DRIVEN: BMW 330e – it is the future, but with a catch

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For years, carmakers have seemed to be stuck in the identical cycle of creating slightly far better iterations of automobiles that came prior to. Lighter, larger, faster and much more efficient, but the recipe stays the identical – an internal combustion engine burns fuel to propel a crankshaft, spinning a transmission that sends energy to the road. Niche hybrids aside, the automobile as a piece of technologies has stayed stagnant for more than a century.

We’ve extended looked at electric automobiles as the true car of the future, one particular that you plug into your property just like a smartphone and produces zero emissions. Just like your smartphone, however, an EV’s battery life is unpredictable, and when you do deplete it, it takes ages to charge it back up once more. Fine if you’re just browsing Facebook, not so fine if you are on your way to Penang and the low battery warning just came on.

Indeed, most industry observers now see plug-in hybrids as a ideal answer, at least in the quick term. With a more potent electric motor and a bigger battery compared to a conventional hybrid, it supplies all of the benefits of an electric vehicle, but the presence of a typical engine means that it does away with the usual EV troubles of variety anxiety, long charge time and steep pricing.

Premium carmakers have been the largest investors in these autos, and Malaysians have been a strange beneficiary thanks to Power Efficient Automobile (EEV) rebates, with cars like the Volvo XC90 T8 Twin Engine and BMW X5 xDrive40e. But the new BMW 330e will be the actual litmus test for this technology, with its cost putting it firmly within the grasp of the entry-level premium auto purchaser. So, could this vehicle genuinely be a excellent fit for the typical three Series buyer? We take it for a spin on neighborhood roads and circumstances to discover out.

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Malaysians have been able to get the F30 BMW 330e iPerformance since late August, just 5 months right after it was unveiled to the world, generating it a surprisingly brief lead time. What’s much more, like other plug-in hybrid sold in Malaysia, the vehicle is locally-assembled (CKD) to take advantage of the aforementioned incentives.

As such, it comes into the industry priced at just RM248,800 on-the-road with no insurance coverage, slotting in just above the less effective, significantly less nicely-equipped 320i Sport. This puts it pretty a lot smack in the middle of the local three Series variety in terms of price tag, despite the fact that with the current discontinuation of the RM297,800 330i M Sport, it now sits at the best of that variety.

The 330e is also considerably much less pricey than its closest rival, the Mercedes-Benz C 350 e – Stuttgart’s personal take on the plug-in hybrid sports sedan recipe is priced amongst RM288,888 and RM298,888. Even so, the BMW does not come with really the level of kit supplied on the Mercedes.

Locally, the automobile is specced in Sport trim, losing out on the 330i’s M Sport package. Whether that’s a great issue or not depends on which appear you prefer best, despite the fact that most image-conscious Malaysians would most likely view it as the latter. I, however, do like the much more subtle appear that this vehicle has – with the sharp front finish and nicely-balanced proportions, there’s a reserved athleticism about it, but it’s by no means too showy.

Eye-catching full-LED head- and tail lights are normal across the variety, but the 18-inch Style 658 V-spoke alloy wheels mark the 330e out as the prime-spec model. What it doesn’t get is the iPerformance styling package that adds blue highlights to the grille and wheel badges – for the more conservative Malaysian marketplace, that’s almost certainly a good issue. Also missing is the BMW i front fender badging discovered on other markets, even though the eDrive badges on the C-pillars stay. The charging port is on the left front fender.

Inside, it is normal F30 three Series fare, with a no-frills, driver-oriented design and style that hides some questionable components and trim options, particularly compared to the outstanding interiors of the C-Class and the not too long ago-launched Audi A4. Nevertheless, it feels pretty effectively built for the most part, and has a clarity and simple logic to its switchgear layout and instrumentation that the others nevertheless have however to master.

As is the case with the regular F30, the 330e exhibits impressive packaging, with a lot of head- and legroom to spare in spite of getting smaller sized than the C-Class and A4. What has been compromised by the new-age powertrain is boot space, which has dropped from 480 litres to 370 litres.

Thoughts you, that’s nonetheless a lot more than the C 350 e’s boot, which can property just 335 litres. Far more importantly, the boot floor is totally flat, whereas the Mercedes has a stepped load bay which can hamper the loading of items. Disappointingly, however, the rear bench is fixed, rather than split-folding like the C 350 e.

As befits a range-topping model, the 330e comes with such niceties as Comfort Access keyless entry (comprehensive with handsfree bootlid opening), the complete BMW Expert navigation technique with an 8.8-inch widescreen display and handwriting recognition and a colour head-up display.

There’s also a sunroof and an electric rear windscreen blind – each of which are new to the neighborhood 3 Series variety – and the reverse camera is lastly regular and factory-fitted, alternatively of becoming a dealer-fitted option.

Connectivity features consist of the ConnectedDrive Services and Apps, like the cool Concierge Service that will even send directions straight to the navigation program. Owners can also be connected to the automobile by means of the BMW Connected app for Android and iOS, which can be utilised to monitor car information and battery charge level, as effectively as to remotely activate the locks, lights, horn and climate handle program.

Like most F30 3 Series models sold in Malaysia, the 330e is powered by a two. litre B48 TwinPower Turbo 4-cylinder petrol engine. Right here, it’s in the exact same tune as the 320i, and produces 184 hp from five,000 to 6,500 rpm, as nicely as 290 Nm of torque between 1,350 and four,250 rpm.

Sandwiched between it and the eight-speed ZF automatic transmission is an 87 hp/250 Nm electric motor, boosting total method output to 252 hp and 420 Nm a five.7 kWh lithium-ion battery juices the motor. With all systems go, the 330e sprints from zero to one hundred km/h in 6.1 seconds, half a second slower than the 330i. The prime speed is also a slightly a lot more modest 225 km/h rather than the 330i’s electronically-limited 250 km/h.

At the other end of the spectrum, the 330e is capable of reaching a claimed combined fuel consumption figure of just 2.1 litres per one hundred km, produces carbon dioxide emissions of just 49 grams per kilometre and has an all-electric variety of 35 km, with a maximum speed of 120 km/h in this mode.

Drivers can decide on between three devoted eDrive powertrain settings in addition to BMW’s usual Eco Pro, Comfort, Sport and Sport Plus driving modes. The very first is the default Auto eDrive mode, which – as the name suggests – automatically manages the two power sources depending on driving circumstances and the battery level, and optimises the use of both.

Put it in Max eDrive and the 330e properly becomes a full electric car, only engaging the petrol engine as soon as the throttle’s kickdown switch is activated, at which point it switches back to Auto eDrive to provide maximum thrust. Save Battery keeps the vehicle solely on petrol power to conserve range – except at extremely low revs, as the electric motor replaces the gearbox’s torque converter – and will also charge the battery up.

The car begins up in Auto eDrive and in Comfort mode, and it is in this setup that the 330e feels the most futuristic, leaning heavily on the electric motor in most conditions. Even below moderate acceleration, the vehicle will go all the way up to 80 km/h on electric energy alone – above which the petrol engine, being more effective at these speeds, requires over propulsion duties.

It takes a determined stab on the throttle to force the four-pot into play, but it’s not the cleanest of transitions. Though the engine spins into life smoothly and immediately, the additional energy does not in fact kick in until one or two seconds later, signalled by a sudden shove in the back as the 330e develops a second wind.

It is much much more seamless in Sport mode, in which the engine is up and operating nearly all of the time, only remaining in EV mode at quite low speeds. Floor it and the electric motor gives an immediate surge, augmenting the currently muscular petrol mill. In the right circumstances, the 330e will fling itself towards the horizon at a considerable clip, and it doesn’t feel too far off the far more effective 330i in terms of outright pace.

This impressive performance is readily felt even in Max eDrive – assuming, of course, you preserve the battery charged. In full EV mode, the car will happily hold up with the cut and thrust of everyday traffic, and will ably hum along at highway speeds, although the battery will be drained surprisingly quickly at triple-figure speeds.

Of course, no a single will be in a position to reach the claimed NEDC electric variety of 35 km – even the trip laptop shows around 32 km when fully charged, and that itself is optimistic. Take that into consideration, even so, and what’s left is still a quite decent all-electric range.

For instance, en route to returning the automobile to BMW Malaysia’s headquarters in Cyberjaya, I managed around 25 km, which was just about enough to take me to the nearby ChargEV point at the Malaysia Automotive Institute (MAI) – all the way from my property in Bukit Jalil – on electric power alone. This, all the even though driving at a pace that admittedly veered on the side of cautious, but never ever unrealistic or unsafe.

Save Battery lets the side down a tiny, especially if you commence off with a almost flat battery. Obtaining to both propel the car on its own and charge the battery signifies that the petrol engine feels a tiny languid, and fuel consumption easily jumps into double figures, even at a cruise.

