Electrification Archives

Bermaz Motor to import Mazda MX-30 EV for sale in Malaysia later this year

While the major carmakers have been unveiling new battery-electric vehicles (BEVs) one after another in recent months (two models within the same day sometimes), Mazda seems to have been quiet in that area. In fact, it appears that the company is not making a big push into electrification in support of the efforts to address climate change.

But that’s not really the case as Mazda, like other companies in the auto industry, is just as committed to achieving carbon-neutrality in future. However, it does not want to just develop electric vehicles and consider its commitment fulfilled but looks at the ‘bigger picture’. BEVs may be the way to quickly reduce emissions of carbon dioxide that causes global warming but if the electricity used to charge them is not produced sustainably, then the emissions are merely moved to power stations, many of which run on coal… another fossil fuel.

Multi-solution approach
This is why Mazda, like some other carmakers, is looking at a multi-solution approach which has a mix of combustion engines (made more efficient) as well as electrified powertrains. It also takes into account the different stages of development in each country as not every country on the planet will be able to switch to BEVs at a similar pace. There are issues of supporting infrastructure and even more importantly, the cost of BEVs which need to become lower before they can be easily adopted.

Nevertheless, Mazda is still developing BEVs and its first one is the MX-30 which has been developed as part of the company’s Sustainable Zoom-Zoom 2030 vision of achieving carbon neutrality. Typically Mazda, the MX-30, while being a BEV, has been developed along different lines that are not so much performance-focussed but more towards practicality and urban usage.

2022 Mazda MX-30 EV — *Lots of space in the engine bay, enough to add a small rotary engine to use as a range-extender (an idea which Mazda is working on).*

Smaller battery capacity
The MX-30 uses e-SKYACTIV electric-drive technology with a single-motor powertrain having an output of 107 kW (143 hp)/271Nm. Powering the motor is a 35.5 kWh lithium-ion battery pack which is somewhat smaller in capacity than other BEVs which have been unveiled lately. Because of its smaller capacity, the range claimed is up to 199 kms which sounds a bit on the low side.

Mazda’s explanation for installing a battery with less capacity than others is to reduce the cost, since battery packs account for a large part of the cost of a BEV. So the engineers have tried to balance cost and range and they feel that, for its intended role as urban transport, 199 kms should be adequate. The added advantage of a smaller battery pack is less weight, and keeping weight down is very important for an electric vehicle.

The charging can be done at home using a normal wall socket and can take up to 12 hours if the battery pack is totally empty. If a more powerful charger is installed, then the process will be faster and as short as 31 minutes. But from a practical point of view, the 12-hour time may not actually be the case unless the owner uses up all the energy. In practice, it could be like how you recharge your mobilephone – if you do so when the battery pack is at 50%, then it may take just a few hours. And as you might not have used up all the capacity during the day, there is definitely going to be some remainder at night, which will means less recharging time is necessary.

Different driving character
The character of the MX-30 on the move is also said to be unlike most BEVs. According to Dato’ Sri Ben Yeoh, Executive Chairman of Bermaz Auto, who has driven the car, its acceleration does not have the strong surge when moving off, which can sometimes be unpleasant. It’s a more progressive acceleration and this has been deliberate to give more enjoyable driving. “The other electric vehicles are more high performance-biased with strong torque from the motors but the idea behind the MX-30 is more towards driving pleasure and at the same time, eliminating the necessity of visiting a petrol station to refuel,” he explained.

Although it is not intended to be performance-oriented, the MX-30 has sporty looks with a distinctive appearance. It doesn’t look like other Mazda models and has a new expression for the KODO – Soul of Motion design language that is used for other models.

‘Freestyle’ doors
An interesting (but not unique) feature is the opening of the doors. The rear door is not hinged from the middle pillar (which does not exist) and is instead hinged on the body side towards the rear. When both doors are open, there is a wide entry space to the front and rear seats. This has been done before on the RX-8 and also used for some versions of Mazda pick-up trucks.

While some carmakers call them ‘freestyle doors’, such doors have been referred to as ‘suicide doors’ because, in earlier years when locking mechanisms were not so reliable or doors didn’t close properly, they could sometimes open by themselves. That would be dangerous when the car was moving fast as someone could fall out! However, with today’s stringent safety regulations and crash tests, the doors should remain properly locked and closed. After all, Rolls-Royce also has such doors on its cars.

As the exterior proportions would suggest, the MX-30’s cabin is compact. The dashboard is a clean surface with obvious minimalism as its concept. Like most other Mazda models, there is a vertical tablet-like display in the middle which provides infotainment information and management is either by touch or using the rotary knob on the centre console.

