Commercial vehicles (CVs), like passenger cars, will also have to follow the electrification route during this decade. This is especially so in Europe where there is a commitment by industries and governments to a target of net zero emissions by 2050, alongside a proposed ban on the sale of all polluting vehicles by 2035. With less than 15 years to go, there is now increased activity in developing electrically-powered trucks and there are already some in the market from leading manufacturers.
With demand for CVs therefore growing, there are other players coming into the market as well. One of them is Tevva Motors Limited, a UK-based company that describes itself as being ‘at the forefront of the design and manufacturing of zero emissions commercial vehicles’. The team at Tevva is led by Ken Scott, formerly Engineering Director at both Bentley and Alexander Dennis, with styling handled by Dale Grewer, former Chief Designer at Jaguar Land Rover.
Fully built in Britain from 2022
The company recently unveiled its new truck – simply called the Tevva Truck – which will be fully built in Britain on a high-volume basis from mid-2022. It is the culmination of 7 years of engineering development and the learning gathered from over 320,000 kms of in-fleet trials. Tevva expects to be building 3,000 trucks a month from 2023.
The 7.5-tonne (GVW) electric truck is the first of a series of electrically-powered vehicles that will extend to 19.5 tonnes for the UK, European, and Middle Eastern markets. Using a rechargeable battery pack, the claimed range is 250 kms while having patented range extender technology (REX) now upgraded to use hydrogen fuel cells, can provide a range of up to 500 kms.
Tevva says its new truck offers a best-in-class combination of capability and cost efficiency from a zero emissions medium-duty truck, while offering the ruggedness and resilience of traditional trucks.
Ownership cost comparable to diesel truck
Range is obviously a concern to fleet managers who want the furthest distance at the lowest cost. The total cost of ownership is said to be comparable to a diesel truck; parity is achieved at approximately 3,000 kms or when 500 litres of diesel are consumed per month. The REX solution using compact hydrogen fuel cells can recharge the battery on the move, allowing longer duty cycles and transporting heavier loads even further.
Future technical developments already being tested will enable the Tevva Truck to be fully charged in just one hour – facilitating double shift operations, to help reduce the total cost of ownership. The time spent recharging will also be important to operators and as technology continues to advance, the times should keep shortening. Eventually, the driver won’t have time to have a cup of coffee and a meal at the recharging station.
Meeting the immediate industry need
The Tevva Truck will help the immediate industry need to electrify with transformative battery electric vehicles for the real world. “Technology is transforming the commercial vehicle sector at pace, making it safer, greener, and entirely more efficient. But meaningful change is a gradual process, it must happen one step at a time, even if those changes are needed in fast succession. The Tevva Truck provides a natural transition into electrification for fleet managers, providing total peace of mind and a compelling total cost of ownership proposition, with no compromise on range and reliability and minimised compromise on payload,” said Asher Bennett, Founder and CEO of Tevva.
Hino, Isuzu and Toyota to form new partnership in Commercial Vehicle Development
Back in the late 1990s, Rolls-Royce and Bentley were up for sale and BMW eventually acquired the former while the Volkswagen Group got the latter. As Daimler-Benz did not have anything beyond the Mercedes-Benz S-Class that could be on par with those two ultra luxury British brands’ limousines, it decided to revive a brand it had acquired in 1960 – Maybach. This was a historically significant brand which produced elegant and desirable cars between 1921 and 1940.
In 2002, the carmaker launched the standalone Maybach brand with two very expensive models, designed with the same sort of superlative luxury that would rival the best in the world. There were great plans to have a strong presence at the summit of the car market but only 3,000 were ever sold in 9 years – when the target was 1,000 units each year. The old brand name made no impact either, and the pricetag was considered just too high. By 2013, the Maybach brand was once again retired.
Ultra-luxurious sub-brand
However, Mercedes-Benz did not stop trying to have an offering to rival Rolls-Royce and Bentley and it instead decided to develop an ultra luxurious version of the S-Class, and giving it exclusivity by being branded as Mercedes-Maybach. Since 2018, there have been two models – Mercedes-Maybach S 560 4MATIC Sedan and the S 650 Sedan.
This year marks the 100th anniversary of the first mass-produced car which Maybach Motorenbau GmbH presented at a motorshow in Berlin. It was the W 3 model and was the first German production car with brakes on 4 wheels, an epicyclic gear system and an interior with the finest materials.