Charging is capped at 50% right here, which is controversial – and no matter whether that’s a great issue comes down to personal preference. Fellow colleague Anthony Lim, who drove the vehicle in Munich, didn’t like the limit – preferring it to go all the way to one hundred%, as the C 350 e does. His reasoning is that extended journeys are perfect for charging up the battery, and as soon as you get off the highway you have full electric charge at your disposal.

But I can comprehend the move on the element of BMW – letting it charge all the way indicates that fuel economy requires a big hit, and the halfway mark on battery charge nevertheless outcomes in a variety of much more than 10 km, which need to be more than enough for final-mile zero-emission jaunts. Apart from, is not the complete point of a plug-in hybrid to charge it not on the road, but at property?

Either way, we both agree that Save Battery is exactly where the 330e feels the least impressive. And that’s not counting the reality that in this mode you’ll have to bear with engine’s automatic start/stop system in cease-and-go site visitors. Even though it’s considerably, a lot enhanced more than the usual – and infamously rattly – system on other BMWs, it nevertheless provides the automobile a slight shake upon start-up, at odds with the car’s future-forward really feel elsewhere.

In any mode, the eight-speed auto does the thankless behind-the-scenes job of putting energy from two various sources to the road, all the whilst undertaking it in a smooth and responsive manner. No matter whether you’re mooching around in town or receiving up on it on a mountain road in Sport, you are practically always in the appropriate gear, and for those uncommon situations that you’re not there are paddles for you to shift up or down as you please.

The smoothness is repeated in the powertrain, specifically in complete electric mode. Practically everyone who sits in the automobile raves about the lack of vibration and the immediate manner in which the 330e picks up pace from standstill, and even with the engine on there’s small harshness to be felt. Yes, you can hear it – augmented to sound a bit like a boxer, as with the 330i – but it is nonetheless really much muted, even under tough acceleration.

Of course, with small noise coming from under the bonnet, the lack of refinement that is apparent on each and every F30 three Series is made even a lot more stark right here. Even at moderate highway speeds there’s more than a rustle of wind noise, but all that gets drowned out by the sheer amount of tyre noise. It’s so loud, in reality, that it is borderline uncomfortable even at a cruise, and is simply unforgivable for a premium automobile.

But there’s just anything about the way every single F30 drives that feels just right. The light steering, becoming electrically assisted, offers little in the way of really feel and has a slightly lazy response on-centre, but flick the thick wheel far more than a couple of millimetres and the automobile swings around faithfully, pivoting tightly about an invisible axis like the outer arm of a compass.

Perched low – thanks to the enormous amount of seat adjustment offered – and far behind the front wheels, you feel like you are at the heart of the action, the vehicle seemingly yawing about the seat of your pants. The instinctive, agile way the automobile alterations direction is immensely satisfying, and makes the C-Class – which drives cleanly if unremarkably – feel like a boat in comparison.

Engaging Sport mode tends to make the steering heavier, but otherwise does nothing to make it much less inert, despite the fact that you do appreciate the extra weight when stringing with each other a series of corners. The brakes, nonetheless, are impressive, with a firm pedal and immense stopping energy that inspires confidence – in spite of featuring regenerative braking, it does not feel unnatural or imprecise.

Grip levels are higher, to the extent that in the dry it is nigh-on impossible to unstick it. Provoke it with adequate intent and effort and the rear will step out, but the 330e does not really feel anywhere near as willing to slide around as the 330i, most likely due to the further weight it is carrying.

It’s a lot happier when you drive it cleanly and with a more judicious use of throttle. It isn’t infallible, even so – in wet situations it can be tricky to place the power down mid-corner, the stability manage light blinking furiously if you so considerably as breathe on the appropriate pedal.

The suspension may not function the 330i’s adaptive dampers, but the passive setup nonetheless supplies a excellent balance among ride and body handle. Indeed, there’s a latent firmness to the ride, and you can undoubtedly really feel it over bigger, sharper bumps.

The trade off, nonetheless, is that the 330e shrugs off minor surface imperfections with such ease that you wonder if they have been there in the initial spot. It’s a level of compliance that the C-Class, for all its merits, again is not fairly in a position to match, particularly on the bigger alloy wheels.

The extended and brief of it is that the 330e is a deeply impressive machine, mostly delivering on its guarantee on decreasing the motor car’s impact on the atmosphere and your wallet, without sacrificing the intrinsic driving allure that characterises the propeller badge. Drive it the way you are meant to and it can redefine what you consider is possible in a vehicle, in a way that is indeed extremely refreshing.

Certain, there are flaws – it’s not fairly the ideal-driving bread-and-butter three Series on sale right now (that would be the 330i) and the F30’s characteristic poor refinement and sub-par cabin ambience continue to rear their ugly head here. But these that can look previous these problems will discover a genuinely likeable sports sedan with a powertrain that delivers a charm all on its personal.

But there’s a flip side to all of this all-exciting-no-guilt goodness, and it is that to truly get the most out of the 330e, you will have to live in the ideal utopia that BMW envisions you to. This, we’ll admit, does include a fair handful of individuals, but also excludes plenty other people.

You see, the 330e only truly tends to make sense if there’s a normal provide of electricity to feed it. Yes, you can drive it completely fine with no ever getting to plug it in, but on a limited charge its functionality reduces to that of a standard hybrid. Run it in Auto eDrive mode with next to nothing left and the auto provides all but a sliver of electric assistance, and relies on regenerative braking to charge the battery just adequate to do so.

For the car to operate as intended (i.e. on electric power most of the time), you will have to charge it completely at least every evening, and that’s poor news for the growing quantity of individuals residing in apartments or condominiums, practically all of which have no obtainable sockets in the parking lot that can be employed for charging.

These living on landed home will still need a socket outdoors their property, limiting the car’s appeal to a modest subset of men and women who conveniently live inside these parameters. It would be greater nevertheless if they have a charging station at the office – like we do here in Jaya A single – to usefully double the daily true-globe all-electric variety to about 50 km, but even fewer people have access to that.

Even if you do fulfil all the criteria, there will nonetheless be a couple of hoops for you to jump via. For one, you have to make doubly confident that you truly charge it every and each and every night. Overlook to fill up your regular fossil fuel-powered car and you can merely pop by the nearest petrol station neglect to charge the 330e and your only recourse is to let the petrol engine carry a whole lot of dead weight the next day.

And no, in case you have been questioning, you cannot use an extension lead to charge it – I plugged the auto into one the evening I brought it house (I was later told this was a complete no-no) and it promptly blew a fuse on the lead. Envision my dismay when I located out the subsequent day that the EV variety was all of 3 kilometres…

Mennekes Sort two charging cable expenses RM1,442

You may possibly consider that the i Wallbox is a have to-have for this automobile, which is not only a lot pricey on its personal at about RM6,000 a pop, but also needs a potentially expensive property installation that could expense up to RM5,000 (typical about RM3,000) depending on the complexity of the install.

Even so, even using the normal 3-pin charger that comes with the auto, the charging time is a still-reasonable five hours, very easily inside the usual overnight charge cycle. What is a worthwhile investment is the blue Mennekes Kind two charging cable (yes, it is sold separately) that you see in these photos, which comes with its own bag – it is offered at all BMW service centres at RM1,442 inclusive of GST.

This cable will permit you to use most charging stations on the ChargEV network – with a membership card bundled into the buy of the automobile – so you can charge your automobile whilst, say, carrying out the usual grocery run. Even then, it’s a flawed program the one at the well-known Suria KLCC, for example, was built to support the Nissan Leaf that was briefly sold right here, and makes use of the incompatible CHAdeMO Variety 4 connector normal.

Take all this into consideration and you’ll realise that at the end of the day, the 330e’s real-planet fuel consumption varies greatly depending on how you use it. By the time I returned the vehicle to BMW, I averaged 8.four litres per one hundred km which, whilst nonetheless impressive for the sort of performance the automobile gives, is fairly a massive jump from the quoted figure.

BMW Connected app lets you monitor car details and battery
charge, as properly as remotely manage certain functions

It need to be noted, even so, that the final number included a particularly spirited drive up to Genting Highlands, as nicely as lengthy stretches of driving in Save Battery mode. The latter was truly the fault of this writer, as I did not adequately program out when to charge the automobile, so I often ended up with a much less-than-perfect level of battery charge. These who routinely charge their cars ought to get considerably better mileage.

There are other unexpected benefits to frequent charging – for example, the battery basically becomes a reserve fuel supply if you run out of petrol. That is a really actual possibility with this automobile as the actual fuel tank measures just 41 litres, very easily drained if you really make use of all the obtainable overall performance from the petrol engine, specifically in Sport mode.