Sustainable, recyclable materials
In pursuing the sustainability approach, many of the materials used for the MX-30 are eco-friendly and can be recycled. The material for the trim panels around the floating centre console is an example. It is from cork, one of man’s oldest construction materials. The environmental footprint of the cork used for the MX-30 is reduced further by using leftovers from the production of cork stoppers for wine bottles. The inherent characteristics of cork are very useful for automotive interior applications where materials will often be in use for many years. It is virtually impermeable to liquids and gases and shows a high friction-resistance. This is due to the special honeycomb cell structure of cork, as well as a substance called suberin, which makes up about 45% of the material. Naturally hydrophobic, it acts as a sealant against water penetration and other liquids.

Besides being environmentally-sourced, cork is also historically special to Mazda because the company was known as Toyo Cork Kogyo Corporation and manufactured cork in its earlier years.

Bermaz Motor intends to offer the MX-30 for sale later in the year (from the fourth quarter) and sees it as an offering for those early adopters who like the idea of electrically-powered cars. The price is not confirmed yet although Dato’ Sri Yeoh said that it will be not more than RM200,000. He added that BEVs are currently expensive to produce and even with the full exemption of import duties and taxes, the retail price will still not be able to be below RM150,000 for a properly built BEV.

Mazda to use SKYACTIV-D engine with next-generation biofuel in endurance racing

Ferrari 296 GTS – the top comes off the 296 GTB

Perhaps our climate is not the best for open-top motoring but in other places in the world, conditions are perfect for driving around with the top down and there’s enough demand for convertibles that manufacturers still offer them. The Ferrari 296 GTS is the latest convertible to join the list, offering those who want a topless version of Ferrari’s mid-rear-engined PHEV a factory-built model.

As explained before with the report on the 296 GTB, the engine is a new V6 unit and the first 6-cylinder engine installed on a road-going spider from Ferrari. While it’s not Ferrari’s first V6 (the first one was in the 1957 Dino 156 F2), it does usher in a new V6 era for the company. Total system output from the 2992 cc turbocharged engine is 830 ps/740 Nm, of which 165 ps comes from the electric motor.

This is the first ever Ferrari spider with a rear-wheel drive-only PHEV architecture in which the engine is integrated with a rear-mounted electric motor. This is derived from Ferrari Formula 1 racing cars and communication between the motor and engine is via the Transition Manager Actuator which allows them to run together efficiently and optimally.

Although the 296 GTS is about 70 kgs more than the 296 GTB, the performance claims are pretty much the same – 0 to 100 km/h in 2.9 seconds and a top speed of 330 km/h, while the range from the 7.45 kwh battery is said to be good for 25 kms running on electricity alone.

As with the SF90 Stradale, customers who require more extreme power and performance, especially if they are going to be on the track, can take the Assetto Fiorano package which includes lightweight features and aero modifications.

From a chassis perspective, at 2600 mm, the wheelbase is 50 mm shorter than previous Ferrari mid-rear-engined berlinettas to the benefit of the car’s dynamic agility. The 296 GTB’s chassis was redesigned and optimised for the 296 GTS to improve torsional rigidity and bending stiffness compared to previous spider applications. This was achieved to the tune of 50% in the case of the former and 8% in the case of the latter.

The styling of the 296 GTS has kept the clean and sophisticated lines of the 296 GTB. There was, of course, a clear focus on minimising the impact of any modifications on the exterior bodywork, always a challenge for a convertible variant. With the RHT stowed, the sleek silhouette remains very similar to that of the 296 GTB.

The need to stow the RHT (Retractable Hard Top) inside the engine compartment required the creation of a new tonneau cover design. While on the 296 GTB, the engine bay is completely horizontal and dominated by two flying buttresses in a nod to the 250 Le Mans, the 296 GTS’s tail is absolutely unique.

2022 Ferrari 296 GTS PHEV — *296 GTS with Assetto Fiorano package.*

As is the case with the 296 GTB, a dominant feature of the car’s architecture is the signature ‘aero bridge’. The overall effect is of an extremely compact cabin effortlessly integrated with the wings and flanks. The buttress theme is further enhanced by contrasting sculpted extensions that frame the engine cover screen and integrate the novel fuel filler and battery charge covers, avoiding architectural disharmony.

The lightweight RHT takes 14 seconds to retract or deploy at speeds of up to 45km/h. The separation line between the car’s body and the roof is above the B post. As a result, the folding roof splits into two sections that fold flush over the front of the engine, thus maintaining the engine bay’s thermal dissipation characteristics and the balance of the overall design. This also allowed the designers to introduce a window in the rear section of the engine cover through which the new V6 is clearly visible.

The 296 GTS has several radical and innovative solutions with regard to aerodynamics which have turned the active aero paradigm, introduced from the 458 Speciale onwards, on its head. The car has an active device used not to manage drag but to generate extra downforce. The LaFerrari-inspired active spoiler integrated into the rear bumper allows the 296 GTS to generate a high level of rear downforce when required (up to 360 kgs at 250 km/h with the Assetto Fiorano package).

The aero development work done on the 296 GTS means that even in low-drag configuration the car can deliver more downforce than previous applications. In high-downforce configuration, there is an additional 100 kgs in downforce, thanks to the active spoiler.

