Ford, in partnership with the M-Sport Ford World Rally Team, is one of the three major manufacturers participating in the World Rally Championship (WRC). The team, based in Britain, has so far been using the Fiesta WRC rallycar but from the 2022 season, it will switch to a Puma Hybrid. The first event it will compete in will be the 2022 Monte Carlo Rally in January next year.
Replacement for Fiesta WRC
The new rallycar replaces the Fiesta WRC which has won three world championship titles since 2017. Since 1997, Ford has been working with M-Sport to compete in the WRC, and the partnership has a total of 7 world championship titles.
Based on EcoBoost Hybrid system
The prototype of the all-wheel drive Puma Rally1 has a 1.6-litre turbocharged engine and plug-in hybrid system with 100 kW (136 ps) additional power and 3.9 kWh battery capacity. The new plug-in hybrid powertrain will provide competition-level performance as well as the ability to travel through towns, cities and service parks between stages using pure-electric power and therefore zero emissions.
The Puma Rally1’s hybrid system operates using similar principles to the Puma EcoBoost Hybrid road car. The powertrain captures energy normally lost during braking and coasting (regeneration) and stores it in the battery pack to power the electric motor. While this can be used to improve fuel efficiency, the rally drivers are likely to use it for a performance boost – as much as 100 kW for multiple boosts of up to 3 seconds during competitive driving.
The battery pack can also be recharged using an external power source at service points between stages, with a recharge taking approximately 25 minutes. Weighing 95 kgs, the hybrid system is liquid-cooled as well as air-cooled and housed in a ballistic-strength casing to resist the impact of debris and g-forces in the event of an accident, an important consideration in rallies.
In addition, FIA WRC Rally1 competitors must use a fossil-free fuel from the 2022 season, blending synthetic and bio-degradable elements to produce an E-fuel that is 100% sustainable.
Big technological advancement in WRC
“The new era of WRC cars is one of the biggest technological advancements in WRC to date. The introduction of the hybrid means that the cars will be more powerful than ever whilst also directly reflecting the powertrains within their road going counterparts,” said Malcolm Wilson, Managing Director of M-Sport who was formerly a work WRC driver as well.
The Puma Rally1 will replace the Fiesta WRC which the Ford M-Sport Team is currently using in the WRC.
Peugeot, which won the Le Mans 24 Hours in 1992 and 1993 as well as in 2009, will return next year to the World Endurance Championship (WEC) with its new-generation hypercar, the 9X8. Now under development, the 9X8 showcases Peugeot’s Neo-Performance strategy which combines technology and sportiness in both the carmaker’s road and racing cars.
A project between Peugeot Sport and Peugeot Design, the 9X8 is a direct successor of the Peugeot 905. The designers worked closely with engineers to explore new aerodynamic solutions and styling ideas. Greater flexibility, allowed by the WEC’s new technical rules regarding aerodynamics, permits new thinking that favours the emergence of innovative cars, allowing for new creative processes and a break away from established procedures to produce a hypercar for a completely new era.
What ‘9X8’ means
‘9X8’, the designation, is derived from a combination of the brand’s motorsport heritage and vision for the future. The ‘9’ continues the series used by Peugeot on its previous endurance racing cars. The ‘X’ refers to the all-wheel drive technology and hybrid powertrain. The ‘8’ is common across all of Peugeot’s current models – from the 208 and 2008 to the 308, 3008, 508 and 5008.
The 9X8’s front and rear lighting signatures, which take the form of three claw-like strokes, are familiar Peugeot trademarks, while the brand’s new lion’s head logo features at the front and on the sides of the car. “Since the 9X8 is a Peugeot, the original sketch that steered our work portrayed a big cat ready to pounce, a stance which we have suggested by the slightly forward-tilting cockpit. The overall lines of the Peugeot 9X8 express the brand’s styling cues, while its sleek, racy, elegant forms inspire emotion and dynamism,” explained Peugeot’s Design Director, Matthias Hossann.
No rear wing necessary
The finely-chiselled details of the rear-end design includes the quip ‘We didn’t want a rear wing’ above a wide diffuser. Rear wings were first seen at the Le Mans 24 Hours on the Chaparral 2F which contested the race in 1967, meaning this is the first time their use has been questioned in more than half a century. The 9X8’s innovative rear stems from research carried out by Peugeot Sport’s engineering team as they worked to ensure the model was as aerodynamic as possible, whilst maintaining an eye-catching style.
