While BMW’s M division may have taken a divergent path with the XM as its flagship offering, a sleek sports car named the BMW I16 was once in the pipeline. Unveiled on social media by BMW’s design chief, Domagoj Dukec, the I16 was positioned as the successor to the i8. However, despite its promising design and potential, the project met an unfortunate end, likely influenced by the challenges posed by the COVID-19 pandemic.
Dukec shared a series of sketches and photorealistic renderings of the I16, showcasing a design that blended the proportions of the BMW i8 with more refined styling cues from the 2019 BMW Vision M Next concept. The result was a visually appealing sports car that captured the essence of the classic BMW M1.
Featuring aggressive headlights, a sculpted kidney grille, and butterfly doors reminiscent of the i8, the I16 also incorporated modern touches like high-mounted side inlets in place of flying buttresses. At the rear, slim taillights, M1-inspired BMW emblems, and a triple rear windshield evoked a sense of performance and heritage.
Despite its cancellation, Dukec revealed that the I16’s development was completed in less than 12 months, leveraging the carbon monocoque chassis of the BMW i8 for its mid-engined layout and shared hardpoints. While details on the powertrain were scarce, reports suggested a plug-in hybrid setup with around 600hp and an EV-only range exceeding 100km.
Unfortunately, the I16 project came to an abrupt halt, with BMW opting to discontinue the i8 without a successor. Dukec hinted at the pandemic’s impact on the decision, noting that “the world changed in 2020,” leading to the project’s cancellation. Despite this setback, Dukec remains hopeful for the future, suggesting that there’s always a new project waiting around the corner.
Rowan Atkinson, renowned actor and comedian, finds himself embroiled in controversy following accusations that his commentary on electric vehicles (EVs) has contributed to sluggish sales in the UK. The allegations surfaced during a meeting of the UK’s House of Lords, where the environment and climate change committee discussed obstacles to the government’s plan to phase out petrol and diesel cars by 2035.
According to reports, the committee singled out Atkinson, citing a piece he authored in The Guardian in June 2023 as a significant factor in the downturn of EV sales. The think tank Green Alliance, presenting its findings during the session, labelled Atkinson’s article as detrimental to the cause and claimed it had been thoroughly debunked.
“Unfortunately, fact checks never reach the same breadth of audience as the original false claim, emphasising the need to ensure high editorial standards around the net-zero transition,” remarked the Green Alliance during the parliamentary session.
Hyundai enthusiasts have reason to rejoice as the 2024 Elantra N receives a comprehensive array of updates aimed at elevating its driving experience. With an enticing starting price of $34,850 (RM166,356), including destination, the latest iteration of the beloved affordable sports sedan promises to deliver even more bang for the buck.
Priced just $835 (RM3,982) higher than its predecessor, the 2024 Elantra N finds itself comfortably positioned within the fiercely competitive affordable performance segment. While slightly edging out rivals such as the Volkswagen Golf GTI and the Subaru WRX in terms of cost, it remains a compelling option against contenders like the Toyota GR Corolla and the Honda Civic Type R.
Building upon its reputation for offering exceptional value, the Elantra N now comes packed with an array of upgrades that justify the modest price increase.
The most noticeable changes can be found at the front, where a refreshed bumper design and new headlights lend the sedan a more refined appearance. Not merely cosmetic, these updates enhance airflow to the radiator and braking system, ensuring improved cooling efficiency and consistent braking performance. Hyundai has also implemented thermal protection for the brake lines to prevent fluid overheating—a thoughtful addition for spirited driving enthusiasts.
Under the skin, the Elantra N benefits from mechanical enhancements aimed at enhancing handling and driving dynamics. A revised steering system with improved tolerances and a new universal joint enhances precision and feedback, while updated motor mounts work to reduce vibrations. Additionally, urethane bushings at the rear suspension mounting points contribute to a smoother ride.
Perhaps the most significant improvement comes in the form of standard 19-inch forged alloy wheels, shedding 14kg of unsprung mass compared to the previous model. Wrapped in Michelin Pilot Sport 4S summer tires, these wheels offer increased grip and responsiveness, particularly in high-speed cornering scenarios.
Powering the 2024 Elantra N is the familiar 2.0-litre turbocharged inline-four engine, delivering a robust 276hp and 391Nm of torque. Paired with a six-speed manual transmission as standard, enthusiasts can opt for an eight-speed dual-clutch automatic for an additional $1500 (RM7,153).
With Hyundai dealers already receiving shipments of the 2024 Elantra N, prospective buyers are encouraged to act swiftly to secure their desired model. With its blend of performance, value, and enhanced driving dynamics, the Elantra N continues to uphold its reputation as a standout choice in the affordable sport sedan segment.