The rear diffuser has a very clean, linear design with a central channel that makes it possible to modify the direction in which the airflow sucked along the underbody is released into the car’s wake. This contains the vertical expansion of the car’s wake and thus drag.

Turbulence in the cockpit area is something which convertibles cannot escape but thanks to modern solutions, this can be effectively reduced to make things comfortable for the occupants. For the 296 GTS, the geometry of the trim behind the headrests is optimised to channel as much of the air as possible towards the tonneau cover to reduce the amount of flow recirculating inside the cabin. Aerodynamic flaps have been integrated into the rear trim structure to reduce buffeting and increase comfort in open-top driving.

As with the 296 GTB, the 296 GTS’s cockpit was developed around the new concept of an entirely digital interface. From a formal perspective, when the engine is off, the onboard instruments go black for a minimalist look. Exclusive Italian leather trim to the seats and trim is further enhanced by the noble technical materials used on the functional components.

Ferrari has not announced how much the 296 GTS will cost, but it would certainly cost more than the 296 GTB which, in Malaysia, is priced from RM1.228 million.

Naza Italia introduces Ferrari 296 GTB PHEV, priced from RM1,228,000

EV charging network in Malaysia steadily growing along North-South Expressway

While driving from Singapore up through Peninsular Malaysia to the border with Thailand has been possible for decades, in the coming era of electric vehicles (EVs), a network of recharging stations needs to be set up so that such vehicles can complete the whole 862-km journey without running out of electrical ‘fuel’. While the range of EVs continues to increase, places to recharge along the way will still be needed in the same way as petrol stations as travellers may detour or take breaks in various places.

Companies like Shell, in collaboration with Porsche Asia Pacific, have taken the initiative to start setting up a network of high-speed charging stations along the North-South Expressway. No doubt, as the EV population increases, other companies will also start contributing to the network.

*Access to the Go/EVC charging stations requires the use of a mobile app.*

Singapore’s sole piped town gas provider, City Energy, is among them and has launched its Go by City Energy (Go) EV charging service to offer a seamless operational service across Singapore and Malaysia using a mobile app on smartphones. Operated by its new subsidiary, City Energy Go Pte. Ltd., Go will be the first EV charging service provider to offer EV charging solution as a service

*This Caltex station near Sjudai in Johor is one of the stations with EV charging facilities.*

Go, which finances, operates and maintains the network of EV charging stations, has a strategic partnership with EV Connection Sdn. Bhd. to extend charging connectivity into Malaysia. The two companies recently signed an agreement to extend connectivity into Malaysia. Go will be the first service in Singapore that extends EV charging capabilities into Malaysia.

EV Connection is one of Malaysia’s pioneers in EV charging solutions and an authorised EV charging station distributor registered with Suruhanjaya Tenaga, CIDB, Tenaga Nasional Berhad and MyHijau. With this partnership, Go drivers will be able to access EV Connection’s network of charging stations in Malaysia.

Depending on the location, the charging stations and power levels may vary. Go says that the charging levels can be 22 kW or 43 kW (AC) or 50 kW (DC). The higher the charging level, the faster the charging will be but each EV will be designed to accept a specific charging level. To cater for different EV models, the charging stations will have different ports for the popular types of charging cable connectors.

Shell and Porsche team up to provide first cross-border high-performance charging network in Southeast Asia

Honda’s electrification plans will still include hybrid models, at least until 2035

Over the next 10 years, Honda will allocate approximately 5 trillion yen in the area of electrification and software technologies to further accelerate its electrification, which is approximately 62% of the company’s overall R&D expenses budgeted for the same. This expenditure will enable it to have up to 30 EV models globally by 2030 with production volumes of more than 2 million units annually. This huge investment will help Honda achieve carbon neutrality for all products and corporate activities by 2050.

The strong focus on EVs – and presumably, Honda is referring to battery electric vehicles (BEVs) – may suggest that the carmaker will be decreasing development of internal combustion engines (ICE) and hybrid vehicles (HEVs). In fact, last year, it announced the intention to stop producing and selling new ICE vehicles, including hybrids, worldwide by 2040.

However, like what a number of major carmakers are saying, hurried adoption of BEVs is not a practical approach. Due to regional differences such as the level of customer acceptance, affordability, readiness of infrastructure and economic conditions, a singular approach to switching to BEVs globally is not going to work.

Honda will therefore be working on rapid transitioning to BEVs in markets and regions such as the USA, Europe, China and Japan while continuing with a more realistic solution for other areas. In those major markets for electrification, the ratio of BEVs and fuel cell electric vehicles (FCEVs) will be increased at a faster rate. In relation to overall unit sales, these zero emission vehicles will account for 40% of volume by 2030, 80% by 2035, and 100% by 2040.