“The absence of a rear wing on the Peugeot 9X8 is a major innovative step. We have achieved a degree of aerodynamic efficiency that allows us to do away with this feature. Don’t ask how, though! We have every intention of keeping that a secret as long as we possibly can!” said Jean-Marc Finot, Motorsport Director of Stellantis (Peugeot is part of the Stellantis Group).
Distinctive cockpit colour scheme
“Inside, we wanted to take a special approach to the cockpit which, until now, has tended to be a purely functional and indistinctive aspect of racing cars, with no brand identity whatsoever. The combination of our colour scheme and Peugeot’s i-Cockpit interior styling signature have provided the 9X8’s cockpit with a distinctive feel and make it immediately identifiable as a Peugeot.”
Peugeot HYBRID4 powertrain
The 5-metre long racing car has a rear-mounted, 2.6-litre, bi-turbo, 680-bhp 90-degree V6 as part of the Peugeot HYBRID4 powertrain. The system output gets another 200 kW from the front-mounted 200kW motor-generator unit powered by a high-voltage 900V high-density battery pack.
The battery pack is located in a carbonfibre casing inside the car’s monocoque structure, behind the driver and underneath the fuel tank. It has been designed to combine durability with consistent performance during races of durations of up to 24 hours, and even beyond.
Although the system output is over 500 kW, the regulations set a maximum power output of just 500 kW during races. The regulations also forbid the use of electrical energy below 120 km/h, so the motor generator unit only engages once this speed has been reached. The car must pull away from standstill under the power of its internal combustion engine alone.
At full power, the power output is limited to 300 kW and adjusted as a function of the power delivered by the motor generator unit at 200 kW which is directly dependent on the battery level. When the motor generator unit comes into use, the car automatically switches to 4-wheel drive, thereby modifying its drivability.
When the battery pack is empty, the engine reverts to 500 kW power output and the drivetrain reverts to rear-wheel drive. During races, the battery will be fully charged prior to the start by means of a mains-connected plug-in hybrid charger. Once on the track, the battery will function completely independently and be charged only by the kinetic braking energy recovery system.
‘An extreme laboratory’
Peugeot’s CEO, Linda Jackson, says there’s more to the company’s involvement in endurance racing than the sporting aspect. “Endurance racing is a form of motorsport that provides us with an extreme laboratory, which explains why our association with Le Mans is so strong. More significant perhaps than the results we obtain on the racetrack are the opportunities it provides to prove our technology and the fruit of our research work in a race that throws extreme conditions at you for 24 hours,” she said.
“Le Mans gives us a competitive environment to validate the hybrid systems and technologies we are currently developing to reduce the fuel consumption – and therefore CO2 emissions – of our road cars. The teams at Peugeot Sport are proud when they see their research carried over to our production models,” she added.
Peugeot last raced and won at Le Mans in 2009 with the 908 HDi FAP which had a 5.5-litre V12 turbodiesel.
UMW Toyota Motor (UMWT) has announced plans to assemble Toyota hybrid models in Malaysia, joining the still-small group of companies that are doing so. The move is driven by Toyota Motor Corporation’s (TMC) global commitment to deliver ‘mobility for all’ and produce ‘happiness for all’ through its commitment towards a ‘Clean, Safe and Secure Society’.
On a larger scale, TMC is aiming for carbon neutrality by 2050 in all its processes. Carbon neutrality means almost zero emissions of carbon dioxide (CO2) which is a ‘greenhouse gas’ that is known to have a significant effect on global warming, causing climate change.
TMC’s reduction of CO2 emissions will encompass the lifecycle of manufacturing, transporting, operating, fuel and/or charging, and recycling and disposal of vehicles. This is in line with the global approach towards lifecycle assessments of the potential environmental impact of a product throughout its lifecycle.
The Prius – one of the many models in Toyota’s range of hybrid electric vehicles.
Full line of Low Emission Vehicles
As part of this strategic initiative, the carmaker will produce a full line-up of Low-Emission Vehicles which will have electrified powertrains. There will be various powertrains to meet diversified mobility demands all over the world as well as the different rates of vehicle electrification.
