly ambience for 5 people to enjoy travelling. The spacious cabin maximizes utility and comfort, while dazzling with high-tech features and an interplay of colours and materials.
The cockpit is both high-tech and ergonomic with a 10-inch Digital Cockpit display and 10-inch or 12-inch infotainment/navigation system positioned centrally in the dashboard. Both the Digital Cockpit and infotainment system are connected with the instrument panel only at the bottom, looking like free-floating tablets. Beneath the infotainment system is a control bar with digital buttons and touch sliders.
A love for detail is reflected in the stylized vehicle silhouette that is embossed in the lower side seat trim, and the fold-down tables located in the backs of the front seats. Wholly practical, by contrast, is the optional height-adjustable cargo floor, which creates a level load space surface. The upward-opening rear hatch reveals 1,121 litres of luggage space and 2 side sliding doors are fitted as standard.
Volkswagen Commercial Vehicles has developed an optional movable and removable centre console specifically for the ID. Buzz. The idea for this multifunction box was derived from the concept car shown earlier. In its upper section, it provides storage bins (in the case of the ID. Buzz Cargo, a cupholder), that can accommodate bottle, tablets or laptops.
As with other models of ID. family, the ID. Buzz comes with the interactive ‘ID. Light’. It stretches across in front of the windscreen in the driver’s field of vision above the instrument panel, and gives the driver intuitive information based on the colour and position of the light signal. For example, a signal in the right-hand area of the strip advises of obstructions in this area or corresponds with a navigation instruction to change lanes. When the ‘ID. Light’ goes red, it is signaling danger and the need to brake.
The hippies of the 1960s would love the ambient lighting feature – as standard, there are 10 colours and customers can also specify the 30-colour option. This option lights up a strip in the instrument panel, the decorative strips in the doors, the storage bins in the doors and the footwell. The Digital Cockpit and the infotainment system also take on the chosen base shade. In addition, two colours can be combined in each case for the different zones, and a ‘Mood Menu’ activates preconfigured lighting profiles.
Depending on the specifications chosen by importers in different markets, there is the possibility of a 6-seat configuration, with individual seats arranged in 3 rows of two. On the extended wheelbase version, there can be a 7-seat configuration in a 2/3/2 arrangement.
The ID. Buzz Cargo is what in Malaysia would be referred to as a ‘panel van’, strictly for commercial registration and use. In standard form, this version can accommodate 3 persons in front on a bench seat. An individual seat can also be installed for another passenger.
Behind the seats is a fixed partition, separating off the cargo space which has no windows. The cargo space has a volume of 3.9 cubic metres and has rings on the floor and bars on the walls for securing goods. Besides a wide-opening tailgate, the is one sliding door on the passenger side and customers can also specify a second sliding door on the other side as an option.
The ID.Buzz will go on sale in the third quarter of this year in some European markets. North America will see the extended wheelbase version in 2023 and deliveries will start in 2024. As for the rest of the world, Volkswagen Commercial Vehicles has not indicated when exports will start.
Mercedes-EQ which started in 2016 as a sub-brand of Mercedes-Benz dedicated to fully electric vehicles (EVs) was introduced to Malaysians in mid-2019. But apart from previewing the first model the new brand, which was the EQC, not much happened and instead, Mercedes-Benz Malaysia (MBM) focussed on the EQ-Power range which covered the plug-in hybrid (PHEV) models.
But the planning was going on behind the scenes and we were always told that EQ would be coming, and that day has arrived with the launch of the EQA 250 today. Although the EQC was the first model in the EQ range to be launched (in 2019), MBM has chosen to start off at the entry level with the EQA, the third EQ model which was launched in Europe last year.
EQC was the first model of the Mercedes-EQ range and appeared in Malaysia in 2019 to introduce the new all-electric range.
Decisions are made years ahead in the car industry and at the time MBM was planning, they would not have expected the government to offer full exemption of import duties and even roadtax for battery electric vehicles (BEVs). So the pricing of the EQA 250 would probably have been expected to be higher although incentives would have been expected.
So it must have been a pleasant surprise last October to be told that the EQA 250 could be sold duty-free in 2022 and for the next few years (longer if assembled locally). This has enabled the retail price, without insurance, to be RM278,201.25, and that also includes 50% exemption in sales tax allowed for CBU models. For now, the EQA 250 is offered with the AMG Line package that adds a sporty touch to the SUV.
The EQA 250 is related to the GLA (below) but its platform and architecture have been optimised for a BEV.