*In some markets like Malaysia, Honda also refers to its hybrid technology as e:HEV technology.*

And even though North America is one of the regions that is part of the main electrification plan, Honda has still allocated R&D resources to develop new hybrid models for the near-term. This is to increase HEV volume of core models such as the CR-V, Accord and Civic which are produced there. Honda currently sells 4 HEV models in North America. However, Insight production will end in June to start production of the new CR-V Hybrid this year, followed by the Accord Hybrid, which will eventually make up 50% of the sales mix of each model.

“We need to take into account multiple factors, such as the living environment and the penetration rate of renewable energy, rather than simply switching to electric vehicles,” said Toshihiro Mibe, Honda’s CEO. “We are ending conventional engines but we will still focus on hybrids, and it will be our strength in 2030 or even in 2035.”

Honda, along with Toyota, were the first brands to introduce HEVs and while the Prius was the first into the market, Honda’s first generation of Insight arrived in the USA 7 months before the Toyota HEV. Following the futuristic looking Insight was the Civic Hybrid in 2002 and then the Accord Hybrid.

*Honda’s first model with hybrid electric technology was the Insight, which made its debut in Japan in 1999.*

*The CR-Z hybrid sportscar was sold between 2010 and 2016 but due to diminishing sales of coupes, Honda didn’t follow up with a second generation.*

Honda continued to improve its hybrid technology (which it also refers to as e:HEV technology in some markets) as well as try to bring costs down and developed better hybrid powertrains for the next generations of the models. It also came out with a HEV sportscar, the CR-Z, in 2010 but as sales of coupes slowed down, the model line did not continue into a second generation.

So HEVs still have a future, more so now that they have moved from being of interest to early adopters to become more mainstream in the marketplace. While most HEV buyers would be aware that their car is powered by a petrol engine as well as an electric motor, the fact that a HEV needs no recharging (a plug-in hybrid or PHEV does) makes the technology ‘invisible’. It’s like turbochargers; in the 1970s, they were distinct features in high-performance engines but today, their presence is taken for granted in the new generation of downsized engines.

*In Malaysia, Honda has been selling hybrid models since 2004 and assembling some models locally since 2012, starting with the Jazz Hybrid.*

Honda’s continued attention to HEVs will also be beneficial in other markets where BEV adoption may be slow. HEVs can still help in a small way on the climate change issue as they generate lower carbon dioxide gases which have been identified as a major cause of global warming.

Honda Civic Hatchback e:HEV Hybrid for Europe – will it come to Malaysia too?

BMW’s new i3 is a fully electric 3-Series sedan only for China

Since the 1990s, China has been the market every carmaker wants to be in. When the country’s economy opened up in the 1980s, the auto industry saw huge investments in preparation for demand for new cars that would explode and make the country the world’s largest market. Because of its gigantic volume, carmakers are even prepared to develop models exclusively for the market because the potential volume justifies the R&D cost.

For BMW, China has become a very important market and in 2021, 846,237 BMW and MINI vehicles were sold there and that was 40% of its global sales for the year. Over the years, the German carmakers has developed long-wheelbase versions of various model series because buyers there want longer cars.

Now, it’s also developed a 3-Series that is fully electric, the first of its type in the world and for now, it is meant only for China. To go on sale in May this year, it has the same shape as a long wheelbase 3-Series sedan (110 mm longer than a standard body) and is badged as a ‘BMW i3 eDrive35L’.

The original i3
That will, of course, makes people a bit puzzled because the i3 that we have known all along was an independent model line and the first volume-produced battery electric vehicle by BMW, and it also introduced the BMW i sub-brand. Entering the market in 2013, it was a B-segment hatchback and had an advanced structure along with new technologies.

*The original i3, BMW’s first zero-emissions vehicle, which entered the market in 2013.*

At the end of 2019, BMW said the i3 would end production within 5 years and there was no plan for a follow-up generation. This was probably because the new iX range of BEVs was moving into a more prominent position and could be used for a broad spread of segments.

BMW doesn’t explain why it has chosen to offer such a model other than that ’it is perfect fit for the particular requirements of Chinese customers’. It could well be that market studies indicated that there is a segment of customers who still want something looking conventional and also with the generous legroom afforded by a long wheelbase.

Specially adapted for China
From what is known, the model was ready for production at the end of last year and was submitted for homologation. Fine tuning of the suspension systems to Chinese road conditions was carried out by the joint-venture BMW Brilliance Automotive Ltd. R&D division, which also adapted some of the car’s componentry to the requirements of the supply chain in China. It will be made at the joint-venture factory in Shenyang.

Gen5 eDrive
The ‘eDrive35L’ in the badge indicated that it will have the latest BMW Gen5 eDrive powertrain already used in the iX3, i4 and iX. The battery pack has a gross capacity of 70.3 kWh and with DC fast-charging, going from 10% to 80% is claimed to take 35 minutes. A full battery pack is expected to provide a range of up to 526 kms. If there is an urgency, a 10-miunte fast-charge can give up to 97 kms of range.