“Toyota’s global direction is to achieve carbon neutrality by 2050. This is also in line with the Malaysian government’s aspirations to position the country as a progressive nation that promotes more green technology and environmental sustainability,” said UMW Toyota Motor’s Deputy Chairman, Akio Takeyama.
“This is indeed an exciting time for the Malaysian automotive industry and UMW Toyota Motor is fully charged and ready to champion this Malaysian dream. In order to achieve this, the most realistic, practical and immediate solution is Toyota Hybrid Electric technology and vehicles,” he added.
Toyota is among the pioneers of mass-produced hybrid electric vehicles, having started selling them in the late 1990s. The hybrid technology has also been used in Lexus models like the CT-200h (shown below).
A pioneer in hybrid technology
Toyota has long experience in electrification and was a pioneer in the production and marketing of hybrid vehicles. Since the late 1990s, the company has sold more than 17 million hybrid electric vehicles as well as Hydrogen Fuel Cell Electric Vehicles (FCEV) worldwide.
This number of vehicles with low emissions has made Toyota’s cumulative contribution to CO2 reduction amounting to 140 million tonnes of CO2, or approximately 1.5 million conventional passenger vehicles per year over the past 20 years.
The CO2 reduction will continue and even increase as TMC aims to sell 8 million electrified vehicles annually by 2030. In April this year, the company announced an electric vehicle strategy that will see 15 new Battery-Electric Vehicles (BEVs) introduced by 2025. Including FCEVs, the total number of electrified vehicle models will be 70 by 2025.
Located in Bukit Raja, Selangor, Assembly Services Sdn Bhd (a subsidiary of UMW Toyota Motor) currently assembles the Yaris and Vios models. It began operations in January 2019.
RM270 million additional investment
Toyota’s operations in Malaysia, via the 39-year old joint-venture UMWT, will support the ‘big picture’ in achieving carbon neutrality by investing RM270 million in its manufacturing operations. This amount includes, amongst others, the introduction of a new and technologically-advanced generation of hybrid models.
“We are ready [with the introduction of Hybrid Electric Vehicles], and the technology; service support; current infrastructure; global and domestic policies; the level of affordability and cost effectiveness; and, consumer awareness and demand, particularly in Malaysia, are now at its most ideal conditions to pursue a new and exciting journey towards achieving carbon neutrality,” said Mr. Takeyama.
While neighbouring countries are encouraging the introduction full electric vehicles, Mr. Takeyama said that research has shown that the reduction in CO2 emission levels between fully electric and hybrid electric vehicles are almost similar when considering electricity source, and from production and throughout ownership.
For Malaysian consumers, the local assembly of Toyota hybrid vehicles will mean they are offered at a price point that is practical and accessible to the greater masses. “While time is still needed for full electrification, the hybrid electric technology is ready today and the current infrastructure permits it to be rolled out on a greater scale in Malaysia,” added Mr. Takeyama.
The locally-assembled Camry Hybrid introduced in 2015.
The time-frame for the introduction of locally-assembled hybrid models is not known yet, but this will not be the first time that UMWT is selling and assembling hybrid models for the Malaysian market. During the period when the government provided full duty exemption on hybrid and electric vehicles, UMWT imported models such as the Prius, Prius c and Lexus CT-200h. Later on, it assembled the Camry Hybrid which could be sold at a competitive price due to incentives offered by the government.
The investment will be additional to the RM2 billion that was made the construction and commissioning of a second assembly plant in Bukit Raja, Selangor, which began operations in January 2019. The original assembly plant, which continues to operate in Shah Alam, was among the earliest assembly plants in Malaysia and was one of the largest as well.
Other environment-related initiatives
“As a manufacturer, the immediate steps we can take to prevent global warming are to address our vehicles and manufacturing processes. But the initiatives do not and cannot stop here. It involves a conscientious change in mindset in society, educating the young of the importance of protecting the environment and requiring the active participation of all stakeholders,” said Ravindran K., President of UMW Toyota Motor
He added that that the interests of both Toyota and UMWT have gone beyond the automotive realm to offset the effects the CO2 emissions. For example, UMWT continues to be at the helm of numerous environmental initiatives. For 20 years, it has organised the Toyota Eco Youth program to cultivating environment consciousness and innovation amongst the youth of the nation involving schools, secondary school students and teachers.