The EQA is related to the GLA and in fact, shares the same MFA2 platform which has been adapted for a BEV layout. So it’s not fully optimized for BEVs and to give the EQA 250 the efficiency it needs to maximise performance, it has been given a large battery pack and much attention has been given to aerodynamics.
Lots of wind tunnel and simulation work brought the Cd value down to 0.28, and the bodywork has been made as smooth as possible. Among the most important aerodynamic measures are the completely closed cooling air control system in the upper section; the aerodynamically efficient front and rear aprons; a very smooth, almost completely enclosed underside; specially optimised Aero wheels and specifically adapted front and rear wheel spoilers.
The EQA shows that cars of the future will still look like the cars were drive today, rather than the bubbles or bullet-shaped vehicles that were imagined to be on the roads in the 21st century. As mentioned earlier, it is like a BEV derivative of the GLA (but is really more than that). Its front end has the EQ design elements with a black panel radiator grille and central star. With the AMG Line package, the EQA 250 gets the sporty genes of the Mercedes-AMG brand. It reinterprets the twin-blade design of the grille and features a diffuser-look AMG rear apron.
A design feature is the continuous fibreoptic light strip across the front and rear, providing a distinctive visual signature. Mercedes-Benz has chosen blue for as its ‘electric theme’ so the headlights have a blue colour within. At the back, the LED units merge seamlessly into the tapered LED light strip to emphasise width.
The doors reach over the sills, keeping the frames (and thus also the occupants’ trousers) free of dirt and improving impact protection in the event of a side collision. All-round protective cladding adds ruggedness and structure to the overall proportions, hinting at the SUV’s off-road character, as does the simulated underride guard at the front and rear.
The EQA 250 has a straightforward electric powertrain consisting of a single motor driving the front wheels. The electric motor, a fixed-ratio transmission with a differential, the cooling system and the electronics form a highly integrated, very compact powertrain (eATS).The motor, which has an output of 140 kW/190 ps and 370 Nm of torque, is powered by a ‘double-decker’ lithium-ion battery pack with a usable energy content of 66.5 kWh.
The claimed acceleration time is 8.9 seconds from 0 to 100 km/h with a top speed of 160 km/h. The fuel consumption in petrol and diesel engines, the distance you can travel is dependent on many factors – even how you drive – and it’s the same for BEVs. Push the vehicle hard and you get less range but unlike combustion engines, low speeds are not necessarily inefficient. So MBM provides a range of 402 – 496 kms on a fully charged battery pack which would be good enough for regular motoring.
When it comes to recharging, there are various ways the owner can get it done and each one takes a different length of time. The shortest time is with a DC 100 kW fast-charger which can ‘refuel’ from 10% to 80% within around 30 minutes. The on-board charger can handle charging from AC power outlets at the home or in public locations but will take at last 5 hours 45 minutes from 10% to 100%. That pretty much means leaving the vehicle parked overnight so if you switch to a BEV, it will have to be part of your routine. Of course, if you ‘top up’ periodically, then you may not have to wait so long. Incidentally, if you want to charge at home, you will need a wallbox which will be additional cost for installation.
‘Fuel pump’ of the future – refuelling will be with electricity, not petrol or diesel.
For the convenience of its customers, MBM is setting up 13 DC fast-chargers installed in strategic dealer locations around the country. With the Mercedes-Benz Autohaus network quite extensive, this means that EQA owners will be able to travel quite far and be assured of quick charging. Until the end of 2023, using the charging stations will be free of charge.
Additionally, EQ customers will enjoy an exclusive 1-year subscription with JomCharge, where they will enjoy unlimited charging at a 50% discount at all JomCharge charging stations for the first 1,000 customers. The JomCharge locations are at Petronas stations and the petroleum company has said that it plans to install the fast-chargers along the North-South Expressway and part of the East-Coast Expressway.
Like most other companies selling BEVs, MBM offers a warranty of 8 years or up to 160,000 kms for the battery pack so first (and even second) owners should have no concerns about replacement cost. In time, there will be an increasing number of used battery packs and the issue of how to recycle them will become important. MBM is aware of this future issue and will prepare for it but says it is something that the industry will have to work together on as well.
The EQA 250 may be forerunner of the future of motoring but the cabin remains recognisable as other cars of today, albeit with a lot of digital technologies in the displays, including the MBUX (Mercedes-Benz User Experience) system with extended functions. The Mercedes-EQ tile in the media display is used to call up menus relating to charging options, electrical consumption and energy flow. The individual, transparent sections of the surface are illuminated from behind with the aid of fibreoptics. The right-hand display within the instrument cluster is a wattmeter rather than a tachometer, with the upper section showing the percentage of power used and the lower section indicating the recuperation.
