Data for 2021 does not include Mercedes-Benz sales as the company does not wish to release its numbers. Source: Monthly reports of Malaysian Automotive Association.
While the Total Industry Volume (TIV) for May 2021 was double the TIV for the same month in 2020, the decline was beginning as the nationwide Movement Control Order (MCO) required non-essential businesses – including car showrooms – to be closed from May.
The Hari Raya festive period also reduced the number of working days and saw the TIV for May (46,663 units) being 19% lower than April.
90% of new vehicle sales were passenger vehicles, excluding pick-up trucks. This is also mirrored in the cumulative TIV for the first 5 months of 2021 which reached 245,932 units. During the same period in 2020, the TIV was 128,790 units due to the stoppage of businesses when the first MCO was implemented.
Source: Monthly reports of Malaysian Automotive Association
The vehicle output at the assembly plants also fell with the effects of the global shortage of microchips hampering production for some brands.
The total output of 42,522 units was 18% lower than in April or almost 9,000 units difference.
Cumulative output for 5 months was 240,998 units, or 117,142 units more than for the same period last year.
The MAA expects sales in June to be minimal and composed of companies carrying forward invoicing from May. No new vehicle sales can be conducted throughout June as showrooms must remain closed. Furthermore, agencies handling vehicle inspections or registration are also closed or working at reduced capacity.
Although there are high-performance SUVs, a SUV that can demoralize the driver of a supercar seems unlikely – unless it’s the BRABUS 900 Rocket Edition. With a bigger engine that boosts output to 888 bhp and 1,250 Nm, this ‘Godfather of SUVs’ (as a former senior executive in Mercedes-Benz Malaysia referred to it) can go from standstill to 100 km/h in a claimed 3.7 seconds and if not because of the limiter, it would go beyond 280 km/h.
Enlarged V8 engine
The Rocket 900 is the latest creation from the German tuner which specialises in Mercedes-Benz and Mercedes-AMG models, extending their performance potential significantly. With the Rocket 900, they have given the current Mercedes-AMG G 63 SUV a twin-turbo V8 engine with an increased displacement of 4407 cc from the standard 3982 cc.
This involved more than enlarging the cylinder bores to 84 mm and installing appropriately sized forged pistons. A special precision-balanced billet crankshaft together with likewise forged high-performance connecting rods had also to be produced, which increases the stroke to 100 mm.
The dual turbocharging system, developed by BRABUS has a larger compressor unit and a special core assembly with reinforced axial bearings produce a maximum boost pressure of 1.4 bar. Two BRABUS BoostXtra valves provide an exciting blow-off noise when lifting off the throttle. For better breathing and more air intake, a RAM-AIR system is integrated into the exposed carbonfibre radiator grille.
There are also larger downpipes, and the final link in the chain of modified components is the stainless-steel high-performance exhaust system with actively controlled exhaust valves for changing the exhaust note. This switches between a throaty V8 sound in Sport mode and a discreet whisper in ‘Coming Home’ mode at the touch of a button.
WIDESTAR package adds 100 mm width
Apart from the impressive technical aspects, the new WIDESTAR widebody package makes the imposing SUV more intimidating, adding 100 mm to the overall width. Many elements have exposed carbonfibre with an emphatically sporty rear wing on the roof, and a diffuser under the rear end. Appropriate paint finishes such as Stealth Gray or Signature Black have been specially developed for the Rocket 900.
Exclusive for this model are newly designed Monoblock Z 24-inch hi-tech forged wheels with BRABUS Aero Discs made of exposed carbonfibre, 10J in front and 12J behind. They are fitted with extremely wide 24-inch high-performance ZR-rated street tyres up to a size of 355/25 on the rear axle.
The chassis engineers developed the new BRABUS RideControl aluminium coil-over suspension specifically for this 2,560-kg model. The front-axle struts and rear-axle shock absorbers with integrated heat sinks are milled from solid stock, allowing height variation of up to 45 mm, with damping also adjustable.
Non-nonsense image in cabin
The cabin also mirrors the aggressive no-nonsense image of the exterior. Black leather with colour-contrasting as well as decorative stitching is used for upholstery. In addition to bucket seats front and rear, there’s a centre console with retractable tables in the rear. Two cupholders cool or warm the drinks of the rear passengers and for keeping the drinks cold, there’s a refrigerated compartment as well.