The eDrive powertrain has a rear-mounted electric motor with a maximum output of 210 kW (285 ps) and 400 Nm of torque. Claimed 0-100 km/h time is 6.2 seconds and, of course, the driving dynamics that all BMWs are known and appreciated for will also be available.

BMW eDrive — *The core of BMW’s 5th generation eDrive technology.*

Also included on-board will be BMW OS8 operating system and a wide range of digital features and services, like high-end connectivity and the Digital Key.

With the i3 eDrive35L, the BMW Group portfolio of fully electric cars now comprises 6 models. The BMW Group is aiming for fully electric vehicles to account for 50% of its global sales by 2030 as it aims for carbon neutrality.

*The BMW EV range in 2022 (together with a couple of models not yet launched).*

China now, the world later?
While the new i3 is intended for sale only in China, this may be an initial plan. It is likely that eventually, distributors in other markets will ask for it because customers will also want it as it still has that ‘classic’ look instead of the future-oriented designs of the new iX models.

Malaysians understand merits of EVs but misconceptions remain, BMW survey finds

First pictures of electric Rolls-Royce Spectre, to go on sale in 2023

(more…)

Volvo XC40 Recharge Pure Electric: 408hp of Pure Electric Fun!

The year 2022 is a special year for Volvo Malaysia because it marks the 55th anniversary for the Swedish marque’s presence in Malaysia.

Not only that but it also marks 55 years since the first ever locally assembled Volvo first rolled off the assembly line, which was the Volvo 144 (pictured below).

And 55 years later, Volvo Malaysia has once again made history by introducing the first ever locally assembled all-electric car – the Volvo XC40 Recharge Pure Electric.

The name of the car is painfully long, so for the sake of this article, let’s just call it the Volvo XC40 RPE, or RPE.

We recently test drove the car during a Volvo organised drive to Janda Baik and back, which gave us plenty of drive time to sample its electric capabilities, range and overall look and feel.

Let’s first begin with its design.

Current XC40 Recharge owners will recognise the overall silhouette, but there are some key differences.

There is no need for a grille anymore since there is no engine to cool, so in its place a plastic panel that is thoughtfully painted in the same colour as the body, giving it a very unique touch and immediately identifying it as the all-electric sibling of the XC40 line-up.

And then there is the obvious omission of the tail pipes, giving the rear of the car a tidy look when compared to its fuel guzzling sibling.

Step inside and it’s business as usual for a Volvo. Except that it’s not. Because in the XC40 RPE you don’t have to start it to drive it. There’s no button to push or key to twist, there’s a simple press of the brake pedal, a gentle push of the gear lever to either D or R, and you’re off.

That’s an easy solution but one that we need to get used to, but after some time, it had me wondering why no one else had ever thought of that.

The first thing that catches your eye as you sit inside is the steering wheel and how basic it looks. The buttons are minimalistic and one could argue that it looks cheap, but it looks the way it does so as not to distract the driver.

Just behind the steering wheel is a gigantic 12-inch display that takes over meter panel duties. It displays the usual info such as speed and range and charge levels, but because it is one giant screen, it can also switch to becoming a giant navigation screen with the aforementioned data neatly tucked away but within reach of the eye.

To the left of the steering wheel is a 9-inch vertical centre display (Volvo calls it portrait format) that houses everything you need while in the car – navigation, entertainment, air-conditioning controls and car settings.

The XC40 RPE also offers Google Assistant which lets you ask for directions, play music and make calls and even ask for the closest restaurants, all by saying “Hey Google” to get started.

The overall look and feel of the interior of the XC40 RPE is rather minimalistic. I particularly loved the 13-speaker Harmon Kardon premium sound system which comes standard and gives your music depth and rich bass.

The carpets are made of recycled materials while overall quality is fantastic, as it should be of a Volvo.

The seats may look thinly padded but offer decent support and come with memory function.

I personally found that rear seats to be cramped and the back rests too upright to get decently comfortable, but this is a small Volvo after all.

But a small Volvo doesn’t mean that it is devoid of space. Under what would usually be the bonnet is a small storage area consisting of two sections – the top section is perfect to store the charging cable and a small gym bag (the Mercedes EQA could learn a thing or two about storage from the XC40 RPE) while the boot offers 419 litres of storage space. That can expand to 1,295 litres with the rear seats folded down.

So how does it drive?

Fantastic to put it lightly.

Lets get the facts and figures out of the way first. The XC40 RPE available in Malaysia comes in Twin Motor format, which means there are two electric motors placed in the front and rear axle.

These motors give the XC40 RPE an AWD format and gives the car a phenomenal 408hp and 660Nm of torque. The sprint to 100km/h is seen off in just 4.9 seconds. A decade ago, these figures would have given this Volvo supercar status.

But it is still a car tuned for comfort so the suspension is on the softish side and you feel the body roll if you dive into corners at high speed. So you still have to watch your right foot and need to keep your inner child at bay when driving the RPE.