The left-side meter can be used to show whether the destination can be reached without an interim charging stop. The colours change according to the driving situation: During a boost process, for example, the display changes to white. Depending on mood, or to match the particular interior, the user has a choice of four different styles and 64 ambient colours. There is also a head-up display projected on the windscreen.
The battery pack is situated underneath the middle section of the cabin, so it does not reduce the volume of the boot area, unlike earlier electrified vehicles which had battery packs in the boot. Thus there is a usable width of 1.3 metres and depth of up to 1.4 metres, for a volume of 340 litres. The 40:20:40 division of the rear backrest allows variability in the layout to accommodate longer or more items. Incidentally, the EQA 250 comes with an EASY-PACK tailgate which is just a fancy term for electrically-operated tailgate (which would be expected of a car costing this much) but doesn’t have the handsfree feature.
Electric vehicles are no different from other road vehicles where safety for the occupants is concerned. Mercedes-Benz, a pioneer in automotive safety, has used its long experience to ensure that the occupants of the EQA 250 will be well protected if an accident occurs and has also given thought to other road-users in view of the quietness of its running. It has an acoustic ambient protection alert so pedestrians and cyclists will be aware of its presence. The acoustic presence indicator generates specific Mercedes-Benz sounds outside of the vehicle up to a speed of 20 km/h and it differentiates between driving forward and reversing.
Due to the battery pack, the EQA is heavier than a GLA and more energy needs to be absorbed in the event of a crash. The supporting structures at the front and rear were adapted to accommodate this requirement by the use of thicker materials. And as it carries a battery pack and other high-voltage equipment, more stringent safety measures have to be incorporated.
An aluminium housing as well as the body structure of the vehicle itself protect the battery pack from potentially touching the ground and against loose chippings. The housing is part of the vehicle structure and thus an integral part of the crash concept. The ground clearance of more than 200 mm is a further advantage and the lowest point of the vehicle is not the battery pack but the side skirts.
If the EQA 250 crashes, the high-voltage system can automatically switch off, reversibly or irreversibly depending on the accident severity. This is particularly important for rescuers who may have to touch the vehicle in order to help the occupants to get out. Mercedes-Benz works with rescue services to train them to safely approach an electric vehicle and the EQA is fitted with a special disconnection point which can be used by the rescuers to switch off the high-voltage system. If an impact is detected while the vehicle is hit when it is being charged, the charging process will also be stopped immediately.
Mazda’s SUV range (discounting the Mazda Tribute which was jointly developed with Ford’s first Escape) started off with single-digit numbers – CX-3, CX-5, CX-7 and CX-9 (the CX-30 being an exception) – and last year, the carmaker announced that its new generation of SUVs would have double-digit designations. And these would be more premium, in line with Mazda’s aspirations to move further upmarket.
We were told that from 2021 to 2024, there will be no less than 5 new SUV models and their designations were even revealed: CX-50, CX-60, CX-70 and CX-90. The CX-50, not intended as an immediate replacement for the CX-5, appeared last November and is intended primarily for the North American market where it is now being built as well.
Now comes the CX-60 which is Mazda’s first plug-in hybrid electric vehicle (PHEV) and aimed largely at Europe. It’s not the company’s first hybrid as there has been a Mazda3 with a SKYACTIV HEV engine sold in Japan for many years. That hybrid drew on Toyota’s hybrid technology and with the association deepening in recent times, it is likely that this new PHEV may have been developed with some of Toyota’s long experience.
Most powerful Mazda production model to date
The PHEV powertrain has a SKYACTIV 2.5-litre petrol engine and a 100 kW electric motor powered by a 17.8 kWh high-capacity battery pack. With an output of 327 ps/500 Nm, it is the most powerful powertrain Mazda has offered in a production vehicle for sale to the public. Claimed 0 to 100 km/h performance is 5.8 seconds, with a range of up to 68 kms on just electricity in city driving conditions.
A new 8-speed automatic transmission and Mazda’s i-Activ All-Wheel Drive system delivers power to all four wheels, with Mazda Intelligent Drive Select (Mi-Drive) offering 5 different drive modes. Recharging is said to be within 4 hours using an ordinary power outlet.