Introduced towards the end of 2023, the S70 was one of the most highly anticipated new Protons simply because it is the first B-segment sedan the company has introduced in a few years. We shall debate whether it is a B or C-Segment model shortly, but every new Proton introduced in the past few years has been an SUV, and the S70 is a refreshing addition.
The S70 can be viewed as the successor to previous Proton sedans such as the Inspira and the Preve, but it does not share any technical similarities. In fact, the S70 is based on the Geely Emgrand which is a left-hand drive model in markets such as in China and the Philippines.
But it is not a simple rebadge, though the new Proton shares a number of commonalities with the Geely and is largely the same in terms of design except for a new grille and updated bumpers.
Proton did localise the S70 and says that it has been “tuned for Malaysian roads”. According to a powerpoint slide shared by Proton before a recent media drive, Proton spent 75,000 man-hours on testing the new car, 260,000 man-hours was also spent for R&D for Design Engineering, Proton’s engineers drove the car for a total of 1.2 million kilometres during road testing, and 453 new parts were developed to turn the Geely Emgrand into the Proton S70.
So, no. It is definitely not a simple rebadge.
The flagship variant, which is what we reviewed is officially known as the Flagship X and sits above three other variants. Prices for the S70 start at RM73,800 and goes up to RM94,800 for the top-of-the line variant.
During the launch, Proton said the S70 is a C-Segment model with B-Segment prices. Though we think that is far-fetched because the S70 is smaller than its C-Segment competitors, but the more for less marketing strategy is something Proton has used before and is in fact ingenious.
The reality is, the Proton S70 is closer to the Honda City and the Toyota Vios than it is to the Honda Civic and the Toyota Corolla Altis. Even so, it has the competition beat in almost everything, but pricing in particular.
The Honda City ranges in prices from RM84,900 to RM99,900. There’s also the most expensive City which is the hybrid variant that costs RM111,900, but because there’s no S70 hybrid, we shall leave that out of this.
Then there is the Toyota Vios which ranges in price from RM89,600 to RM95,500. So the Proton S70 is definitely the most obvious choice.
But the S70 is not only cheaper, but it also has an interior that is hugely impressive as well. The minimalist interior is similar to that of the Proton X50 and offers clean lines without the clutter of buttons and dials to distract you. It is also remarkably well built. Short of getting it stuck in mud and the beach, we drove it over all types of roads, and there was nothing that buzzed or rattled.
A few makers have tried the minimalist design approach and failed because the important buttons such as the air-conditioning controls and even audio controls are located deep inside in the infotainment system, which can be distracting.
But the S70 has physical buttons for the air-conditioning, while audio controls are located on the steering wheel. We would have preferred physical buttons for the audio as well so that the passenger can get to it easily, but we can live with the current set up.
The seats too are impressive with just the right amount of back support; however, thigh support could be better. It is difficult to beat the Honda City when it comes to seats, and the Honda still has plusher, more comfortable seats all around.
Though the interior is about the same as the X50, the S70 uses the same gear selector as the Proton X90, which means operating it needs some getting used to. You need to flick (not shift) the selector down twice to move from park to drive, and then up once if you want to select reverse.
There is also the option to shift manually, but even that requires a rewiring of the brain. Usually, manual shifting entail moving the selector down for upshifts, and up for downshifts. However, with the S70, you need to shift left for downshifts, and right for upshifts. Proton says this is a similar system to Volvo, but that does not mean it is good. Thankfully though, you simply need to press the P button to select park.
But that is about it as far as complaints about the interior goes. In fact, that’s as far as complaints about the S70 goes.
Tech wise, the interior of the flagship model offers a 10.3-inch digital instrument cluster and a 12.3-inch infotainment system with music played back through six speakers. There’s still no Apple CarPlay and Android Auto but the good news is that Proton acknowledges that its customers want those features so is actively working on it. And once it is offered, those features will also be offered in some older models, if the hardware of the car is able to support it.
The Flagship X model also offers a sunroof which is something that we appreciate as there is nothing like opening the roof on a cool morning or sunset.
What is also quite impressive is the way the interior refinement. When driving around town, the interior is quiet and does well at keeping noise and vibrations down to a minimum. However, tyre and wind noise is quite apparent at highway speed past 110km/h.
The S70 runs on 17-inch Goodyear Assurance Triplemax tyres which are designed for longevity and durability, as such it uses a harder compound, and a by-product of such compounds is that road noise gets transferred back to the cabin.
The suspension is a combination of MacPherson struts at the front and a torsion beam at the rear. The set-up is similar to its competitors but is a nice balance of comfort and sportiness. When chucked into corners at high speed, the S70 obliges with little body roll and near neutral handling (no understeer or risk of the rear snapping out of line).
And when you have your family or friends in the car, it does a brilliant job at soaking and isolating dips and road ruts. Some netizens have criticised Proton for using a torsion beam, saying that it is uncomfortable. But a properly set up torsion beam suspension is just as good if not better than a multi-link suspension, and Proton deserves credit for the impressive ride and handling.