Only 200 units of Edition 100
To commemorate that historic model’s 100th anniversary, Mercedes-Maybach has come up with the ‘Edition 100’. This is a special edition of the current S-Class and GLS models, each limited to 100 units. Both models have the impressive radiator grille bearing the brand emblem. They are hand-painted in the same two tones – high-tech silver/nautical blue – and feature a special design of leather interior in designo crystal white/silver grey pearl.
The brand logo including the inscription ‘Edition 100’ adorns the C-pillar (S-Class) or D-pillar (GLS), various stowage compartments and the illuminated panels in the interior. The same lettering also adorns the hub caps on the forged wheels of the GLS and the grey wheels of the S-Class.
A car cover with the iconic double M as well as a fine handmade case made of soft crystal white or black leather in file size – made to store keys and papers – further underline the exclusivity of the edition.
Limited editions of lifestyle accessories
In keeping with the anniversary edition, Mercedes-Maybach’s long-standing partners are also designing strictly limited special series: Licensing partner Maybach Icons of Luxury, for example, offers a diamond-studded fountain pen from the Maybach the Peak collection; while the silver and yacht manufacturer Robbe & Berking offers a champagne flute with a specially created engraving.
The top-class GLS SUV combines a sporty appearance with the luxury of a saloon. It is 33 cm higher than the classic saloon and offers a generous interior with 1.10 metres of legroom. Electrically extendable running boards make getting in and out easy, while the interior is soundproofed and upholstered with the finest leather. The engine is a V8 with 557 bhp output, and air suspension ensures a very smooth ride.
The S-Class luxury saloon comes with a V12 engine that produces 612 bhp. It is intended as a chauffeur-driven saloon and much of the focus is therefore given to the noise-insulated first-class rear compartment. Compared to the long-wheelbase version of the S-Class, this model has an 18-cm longer wheelbase and is equipped with all-wheel drive for the first time.
Besides an extensive range of personalisation options for the cars, owners can also have matching lifestyle accessories such as exclusive travel bags, leather goods, clothing, home and eyewear. Sustainably selected materials are used, such as natural horn, precious woods, titanium, cashmere or leather types that meet the highest environmental standards. The artfully staged understatement of the products conveys the fascination of the brand and fulfils the desire for personal expression.
Concept Mercedes-Maybach EQS for the new generation of customers
No Time to Die, the latest James Bond movie, has its world premiere in London today. Its global release was delayed due to the pandemic and it will progressively appear on screens around the world from the end of this month. It was to appear in Malaysian cinemas from September 29, but GSC announced that the film distributor has postponed the first screening to November 25, 2021, reasons unknown.
Once the premiere date was confirmed, the many brands associated with the movie quickly began their campaigns and Aston Martin, which has had a presence since the earliest films, started off with a unique campaign. It is a giant replica of the original Corgi DB5 model toy box that was sold in 1965 when Goldfinger was shown. Parents bought thousands of children the metal scale model of the iconic sportscar which would be a collectors item today, just like the real car.
There were other models of the car but Corgi’s was the most famous. Replicating the action features of the car seen in the movie, it was an instant success earning the UK ‘Toy of the Year’ and ‘Best Boys Toy’ titles at the National Association of Toy Retailers Awards in 1965. The model has proven so popular over the years that it has had to be retooled numerous times. Over 20 million units have been sold worldwide and it is still being produced to this day.
The large box, replicating the original Corgi item, has been on display near London’s Battersea Power Station (which is owned by Malaysian companies) and measures 5.66 metres long, 2.7 metres tall and 2.7 metres deep. Inside is an Aston Martin DB5 Goldfinger Continuation car complete with a broad selection of working gadgets. Fans will recognise the rotating numberplates, a retractable bulletproof rear shield, extending front overriders and of course, those pop-out machineguns hidden behind the headlights.
The display car is one of just 25 DB5 Goldfinger Continuation cars being produced, taking place more than 55 years after the last new DB5 was made. Each of the cars is an authentic reproduction of not only the original DB5 but also of the ‘Goldfinger’ car. Therefore, they are also in the same exterior colour – Silver Birch (just like the original) – with only minor modifications and enhancements to ensure the highest levels of quality and reliability.