Later, the CX-60 will also be available with two new engines for the PHEV powertrain – a new generation straight-six 3-litre e-SKYACTIV X petrol unit and a 3.3-litre SKYACTIV-D diesel. Together with the new engines and 48V technology, Mazda will also introduce a RWD version of the SUV. A bigger 3-row model, the CX-80, will be added to the range within the next two years.
Typically high standard of vehicle dynamics
With its emphasis on jinba-ittai (the unity between a horse and its rider) for all its models. It would be surprising to find the CX-60 also having impressive vehicle dynamics. Compatible with the CX-60’s longitudinal front-engine rear-wheel drive mechanical layout, Mazda’s SKYACTIV Scalable Architecture is matched to high bodyshell rigidity and a double wishbone front and multi-link rear suspension set-up.
Additionally, the CX-60 also has Mazda’s Kinetic Posture Control technology which further stabilises vehicle posture when cornering by braking the inside rear wheel to mitigate roll and the draw the car body downwards, while positioning the high-voltage battery between the front and rear axles and as low as possible, further helps the CX-60’s centre of gravity and stability. This is probably an evolution of the G-Vectoring Control (GVC) chassis technologies developed some years back and used in many models today.
KODO design maintained
The appearance of the CX-60 seems to have a bit of the CX-5, which is not unusual since the KODO design language is still being used. The grille has the familiar shape seen on other Mazdas but differs in detailing, while the body surfacing is masterfully done to exploit the flow of light across the body.
Besides design, Mazdas has always given craftsmanship a top priority in its products and for the CX-60, the very highest standards of craftmanship combined with new technologies and human-centric ergonomics to deliver a premium interior rooted in Japanese heritage.
The elegant, premium quality interior design introduces the ideas of Kaichou – an element of disruption which mixes different materials and textures. With the flagship Takumi version, materials such as maple wood, nappa leather combine with uniquely worked Japanese textiles and chrome details, and Musubu – the art of binding which was the inspiration for a specially detailed instrument panel stitching.
The treatment of the maple wood trim reflects the Japanese aesthetic of Hacho – asymmetrical balance, or intentional unevenness. The woven fabrics’ diverse patterns and yarns respond sensitively to changes in light, and a Japanese stitching technique called Kakenui creates ‘hanging stitching’ seams with spaces between the trim fabrics revealing a glimpse of the material beneath.
An innovative feature for some variants is the Mazda Driver Personalisation System> This can recognise the occupant of the driver’s seat via facial recognition and automatically make adjustments – seat position, steering wheel, mirrors, Head-up Display, even the sound and climate control settings – to fit their physique as well as their personal preferences. Whether this is a practical approach remains to be seen as there are some people who have unusual ways of sitting!
How will Mazda’s CX range evolve?
How the Mazda range will look by the end of the decade can’t be determined yet. The company has often said that it wants to move upmarket and has progressively given its products a noticeably more premium image. Having the new double-digit range of more premium models sold together with the existing single-digit models may be a way to see whether they can move into – and stay – in the upper level of the market.
But for sure, they will eventually rationalise their range one way or another because, as one senior executive explained some years ago, Mazda is not very big and its volumes do not allow it to have too much variety. It has been careful to choose models and segments to compete in, avoiding fragmentation that is inefficient. And it has done that well so far…
Visit www.mazda.com.my to know more about Mazda models available in Malaysia
Polestar, the Swedish car brand in the Geely Group, began its existence as a racing team before its expertise was used to start developing high-performance Volvos. It must have done pretty good work that Volvo decided to acquire it in 2015 and designate it as a high-performance division. After Geely acquired Volvo, Polestar was made a company on its own specialising in electric vehicles. And as its background was in high-performance products, it is focussed on high performance.
So far, the company has come out with two production models with others on the way. It has shown a concept car called Precept which will become a production model eventually. And more recently, it surprised the automotive world with a second concept car, this time a roadster. Called the Polestar O2, this is a hardtop convertible which shows that even with in the electric age, there will still be sportscars that can offer driving pleasure.
‘Hero car’ for the brand
“Polestar O2 is the hero car for our brand,” said Thomas Ingenlath, Polestar’s CEO. “It opens the door to our ‘secret chamber’ of future potential. This is a taste of what we can design and engineer with the talent and technology we have in-house. It looks incredible, and being able to lower the roof and not hear an engine promises a superb sensation.”