The brakes are more than capable of keeping up with all that power, but being regenerative they lack feel and that all important initial bite. So that can be scary when your brakes feel like they are not responding at first. Dig deeper and the brakes respond and the batteries get recharged.

But the Volvo XC40 RPE has a party trick up its sleeve and it is called the ‘One Pedal Drive’. What this does is that it lets you accelerate and brake using the accelerator pedal alone.

Accelerate as you normally would, and when you need to slow down, simply lift off and the brakes will be applied. The quicker you lift, the quicker and harder the brakes will be applied.

Of course you can still use the brake pedal as you normally would too, and driving using the One Pedal Drive tech takes some getting used to, but after some time you realise that it makes complete sense, especially in traffic. This tech also makes managing traffic a lot easier too because you don’t have to keep rotating your ankle between the brake and accelerator.

So, the power figures of the XC40 RPE suggest that you could have some serious fun, but the suspension and brakes don’t feel like they are up for it. And for good reason too, this is still a car designed for urban and some sub-urban use.

It is meant to keep you cuddled in subtle luxury and comfortable with the suspension disconnecting you from the horrors of Malaysian roads. It does not brilliantly though.

And now comes the big question – are we ready for electric cars and recharging our cars as we would our phones?

The XC40 RPE has a range of 417km on a full charge. Volvo says that if you stick to city driving, you will get a range of 420km while a combination of city and highway and mountainous driving will take that range down to 300km. Highway driving will only give you a range of 300km.

When we first started out our drive from Saujana Hotel in Subang, we were quite close to full charge, and when we returned the cars, there was still a range of 37km left.

We surely didn’t drive anywhere close to 400km that day. A quick dash to Janda Baik and back with a quick swing by Gohtong Jaya, we drove 270km at best. So Volvo is not exactly bluffing about its range.

But we were driving fast and the uphill climbs required more power anyway. And that’s the thing about electric cars, it all depends on where you are going and how that will affect power usage.

Driving at a constant speed on a flat highway will not consume much power, so driving interstate along the North South highway should be fine.

And power companies such as Petronas and Shell are fast catching up and are offering recharging stations along the entire stretch of the north south highway too, so recharging and range anxiety will soon be a thing of the past.

On the point of recharging, the RPE needs just 37 minutes to reach 80 per cent charge with a 150kW DC fast charger. While a regular 11kW AC socket such as the ones found in our homes will require 8 hours to reach 100 per cent charge.

So there’s still plenty of waiting around that is required to recharge your car, but that is fine if you are going to drive the car around town, unless you live in a condominium and have limited access to a charging port, then an electric car, no matter what type, is really not for you.

And so, all in all, the Volvo XC 40 Recharge Pure Electric checks all the boxes and is a fun little thing to drive and go about your daily business without burning a hole in your pocket.

Volvo Malaysia has not announced a price for it as yet but there’s speculation that it will be in the RM250,000 range.

Volvo looks like they may just have a winner in their hands, but the only thing that could hurt the XC40 RPE is the Hyundai Ioniq 5 Max.

Volvo is a pioneer again with the first locally-assembled battery electric vehicle (BEV)

ENYAQ Coupe iV is Skoda’s first fully electric model to get vRS badge

‘vRS’ is to Skoda what GTI would be to Volkswagen, the designation for high-performance versions of the various models of the Czech carmaker. The vRS story began in 2001 with the Octavia getting a 178 bhp 1.8-litre turbocharged engine, the most powerful road-legal Skoda ever offered when it was launched. It had credible performance and from that model, Skoda engineers began to always develop an extra-hot version of each model range deserving of the vRS badge.

Actually, Skoda had initially wanted to use ‘RS’ as the designation, the two letters referring to ‘Rally Sport’ which the carmaker had participated in since the 1960s. However, in the UK, they had a problem as Ford felt its RS models were already well established and did not want another manufacturer confusing customers. So rather than fight over the matter, Skoda decided to add a ‘v’ (for ‘victory’) to the RS and thus the ‘vRS’ badge was born. However, in many markets, the badge is more distinctly shown as ‘RS’ and the model also referred to as ‘RS’.

*Octavia was first model to have the vRS badge in 2001.*

Over the years, impression vRS models have appeared in showrooms, with the first performance SUV from the brand being the Kodiaq vRS in 2019, and it had a 235-bhp twin-turbo diesel engine. This July, Skoda will launch its first all-electric model to have the vRS badge – the ENYAQ Coupe iV vRS.

Like the ENYAQ iV SUV, the new ENYAQ Coupe iV vRS also use the Volkswagen Group’s MEB modular platform developed specially for battery electric vehicles (BEVs). The ENYAQ iV models are the first modern-day Skoda vehicles with a rear motor and rear-wheel drive/dual-motor and all-wheel drive.