Case in point – during the aforementioned blast to Genting, the fuel tank ran completely dry halfway up the road to Gohtong, forcing the car into EV mode to get to the nearest petrol station. It was a unsettling knowledge to say the least, so it was a very good job I still had 11 km of electric variety to go…

Also reliant on usage is the total variety – BMW quotes a figure of 595 km with both the petrol engine and the electric motor at play, but common every day driving would see the auto return closer to 400 km, a result of the tiny fuel tank. Do bear in mind, however, that since the 330e is so reliant on the electric motor, charging it routinely could significantly extend the mileage.

So, to the original query – is the new BMW 330e really the proper automobile for you? That really depends on a number of variables, maybe much more than the average buyer is prepared to put up. Whilst the auto makes you make arguably the least compromise amongst the eco-friendly vehicles out there, it’s by no means hassle-cost-free.

Buyers will have to feel lengthy and difficult before they get swayed by the attractive price tag, as they will have to place up with a lot of alterations to their day-to-day routine if they truly want to totally benefit from the new-age driving experience it heralds. But of course, you could also just ignore all of that because it’s a hybrid and just treat it like a normal car.

If you are able to charge your vehicle at residence and can reside with organizing each and every route to get the most out of it, then the 330e could provide just the type of electrifying driving expertise the future promises.

The BMW 330e iPerformance Sport is priced at RM248,800 on-the-road without having insurance coverage. It comes with a five-year unlimited mileage warranty, 5 years’ totally free scheduled maintenance primarily based on the onboard Condition Primarily based Service (CBS), as effectively as a two-year tyre warranty. Browse complete specifications and equipment of all BMW 3 Series models on CarBase.my.

Paul Tan&#039s Automotive News

DRIVEN: Proton Ertiga – taking it out on the road

No shame in rebadging, if it serves up a remedy that would otherwise take as well long – and too significantly – to accomplish. Such is the case with the Proton Ertiga, which features the Suzuki MPV with the very same name as its donor. It’s the initial automobile to come about from the collaboration with the Japanese manufacturer, carried more than virtually wholesale for deployment in this market place.

As has been talked about ahead of, the notion behind the compact MPV’s introduction is straightforward adequate. Although the automaker has the Exora, not everybody needs a huge individuals mover, and price is often a paramount consideration at this level. With most just wanting as many seats for as tiny outlay as achievable, a B-segment supplying fits that short in the most appropriate style.

Which is where the Ertiga comes in. It opens up a complete new front for the national carmaker, affording it the means to take on long-standing and established competition such as the Perodua Alza with out possessing to go through the whole rigmarole of possessing to design and create one from scratch.

We take a closer appear to see if the off-the-shelf fix measures up. It is actually the second go with the Ertiga, but the initial was very significantly limited in scope, confined to the automaker’s test track in November last year. This time out, we put the MPV via its paces by means of a more reflective road test.

1st, a fast revisit of the automobile and its specifications. No revelations to be identified in those lines, even though the unfettered, generic shape must hold up well over the lengthy run. Compared to the original, the front finish of the Proton derivative functions a wider grille with a chrome bar running across the width. The front bumper has also been redesigned and functions larger fog lamp surrounds.

The rear, meanwhile, gets a mix of elements from the facelifted and pre-facelift Suzuki model, and the Ertiga sits on 5-split-spoke 15-inch alloy wheels across the model range, dressed with 185/65 GT Radial Champiro Eco tyres. A point about the centre caps, which wear the new Proton logo – fitment on the test mules didn’t look really flush or uniform, so that is one thing to boost on.

At 4,265 mm extended, 1,695 mm wide and 1,685 mm tall, with a wheelbase of two,740 mm, the Ertiga – which sits on a stretched Swift platform – is 327 mm shorter and 114 mm narrower than the Exora, but has a ten mm longer wheelbase. As for the Alza, it is major competitor, the Ertiga is five millimetres shorter and 65 mm taller, even though the Perodua has a wheelbase that’s ten mm longer.

The cabin is a dead ringer for that on the Suzuki, with every little thing brought more than in bulk, the only change being the Proton logo adorning the steering wheel boss. You get only one flavour for the interior, and that is a grey/beige colour scheme. Whilst the bright tone option lends a better perception of space, there are prospective troubles with going that route, but more about this later.

The drive presented a review of the rear dimensions of the interior via numbers. Past the rear aperture, you get 850 mm of available height, even though there’s 1,180 mm of width pre-wheel properly and 1,000 mm in in between the wheel wells. Depth, with the third-row seats totally folded, is 1,000 mm, growing to 1,820 mm with the second-row folded. With both rear row seats folded, there’s extremely decent cargo space to be had, at least to sight.

The Ertiga is offered in 3 variants, an Executive manual (RM58,800) and automatic (RM61,800) as well as an Executive Plus auto (RM64,800). A recap on gear. Normal across the range are front and rear fog lights, rear parking sensors, USB connectivity, two 12V power sockets (one particular in the second row), a rear air-con blower and a 4-speaker audio system.

The Plus adds on chrome garnish for the front fog lamp surrounds and the interior door handles, a driver seat height adjuster, a multi-function steering wheel and two front seat back pockets (as opposed to one particular on the base Executive). Also on, power-folding door mirrors with integrated LED indicators and and two dashboard-mounted tweeters to bump up the speaker count to six. No Bluetooth for the audio kit, although.

As for safety kit, the Ertiga is equipped with dual airbags, ABS with EBD and Isofix child seat anchors on the second row. There’s no electronic stability control offered for the vehicles right here, but regardless of this, the model is nevertheless worth a four-star ASEAN NCAP rating.

Energy comes courtesy of the Japanese automaker’s K14B 1.4 litre naturally-aspirated DOHC VVT petrol engine, familiar to all from the Swift hatchback. Here, it delivers 92 PS at six,000 rpm and 130 Nm at four,000 rpm, paired with either a five-speed manual or a four-speed automatic transmission.

The output figures aren’t all that hot (for instance, it has 14 hp and six Nm significantly less than the Alza), but it is nonetheless very good sufficient to get the Ertiga from standstill to 100 km/h in 11.eight seconds for the manual and 13.9 seconds for the auto.

What it lacks in output, it tends to make up for in fuel economy. On paper, the Ertiga is capable to achieve 5.7 litres per one hundred km (manual) and six. litres per one hundred km (automatic) on an European NEDC cycle run, which tends to make it the automaker’s first automobile to get an Power Effective Vehicle (EEV) certification. It is also the very first compact MPV in Malaysia to acquire the status.

On to the functionality. The day-long drive of the Ertiga began with a fuel economy challenge, carried out over a 72 km-extended route out from Proton’s Centre of Excellence to Bandar Malawati in Kuala Selangor. Cruising along for the most at speeds of 80-90 km/h on the motorway, the Ertiga felt smooth and largely poised, with the MPV very agreeable to the unhurried, light throttle approach we had been taking with it.

As for FC numbers, primarily based on the trip laptop reading, colleague Durrani Shahrom and I managed to coax 21.7 km per litre from the MPV more than the reasonably quick course. Unless you’re going to drive feather-footed and not encounter considerably site visitors situations on a daily basis, which is hugely improbable, this figure isn’t anyplace close to being realistic.

On the challenge, some heavier-footed drivers had been carrying out 17-18s, so primarily based on this a genuine-world average someplace in the 14-15s will be workable if you are judicious with the throttle, which is what the final reading was when we rolled in back to the COE in the evening, getting accomplished a lot more than 200 km. For the fuel challenge, we can only report our personal numbers, simply because the final figures elsewhere have been jumbled.

As expected, the steering has extremely small feel, but is light enough for urban function, and front seat comfort is decent. The second row seats, which can be slid backward and forwards as a lot as 240 mm, offer very good legroom if there are no third-row occupants, with the capacity to tilt the seat-backs becoming a boon.

Go with six, nevertheless, and it becomes a considerably tighter affair. To provide workable knee-space clearance on the very final row, second-row passengers will have to haul in the seats and have the seat-backs – completely – tilted up.

For short hops, this will not be an concern, and the rear-most seats are absolutely workable despite an apparent lack of headroom for taller passengers. Actually, that is quite considerably what they will be for, for brief runs within the city, since you can’t seat six and try lengthy-distance runs, not if you want to carry baggage, which presumably most do on out-of-town trips. If so, with 135 litres with the rear seats in position, these bags will have to be fairly little.

The Alza of course faces the very same concern, and has even much less space to boot (negative pun) with 83 litres, so one particular genuinely can’t complain about what’s offered on the Ertiga. If you do fold flat the third-row seating to accommodate luggage, this goes up to 400 litres, but then you’re basically left with a four-seater.

Now, the second-row 60:40 split bench can truly seat three, but with no lap belt in spot, that indicates the middle-most passenger goes without security. Not that it has stopped most, truth be told. An option permutation for five and cargo would be to deploy a single third-row seat and hope that half the accessible volume (about 200 litres) functions.