The driving experience with the O2 is designed to be lively, light and full of confidence. Predictability and playfulness are core to exciting, spirited driving. Tight body control, high rigidity and intuitive dynamics are inherent benefits of the bespoke bonded aluminium platform, which is adapted from the upcoming Polestar 5, developed in-house by the R&D team in the UK.
The high quality and rigidity of the bonded aluminium platform are geared towards heightened dynamic response. Handling dynamics are taut thanks also to small roll angles and high roll damping, and the agile, direct steering feel is linear, with great steering torque build-up.
Related to Precept concept
Clearly related to the Precept concept car but with its own distinct character, the look of O2 shows how Polestar’s evolving design language can be adapted to different bodystyles with a strong family resemblance. The low and wide body with an assertive stance, compact 2+2 cabin design, minimal overhangs and a long wheelbase, embody classic sportscar proportions but with a clearly modern, electric feel.
Aerodynamics are manipulated to maximise range, thanks to disguised design features like integrated ducts that improve laminar airflow over the wheels and body sides, and the rear lights that function as air blades to reduce turbulence behind the car.
Sustainability and technology
The O2 also showcases advances in sustainability and technology. A new thermoplastic mono-material features extensively in the interior. The term ‘mono-material’ describes the use of a single base material to manufacture different components. In the O2, recycled polyester is the sole material used for all the soft components of the interior: foam, adhesive, 3D knit fibres and non-woven lamination. This simplifies recycling and is a significant step towards greater circularity, while also reducing weight and waste.
Polestar’s sustainability teams believe that materials should be recycled, not downcycled. In the O2, they have integrated a new method of controlling recycled content and improving circularity of metal components. Different grades of aluminium are used throughout the chassis to help deliver a thrilling driving experience.
These different grades are labelled, allowing them to be recycled more effectively and for their properties to be retained. High grade aluminium remains high grade, while other grades maintain their varied characteristics, allowing for greater material efficiency and a lower requirement for virgin aluminium.
Integrated autonomous drone
As a special feature, the O2 features an autonomous cinematic drone integrated behind the rear seats. Developed in collaboration with Aerofugia’s consumer electronics brand Hoco Flow, the concept drone can be deployed while the car is moving. An integrated aerofoil can be raised to prevent turbulence behind the seats where the drone launches from.
Once in the air, it can follow the car at speeds up to 90 km/h and be set to autonomously record video from above. A control panel on the dashboard allows the driver to choose between an atmospheric sequence – great for a coastline cruise – or a more action-filled sequence with a sportier expression. After filming, the drone can autonomously return to the car. Video clips can be edited and shared directly from the 15-inch centre display when the car is parked.
“We wanted to emphasise the experience you can have with a car like the Polestar O2 in new and unusual ways,” said Maximilian Missoni, Polestar’s Head of Design. “Integrating an autonomous cinematic drone was something that allowed us to push the boundaries on the innovation front. Not needing to stop and off-load the drone before filming, but rather deploying it at speed, is a key benefit to this innovative design.”
Polestar has not said it will make the O2 for sale but given the enthusiastic response to it, perhaps they may consider. In any case, there are three cars confirmed over the next 3 years and each ‘has potential to gradually realise some of the ideas presented by these concept cars’, the company said.
For the auto industry, this decade is one which will require a major decision to be made on the type of vehicles to produce in future. It is clear that, besides going back to horse carriages, electrification of motorcars is the quickest solution to addressing one of the contributors to climate change. While there are ongoing debates about the actual benefits of electric vehicles (EVs) from a total perspective (including generating the lectricity), it cannot be denied that EVs generate no emissions and that can make a difference to air quality.
The industry has already begun its path to electrification and many have announced targets that will see 100% or almost 100% of the vehicles they produce and sell being fully electric by the end of this decade. But can this full-scale transformation take place globally? Can every country on the planet do away with combustion-engined vehicles and use only electrically-powered ones?
This is something the carmakers are grappling with and as Toyota has said, they do not want to leave any customer behind [by offering only EVs). Other carmakers have also said that they will introduce EVs in markets where conditions are acceptable and offer other solutions for those which cannot afford EVs in the immediate future. This can mean offering hybrid electric vehicles (HEVs) which are a bit less costly or try to cleanse the emissions of the combustion engine as much as possible.
Ford’s approach
Ford has announced its approach which will be to cover both the EV segment and the ‘old’ segment where combustion-engined vehicles will still be in demand. It will have two business units in its company as part of the Ford+ plan introduced last May. There will be two distinct, but strategically interdependent, businesses – Ford Blue and Ford Model e – the former focussing on products with combustion engines and the latter to be fully focussed on EVs and have the agility of a start-up.