“The ultimate goal will not rest solely on vehicle electrification, but to achieve carbon neutrality and zero emissions on all fronts – from putting cleaner vehicles on the road and addressing manufacturing processes, to helping to create greater awareness for the protection of the environment,” said Mr. Ravindran.
Mr. Ravindran believes the introduction of Hybrid Electric technology will quickly transform the automotive landscape in Malaysia for Malaysians. “We hope that our endeavours to popularise tomorrow’s technology today through the mass introduction of Hybrid Electric Vehicles (HEV) will receive due support from the government in the pursuit of a full-scale realisation of vehicle electrification. We hope that the government will also consider UMW Toyota Motor’s efforts to be included in the National Low Carbon Mobility Blueprint alongside Battery Electric Vehicles which is in line with the government’s plans,” he added.
With the pace of electrification accelerating, especially in Europe, it’s time for Ferrari to get more serious. Thus far, the company has already put a few hybrid models into the market – like the LaFerrari and SF90 Stradale – and with the new 296 GTB, the latest evolution of their mid-rear-engined two-seater Berlinetta gets a new hybrid engine as well.
All-new hybrid V6 engine
The engine is new – neither 8-cylinder nor 12-cylinder – but a 663 cv (553 ps) 120° V6 coupled with an electric motor that adds 122 kW (166 ps), giving a total system output of 830 ps. This is the first 6-cylinder engine installed on a Ferrari road car although the brand has had V6 engines going as far back as 1957 but only for its racing cars. The very first Ferrari V6 has 65° architecture and debuted on the 1500 cc Dino 156 F2 single-seater. V6 hybrid architecture has been used on all Formula 1 single-seaters since 2014.
In the case of the 296 GTB (the badge number is composed of its total displacement and the engine cylinders), the hybrid system is a plug-in (PHEV) type which can provide up to 25 kms of running on just electric power, it is claimed.
This new V6 has been designed and engineered from a clean sheet by Ferrari’s engineers specifically for this car and is the first Ferrari to feature the IHI turbos installed inside the vee. Aside from bringing significant advantages in terms of packaging, lowering the centre of gravity and reducing engine mass, this particular architecture is said to help deliver extremely high levels of power.
The result is that the new Ferrari V6, which has an 8-speed DCT, has set a new specific power output record for a production car and the maximum power output puts it at the top of the rear-wheel drive sportscar segment.
Sound-wise, the 296 GTB rewrites the rulebook by harmoniously combining two characteristics that are normally diametrically opposed: the force of the turbos and the harmony of the high-frequency notes of a naturally-aspirated V12. Even at low revs, inside the cabin, the soundtrack features the pure V12 orders of harmonics which then, at higher revs, guarantee that typical high-frequency treble.
Aerodynamic innovations
Apart from the powertrain innovation, the 296 GTB also has aerodynamic innovations that include, for the first time, an active device is being used not to manage drag but to generate extra downforce. The LaFerrari-inspired active spoiler integrated into the rear bumper allows the 296 GTB to generate a high level of rear downforce when required – up to 360 kgs at 250 km/h in high- downforce configuration with the Assetto Fiorano package.
The brake cooling system was developed around the Aero calipers introduced on the SF90 Stradale with ventilation ducts integrated into their castings. This brake cooling concept requires a dedicated duct to correctly channel cool air coming in through the air intakes on the front bumper through the the wheelarches. In the case of the 296 GTB, the intake has been integrated into the headlight design.
The styling of the tail shows a break from traditional Ferrari coupe design by adopting an architecture that creates a spider-like discontinuity between roof and rear engine cover. This choice makes the 296 GTB both unique and instantly recognisable and, from an aerodynamic perspective, led to the addition of a new wing profile on the roof which extends into two side fins that hug the edges of the rear engine cover.
Cabin evolved from SF90 Stradale
The 296 GTB’s cabin area was developed around the new concept of an entirely digital interface which was first adopted by the SF90 Stradale. With the SF90 Stradale, the interior designers wanted to highlight the presence of the advanced technology and underscore a clear break with the past; in the case of the 296 GTB, the idea was to clothe that technology in a sophisticated way. The result is a pure, minimalistic connotation characterised by a powerful elegance that, on an aesthetic level, perfectly mirrors the design of the exterior.