On to ride and handling. As opposed to the Perdana, exactly where at least there was some tyre-tuning on hand, the Ertiga rides and handles specifically as the Suzuki it was designed as. The latter aspect is not expected to be a forte on an providing such as this, and it is not.

Preserve it tidy and it is all quite manageable. Try corners at slightly larger speeds, even so, and you’ll discover fairly a bit of roll and only typical levels of grip, with a tail exhibiting a liveliness that isn’t all that reassuring. With no VSC present, even more so, and the latter is one thing that must be addressed.

The exact same can also be stated about ride elements. In an urban context and corresponding speeds there’s little to complain about, with secondary ride becoming fairly clean. The principal takes a bit more receiving used to, a lot more from the second row on, the stiffness brought about by the torsion beam set-up being evident.

At national highway speed limits and beyond, second row occupants will have to contend with a fair quantity of jiggle, amplified even additional on the third row. Makes you wonder what could have been had Proton’s ride and handling boys been provided the chance to work on the set-up.

Nonetheless, it is not uncomfortable, the Ertiga you just have to take a a lot more measured approach with it, as was noticed in the initial fuel economy component of the drive. In terms of civility, factors remain largely intact running into the 90-one hundred km/h variety, with 110 km/h becoming borderline in terms of NVH and general ride refinement.

Press on into and above the 120 mark and you’ll locate that while wind and road noise levels remain decent, the powertrain – and drivetrain – begins getting very raucous, and not extremely pleasantly so. The mill loses severe puff as well as the speed climbs, and even though it’s achievable to get the Ertiga to 160 km/h, inquiries remain as to how it will fare hauling more in the way of load, seeing as there have been only two in our car.

No surprises with the four-speed Aisin automatic’s functionality. You can really feel the transitions and the lack of gearing becomes apparent as you move higher up the speed scale, but it works well adequate in moving the MPV about in slower-paced urban applications.

A word about the auxiliary air-conditioning for second- and third-row occupants. The ceiling-mounted rear unit – which has its personal devoted cooling coil – takes in air from the cabin through a series of front facing intake vents, and the blower becomes really audible from the front row as a outcome of those apertures. No complaints about its efficiency although.

Some thoughts about the beige part of the two-tone colour scheme that adorns the interior. Light colours undoubtedly make the cabin really feel airier and bigger, and they always appear fantastic when new, but you can just see troubles cropping up down the road.

The seat fabric aside, high get in touch with wear locations appear to be the arm rest fabric on the door card and side panelling on the centre console. Actually, several places of the plastic trim appear like they will not be capable to escape inevitable scuffing (and the slow grind of gunk, more than time), so unless you’re fastidious, keeping it all pristine will be a challenge. The level of wear will rely on how often you taxi people around in the Ertiga, but it’s unavoidable.

So, the stick to-up report card on the Suzuki-derived Proton Ertiga returns a bit of a mixed bag of final results. There’s surely quite a lot of guarantee, but there are also shortcomings. Even though a day’s worth of driving does not truly reflect how it will shape up for most buyers more than the extended haul, there are some pressing points that look like they will unquestionably rear up.

The Ertiga is in its element approached in an urban context, as a individuals mover for city use, and if you are not in a hurry. Regardless of the shadow cast more than it by the Alza, it’s versatile adequate for what it is, certainly for the automaker in plugging a slot in a segment it previously had nothing at all in, but no matter whether the lack of pull and refinement when pushed will be an issue down the line will rely on the expectations purchasers have of it.

Paul Tan&#039s Automotive News

DRIVEN: Hyundai Ioniq Hybrid, thinking out of the box

The Malaysian vehicle marketplace is fairly predictable, but every as soon as in a blue moon, someone will spring a surprise. And as surprises go, the introduction of the Hyundai Ioniq Hybrid late final year (yes, we’re in 2017!) was a large a single. It is not just the availability of the Korean green car right here either – the timing, the reality that it is locally assembled, the pricing everything was scarcely believable to pundits and competitor brands alike.

It has been awhile given that a normal, non-plug-in hybrid vehicle was launched in Malaysia. Ever because the tax-cost-free window of chance for CBU hybrids (and electric vehicles) ended in 2013, the two Japanese companies that profited the most from the battery rush have stopped advertising the genre. Understandably so, as without government incentives, costs ballooned to the usual high levels that we pay for imported cars.

Hybrid automobiles produced a recent comeback, but the proponents this time are premium brands pushing plug-in hybrids. The little batch locally assembled PHEVs may be great value compared to pure petrol/diesel variants inside the range – thanks to tax breaks – but they are in the end luxury vehicles that are out of attain for most. Enter the Hyundai Ioniq Hybrid.

The Ioniq is Hyundai’s very first international green car, and apart from this standard hybrid version, it was also created to accommodate plug-in hybrid and pure electric systems from the commence. That is rather unique in the green vehicle planet. Toyota’s Prius is synonymous with hybrids, and there’s a plug-in version of it, but no complete EV. Nissan’s Leaf is the world’s greatest promoting EV, but you can’t have it any other way.

It is not future-proofing on Hyundai’s component either – all three types of propulsion are prepared to roll. This three-in-one at a single go move is both aggressive and impressive, and it makes it possible for clients to choose the level of electrification they’re ready to embrace. The regular hybrid – the very first step of the ladder – is expected to be the strongest seller, and this is the sole choice for Malaysia.

The Ioniq Hybrid went on sale in the UK in Q4 2016, and will only debut in the US this year, which signifies that we’re pretty swift off the mark here. Not undesirable for a CBU import, but it’s not – our Ioniq is locally assembled in Kulim to be eligible for CKD Energy Efficient Vehicle (EEV) incentives. That tends to make Malaysia the initial and only location outdoors of Ulsan in South Korea to assemble the Ioniq.

The Ioniq Hybrid is powered by a 1.six litre Kappa GDI engine, the direct injection Atkinson cycle unit producing 105 PS at five,700 rpm and 147 Nm of torque at four,000 rpm. Hyundai claims that this internal combustion engine has the world’s highest thermal efficiency at 40%. Interestingly, Toyota also claims the same 40% figure for the present fourth-generation Prius.

The engine is mated to a permanent magnet synchronous electric motor with 44 PS (32 kW) and 170 Nm, a 1.56 kWh lithium-ion polymer battery and a six-speed dual-clutch automatic transmission, which sends drive to the front wheels. The combined system output from the engine and electric motor is 141 PS and 265 Nm.

Higher efficiency was a primary goal, so that most of what is created is utilised. In addition to the ICE’s minimal losses – helped by the Atkinson cycle’s decreased intake pumping loss, EGR program and split cooling for the head and block – Hyundai claims that the electric motor achieves more than 95% efficiency and the DCT gearbox delivers class-major transmission efficiency of 95.7%.

Hyundai’s selection of lithium-ion polymer batteries for the Ioniq is all-natural – it is the best tech in town. Compared to the Ni-MH products in Toyota HSD and older Honda IMA hybrids, the a lot more advanced LiPo batteries boast decrease memory sensitivity, better charge/discharge efficiency and greater max output. Before you ask, the Ioniq’s batteries are supplied by LG Chem, and not Samsung SDI of Galaxy Note 7 flame. I meant fame.

Situated beneath the rear seats, the battery pack is shielded by a four-stage protection technique. In any case, the Ioniq is not only a Euro NCAP 5-star rated vehicle, the security physique has integrated it in its ‘Best in Class Vehicles of 2016’ list.

The battery pack’s “extra low” position contributes to the Ioniq’s low centre of gravity. Not only is its CoG of 535 mm decrease than the Elantra (562) and Veloster coupe’s (545) figures, it’s slightly far better than that of the Mk7 Volkswagen Golf GTI at 538 mm, Hyundai points out. Other contributing elements that suck the vehicle to the road are lightweight panels on the upper body and downforce that is among the lowest in the C-segment.

To be efficient, a auto has to be aerodynamic, and Hyundai has put in significantly work to keep the Cd figure down. At Cd .24, the Ioniq matches the newest Prius in aero terms whilst managing to appear a lot better.

Air resistance is minimised by a streamlined basic shape, air curtains that decrease vortex around the wheels (also helped by plastic inserts on the alloy rim spokes, which is a much far more elegant answer than plastic wheel caps), an integrated rear spoiler and active air flaps on the grille, which open only when needed. A smooth underbody with directed airflow courtesy of the front lip and wheel deflectors also aid the trigger.

Hyundai has employed aluminium whenever feasible. Apart from the aluminium hood and liftgate, which save a combined 12.6 kg, the lightweight material functions in the front back beam, front lower arm and knuckles, rear carriers and even the front brake calipers. The organization also utilised a high proportion of ultra higher strength steel (53.5%) and expanded the use of structural adhesives to reinforce welded seams.