“Aston Martin’s relationship with James Bond spans decades and the DB5 is, without question, the most famous car in the world by virtue of its 50-plus year association. Working with EON Productions and Chris Corbould to build 25 of the DB5 Goldfinger Continuations was a truly unique project for everyone involved at Aston Martin. Now, to work with Corgi – another quintessential British brand – and to see James Bond’s most cherished car sitting inside a to-scale toy box in central London is quite outstanding,” said Marek Reichman, Executive Vice-President & Chief Creative Officer of Aston Martin Lagonda.
No Time To Die, also has iconic Aston Martin models from the past, present and future. It is the first time that 4 different models have appeared in one 007 film: the DB5, the classic Aston Martin V8, the brand’s super GT – the DBS – and the Valhalla hypercar.
Like Aston Martin, Land Rover models are also involved in a lot of action in the movie. Alongside 10 of the latest Defenders are the Range Rover Sport SVR, the Series III Land Rover and a Range Rover Classic.
A new entry in the European light commercial vehicle (LCV) market is the Nissan Townstar, with a future-proofed powertrain that is electrified but also having a petrol engine option. Said to be Nissan most technologically comprehensive LCV to date, it has over 20+ technologies for efficiency, safety and functionality.
The main target of the new compact van is the electrified segment of the LCV market, where the Nissan e-NV200 was a pioneer and leader. “With tougher emissions standards, urban access restrictions and ever-increasing demand for last-mile delivery, businesses large and small need to find effective and sustainable solutions to remain competitive and optimise their operations,” said Emmanuelle Serazin, LCV & Corporate Sales Director, Nissan Europe.
Van and combi versions
Built on the Alliance CMF-C platform, it is developed for optimum efficiency and versatility in urban environments, the Townstar is offered in van and combi (passenger) versions, the latter offering comfortable accommodation for families on the go. Connectivity features such as E-Call, Apple CarPlay/Android Auto, and wireless phone charging are available.
The van version is designed for the operations of small and medium businesses, especially in the city. Various configurations are available with up to 3.9 cubic metres of cargo space. The cargo area integrates large sliding doors on the side, with the possibility to have 60/40 French doors with 180-degree opening or a tailgate at the rear.
The LCV can transport two Euro pallets and up to 800 kgs of cargo. It also includes smart storage solutions and a dedicated space for on-board office tools.
285 kms, 42-minute recharging to 80%
The fully electric version has an enhanced 44 kWh battery with advanced EV technology and intelligent energy management. In comparison to the e-NV200, the Townstar powertrain has an output of 90 kW/245 Nm and the range is said to be up to 285 kms on a single charge. With DC charging, an empty battery pack can be recharged to 80% within 42 minutes, it is claimed.
Those who do not want the electric version can still get the Townstar with a 1.3-litre petrol engine. This 130 ps/240 Nm engine is fully compliant with the latest Euro 6d-Full emission regulations.
ProPILOT system in EV version
There’s a broad range of Nissan safety technologies and advanced driver assistance features, including Side Wind Assist and Trailer Sway Assist. Automatic emergency braking is standard as well as Hands-Free Parking and Intelligent Cruise Control, while the Around View Monitor (AVM) is being offer for the first time in the compact van segment.
Nissan also provides drivers of the electric Townstar with the ProPILOT advanced driver assistance system. The system will automatically slow the vehicle to a full stop and accelerate by following the vehicle ahead, as well as keeping it centred in the lane – even around a gentle curve.
The Townstar is first European model to carry the new Nissan brand logo, and the latest model to be introduced under the Nissan NEXT transformation plan. It comes with an industry-leading, pan-European 5-year/160,000 km warranty, plus a separate 8-year/160,000 km warranty covering the battery pack.
Just as SUVs eventually reached the highest levels of the car market with the Rolls-Royce Cullinan being Introduced, the process of electrification will also ascend to the ‘summit’ of the industry before this decade ends. Rolls-Royce has already indicated on various occasions that it will offer an electrically-powered car in future and it confirms that this will be fully electric, without a hybrid powertrain.
The company is not intending to rush into launching the new product and says it will do so ‘when the time is right’. In the meantime, its engineers and designers are ensuring that every element meets Rolls-Royce’s technical, aesthetic and performance superlative standards.
Understanding that there is considerable interest and speculation surrounding the development of a totally different type of Rolls-Royce for the future, the company offers some perspectives in its transition to electric power.