Driving the change was recognition that different approaches, talents and, ultimately, organizations are required to develop and deliver of electric and digitally connected vehicles and services, while also fully capitalize on the company’s iconic family of internal combustion engine (ICE) vehicles.
Ford has over 100 years of experience in manufacturing motor vehicles and it will draw on this vast experience to continue making conventional combustion engine vehicles as well as the new generation of EVs.
“This isn’t the first time Ford has reimagined the future and taken our own path,” said Ford Executive Chairman, Bill Ford. “We have an extraordinary opportunity to lead this thrilling new era of connected and electric vehicles, give our customers the very best of Ford, and help make a real difference for the health of the planet.”
Dedicated EV division in China
The creation of Ford Model e was encouraged by the success of small, mission-driven Ford teams that developed the Ford GT, Mustang Mach-E SUV and F-150 Lightning pickup as well as Ford’s dedicated EV division in China.
“Ford Model e will be Ford’s centre of innovation and growth, a team of the world’s best software, electrical and automotive talent turned loose to create truly incredible electric vehicles and digital experiences for new generations of Ford customers,” explained Ford President & CEO, Jim Farley.
Continuing with iconic models
“Ford Blue’s mission is to deliver a more profitable and vibrant ICE business, strengthen our successful and iconic vehicle families and earn greater loyalty by delivering incredible service and experiences. It’s about harnessing a century of hardware mastery to help build the future. This team will be hellbent on delivering leading quality, attacking waste in every corner of the business, maximizing cashflow and optimizing our industrial footprint,” he said, adding that the company will continue to invest in combustion engines.
Ford’s President stressed that company will continue to invest in internal combustion engines and offer them in some models under the Ford Blue brand.
Ford Model e and Ford Blue will be run as distinct businesses, but also support each other – as well as Ford Pro, which is dedicated to delivering a one-stop shop for commercial and government customers with a range of conventional and electric vehicles and a full suite of software, charging, financing, services and support.
Making ownership experiences better
Back in the ‘dotcom era’ over 20 years ago, Ford was an early promoter of online media for its business. In this decade, Ford Model e also will lead on creating a new shopping, buying and ownership experience for its future EV customers that includes simple, intuitive e-commerce platforms, transparent pricing and personalized customer support from Ford ambassadors. Ford Blue will adapt these best practices to enhance the experience of its ICE customers and deliver new levels of customer connectivity and satisfaction.
The carmaker expects to spend US$5 billion on EVs this year, a two-fold increase over 2021. By 2026, Ford aims to produce more than 2 million EVs annually, which will represent about one-third of the company’s global volume. This is expected to rise to half by 2030, capturing with EVs the same, or even greater, market shares in vehicle segments where Ford already leads.
“This new structure will enhance our capacity to generate industry-leading growth, profitability and liquidity in this new era of transportation,” said John Lawler, Ford’s Chief Financial Officer. “It will sharpen our effectiveness in allocating capital to both the ICE and EV businesses and the returns we expect from them – by making the most of existing capabilities, adding new skills wherever they’re needed, simplifying processes and lowering costs. Most importantly, we believe it will deliver growth and significant value for our stakeholders.”
Like all carmakers, Kia Corporation has formulated strategic plans for the rest of this decade, not just with respect to electrification but also for the bigger picture of mobility. The company aims to be more than just a car manufacturer and be a Sustainable Mobility Solutions Provider. To achieve this vision, its roadmap builds on the successful ‘Plan S’ strategy first announced in 2020. This corporate vision is supported by three key pillars – people, planet and profit.
The company has set 4 key business targets to reach by 2030. These core business aims are: accelerating electrification and achieving annual sales of 1.2 million battery electric vehicles (BEVs) by the end of the decade; reaching 4 million annual vehicle sales by 2030s; expanding the application of connected car features and autonomous driving technologies to all new vehicles; and of course, become the No. 1 brand in the global purpose-built vehicle (PBV) market.
During a recent CEO Investor Day event, Ho Sung Song, President & CEO of Kia Corporation, said: “Kia has been undergoing a full-scale transformation which has included changes in corporate vision, logo, product and design, and strategy. To achieve the company’s vision of becoming a Sustainable Mobility Solutions Provider, we will focus on accelerating the transition to future business models. We will become even more customer-centric in our approach and pursue a dynamic transformation while maintaining sound business operations.”