The tech is sound, but so is what’s below the new Prius. One of the important points that sets the Ioniq apart, for me, is how it looks. The standard “hybrid profile”, as noticed on the prior-generation Prius and Honda Insight, is employed here for its aero qualities, but the shape has been fleshed out to look substantial and sporty. Good width, wheels pushed out to the edges and good proportions – a lot like how a 5-door Honda CR-Z would appear, I imagine.

The measuring tape backs it up. Compared to the Elantra MD – one particular of the most dynamic-seeking sedans in its class – the bootless Ioniq is 80 mm shorter (4,470 mm), but 45 mm wider (1,820 mm). The hatchback’s wheelbase is par for the C-segment course at two,700 mm, which matches the Elantra, Corolla Altis and Civic FC. No high-profile eco tyres here – the Ioniq rolls on 17-inch alloys and 225/45 Michelin Primacy three rubber, and the arches are nicely filled as a result.

It was Hyundai’s intention to make the Ioniq appear as standard as feasible, and I consider they’ve succeeded. The aero bits are well-integrated, exemplified by these trick wheel spoke fillers. Blue accent strips on the lower edge of the front and rear bumpers hint at the Ioniq’s eco status. Only if it doesn’t clash with the major body colour, even though – red and blue vehicles get grey strips.

To these eyes, whilst the Ioniq’s front finish is bold (huge grille, distinctive LED daytime running lights), the car’s ideal angle is from the rear 3 quarter, and I caught myself stealing glances at this K-pop star’s high-waisted, pert behind way as well frequently. Not plain nor overdesigned – the Ioniq appears quite excellent for an eco automobile.

The sense of normalcy continues inside, where the Ioniq sports a conventionally stacked dashboard with an instrument binnacle in the driver’s line of sight. No nonsense black on black is the theme right here, livened by blue highlights ringing the air con vents and push start button. The locally-fitted leather seats have matching blue stitching, so does the piping of the floor mats.

No central controller here, so it’s a simple centre stack. The touchscreen is a factory head unit in this very first batch of automobiles, but we realize that an Android system is below development. The latter will permit one particular to use popular navigation apps such as Waze on the car’s own screen, as observed in preceding Hyundai-Sime Darby efforts.

I’m not confident if numerous would use it, but I like the ‘Driver Only’ AC fan button, which caters to my weird habit of using ‘just enough’ air con when driving solo. There’s a Qi wireless smartphone charging panel as properly.

Even though the dash layout may not look sci-fi in the way the Prius does, there’s a higher tech really feel in right here courtesy of the digital instrument panel. Suitable speedometer aside (hybrids normally use a digital speed readout), it’s common hybrid fare, with Energy/Eco/Charge and battery level bars at every single end. To the principal dial’s proper is a screen that shows the Ioniq’s range of active safety systems at operate. An assortment of buttons on the steering wheel and under the driver’s AC vent manage these functions. Much more on this later.

You have been waiting to hear how it drives, and properly, the Ioniq drives a like a properly-sorted typical automobile. Don’t be also fast with the ‘meh’ response though, due to the fact this is right after all a committed hybrid model, and these items usually offer you small in the way of driver appeal. The Prius, for instance, has marvelled with its effectively-integrated and effective tech over the generations, but only the deranged would drive it spiritedly – such is the Toyota’s concentrate.

Push the start button and the auto comes alive in EV mode with out engine noise. You inch away with a gentle right foot, but the engine fires up at the smallest prod, which may surprise those familiar with Toyota HSD. This is regardless of the battery bar showing adequate levels of charge. Also unlike the Prius, there’s no EV button to force the Ioniq to run on battery power alone. Hyundai claims that the Ioniq can glide in EV mode up to 120 km/h, but from experience, this will be challenging to accomplish.

So, is this far more like a Honda IMA-style ‘assist’ hybrid rather than Toyota’s ‘full’ hybrid? No, since although Honda’s engine is permanently on and the e-motor assists whenever attainable, the Ioniq’s ICE goes to sleep when situations permit, which you will know when the EV ECO light in the meter panel comes on. The Hyundai is capable of operating purely on electric energy, but on its own terms. Keep in mind, the point was to make it as ‘normal’ as feasible.

So you quit fretting, drive it like you would a standard auto and leave the power juggling to the hybrid system. You will notice the seamless entry and exit the Kappa tends to make, which is far more like the Prius than standard vehicles with shuddering auto start-cease. Following awhile, you’ll forget that it’s a hybrid, such is the cohesiveness of the method.

It is effortless to do so, due to the fact with a dual-clutch automatic, the Ioniq feels a lot more dynamic and ‘connected’ than any other hybrid with the exception of the unicorn Honda CR-Z manual. Unlike everybody else in the CVT camp, the Ioniq driver gets to take pleasure in rev and sensation that’s in sync with his appropriate foot input. Feels fairly liberating for me, who like most of you, have been conditioned by the Japanese to think that there’s only a single variety of automatic gearbox for a hybrid.

It’s a excellent DCT as well, this in-house effort. This is my 1st time sampling it, and the six-speeder is very smooth and invisible in urban driving, which is not a offered for dry dual-clutch units. Shifts are smooth overlaps alternatively of the snappy changes made popular by Volkswagen’s DSG – lending a traditional auto feel to issues, which is appropriate for this application.

The seamless urban progress could be because there’s lowered interaction in between the DCT and the ICE at low speeds, where the electric motor normally does its job. This tends to make the transmission’s job easier, which should also boost reliability as standing starts, low rpm operate and partial clutch situations in site visitors are high on friction and tension for DCTs.

On the identical note, Hyundai tells us that its DCT was developed to have numerous serviceable parts – if one part surrenders, it can be changed independently of the gearbox. By the way, the Ioniq comes with a 5-year/300,000 km warranty. The hybrid battery has an eight-year unlimited mileage warranty, and it charges significantly less than RM10k should you require to replace it after the warranty period.

Back on the road, you step on it and realise that there’s no robust electric torque wave to push you along, which caught this hybrid driver by surprise. The Ioniq accelerates in a much more natural and progressive nature than some hybrids, which once again ties in with its ‘normal car’ ethos. Ditto the amount of engine braking. The Japanese may argue that it is a less effective way to arrive at the speed you want, but it sure feels greater.

The slightly soft delivery led us to try out the Sport mode, which perked things up considerably. Clearly not an afterthought, the racier mode sharpens up the throttle and response, whilst adding more resistance to the steering. The speedo morphs into a red-tinged rev counter, with digital speed readout in the middle. Never mind the latter although, since it’s a difference one can inform blindfolded.

We began by saying that the Ioniq drives like a properly-sorted non-hybrid auto. Accomplished with how ‘unhybrid’ it is, let’s zoom in on the ‘well-sorted’ portion. The fact that the half-day drive event integrated some twisty backroads plus a slalom and high speed lane change exercising on an airstrip were clues that this is no ordinary hybrid, but 1 that will not really feel like a fish out of water when hustled.

Correct adequate, the Ioniq is game for becoming driven enthusiastically. It shocked with a low rate of body roll and impressive grip on the road (it rained in components), with steering that’s quick and direct sufficient for winding roads. No funny feeling from the energy-harvesting brakes, despite the fact that pedal response is not the most progressive and lacks some initial bite.

Greatest of all, the suspension delivered a good blend of handle and comfort, in spite of the rather huge wheels. That’s one thing that has typically tripped up Korean cars that our area gets, but the Ioniq is properly-damped and feels Euro-tuned. There was 1 specific mid-corner dip in the road that I thought would have troubled the Hyundai, but no, it didn’t drop balance or trajectory. It was only later that I realised a multi-link rear suspension was specified more than the anticipated torsion beam, but independent or not, tuning is vital.

The slalom and emergency lane alter exercising firmly sealed our on-road observations. The Ioniq’s low centre of gravity delivers actual planet positive aspects – its inherent stability meant that ESC wasn’t needed even in the difficult, virtually violent switchbacks we attempted in the enclosed location. Miles greater to drive than an Elantra and not as well far from the best of the Continentals, I’d say. By no means mind the dynamic comparison with hybrid cars, the Ioniq is a excellent drive, period.

It does the mundane quite well too. Rolling refinement is good, and the Ioniq’s effectively-grounded nature comes to the fore in high speed cruising as effectively – with three onboard, we held a continual 150 km/h with no realising it. I like the driving position too the seat goes down very low for a non-sports auto. The several buttons and menus might take some understanding, but when familiar, need to pose no ergonomic problems. The rudimentary foot-operated parking brake is rather jarring in a higher-tech package, though.

Some notes from the back seat. Rear headroom wasn’t a difficulty for this 175 cm passenger and the seat base length was just good, which means that those who are taller might have to attempt the rear quarters for size. The Ioniq’s lengthy wheelbase may lead some to anticipate generous legroom – while sufficient, it’s not as roomy down there compared to sedans such as the Honda City and Civic (think Euro C-hatch). The dual-zone air con remains cold when the engine is off, and there are rear vents.