Only 25 units for sale
BRABUS will make on 25 units of the Rocket 900, with the first 10 vehicles to be delivered to their owners by the end of this year. The remainder will be completed during 2022. Ex-factory, each unit costs 480,059 euros (about RM2.4 million) but as each customer will almost certainly personalise his or her SUV, the final price would be higher.
This will be a busy weekend in the motorsports world; besides the seventh Formula 1 race of 2021 being run in France, Formula E – the all-electric single-seater series – also returns after a 6-week break from racing. While Envision Virgin Racing’s Robin Frijns leads the Drivers Championship, the Mercedes EQ team is at the top of the chart in team standings, with Jaguar Racing just 2 points behind.
This weekend will have Rounds 8 and 9 of the 2020-2021 ABB FIA Formula E World Championship and both will be held at a new circuit in Mexico. For the previous 5 occasions that Formula E races have been run in Mexico,
New circuit to be used
The ABB FIA Formula E World Championship is being contested in Mexico for the sixth time since the series’ inception, the Autodromo Hermanos Rodriguez in the capital city has been used. This time, the Autodromo Miguel E. Abed in Puebla, about 100 kms from Mexico City, will be used for the first time. The reason for this change of circuit is because parts of the Autodromo Hermanos Rodriguez are still being used as a hospital for COVID-19 patients during the current pandemic.
After the Circuit Ricardo Tormo in Spain, the 2.982-km Autodromo Miguel E. Abed is the second permanent racetrack to host Formula E races this season. The track has 15 turns taken in a counter-clockwise direction. A large part of the circuit is situated in the infield of an oval normally used by, most noticeably, the Mexican NASCAR series.
Leading back to the main straight, Turn 15 is a banked corner which Formula E will also use. The track will use the infield of the oval circuitwith a banked turn and an extended Attack Mode activation zone. Turn 1 at the end of this section is one of the best spots for overtaking on the whole circuit and Turn 11 at the end of the second sector is another good place.
Attack Mode activation zone
The Attack Mode activation zone is on the outside of Turn 8, so cars will have to deviate from the racing line a little more than usual as a result. The loss in time is expected to be over 2.5 seconds which will be the greatest amount ever seen till date in Formula E history.
“Puebla is pretty different to anything Formula E has done before, using part of a high-speed oval, and I think it will be very interesting. It will be a high-load start to the lap and there are a lot of long corners, which we don’t usually see in this championship,” said Mahindra Racing’s Alexander Sims.
Heat + high altitude
Races in Mexico have usually had a special challenge from the high altitudes and Puebla is situated 2,200 metres above sea level, an even higher altitude than Mexico City. With high temperatures as well, the drivers will be pushed to their limits managing the battery pack and tyre temperatures during the 45 minute + one lap double-header.
“It will be hard on tyre degradation and we’ll be running in high temperatures and in high altitude. I don’t think it will be as stressful on the battery as Santiago, but it’s going to be pretty tough nonetheless,” added Sims’ team mate, Alex Lynn.
The new Volkswagen Arteon R-Line 4MOTION will soon be leaving the assembly plant in Pekan, Pahang. It is expected to be priced between RM245,000 and RM255,000 and Volkswagen Passenger Cars Malaysia (VPCM) is now accepting pre-bookings.
Introduced to the Malaysian market last year, the Arteon is Volkswagen’s flagship with the latest enhancements, including an updated interior and exterior, new technology and a new 2-litre engine.
The redesigned front grille and bumper are more prominent and complement the full LED headlights. At the rear, new LED 3D lights with sequential indicators add character to the Arteon’s sloping fastback design. It is also the first model to carry the new Volkswagen and R logos.
The Arteon is powered by a 2.0-litre TSI turbocharged petrol engine which produces up to 280 ps, with 350 Nm of torque. A 7-speed wet-clutch DSG is used to deliver the power which goes to all four wheels, thanks to the Volkswagen4MOTION all-wheel drive system.
Inside the Arteon R-Line 4MOTION, the cockpit area has a new steering wheel with haptic touch controls, and ErgoComfort sports seats in Nappa Carbon leather and 14-way adjustment. For the driver, a high-resolution Digital Cockpit offers convenience and the views can be easily customised.
The Discover Pro infotainment system, with a 9.2-inch colour display, comes with voice and gesture control for safer handsfree management of various functions. The system now supports both wireless App-Connect for Apple CarPlay and Android Auto, allowing favourite apps to be brought to the dashboard. Also standard is a premium Harman Kardon 700W audio system with 12 speakers strategically positioned around the cabin.