During the 2 years since first revealing its Plan S strategy, Kia has recorded its highest ever gross revenue and operating profit (in 2021). It aims to continue this positive momentum to create further value in both qualitative and quantitative aspects from 2022 onwards.
How to reach 4 million units?
Starting with an annual global sales goal of 3.15 million units in 2022, Kia will progressively increase annual volumes to 4 million units, which will be a 27% increase from its target for 2022. As part of this quantitative growth, the company will also expand sales of eco-friendly vehicles such as BEVs, plug-in hybrid electric vehicles (PHEVs) and hybrid electric vehicles (HEVs). In coming years, the proportion of eco-friendly cars will go from 17% of global sales in 2022 to 52 per cent in 2030.
The EV6, launched last year and voted 2022 European Car of the Year, is just the beginning of Kia’s EV offensive.
The increase in proportion will be more evident in major markets with strong environmental regulations and a growing demand for EVs. These are markets such as Korea, North America, Europe and China, and the proportion will go up to 78% by 2030.
14 BEV models by 2027
Kia aims to solidify its position as the world’s leading EV maker and to achieve this, it will expand its BEV product line-up. The present line-up is limited but from next year, there will be at least 2 BEVs per year, with a full line-up of 14 BEVs by 2027. Compared to its previous plan to release 11 models by 2026, Kia will also add 2 electric pick-up trucks – a dedicated electric pickup truck and a strategic model for emerging markets – and an entry-level BEV model.
Its EV range will be topped by a flagship model, the EV9, set for launch in 2023. Although the EV9 will be a large SUV with a total length of around 5 metres, it will have a claimed acceleration of 0 – 100 km/h of 5 seconds, and range of approximately 540 kms. Advanced technologies will allow for 100 kms of driving range on just a 6-minute charge.
A first for Kia, the EV9 will also feature OTA (Over the Air) and FoD (Feature on Demand) services that will allow customers to selectively purchase software functions. In addition, it will be the first model to be equipped with Kia’s advanced AutoMode autonomous driving technology.
Prototype of the EV9 which will be the flagship of Kia’s EV range when it is launched next year.
1.2 million BEV sales in 2030
New models like the EV9 will help Kia increase sales of its BEVs from the 160,000 units planned for this year to 807,000 units in 2026, and 1.2 million in 2030. That’s a 36% increase from the 2030 EV target announced during last year’s CEO Investor Day, indicating that the company is going to take a more aggressive approach. Kia projects that over 80% of its BEV sales in 2030 will come from Korea, North America, Europe and China, and a 45 per cent share of total Kia sales will come from these major markets.
A Kia factory in Slovakia.
To meet the demands of the expanding volume of EVs each year, the roles of individual production sites will evolve. Korea will serve as a global hub for R&D, production and supply of EVs, while other global production sites will produce strategic EVs for each market.
In Europe, for example, small and medium-sized EVs will be produced starting from 2025. In the USA, where mid-sized SUVs and pick-ups are popular, electric versions of these models will be produced locally from 2024. In China, Kia plans to introduce mid-size EV models from next year, and for India, there will be entry and mid-size EV models from 2025 produced there.
Kia EVs will use the Hyundai Group E-GMP specially developed for Battery Electric Vehicles.
Batteries are a crucial item for BEVs as they supply energy to power the motors so Kia is planning to upgrade its battery technology, and establish a battery supply and demand strategy. While establishing a stable battery supply and demand system by outsourcing to global battery companies, Kia also plans to get batteries from the Indonesian battery cell joint venture. As crucial a factor as supply will also be cost, and Kia is working towards reducing system costs by 40%t, thereby enhancing price competitiveness.
Autonomous driving technology
Autonomous vehicles will come in future and Kia is actively developing the technologies which will be branded ‘AutoMode’. This will include a Highway Driving Pilot feature which would enable driving without driver intervention on highway sections. It will make its first appearance in the EV9 next year, and by 2026, all new models launched in major markets will be available with AutoMode. The adoption rate is expected to surpass 80% and in the long term, the company plans to further upgrade AutoMode technology and implement fully autonomous driving technology.
Having delivered 8,439 BMW passenger vehicles and 978 MINI vehicles, BMW Group Malaysia captured the leading position in the segment last year. Of the number, 16% were electrified, bringing the total number of electrified BMW and MINI vehicles on Malaysian roads today to just over 21,600 units.