Henry Royce was an electrical engineer
Interestingly, Henry Royce, one of the founders of the company, was one of the world’s first electrical engineers. Having developed an interest in electrical power, he joined the Electric Light & Power Generating Company (EL&PG) in Southwark, London. Eventually, he was made Chief Electrician at one of the company’s subsidiaries but when the company closed down, Royce chose his own path forward.
He established F. H. Royce & Co, initially producing small electrical appliances such as doorbells, lamps, fuses and switches. The business thrived, and was soon producing larger, more complex devices such as dynamos, electric motors and winches. In 1902, Royce supplied electric motors for Pritchett & Gold, a London-based battery-maker that had diversified into building electric cars (yes, there were already electric cars over 100 years ago).
Though Royce himself never built or owned an electric car, he created internal combustion engines with strong torque, silent running and smoothness… qualities which can also be found in electric powertrains.
Charles Rolls owned an electric car
The other founder of Rolls-Royce, Charles Rolls, acquired an electric-powered car while still an engineering student at Cambridge. It was an American-made vehicle called The Columbia Electric Carriage, and described as a ‘City & Suburban’ car. That car made a strong impression on Rolls who said: “The electric car is perfectly noiseless and clean. There is no smell or vibration, and they should become very useful when fixed charging stations can be arranged. But for now, I do not anticipate that they will be very serviceable – at least for many years to come.”
Rolls made his own small contribution to solving the problem, by providing a battery-charging station at his car showroom for the private or rentable electric Broughams that were popular in London at the time. In 1904, he was to have become an agent for the Contal Electromobile electric car but after meeting Royce and seeing his new car, he didn’t go ahead with that venture.
Phantom Experimental Electric (102EX)
In the spirit of the founding figures, Rolls-Royce Motor Cars aims to be an electrification pioneer in the years to come. It has already been hard at work carrying out research and development for the new model. Some of its Ideas have already been shown to the world in concept models such as the Phantom Experimental Electric (EE), codenamed 102EX, of 2011. This was a fully operational and road-legal battery-electric car – never intended for production – but serving as a working test-bed for clients, VIPs, the media and enthusiasts to experience electric propulsion. Rolls-Royce designers and engineers spoke to all who tried the Phantom EE to help them in their work and understand Issues as well as expectations.
The car’s 6.75-litre V12 petrol engine and gearbox were replaced with a lithium-ion battery pack and two electric motors mounted on the rear subframe, connected to a single-speed transmission with integrated differential. This system gave a maximum power output of 290 kW and torque of 800 Nm, compared to 338 kW and maximum torque of 720 Nm for the V12 Phantom of the time.
VISION NEXT 100 (103EX)
The VISION NEXT 100 (103EX), presented in 2016, was a radically innovative concept car set out to define the marque’s long-term vision of luxury mobility. Its coachbuilt bodywork allowed clients to commission a car reflecting their personal vision and its size and scale – 5.9 metres long and 1.6 metres high – the car ensured a Grand Arrival on reaching its destination. The EX-suffix confirmed that 103EX was a purely experimental electric car. Following its debut in London, the car embarked on a 3-year world tour, returning to the factory in 2019.
As announced in July this year, UMW Toyota Motor (UMWT) is making a big investment to introduce hybrid electric technology in Malaysia in a bigger way. The last time the company actively sold hybrid models was about 10 years ago when the government allowed hybrids and electric vehicles to be sold duty-free to everyone. After that exemption ended, prices were no longer as cheap and sales of hybrids dwindled. UMWT didn’t give up though, and besides making available hybrid variants of Lexus models, it also sold the Camry Hybrid for some years.
Now comes not just another push but a bigger one which the company says is officially launched today. It’s a RM270 million investment which will bring hybrid electric technology to more Malaysians and contribute to the more than 18 million hybrid vehicles already sold by Toyota worldwide since the first model – the Prius – was launched in 1997.
Long experience in hybrid technology
Toyota can promise Malaysians advanced hybrid technology because it has long experience developing them. Starting with fundamental technology, Toyota’s engineers have constantly made advancements and innovations that put the brand at the forefront of hybrid technology. To show that the technology is not just about fuel efficiency, Toyota has also demonstrated how hybrid powertrains can also offer high performance with 4 consecutive wins at the Le Mans 24-Hour endurance races.
UMWT’s push towards greater electrification follows the trend globally and support’s Toyota’s commitment to achieve carbon neutrality in all its activities. This means achieving net-zero CO2 emissions throughout the cycle of manufacturing, transporting, energy generating, fueling and/or charging, and the recycling and disposal of vehicles.