Final but not least is the Ioniq’s lengthy list of safety features. Best level crashworthiness aside, the RM100k regular spec auto comes with seven airbags (dual front, side, curtain and driver’s knee), ABS, brake help, hill-commence assist and Automobile Stability Management, which is very good.

But our top spec HEV Plus tester grabs headlines by adding on blind spot detection, autonomous emergency braking, lane hold help and adaptive cruise control for just RM111k. It’s unprecedented at this price point. All the functions were sampled and operate as advertised.

A single huge question that a half day session shared among three drivers couldn’t answer is fuel consumption. HSDM is most likely not highlighting the official figure – which is 29.4 km/l in the European cycle – to stay away from higher expectations and the inevitable disappointment (or worse, anger) when the claimed FC is not achievable in the genuine world.

As a guide, the US Environmental Protection Agency released fuel economy figures for the Ioniq final month, and the Hyundai’s 54 mpg highway, 55 mpg city and 55 mpg combined figures beat the Prius’ 50/54/52 score, so very good FC is somewhat assured. It might not drive like a typical hybrid, but the Ioniq confident sips fuel like one particular.

So, what do we make of the Hyundai Ioniq Hybrid? On paper, this was the deal of 2016, hands down. But it’s far more than just a good deal, it is a great drive as well, and proof that it’s possible to deliver hybrid economy with out completely ignoring driver appeal. The Ioniq does not conform to the hybrid template set by the incumbents, and is the much better for it. New pondering and new possibilities indeed.

Paul Tan&#039s Automotive News

Bosch unveils connected automobile concept at CES 2017

Bosch has unveiled a new notion vehicle at this year’s Consumer Electronics Show (CES), which focuses on connected mobility, an location the business expects will develop by virtually 25% by the year 2022. The notion is meant to showcase some of the technologies that may be fitted to future cars.

For starters, when you step into the vehicle, facial recognition technology identifies the driver, and sets the auto up according to his or her preferences. Things like the seats, side mirrors, air-con temperature and radio station are all adjusted according to the driver’s person preferences.

Interacting with the car’s technique is done through a haptic touch display or gesture handle function, which Bosch says supplies even much more feedback than conventional systems. Several OLED (organic light-emitting diode) displays ensure visuals are clearly noticed for navigation as well, and work with the car’s digital exterior cameras.

If making use of your hands is too a lot of a burden, the concept’s human machine interface (HMI) is also capable of responding to a wider range of voice commands than current systems, which are often limited to certain command terms. As the program is linked to a assortment of connected services, like your residence, you can ask the car to switch off the lights at residence.

Bosch also estimates that by 2025, which is when it hopes the HMI will make it to production, hugely automated driving systems will be employed in automobiles, saving the typical frequent driver in the United States, Germany or China almost 100 hours per year. With all that newfound time typically wasted in vehicles, Bosch hopes that the connectivity solutions it is supplying will permit drivers to invest their time more in a much more productive manner.

As a compliment to self-driving technologies, the firm also revealed its car-to-auto and automobile-to-bicycle communication technology that drastically reduces the possibilities of an effect with either automobile sort.

Paul Tan&#039s Automotive News

Make a Resolution You are going to Really Preserve in 2017 – and Never Overlook Your Vehicle!

New_Year_2017_AskPattyIf you&#39re like practically half of all adults, you have a New Year&#39s resolution – nevertheless, once the ball drops and the fireworks are all shot, our commitment to our resolutions seems to waver a little. A week into the new year, just 77 % of us are still holding to our promises, and right after six months, that number drops to just 40 percent, according to University of Pennsylvania investigation. &#0160

This new year, we invite you to not turn into a New Year&#39s statistic. &#0160Make a resolution you can actually hold – and while you&#39re at it, apply these convictions to your automobile, also. Right here&#39s our New Year&#39s Toast to all of you!

For Much more New Year 2017 Vehicle Tips go here: http://www.askpatty.com/posts/make-a-resolution-youll-truly-maintain-in-2017-and-dont-forget-your-automobile

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Ask Patty – Automotive Guidance for Women

Top ten most popular stories on paultan.org in 2016

It is genuinely no surprise that stories with a nearby tangent featured prominently in our most popular posts final year, given the slew of neighborhood model introductions in 2016. In the finish, six of the best 10 stories on paultan.org supplied an angle that was related to the two national automakers.

The very prime story was the drive report on the Perodua Bezza, according to Google Analytics information. It trumped everything, and by a whopping margin – the page views for the subsequent 3 stories place with each other nevertheless didn’t match the views it received.

This was followed by the story about Toyota price tag hikes on January 1. The Bezza featured again in the third most viewed post of 2016, this time with regards to its pricing. In fourth spot was the Proton Persona launch report.

A Volkswagen story about the Polo hatch was fifth, and Toyota and Honda – always brands in the mix, somehow – had the sixth and seventh most viewed stories, with the upcoming C-HR and new Civic respectively. Proton filled the final 3 slots with the Persona (1st drive), the new Saga (first information) and the Perdana (launch report).

Right here then is a recap of the best ten most viewed stories on paultan.org in 2016.

ten. New Proton Perdana officially launched – two.0L and 2.4L Honda engines, Accord-based sedan from RM113,888

In June, Proton launched the new Perdana, which is based on the previous-generation Honda Accord, like the current Perdanas used by government officials. At that point, everything you wanted to know about the automobile had been revealed, so it was quite a lot just the shouting.

9: 2016 Proton Saga information – 1.three VVT, pricing among RM37k to RM46k variant-by-variant specs detailed

Particulars about the 2016 Proton Saga have been revealed in this 1, ahead of the car’s launch. The story also contained a break-down of the gear levels for the variants that would be offered for the automobile.

8. DRIVEN: 2016 Proton Persona first impressions assessment – enhanced CVT response and NVH levels

Following the Perdana’s introduction, the national automaker brought out act quantity two, the Persona. The very first impressions report on the automobile ran a couple of weeks prior to it was officially introduced.

7. 2016 Honda Civic FC launched in Malaysia – 1.8L and 1.5L VTEC Turbo, three variants, from RM111k

It was a single of the most anticipated auto launches of the year. The 10th-generation 2016 FC Civic rolled in like a whirlwind and lit the scene up. It also put paid to the thought that the C-segment sedan industry was dead, as shown by the developing number you see on the road.

6. Toyota C-HR – production HR-V rival officially unveiled

Will this a single be a runaway accomplishment when it eventually arrives? Appears like it. Interest in the HR-V rival was keen throughout the year, as shown by web page view stats, and this story led the way. Honda ought to have a bit to be concerned about.

five. Volkswagen Malaysia ‘Drop Everything’ Sale – Polo Hatch RM70k, Jetta RM89k, Passat RM116k

Who says sales and promotion stories aren’t read? If you have a great sufficient deal, it will, and this one particular – which announced a stock clearance sale for locally-assembled 2014 and 2015 production Polo Hatch, Jetta and Passat models – certainly did.

four. 2016 Proton Persona officially launched, RM46k-60k

The Persona created it to the prime 10 most viewed list twice – after the initial drive impressions came the launch report, which became the fourth most study story on our internet site in 2016.

three. Perodua Bezza rates revealed – RM37k to RM51k

Two apiece for the Proton Persona and Perodua Bezza in this distinct list. The 1st for the Bezza was with this, when info about pricing was revealed a couple of days after the first drive report.

2. UMW Toyota hikes prices from January 1, 2016 – all models in Malaysia affected, up by as considerably as RM9.6k

On January 1, 2016, UMW Toyota announced an enhance in pricing for all models and variants (except for the Camry Hybrid) in its model line-up. The business had in October 2015 mentioned that it would be rising it prices come the new year, citing the sharp depreciation of the Malaysian ringgit against the US dollar.

1. DRIVEN: New Perodua Bezza 1.0L and 1.3L Dual VVT-i – P2’s very first-ever sedan is a game changer

Perodua’s very first-ever sedan was considerably anticipated, and the web page view clicks showed how keen readers were in wanting to know much more about the Bezza. The drive report, which ran before the car was launched, served up just about everything one necessary to know about the car, save the value, which came about two days later.

Paul Tan&#039s Automotive News

AskPatty is #Grateful in November for… Family members

AskPatty_is_#Grateful-09-Family

Thanksgiving is a time to be #grateful for our family near and far!&#0160

Will you be traveling to pay a visit to loved ones for a festive Thanksgiving meal?&#0160Whether stuck in Thanksgiving visitors or riding for hours with the in-laws, the “most fantastic time of the year” has severe potential to turn household exciting into family members feud. To assist ease the tension of holiday travel,&#0160Ford Motor Company&#0160and&#0160The&#0160Emily Post Institute have compiled a collection of &quotDrive-by Etiquette&quot&#0160tips&#0160to provide you a much better road trip encounter. Understand more right here at AskPatty&#0160

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Hold your young family members safe in and about vehicles for the duration of this holiday travel and buying season!