“2021 was the year of our electrification-offensive, for us as well as the BMW Group worldwide, and with the amazing response we have received in Malaysia for the all-new BMW i models, we are confident that the Electric Future we envision for Malaysia will soon become reality. We are ready for it and so is Malaysia as we now steer and drive into 2022 fully electrified,” said Hans de Visser, Managing Director of BMW Group Malaysia.
3-Series most popular
The 3-Series accounted for 28% of total BMW deliveries with over 2,400 units in 2021, the most popular model being the 320i Sport. The 2-Series overtook the long-favoured 5-Series for the very first time, with over 1,270 cars delivered to customers. For this model, the 218i Gran Coupe introduced in October 2020 was the bestseller. The 5-Series, which is the second oldest BMW model line assembled in Malaysia, followed closely behind with 1,150 units.
Bestselling BMW model in Malaysia in 2021 was the 3-Series.
Throughout 2021, the BMW X family of Sports Activity Vehicles (SAVs) remained popular, with over 3,200 vehicles delivered. The X1 continued to be the top-seller over 960 units, followed by the electrified X5 which had over 850 units delivered, a 22% increase from the previous year.
More electrified MINIs sold
The MINI brand saw a 5.6% growth in 2021, led again by the MINI Countryman. Over 68% of MINI sales were of this model, the largest in the range. Like the BMW brand, MINI too has seen increased sales in its electric models. In 2021, over 16% of all MINI vehicles delivered were electrified, compared to 2020 where the figure stood at just over 7%.
There is increased interest in electric vehicles, as evident by growing sales of the MINI Electric.
Over 50% of all BMW and MINI vehicle (and also BMW Motorrad motorcycles) delivered last year were financed by BMW Group Financial Services Malaysia. The digitalisation of the customer journey also continued with the expansion of the BMW Engage online financing application to include the BMW Premium Selection brand. Eight out of ten contracts last year were funded digitally, equating to over 4,400 contracts funded via BMW Engage.
Globally, the BMW Group reported 8.4% growth last year, with a total of 2,521,525 BMW, MINI and Rolls-Royce vehicles delivered to customers worldwide. BMW vehicles accounted for 88% of the number and for fully electric models, there was a 133.2% increase (for all brands), which is an indication that electric mobility is catching on and growing each year.
100,000 vehicles assembled locally
BMW Group Malaysia will soon set a new milestone at its assembly plant in Kulim when the 100,000 vehicle assembled (from the time BMW itself was involved in local assembly) rolls out. This eventual milestone affirms the carmaker’s confidence in its continued investments towards building and sustaining Malaysia as a regional automotive hub. With growing interest for electrification in Malaysia, the BMW Group has also introduced more powertrain options for its line-up of locally-assembled models.
The 100,000th vehicle assembled in Malaysia since the BMW Group Malaysia was established will soon roll out from the facility in Kedah. (Below) BMW engines are also assembled in the same area at a separate facility.
With range anxiety and infrastructure being the most pressing issues for customers and automakers alike in advancing electromobility in the country, BMW Group Malaysia says it will continue to accelerate the roll-out of its public charging network nationwide. As of January 2022, there are 77 BMW i Charging facilities across the country, with 25 facilities powered by partnerships with local dealers and industry players. This network is complemented with 16 charging points with Shell Recharge & Park Easy as well as 319 charging facilities with GreenTech Malaysia and its ChargEV platform.
Going beyond selling motor vehicles
“We are going beyond delivering premium vehicles that are the Ultimate Driving Machines, but vehicles that are ultimately responsible for the planet and our future generations. We recognise that the time has come for a shared vision for electrified mobility with a shared responsibility by all stakeholders to act and transform our industries into a responsible ecosystem that is built for the future. For us at BMW Group Malaysia, this is an ecosystem where Future Mobility can truly thrive in. This is the future we envision and with the support of our customers, dealers, associates and the Malaysian government here – we are more than optimistic that this ‘Electric Future’ will be a successful one,” Mr. de Visser said.
BMW Group Malaysia will continue to accelerate the roll-out of its public charging network nationwide.
BMW Group Malaysia was established in the early 2000s to be directly involved in activities that cover the wholesale of BMW, MINI and BMW Motorrad vehicles, including overall planning of sales, marketing and after-sales. Since starting with just a National Sales Centre in Cyberjaya, the organisation has expanded to include assembly facilities in Kedah, the BMW Group Data Centre and BMW Group Regional Training Centre in Cyberjaya, and the BMW Group Parts Distribution Centre at the Free Industrial Zone of the Senai International Airport in Johor.