The powertrain on the other hand consists of a 1.5-litre, three-cylinder, turbocharged engine producing 150PS and 226Nm. Power is sent to the front wheels through a seven-speed dual-clutch gearbox and the S70 needs nine seconds to reach 100km/h from a standstill. We saw a fuel consumption rating of 9.6-litres per 100km but that is after flooring it on the highway and getting stuck in Penang traffic. The official fuel consumption figure from Proton though puts it at 6.2-litres per 100km.
The engine has been reworked by Proton. It is the same engine that powers the Geely Emgrand but Proton added a turbocharger which in turn added performance. Power is decent and delivery is just shy of instantaneous with just half a second of turbo lag before a wall of torque meets the demands of your right foot.
However, Proton is still working on refining the turbo lag issue, particularly from a standstill. The moment of nothingness and the sudden surge of power often results in a wheelspin which can catch some drivers off guard, particularly when turning into a junction or getting off from a traffic light. This was felt by other members of the Malaysian motoring media fraternity who were unanimous in their feedback regarding the turbo lag.
But besides that, the Proton S70 is very nearly a perfect B-Segment car and will take the fight to the Honda City and the Toyota Vios. Particularly with its spaciousness, quality, pricing and powertrain.
While the competition makes do with whinny CVT gearboxes, the S70 stands out by offering a quick and smooth shifting dual-clutch transmission, just like the one in the X50 and X70. And the dual-clutch will always trump the CVT when it comes to refinement and response.
All-in-all, the Proton S70 seems like it is going to create some sleepless nights for the teams at Honda and Toyota. Proton is hell bent on offering a good product and has even resorted to delaying some deliveries to ensure that quality is not sacrificed.
But from what we experienced during our drive, Proton has a clear winner in the S70, but in a market that prefers SUV’s over sedans, time will tell how well it sells.
Abarth, renowned for its high-performance vehicles, has unleashed a tuned-up version of the electric Fiat 600e, showcasing a significant boost in power and a more aggressive aesthetic.
Displayed in its striking Scorpionissima launch edition guise, the electrifying Fiat 600e has captured attention after being spotted during a commercial shoot, with just 1949 units slated for production.
Although technical details such as drive configuration and battery specifications remain under wraps, the electric 600e promises to deliver thrills with a mechanical limited-slip differential and an impressive power output of 240hp.
This power surge establishes the 600e as the most potent Abarth ever crafted, boasting a formidable 84hp increase over its Fiat counterpart.
Fiat 600e
While maintaining the potential for electrifying performance, the 600e may inherit its battery from the Fiat donor car, equipped with a 54kWh nickel manganese cobalt lithium-ion unit. However, due to the higher-output motors, a slight reduction in range is anticipated compared to the Fiat 600e’s 400km range on the WLTP cycle.
Horacio Pagani, the visionary behind Pagani Automobili, has revealed the breathtaking Huayra R Evo, a culmination of his passion for racing heritage and cutting-edge technology. Inspired by the sleek aero screens of IndyCar racecars and nostalgic memories of long-tail racers from his youth, Pagani embarked on a journey to create a hypercar that pushes the boundaries of performance and emotion.
At the heart of the Huayra R Evo lies a 6.0-litre V12 HWA engine, meticulously enhanced to deliver an astonishing 888hp and 770Nm of torque, making it the most powerful Pagani model to date. With upgrades including a recalibrated ECU, new intake manifold, and camshafts, this powerhouse can now rev up to an impressive 9,200 RPM, sending its thunderous power to the rear wheels through a six-speed sequential transmission.
But power is just one aspect of the Huayra R Evo’s prowess. The meticulously crafted long-tail body, 7.5 inches longer than its predecessor, contributes to a staggering 45 per cent increase in downforce, ensuring unparalleled stability and grip on the track. Even with removable panels in the hood to unleash the symphony of the V12, the car remains 21 per cent more aerodynamically efficient, showcasing Pagani’s dedication to engineering perfection.
The innovations don’t stop there. Utilising advanced carbon fibre technology from Utopia, the Huayra R Evo boasts a 38 per cent increase in stiffness while maintaining a lighter overall weight. Its refined chassis features a new heave damper for adjustable ride height and improved elasto-kinematics for optimal handling in every scenario.
Pagani’s commitment to performance is matched only by its dedication to providing an unparalleled driving experience. Owners who participate in the Arte in Pista program will enjoy exclusive track events at some of the world’s top circuits, complete with track engineers, data analysis, and even a motorsports physiotherapist and nutritionist.
As Horacio Pagani himself declares, “The Huayra R Evo pushes the boundaries of performance and emotion even further.” With its blend of racing heritage and cutting-edge technology, the Huayra R Evo stands as a testament to Pagani’s relentless pursuit of automotive excellence.