Deputy Chairman of UMW Toyota Motor, Akio Takeyama, said that for the automotive industry, carbon neutrality involves a very challenging process to ensure that zero emissions can be achieved. It requires offering consumers sustainable solutions which meet their diverse needs.
Toyota already has various types of electrically-powered vehicles, some with hybrid powertrains (a small petrol engine working with an electric motor, battery electric vehicles (BEVs) that only use electric motors and even powertrains that get energy from hydrogen fuel cells. All these are already available in the market but availability depends on the energy policies and readiness of different countries. So in countries which may still lack certain elements for fully electric models, the hybrid approach may be the best and more practical in the short term.
“For the immediate future, we are absolutely positive that the Hybrid Electric Vehicle (HEV) is the most accessible and realistic choice for Malaysian customers in terms of practicality and infrastructure, with an enormous potential in Malaysia. It is a realistic bridge towards vehicle electrification while efforts are still being undertaken to help realize enablers for BEVs, such as cost-reduction, energy mix improvement and infrastructure development,” said Mr. Takeyama.
HEVs comparable to fully electric vehicle in emissions
While BEVs may not generate CO2 emissions at all, HEVs have almost similar values in the process of vehicle production, energy generation and ownership over a period of 10 years. This means that, given the current situation in Malaysia, HEVs can be equally effective as BEVs.
“Toyota HEVs are at their most advanced today, and present the most realistic, immediate, economical and practical solution for mass market production and sale in terms of reduced CO2 emissions, practical usage, and price acceptance by customers,” Mr. Takeyama said.
He added that no new infrastructure needs to be built – referring to charging stations – as HEVs do not need to be recharged. The battery pack is constantly recharged while driving. This will help to eliminate the ‘range anxiety’ that is a concern to consumers who worry that they may be stranded if they run out of electricity in the battery pack. Furthermore, the HEV can be driven like a car with a combustion engine, and go long distances without any problem.
Constant improvement of hybrid system
Since 1997, the Toyota’s Hybrid Electric System has been constantly improved with new technology, becoming more efficient and the cost has also been going down as volumes have rapidly risen. It is now in its fourth generation and of the various versions for different models, UMWT has mentioned ‘dual power’ with a petrol engine and two electric motors. It is possible, under certain conditions, to run entirely on electric power for a short distance, with quiet movement and zero emissions.
A concern which was apparent among buyers of the hybrids sold before was the reliability of the battery pack which is manufactured by a subsidiary of Toyota. Admittedly, the early battery packs did have issues but battery technology has advanced very quickly and manufacturers addressed the issues quickly. To give peace of mind, companies offered extended warranty coverage specifically for hybrid battery packs, with UMWT giving up to 8 years coverage.
More reliable and durable battery packs
Today’s battery packs (lithium-ion type shown above) are much more reliable and durable – and have even better energy storage – as they are designed to last as long as the vehicle. They offer safety, long life service, a high level of quality, and a high level of performance. Toyota’s own subsidiary – Prime Planet Energy & Solutions, a joint venture with Panasonic – has extensive experience in battery development and manufacture. It has achieved battery durability and performance through understanding how the vehicle is used and the state of the battery under such conditions.
“We have the right technology, the right products in support of the existing infrastructure and energy policies. We are in an ideal position to contribute to Malaysia’s ambition of becoming a hub for advanced technologies and to reduce its carbon footprint. This will be an important cornerstone towards ensuring future policies and the people are well positioned and prepared to accept vehicle electrification,” said Ravindran K., President of UMW Toyota Motor.
What models for Malaysia?
The question now on everyone’s mind is what models will be assembled locally. Over the years, Toyota’s range of HEVs has expanded considerably and in 2021, there are at least 45 different models available. Obviously, UMWT won’t be able to offer all of them and the logical thing would be to choose models in common with other ASEAN markets. In both Thailand and Indonesia, there are HEV versions of the Corolla Cross, Corolla Altis, C-HR and Camry. Since the models are to be assembled locally, the Corolla Altis Hybrid would be a very strong possibility and as the Corolla Cross Hybrid is a variant on the same TNGA platform, it too can be easily added to the assembly line at the plant in Bukit Raja, Selangor.