The ENYAQ Coupé iV vRS is powered by an 82 kWh lithium-ion battery pack providing electricity to the electric motors at the front and rear axles. The system output is 299 ps with maximum torque rated at 460 Nm and available virtually from standstill. This will give a claimed 0 to 100 km/h time of 6.5 seconds and a top speed of almost 180 km/h.

A range of almost 500 kms is claimed on a fully charged battery pack. The system is able to accept rapid charging at levels up to 135 kW, which will enable an 80% charge to be achieved within 36 minutes (depending on charging level). On a standard 7.2 kW home wallbox, however, the time to fully recharge will be around 13 hours if the battery pack is completely empty.

As would be expected with the vRS badge on it, the ENYAQ Coupe iV has a sporty appearance with gloss black surrounds for the grille, window trim and rear diffuser. Badges, tailgate lettering and the air curtain trim on the front apron are also finished in black, while the rear bumper adds a full-length red reflector – a design feature shared will all other vRS models.

Specific to the vRS version are black 20-inch Taurus wheels as standard with 21-inch Vision wheels with an anthracite finish available as an option. Both feature aerodynamically optimized plastic Aero trims. Full LED matrix headlights and Crystal Face (illuminated by 131 LEDs) complete the vRS model’s exterior design package.

Inside, the ENYAQ Coupe iV vRS is fitted with a model-specific Design Selection exclusively reserved for the sporting flagship of the range. In addition to black perforated leather sports seats with integrated headrests, grey piping and contrast stitching, the vRS also gets a leather multifunction sports steering wheel. The dashboard is upholstered in a leather-look material to match the seats and is edged with contrast stitching.

Standard equipment includes carbonfibre effect inserts on the dashboard and door trim and aluminium pedals, plus LED ambient lighting and an electrically operated boot with virtual pedal. To further enhance the responsive driving experience, Dynamic Steering is standard, complementing the sports chassis that is 15 mm lower at the front and 10 mm at the rear.

Honda Civic Hatchback e:HEV Hybrid for Europe – will it come to Malaysia too?

When the latest 11^th generation Civic Hatchback made its global debut from North America last year, it was mentioned that there would be hybrid (which Honda calls e:HEV) as well as combustion engine powertrains. However, the e:HEV powertrain was primarily intended for the European market to meet Honda’s objective for all European mainstream models to have electrified powertrains by 2022.

The Civic Hatchback e:HEV will be available in Europe from the fourth quarter of this year. It will join the Jazz, CR-V and HR-V in the electrified line-up, while the Honda e is a battery electric model (BEV).

While the Jazz, CR-V and HR-V use 1.5-litre petrol engines with their hybrid powertrains, the new Civic Hatchback has a larger 2-litre direct-injection, Atkinson-cycle engine. The total system output is 135 kW (170 ps) and 315 Nm of torque. Honda engineers have introduced several new elements within its architecture to help achieve a thermal efficiency of 41%, one of the highest figures within the automotive industry for a production roadcar engine. This allows the engine to provide better performance as losses through friction are less.

The two compact electric motors, powered by a 72-cell lithium-ion battery, work together to provide the primary propulsion for the car. The engine is controlled by a new, compact Power Control unit which now sits under the bonnet with the rest of the powertrain. Located under the rear seats is the latest version of Honda’s Intelligent Power Unit (IPU) and whilst smaller and lighter, it benefits from an increased energy density. This system delivers a feeling of instant torque and powerful acceleration whilst still offering outstanding efficiency.

While on the move, the advanced powertrain shifts seamlessly between electric, hybrid and engine-only modes. When each mode is used depends on various factors, but the driver does not make the determination. The computer will consider the battery level, load conditions and speed, and choose the optimum mode to run in. It is possible to run a few kilometres on just electric mode, usually when starting a journey.

And while on the move, the battery is constantly recharged (even during braking or coasting) so there should be no ‘range anxiety’ or the need to search for a charging station. In fact, with the presence of the petrol engine, the operation is just like a normal car with a combustion engine and fuel can be added when necessary. However, with the electric motor doing part of the work, the consumption will be quite low (20 kms/litre claimed).

While the driver cannot control the powertrain modes, he or she can select specific programming for economical, sporty, or normal driving characteristics. The Civic Hatchback also has one more mode not seen in all e:HEV models and that is an Individual mode. This allows separate control of the engine, transmission and meter display and will be appreciated by drivers who want to fine-tune their car’s performance. Central to the e:HEV system is the fixed gear transmission which has been designed to minimize mechanical friction and is controlled by the IPU.

As for styling, the overall appearance follows that of the latest Civic generation with a more dramatic roofline that gives a sleek coupe-like profile. Depending on the variant, the front end may have a different grille (like the RS versions in Malaysia). At the rear where the big differences are, with larger side windows and a new small corner window in the C-pillar to enhance rearward visibility,

The roofline flows downwards to a lightweight composite tailgate (a first for the Civic). Developed using new manufacturing technology, the weight has been reduced by 20% compared with the previous Civic, making it easier to open and close.