Like many modern cars, the Arteon R-Line has driver assistance systems which include Lane Assist, Side Assist, and an Automatic Post-Collision Brake System. It even reminds the driver to take a break on long journeys. A Surround View camera provides all-round coverage with a simulated image integrated to real imagery from small cameras around the bodywork.
The Surround View display shows all sides of the Arteon, while the Rear Cross Traffic Alert system (below) detects vehicles approaching from either side as the car is reversing out of a parking bay.
As with all Volkswagens sold by authorised dealers in Malaysia, the Arteon R-Line 4MOTION comes with 3 years of free scheduled maintenance, 5 years warranty coverage with no mileage limit, and Roadside Assistance for the first 5 years of ownership.
What is 4MOTION?
4Motion is Volkswagen’s all-wheel drive (AWD) system which delivers power to the front wheels as well as the rear wheels. While many people may think that AWD is only good for off-road driving, it is actually useful on the road too.
With all 4 wheels powered, traction is improved and this will be appreciated on wet or slippery roads. Acceleration can also be improved and grip during cornering is also better. Of course, the Laws of Physics still apply so having 4MOTION doesn’t mean that you can drive around a corner faster than the capability of the tyres to grip the road.
AWD systems like 4MOTION have ‘intelligence’, sending power to whichever wheel needs it at any given moment. If it senses a wheel starting to spin, the system cuts the power going to that wheel and sends more power to whichever of the other wheels can best use it. Because it all happens automatically, the driver can focus on driving.
The 4MOTION system in the Arteon R-Line is one of two versions which Volkswagen developed. In Arteon application, because the engine is mounted transversely, an electro-hydraulic Haldex coupling is used whereas the other version for models like the Touareg SUV employ a mechanical Torsen centre differential to distribute power to the front and rear wheels. This is because of the engine being installed in a longitudinal orientation.
Power delivery is on an infinitely variable basis by a multi-plate clutch. Normally, power is mainly transmitted to the front axle, which saves energy. However, in the event of an impending loss of traction, the rear axle is activated in a fraction of a second. The distribution of power to all four wheels becomes active before wheelspin occurs, rather than being reactive. A loss of traction is therefore virtually excluded. However, should any wheel slip occur, power is immediately transmitted to the wheels where it is needed.
There was a time when a SUV was not associated with high speed and high performance. It was a utility vehicle (that’s what the ‘U’ in SUV stands for) and it was intended more for slower off-road motoring than speeding around a racetrack. Then the Germans changed things – carmakers like Porsche and BMW wanted to offer SUVs as their customers wanted them but the performance DNA was too embedded. They could not bring themselves to offer a vehicle with their badge on it that did not have high performance.
BMW didn’t even want to use the term ‘SUV’ and has instead insisted on using SAV – for Sports Activity Vehicle – starting with its X5 in 1999. With its first SUV, the Cayenne, Porsche tried to play down the SUV character in initial communications, introducing the new model as ‘not another new SUV, but another new Porsche’. The company wanted to emphasise that even though it looked like a SUV, it was no less a sportscar like all other Porsches.
High-performance part of DNA
When the first Cayenne was launched, Porsche made sure to take it ‘for a drive’ around the famed (or infamous) Nurburgring Nordschleife. In that first run of a Porsche SUV, the Cayenne Turbo S achieved a lap time of less than 8 minutes. Over the years, Porsche has spent much time at the track nicknamed ‘Green Hell’ and as performance improved, times got quicker.
Recently, the new performance model of the Cayenne (to be launched soon) covered the full lap distance of 20.832 kilometres at Nurburgring in 7:38.925 minutes. The time was registered in the official rankings of Nurburgring GmbH, certified by a notary public and now stands as a new record in the ‘SUV, off-road vehicle, van, pick-up’ category.
“Over the first few metres of the Nordschleife in this Cayenne, you’re tempted to turn around to make sure that you’re really sitting in a spacious SUV. Its high steering precision and stoically stable rear axle gave me a lot of confidence in the Hatzenbach section,” said test driver Lars Kern, who accompanied long periods of the car’s development, of his record drive.
“It changed direction at lightning speed in the fast curves such as between Hohe Acht and Eiskurve, with no wobble and no tendency to understeer. Even in this technical stretch, the Cayenne is a real driver’s car that is easy to control,” according to the test and development driver. “The wheels normally leave the ground at both the Pflanzgarten I and II crests but these sections felt smooth and quiet in this Cayenne. There is a lot of wheel travel, and the body stays solid and controlled. The drivetrain makes a really strong impression. It delivers power in every situation as well as perfect gear changes.”