It’s often been said that Toyota is like an oil tanker; it may take a while to change course but once it has, it has massive ‘force’ behind it to push ahead strongly. In the case of hybrid models, UMWT may not be the first in the market to assemble such vehicles but now that the decision has been made to do so, it can be expected to become a major brand in the growing HEV segment.
At the 2021 Russian F1 Grand Prix over the weekend, brake manufacturer Brembo celebrated a historic milestone of its vital components having a presence for the 800th Formula 1 race. This milestone comes after 46 years when the company supplied a small number of cast iron discs to Scuderia Ferrari in 1975. At that time, Brembo, which had been founded in 1961, was still a small machine shop but it would grow and remain a supplier to the sportscar maker till today.
Brake supplier for almost all F1 teams
Over the decades, Brembo has supplied brake systems to almost every F1 team, from the most prestigious to the smallest. Initially, these were standardized parts but over time, the solutions have become increasingly customized to suit the design characteristics of the different single-seaters as they evolved (especially with regulation changes). Indeed, co-design activity today involves practically all components destined for the F1 customers, from the brake calipers to the Brake-by Wire (BBW) systems, resulting in very geometrically diverse products.
Brembo has long been well known for innovations in its field. For example, in 1982, it created the first radial mount brake caliper. In 1988, when it introduced the first monobloc caliper to racing, making a caliper from a single block of aluminium seemed like a feat verging on science fiction.
However, Brembo’s engineers managed to create the program and the tooling for the internal machining operations. The result helped write the history of motoring, initially only for competition cars, but later also transferred to road cars.
From discs to whole systems
After starting with brake discs (first cast iron and then carbonfibre), Brembo began to supply other related components – calipers, pads, disc housings, brake master cylinders and the development of complex braking systems. These include by wire technology, the electronically-controlled braking system that has been used for rear braking systems of F1 cars since 2014. Like many other technologies which originated in racing cars, wire technology is today available in many cars sold to the public.
During the 800 Grands Prix, cars equipped with Brembo brakes have driven on 56 tracks worldwide, most of them in Europe. However, the number of Asian events has increased since the 1990s, having first appeared on the calendar in 1976.
Stopping power needed, whatever the race
No two races are ever identical in course, weather conditions and competitors (constructors and drivers). The longest was the 1975 Swedish GP, a 321.44-km race won by Niki Lauda won with the Ferrari 312T. Last month’s Belgian GP was the shortest – just 3 official laps that were run behind the Safety Car due to the heavy rain. However, the next shortest was the 1991 Australian Grand Prix and there was actually some racing over the 52.92 kms.
Not every car used Brembo’s brakes but of the 800 races, 455 of them were won by cars with their brakes. The driver who won the most number of times in cars with Brembo brakes is Michael Schumacher – 91 times out of the 307 races he entered. All 7 of his world titles were won in cars that had Brembo brakes.
Is the Monaco Circuit the hardest on brakes in the F1 championship? (w/VIDEO)
It was in September 2017 that Ferrari launched the Portofino and by May 2018, the first units arrived in the showrooms of Naza Italia in Malaysia. 39 months later comes the evolution version – the Portofino M. The car was unveiled in September last year and like many new models during the period of the COVID-19 pandemic, Ferrari unveiled it to the world online. It was the first Ferrari to be launched following the carmaker’s temporary closure due to the pandemic.
“The ongoing challenges and restrictions our nation has been experiencing made delays of launch plans inevitable, so we are thrilled to now have the opportunity to introduce the Ferrari Portofino M to the local market and have it join Ferrari Malaysia’s stable of Prancing Horses. Our clients have already shown keen interest in this versatile model and have been waiting in anticipation for the perfect evolution of the Portofino, which holds the promise of 2+ GT spider excellence with distinct progressions in character, design, performance and everyday adaptability,” said Dato’ Nik Hamdam Nik Hassan, Group CEO, Automotive Group, Naza Corporation Holdings Sdn Bhd.
Evolution of the Portofino
Priced from RM998,000 (excluding taxes and insurance), it is around RM50,000 more than the asking price with the original model in 2018. For that extra money, the Portofino M offers that increased levels of performance expected of an evolution version. The ‘M’ refers to ‘Modificata’, which at Ferrari refers to cars that have undergone an evolution that has significantly boosted their performance.