In cooperation with General Motors, SafeKids.com has designed an&#0160interactive ThingLink to&#0160remind you how to be safe during this vacation season while traveling close to and far. It&#39s a enjoyable way to get safety tips, and can become a enjoyable on-line game to play with your little ones: Merely hover more than the cardots to&#0160pop open a valuable tip. Click on more than to&#0160SafeKids.com to discover all the approaches you can maintain your young family members safe in and around automobiles in the course of this holiday travel and shopping season.&#0160

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Ask Patty – Automotive Guidance for Ladies

Infiniti QX50 Notion vehicle all set to debut in Detroit

Nissan’s premium automobile brand Infiniti is starting to improve in popularity in Europe, but its most significant market place by far is nevertheless in the US – which could be why the business has chosen the 2017 Detroit Motor Show to show its new concept SUV – the QX50 Idea.

It is an evolution of the brand’s final huge idea, the QX Inspiration, which debuted at the 2016 Beijing Motor Show. Infiniti has released some teaser images ahead of the car’s large unveiling at the show, permitting us to see the differences among the new QX50 Idea and the QX Inspiration.

• Detroit Motor Show 2017: preview

Infiniti says the QX50 Idea shows the style attributes of the QX Inspiration but on a automobile that could be adapted for production. The new idea is extremely related to what came just before but a couple of essential functions have been changed to make for a more realistic automobile.

Up front there’s nevertheless a bold grille with a huge Infiniti badge, flanked by sharp LED headlights and daytime operating lights. The design and style of the front splitter has been changed, though, and is now complimented by low-set LED strips on either side. The long bonnet does not have such a pronounced slope down, either, which would enhance visibility on an eventual production model.

• Infiniti QX50 evaluation

The QX50 retains the preceding concept’s sculptured sides, with flowing creases running down either door, but they’re a tiny significantly less exaggerated, even though the plastic-clad wheelarches are not as prominent as just before. Crucially, the tiny door mirrors have been replaced with full-sized units, whilst the panoramic roof and windscreen have made way for a traditional roof with silver roof bars running down its length.

No pictures of the interior have been released, but the organization promises a “driver-centric, passenger-minded” space, with premium craftsmanship throughout.

Infiniti has also hinted that a production model of the QX50 Concept could be a showcase for the brand’s groundbreaking VC-Turbo engine technologies. The world’s 1st variable compression ratio engine is stated to give petrol overall performance with diesel fuel consumption, and will also go on show on Infiniti’s Detroit stand.

• Infiniti QX Inspiration notion

“With the unveiling of the QX Sport Inspiration at the 2016 Beijing Auto Show, we showed the future of Infiniti QX models,” stated Roland Krueger, President of Infiniti. “The new QX50 Notion evolves this idea further and shows how Infiniti could create its future presence in the quickest-growing vehicle segment globally.”

The new QX50 Idea will go on show on the Infiniti stand at the 2017 Detroit Motor Show in January.

Infiniti’s autonomous future

The organization has also revealed upcoming plans for a set of new semi-autonomous driving technologies, named ProPILOT, to compete with the likes of Volvo’s Pilot Assist and Tesla’s autopilot. It will debut on the QX50 Idea, ahead of going on to function on the company’s new models.

The business is keen to point out that ProPILOT is not a fully autonomous driver replacement but a co-pilot – allowing the vehicle to navigate less difficult situations on its personal although aiding the driver with tracking and monitoring systems. Infiniti says “the driver retains ultimate handle more than their vehicle”.

Could the QX50 Concept be Infiniti’s big break in Europe? Let us know what you think in the comments…

Featured Articles

The paultan.org 2016 Prime 5 bikes – very best of the greatest

It’s been a year considering that we joined the crew of paultan.org, and in that time, 62 distinct motorcycles passed through our hands. Some had been assessment machines, other individuals had been for evaluation, and most interestingly, a couple have been passed to us due to the fact “we want to know what you believe about it.” We also assisted a couple of makers in prototype improvement.

The bikes we reviewed ran the gamut from urban bikes like scooters and kapchais, to all out race machines like the Kawasaki ZX-10R and Suzuki GSX-R 1000. In among we rode naked sports bikes, tourers and dual-goal machines.

Even though picking our prime pick for motorcycles wasn’t difficult – 1 machine stood head and shoulders above the rest – the high quality of engineering, construct, style and handling of today’s crop of bikes is certainly really close. So close that, when we do get a machine that does not measure up, it is, indeed, negative.

A single thing our top picks for motorcycles have in widespread is ABS. We really feel that in this day and age, there is no excuse for any bike above 250 cc to be sold with out ABS, even if there is a slight value premium to spend.

We assisted Bosch in creating a video on motorcycle ABS, and the advantage of such a safety device can’t be understated. It does not take significantly for a motorcycle to drop traction on a slippery surface, and for the duration of testing, we found out how effortless it was to shed handle when braking in an emergency.

Possessing been reminded in editorial meetings that we bring home the equivalent of a high-powered sports vehicle every weekend, this is our best pick of the motorcycles we reviewed and tested in the course of 2016. 2017 will be a distinct kettle of fish, and we are searching forward to new models from BMW Motorrad and Triumph, as properly as the long awaited Suzuki GSX-R 1000 L7.

And there you have it, the motorcycles of 2016, which represent what we really feel are the very best of the crop of test bikes that passed via our hands. Although some of your opinions could differ, we feel that the list under represents the most capable, or very best worth-for-money, motorcycles.

5. KTM Duke 250

Although not a new model by any stretch, we found a lot to like about the KTM Duke 250, as opposed to its racier sibling, the RC 250. As a single-cylinder naked sports machine, the Duke 250 was practically perfectly suited as an urban street weapon.

It had sufficient power to hoist the front wheel, and sharp handling to boot, some thing we identified out for the duration of a tough ride up Genting Sempah. It was somewhat let down by the vibration of the thumper engine, but that was one thing we could reside with, its advantages more than riding that brief coming.

Becoming targetted at the meat of the Malaysian small-bike market place doesn’t mean cut-rate components though, as the Duke comes common with WP suspension and Bosch 9 ABS. Trickling down from the bigger Duke 390 and 690 is the PASC slipper clutch, which was place to good use when charging tough into corners.

If we have been on a spending budget, and weren’t in all that much of a hurry, the KTM Duke 250 would definitely locate a spot in our stable as a everyday run-about.

four. Kawasaki ZX-10R

This stonking great stormer of a motorcycle was handed to us at Sepang, and subsequently on the road, and we identified it to be a large bruiser of a bike. With back-to-back World Super Bike (WSBK) championship titles, Kawasaki undoubtedly knows what they are performing when it comes to superbikes.

We had no opportunity to use all that rated 204 hp (with Ram-Air), but suffice it to say, the speeds we clocked on the ZX-10R at Sepang, and on the open highway, were high up adequate in the upper reaches of the speedometer to give you pause, and make you pray to whichever god you think in.

The point is the rider feels every single single kilogramme of the ZX-10R’s 206 kg weight, some thing we noticed when we rode the 2015 and 2016 ZX-10s back-to-back. Nonetheless, the 2016 ZX-10R’s suspension is really sophisticated, nicely-tuned to the bike and hustling the big litre-bike via the curves at Ulu Yam and Bukit Tinggi showed the Showa suspension is a excellent match for it.

Although we did like the Kawasaki ZX-10R for what it is, a no apologies provided and none taken racetrack weapon, living with it in every day traffic was a bit of a chore. Factors being what they are even though, the large Ninja would uncover a place in our steady, purely for the excitement of riding a bike only 1 race kit removed from a WSBK machine.

three. Ducati 959 Panigale

We travelled a fair way for this one, all the way to Buriram, Thailand, exactly where we participated in the Ducati 959 experience. As component of the occasion, we had been schooled in riding methods by 250 GP globe champion Manuel Poggiali.

Placed at the “entry-level” of Ducati’s superbike range, the 959 Panigale exhibited markedly different behaviour from the preceding 899 Panigale. Now displacing 955 cc, the Superquadro engine matched the handling behaviour of the 959 Panigale completely.

For the duration of our track session – and make no mistake, the 959 is most at house on the racetrack – the handling was sharp as a knife, and the amount of feedback imparted to the rider when heeled more than in a corner was incredible.

The Panigale isn’t made for lengthy-distance comfort even though, and that is not what this bike is for. What it is, is a racetrack weapon, constructed for the rider who appreciates sharp, responsive handling, and power that can be kept under manage.

two. Triumph Street Triple 675 R

This sports middle-weight has consistently placed higher on most motorcycle “best of” lists since it 1st came to the market place in 2007, and it is effortless to see why. We tested two various Street Triples, one particular from the Triumph Malaysia test pool, the other a long-term overview machine, which, at the end of the review, ended up in the author’s steady.