The overall height of the car has been reduced by 50 mm by moving the hinge mechanism outwards. The design of the rear lights is different from the sedan’s and the third brake light lens spans nearly the entire width of its hatch, visually emphasizing the Hatchback’s wider rear track.

Compared to the 10th-generation Civic Hatchback, the windscreen pillars have been moved back by around 50 mm while the wheelbase is 35 mm longer and the rear track is 13 mm wider. However, the rear overhang is less which reduces the overall length by 124 mm but Honda says rear legroom is better in this new variant.

With the large opening at the back, additional attention was given to body rigidity. The Civic Hatchback’s structure has 19% better torsional rigidity versus the previous generation. The stiffer structure, with an aluminium front subframe, benefits ride, handling and refinement, with reductions in noise, vibration and harshness augmented with the extensive use of structural adhesives, spray-in foam in the pillars, and additional sound deadening in the firewall and under the floor.

The suspension is shared with the Sedan but Honda mentions chassis updates such as new low-drag front brake calipers, and low-friction front and rear wheel bearings to reduce rolling resistance.

While the latest City Sedan and Hatchback RS have e:HEV powertrains, the new Civic Sedan does not. Whether we get the new Civic Hatchback e:HEV depends very much on whether it is offered in Thailand. Sales of the Civic Hatchback have not been good so there may not be interest offer the new generation.

However, since it uses the same platform as the sedan, Honda might be willing to develop a sedan with e:HEV technology for ASEAN where there should be sufficient volume to justify it. According to Maduko Chujo, Managing Director & CEO of Honda Malaysia, the company is looking at the possibility of offering a hybrid powertrain with the Civic later on. One of the challenges for the company is to get the cost down so the pricing can be more attractive to a larger segment of buyers.

11th generation Honda Civic Sedan arrives in Malaysia, with 1.5-litre turbo engine for entire range

Intelligent Park Pilot – the next step in self-parking car technology (w/VIDEO)

For those who do not like the bother of having to park their cars in a carpark, hotels usually have valets to do the job. But valets may no longer have to do it either as cars will be able to park themselves after the owner has exited. Perhaps the first cars to be able to do so will be from Mercedes-Benz which has developed and begun to demonstrate the capability.

Working with a technology supplier, the German carmaker has developed automated valet parking technology which it calls INTELLIGENT PARK PILOT. The technology is available in the EQS BEV sedan as well as the latest S-Class sold in European markets. In order to enable the car to drive and park itself, it also requires an intelligent infrastructure installed in the parking area.

Sensors installed at the building communicate with the car and guide its manoeuvring through the parking area. This will allow the car to operate in highly automated mode and without a driver, and has the possibility of additional capabilities such as automated EV charging, car wash and vehicle servicing or maintenance where vehicles move in and out of service areas on their own

The automated parking process makes use of a smartphone app and the driver has to first position the car in a designated drop-off area. When activated, the sensor system in the carpark checks whether a suitable space is available or was already reserved for the vehicle. If so, the Automated Valet Parking infrastructure confirms the hand-over of the vehicle for the driver in the app, and the car will depart on its own. It will then be guided with the help of the infrastructure to the designated space.

When the driver requires the car, a request can be sent with the app and the car will be guided to the pick-up area. This will certainly be convenient for owners as it will be unnecessary to walk around the carpark and, for those who may be forgetful, waste time searching for the place where they parked it.

Automated parking technology, which could one day be as common as cruise control, benefits drivers by easing the burden of the parking experience. It may even be possible for carpark operators to cram more cars onto a floor as the spaces can be narrower since there is no need to allow wide gaps for doors to be opened.

“Low-speed manoeuvres are part of the holistic opportunity for automated technology,” said Dr. Kay Stepper, Senior Vice-President of automated driving and driver assistance for Bosch in North America. “Automated technology in the specific use case automated valet parking gets consumers comfortable with how automated technology works and how it can benefit them.”

Engineering teams have been working over the past few years to further develop automated valet parking and support specific testing and deployments around the world. The technology was recently demonstrated at a hotel in Los Angeles, California.

“The demonstration at the InterContinental Los Angeles Downtown showcases how automated valet parking will operate in a working hotel environment where both automated and non-automated vehicles operate alongside pedestrian traffic,” said Dr. Stepper. “This allows us to dive into the dynamics of local deployments with the use of a highly-connected EQS from Mercedes-EQ to demonstrate how automated technology continues to move forward.”

“Our vision is that getting time back is a key component of the luxury experience our customers are looking for. The EQS gives you time back by driving itself in traffic jams on highways, but with INTELLIGENT PARK PILOT, it may also be able to park itself,” added Dr. Philipp Skogstad, President & CEO of Mercedes-Benz Research & Development North America. “INTELLIGENT PARK PILOT is a feature that together with the required infrastructure enables an automated valet service that gives customers even more comfort and relief in everyday life.”

Long-term Development Cooperation for Automated Driving between Daimler-AG and BMW Group

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