Design-wise, the original styling is maintained with the grille having new aluminium slats with contrasting faceted tips. The new features are aimed at improved aerodynamic performance. At the rear, the new exhaust system has allowed the removal of the silencer assembly, making the Portofino M’s tail more compact. The result is that the rear bumpers are now more streamlined and sculptural. Visually, their forms are lighter too and their styling more in harmony with the front bumpers, creating a much more coherent overall aesthetic. The rear diffuser has been completely redesigned and is now separate to the bumpers. This allows customers to be able to specify it in carbonfibre, if they wish.
Redesigned award-winning engine
In the technical department, the most notable upgrade is the redesigned powertrain. The new 3855 cc engine can be considered an award-winner as it belongs to the same V8 engine family that was voted ‘International Engine of the Year’ in 2016, 2017, 2018 and 2019. The powerplant produces up to about 620 ps at 7,500 rpm, 20 ps more than the Portofino. To achieve this higher output, the cam profiles were revised, increasing valve lift to optimise combustion chamber filling.
At the same time, a speed sensor was added to the turbocharger assembly. This measures the turbine speed accurately which allows the maximum rpm of the turbine to be increased by 5,000 rpm without risk of damage. Variable Boost Management, a control software developed by Ferrari, adjusts torque delivery to suit the gear selected. The result is increasingly powerful pick-up as revs rise, whilst optimising fuel consumption. The amount of torque delivered progressively increases all the way up to 760 Nm in 7th and 8th gears.
New 8-speed gearbox
The 8-speed gearbox is completely new and differs from the 7-speed unit used before, with a dual-clutch oil bath architecture. It also differs from the SF90 Stradale’s 8-speed transmission in gear ratios and uses a mechanical reverse gear. The new layout and integration of its components have revised the gearbox’s size, installation in the car. This has allowed the use of longer gear ratios in the higher gears, which helps keep fuel consumption and emissions down. On the other, adopting a steeper torque curve through the rev range in the lower gears makes for a feeling of smooth and powerful pick-up.
By tradition, every single Ferrari engine has its own particular soundtrack that makes it unique, and the Portofino M is no exception. The two rear silencers have been eliminated (which, in addition to boosting sound, also significantly reduces back-pressure in the tailpipes) and the by-pass valves are now oval in shape to enhance the exhaust sound.
The vehicle dynamics control system that allows the driver to push the car safely to the edge of its performance envelope is known as Side Slip Control (SSC). Now in its sixth generation, the SSC integrates the E-Diff, F1-TCS, SCM-E Frs and the Ferrari Dynamic Enhancer (FDE) control systems. The FDE is a lateral dynamics control system that uses Ferrari software to adjust the hydraulic brake pressure at the callipers on all four wheels. On the Portofino M, it is available only when the Manettino is in Race mode. The FDE is designed to make the car’s lateral dynamics more predictable both through and exiting corners by ensuring the steering wheel and throttle are more intuitive for the driver to use. The aim of the five-position Manettino, a first on a Ferrari GT spider, is to make the handling and grip even more accessible by extending the setting ranges still further with the introduction of the Race position.
Inside the Portofino M
With the top down, the Portofino M reveals a multi-level dashboard structure comprising an upper half and then an intermediate gap designed to lighten the perceived mass of the lower half. This approach allowed the designers to organise the technical elements and in-car devices to very rational effect while simultaneously defining a signature full-width architecture. A central horizontal aluminium blade divides the instrument panel, air conditioning vents and passenger display into separate areas in the upper section. The other control functions are located in the scooped section below, with a large 10.25-inch touchscreen at the centre.
Seen from above, the cockpit’s symmetrical arrangement and the generous rear seat space are clear. From a construction perspective, the interior – and the dashboard architecture, in particular – feature two shells incorporating all of the technical components and a bridge that visually connects the instrument panel area with the central tunnel. The ventilated seats are the product of a special research project and have an innovative magnesium structure. Different density padding and an ultra-compact seatback profile have freed up space for rear occupants too.
The Portofino M’s HMI (Human-Machine Interface) centres on a digital cluster with dual TFT displays arranged around the analogue tachometer in a circular, anti-glare binnacle. Located on exactly the same axis as the multifunctional steering wheel, this cluster allows the driver to interact more easily and intuitively, both visually and physically, with the car by delivering optimal driving feedback.