Boasting of a fairly higher specifications list for a middle-weight machine, the 675 R, with its inline-triple that puts out 106 hp, offered the virtually best balance in between controllable energy and ease of use in city commuting.

Coupled with the completely-adjustable suspension – anything missing from most of its competitors – we discovered the Street Triple to be positive-footed and agile, and it has, indeed, grow to be the author’s substitute for private transport, with the vehicle becoming left at house. The 675 is due to be replaced with the Triumph Street Triple 765, which sees its planet unveiling on January 10, 2017.

1. Ducati Multistrada 1200

A lot of motorcycle testing tends to be subjective, with the rider’s own private encounter, riding abilities and expertise coming into play. Reviewing motorcycles is rather harder than testing a car, as bikes want to be a touch much more multi-dimensional.

So, when the query was asked of the author, “which is the best bike you’ve ridden all year?”, the answer was straightforward: the Ducati Multistrada 1200. About as multi-dimensional as it gets, the Multistrada took the previous-generation model, and just made everything greater.

With a total suite of riding aids, the Multistrada proved itself to be capable in all locations. We took it for an overnight trip up to Cameron Highlands, and it handled the 1,000-km plus, challenging-paced, two-day journey in stride.

Comfort was a lot more than adequate, and the Multistrada’s road-handling manners have been exemplary. The cornering ABS and traction manage – common fitment on the large dual-objective – performed as advertised, saving the author’s butt not after, but twice, when emergency maneuvers have been named for.

Whilst the purchase-in cost of the Multistrada 1200 may possibly be prohibitive to many, suffice it to say that for the amount of income becoming spent, the return on investment is well worth it.

Paul Tan&#039s Automotive News

Honda Malaysia airbag recall: calling all affected owners replacements will only take up to 45 minutes

By now, the Takata airbag recall involving Honda automobiles in Malaysia is a rather nicely known issue – or rather we thought it is. As it turns out, really a quantity of drivers and owners have not responded to the nationwide recall of what is now the biggest automotive recall in the whole industry’s history.

And it’s not for the lack of trying on Honda Malaysia’s side, either. By July this year, the business has issued more than 240,000 letters to customers, sent 35,000 emails to owners, phoned much more than 2,000 customers and sent SMS messages to much more than 126,000 consumers.

On top of all this, it has also actively placed flyers on affected models that are parked in public locations, in hope that they would send their cars in. Most lately, Honda Malaysia stepped up its efforts to deploy staff to go door-to-door to method impacted consumers. The company is also operating closely with the Road Transport Division to method current owners of impacted vehicles based on JPJ information.

As a recap, Honda Malaysia issued a series separate recalls more than the matter: in May possibly, June and July 2015, and once more in May and June 2016. In total, around 264,000 Honda vehicles demand replacement front driver airbag inflators, and around 273,000 models require new passenger airbag inflators.

Models impacted include the Honda Accord (2003-2011), City (2003-2013), Civic (2001-2011), Civic Hybrid (2003, 2007-2012), CR-V (2002-2011, 2013), Freed (2009-2011), Insight (2011-2013), Jazz (2003-2007, 2009-2013), Jazz Hybrid (2012-2013), Odyssey (2004-2008) and Stream (2003-2005, 2007-2013).

To manage the unprecedented bulk of the product recall, Honda Malaysia introduced numerous measures. For a begin, all authorised service centres in the country were instructed to concentrate 50% of its resources and capacity to airbag inflator replacement tasks. This concerns safety right after all, it should not be taken lightly.

Subsequent, the firm set up Service Central Hubs (SCH) and Mobile Hubs (MH) to replace airbags for affected vehicles. This was carried out to support alleviate Honda dealers’ restricted service capacities for Takata airbag inflator replacement activity, and to make it far more convenient for buyers to reach servicing venues.

Three temporary hubs (northern, central and southern) have been operating seven days a week (except public holidays) considering that August 1, 2016. These static facilities are then supplemented by several mobile hubs that operate at a series of areas, including fuel service stations, shopping malls and the company’s personal Honda Family Road Trip venues.

Mobile teams then incorporate teams that go door-to-door to method affected consumers, as properly as to make arrangements for replacement activities on-website exactly where essential, if clients are genuinely unable to proceed to a dealership/hub for the replacement job. There was even a compensation offer you of RM50 per day for “loss of use of car” for impacted automobiles waiting for airbag replacement. This ran from July 28 to August 31 to get consumers to take notice.

Click to enlarge item recall procedure flow.

Mobile teams had been also deployed to used vehicle dealers to check the status of used Honda cars being sold and, if essential, the airbag inflators will be changed quickly to make certain that the airbag inflators in the impacted used Honda cars are replaced effectively prior to they are sold to new owners. Buyers of utilised Honda vehicles are also advised to verify their automobile status at www.productrecall.honda.com.my. Even grey import or “reconditioned” Honda models are covered.

By mid-August 2016, Honda Malaysia announced that parts availability for the driver front airbag inflator has reached 100%, so there will be no much more waiting for impacted vehicles for the essential driver’s airbag inflator replacement. Nevertheless, due to the international shortage of passenger front airbag inflators, the stock count stands at a respectable 70% availability as of December 2016.

The organization assures its buyers that it is performing everything in its capacity to meet the demand for replacement airbag inflators.

With all this completed, the only issue left is for the drivers and owners of affected cars to respond to the recall and send their automobiles in. With cases as serious as this (a ruptured inflator might cause severe injuries and even death, as previously reported – right right here in Malaysia, no much less), you’d expect these affected to be lining up, right? But that has not been the case.

As of December 2016, Honda Malaysia announced that despite all its considerable efforts (and the stock availability standing at a complete 100%) to expedite recall activities, it has only managed to replace 71% of impacted driver front airbag inflators, with a large number of impacted automobiles yet to respond to the recall. The completion ratio for passenger airbag inflator replacements stood at 50% as of finish-November.

Why? Aside from those who are genuinely unaware of the recall, the reasons provided by those who do know, but have yet to act on it will surprise you. These contain, “oh it’s my mum’s automobile my sister is driving it I’ve employed the automobile for 10 years with out concerns, so why ought to I bother?” Ah yes, all “legit” causes, right?

Other individuals, meanwhile, have slightly more valid issues, such as not having the time to do so, or even the be concerned that there will be significant work involved in replacing the inflators, which might scuff or harm their auto interiors. Well, the central and mobile hubs should assist the former concern, even though Honda Malaysia’s assurance that all service centres and hubs are staffed by educated Honda associates ought to serve the latter.

So, it now falls to affected drivers and owners to respond. Not confident if you are amongst those affected? Check it. If you have a buddy or colleague with the affected Honda models, it’s also very good to ask if they’ve checked just to be protected.

Automobile owners can verify their vehicles’ solution recall status at www.productrecall.honda.com.my or call Honda Malaysia’s toll cost-free quantity at 1-800-88-2020 or go to any Honda authorised dealers. The most handy way, as it nearly often is, is to go the on the internet route.

On www.productrecall.honda.com.my, all you are asked to do is to enter your Automobile Identification Number (VIN) to verify if it is involved in any of Honda Malaysia’s active recall campaigns. The VIN quantity can be discovered on a blue plate situated at either your vehicle’s passenger side centre pillar or engine bay firewall.

Once that is accomplished, the site will quickly verify if your vehicle demands airbag inflator replacements, be it the driver or passenger side inflator, or each. For cases exactly where one particular of the two essential jobs have been completed, the system will show an updated recall status (as shown right here).

The next step is to arrange for an appointment. On the website, you can pick your preferred service centre – or the central hubs, which are equally equipped and capable – and the centralised program will then show the specific centre’s precise stock availability of replacement airbag inflators. No much more guessing about if the service centres have the components in stock – it’s all clearly shown right here.

From here, you can submit your specifics and set an appointment at your earliest comfort. Come the day itself, the replacement perform will then take just 20 minutes for the driver’s side, and up to 45 minutes for the passenger side. Should your car require replacements for each sides, the function will be carried out concurrently, so the whole approach will take no more than 45 minutes to total.

As soon as completed, the technician will leave a little paint mark inside the glovebox to be utilised as an effortless visual indicator displaying that the recall operate has been completed, which might come in handy when you want to sell your car later on. It will all be recorded in Honda Malaysia’s centralised system as well, of course.

So there you have it, folks, a simple and brief procedure via and via. Honda Malaysia has done all it can to sort out this global recall. It’s now up to the owners to send their vehicles in. It’s for your own security – no greater purpose than that.

Paul Tan&#039s Automotive News