Cayenne-typical all-rounder
According to Stefan Weckbach, Vice-President Product Line Cayenne, this new Cayenne model promises to be a top performer. During its development, exceptional on-road performance was the focus, which would be expected. “Our record-breaking Cayenne is based on the Cayenne Turbo Coupe, though more systematically designed for maximum longitudinal and lateral dynamics,” he explained.
Kern recorded his fast lap of the Nordschleife with a camouflaged vehicle, equipped with a racing seat and roll-cage for safety reasons. The tyres fitted were 22-inch Pirelli P Zero Corsas that were specially developed for the new Cayenne model and will be fitted as standard.
2-time World Rally Champion and Porsche Brand Ambassador has also completed numerous test laps in the high-performance SUV on the Hockenheimring circuit. Like Kern, Rohrl was also impressed, saying: “The car remains incredibly stable even in fast corners, and its turn-in behaviour is extremely precise. More than ever, you have the feeling that you are sitting in a compact sportscar rather than in a large SUV.”
It is no secret that the Mercedes-Benz C-Class is due for an upgrade very soon. The W205 generation C-Class has been around since 2014 and has been a sales success.
The class leading (till the F30 3-Series arrived) C-Class appealed to just about any age group while the AMG Series (C43 and C63) were in a class of their own, in Malaysia at least.
When wheel-to-wheel against the likes of the BMW F30 and the Audi B8, the C-Class stood out as the almost perfect convergence of all that was needed in an executive sedan. Of course, the BMW did ultimately prove to be the better car, but that’s a different story.
Enter the C300, the top of the line model in the none AMG line up.
Priced at RM291,800, it was perfect for those who did not want to dish out some crazy money for an AMG, and yet didn’t want the savings the Hybrid offered. Because you know, Mercedes hybrids haven’t been too well received despite their incredible specifications and fuel savings they offered.
The C300 sold well, it offered a spirited engine in the form of a 2.0-litre, turbocharged unit that puts out 258 hp and 350 Nm of torque.
Decent enough if you ask me, and it also makes a rather pleasing sound during acceleration. Almost sports car-ish.
It has quite a character and the slick shifting 9-speed gearbox too added to the sporting character of the car.
The interior has always been a decent place to be in though I cannot for the life of me accept the plastic feel of the ash wood trimming. It simply feels too cheap for a Mercedes-Benz, entry level sedan or not.
I do however love the Burmester sound system, not only looks great but sounds fantastic as well, and truly makes the interior a nice place to be in.
The C300 has generally done well and towards the end of 2020, Mercedes-Benz Malaysia introduced an update that took away the adaptive suspensions and replaced it with regular coil overs.
The level headed amongst us wouldn’t mind that as adaptive suspensions can be extremely expensive to maintain over the long run. There are instances where owners simply prefer to have the air suspension replaced with coil overs instead of opting for the original.
But the techies who like every possible feature a car can offer will undoubtedly cry foul.
So this then begs the question, is that really a problem?
The short answer is, no. And the long answer: it is not a problem because it is already good enough to begin with.
The suspension is identical to the one in the C200, which in the past has been criticised for being too stiff and too uncomfortable for an executive sedan.
As such, a sporty nature is already well-ingrained into this C300, it feels steady in corners though there is some hefty body roll when pushed a little further. The powertrain and suspension pairing is great, but not quite as spot on as the previous model.
But that also means there is a compromise on comfort. And there is no place where this is most evident than on uneven roads, badly patched surfaces and of course, speed humps that appear out of no where. And our Malaysian roads are full of such surprises, so in reality, the Mercedes-Benz C300 is not a very comfortable car.
And that is what the adaptive suspension has helped to iron that out at the push of a button to select Comfort mode – which would then do as its namesake and absorb bad roads.
But even then, the previous C300 never really did a phenomenal job at that, it was just marginally more comfortable than now.
So which means, that the tradeoff is worth it, and the omission of that suspension saves you about RM15,000.
Yes, there is no doubt that a new C-Class is just around the corner, but if you are not the type that needs to have the latest, then this C300 is undoubtedly a great buy if you can look past the suspension. It’s saving grace is its engine and all that power it produces – it’s no AMG, but it’s still a lot of fun.