The passenger has an optional dedicated capacitive display on the dashboard too. It is directly linked to the main screen providing all information relating to car speed, rpm and gear engaged. This 7-inch colour full HD and Full Touch display also allows the passenger to interact with the car’s on-board systems. It is thus possible for the passenger to becomes a participative co-driver.
7-year factory-formulated maintenance programme
As the official representative of Ferrari in Malaysia, Naza Italia offers an extended 7-year maintenance programme with the Portofino M. This is an exclusive factory-formulated programme (also available to owners of pre-owned Ferraris) with scheduled intervals of either 20,000 kms or once a year with no mileage restrictions.
Max Verstappen had to start from the back as he took a penalty, and while going on the formation lap, he had a battery problem and was concerned he might not be able to start. However, by the time he reached the starting grid, it seemed to go away.
Lewis Hamilton, starting from a few places back, was crowded as he moved forward and without room to manoeuvre, he very quickly slipped to seventh. Perhaps he was being more cautious to avoid any more unnecessary incidents…
McLaren’s Lando Norris, who had pole position, had a clean start but before Trun 2, Ferrari’s Carlos Sainz had managed to catch up and slipped past to take the lead from the British driver.
The two Scuderia AlphaTauris had a poor start, dropping backwards in the field. Verstappen meanwhile was steadily slicing through traffic and moving upwards. By Lap 6, he was 14th after passing Valtteri Bottas and 18 seconds behind the leader, while his team mate was up in seventh.
Up front on lap 10, Norris was narrowing the gap to Sainz and staying in his mirrors. 7 seconds behind, Williams George Russell was watching Aston Martin’s Lance Stroll who was just a second behind.
After lap 12, the drivers started to report their tyres going or gone, and visits to the pits started with Stroll being the first to do so on lap 13. Fortunately, the rain that had been expected did not arrive. Sainz came in on lap 15 and Norris, in spite of worn tyres, took over the lead.
By lap 17, Verstappen was up to sixth and just 3 places and 7 seconds ahead was his arch-rival, Hamilton. The Dutchman was pushing hard and clocking about a second quicker than the other drivers ahead of him. Alpine’s Fernando Alonso was next to pass and that might require a bit more effort and then he would be behind his team mate.
Rain began to fall on lap 22 and drivers who had tried their best to stretch their tyres had to start coming in. The positions began to change and though Hamilton had moved into second, he was still 12 seconds behind the leader.
On lap 24, Verstappen again reported problems, this time that he was having difficulty turning the car. His pit stop had dropped him to 12 place when he rejoined but he was trying to move back up. Hamilton had dropped to ninth and was also not bothering about the Dutchman and just wanting to get to the front.
After most of the other drivers had changed tyres, the order had also changed with Perez in the lead on lap 34 and Alonso behind him, both still staying out. Norris, Leclerc and Hamilton were within reach of each other so the battle was on to try to secure third place but Toto Wolff was urging his driver to go for a win.
As both Perez and Alonso came in on lap 37, Norris got back his lead, with Hamilton 4 seconds behind and Alonso having dropped out for a tyre change. Behind Hamilton was Sainz, a long way away with a 22-second gap.
With 10 laps remaining of the 53-lap race, Sainz was battling to hold on to this third place while McLaren’s Danial Ricciardokept trying to displace him and Perez was waiting for the two to make a mistake that he could gain from.
8 laps from the finish, the rain started to get heavy. Though Hamilton has no problem with wet tracks, he was not finding it easy to close in on Norris who was out to collect his first-ever F1 win.
The rain caused enough concern that teams called their drivers in. The track seemed to be getting slippery and Norris was seen to be running wide in corners a few times, with Hamilton getting closer each time. Hamilton was asked to come in but he chose to ignore the call. He was probably determined to be the one to take the chequered flag but Norris too was determined so both drivers stayed out. The British driver was heard to tell his engineer to ‘shut up’ when a warning came over the radio about cars ahead sliding.
Finally it happened – on lap 52, Norris went very wide and off, and Hamilton was ready to shoot by. The McLaren driver recovered and slotted into second place quickly though the next car (Perez) was 49 seconds away. The slide made Norris lose his spirit a bit and he decided he had to come in. As Perez dropped off for tyres, Verstappen suddenly found himself in second place but way behind Hamilton.
With just one lap left, it was to be Hamilton’s win in Sochi – finally reaching his 100th F1 win. Verstappen had done well to come up all the way from the back to finish second while Bottas was able to hold on to his fifth place till the end.
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