The 296 GTB’s cabin raises the concept of the formal purity of the functional elements to new heights. From a formal perspective, when the engine is off, the onboard instruments go black, enhancing the minimalist look of the cabin. Exclusive Italian leather trim to the seats and trim is further enhanced by the noble technical materials used on the functional components. The sculptural door panels are seamless continuations of the dashboard in terms of both materials and colour.
Assetto Fiorano package
For customers who want to experience the full performance of the car, the Assetto Fiorano package is available and provides significant weight reduction and aero content. It includes special GT racing-derived adjustable Multimatic shock absorbers, high downforce carbonfibre appendages on the front bumper, a Lexan rear screen, and more extensive use of lightweight materials such as carbonfibre for both cabin and exterior.
The Assetto Fiorano package involves much more than simply replacing elements. Some components require the standard basic structure to be redesigned, including the door panel, resulting in an overall weight-saving of 12+ kgs.
During the 1970s, Japanese cars began to enter international motorsports events and their presence became increasingly noted as they won major events. One such event was the legendary East African Safari Rally, a tough dusty event that went around the Kenya countryside. As it was part of the World Rally Championship, major manufacturers took part and among them was Nissan, which used different models.
It was the iconic Datsun 240Z sportscar which won the 1971 event, driven by Edgar Herrmann with navigator Hans Schuller. To underline the superiority of the 240Z, two other cars finished in second and seventh positions. Furthermore, the victory represented the brand’s second consecutive victory in the rally. The sleek and low-slung 240Z was powered by a 2.4-litre straight-six engine, producing 210 ps.
The victorious car is on display today, having been fully restored in 2013. It is part of Nissan’s Heritage Collection which is housed in Zama, close to Nissan global headquarters in Japan.
Revealed on the first day of 2021 event
To commemorate the 50th anniversary of Nissan’s victory in the Safari Rally, the carmaker is preparing a Juke Rally Tribute Concept. These images are being released to coincide with the first day of the Safari Rally Kenya which sees the event once again being on the WRC calendar after an absence of 19 years.
The JUKE Rally Tribute Concept, as you can guess, is developed from a production Juke. It’s a very appropriate car to use with a raised stance, short front and rear overhangs strong potential off-road performance.
With enlarged wheels arches to accommodate the tailor-made off-road tyres, the vehicle’s stance is made more imposing, while the additional lights mounted on the bonnet and roof are reminiscent of the old rallycars. Back then, rallies were also run through the night so extra and powerful lighting was important. Two spare wheels are also visible at the back.
Colour themes reminiscent of 240Z rallycar
The JUKE Rally Tribute Concept’s black bonnet and black wheels are especially related to the 1971 240Z that competed in the RALLY. Those same cues also served as inspiration for the Gripz concept car which Nissan presented at Frankfurt Motor Show in 2015 which, in turn, influenced the design of the production Juke that was introduced in 2019.
A major difference under the bonnet is the type of powertrain used. While the rallycars of the 1970s had petrol engines, the Juke Rally Tribute Concept will have an electric hybrid powertrain. This is in support of Nissan’s commitment to the electrification of its range, especially in Europe.
“The Juke Rally Tribute Concept celebrates an iconic moment in Nissan’s heritage, with the participation and victory of the legendary 240Z in the East African Rally in 1971. As well as celebrating that victory, it reflects Nissan’s pioneering history in crossovers, striking design and electrified powertrains. We’re delighted to celebrate the 50th anniversary of the victory of that remarkable achievement with these striking images,” said Coralie Musy, Vice-President, Brand and Customer Experience, Nissan Automotive Europe.
The 2021 Safari Rally Kenya
The Safari Rally Kenya starts today as the sixth round of the 2021 World Rally Championship. It was to have been run last year but the pandemic forced its cancellation. Instead of the route of 6000 kms of open-road of yesteryear, the event will have 18 stages and a total of 320.19 competitive kilometres. But what remains unchanged is the dusty conditions (which could also be wet and muddy), rough terrain and high temperatures – and they will also see wildlife like the drivers in the 1970s. None of the WRC’s frontline drivers have experienced the Safari, which means ‘adventure’ in the Swahili language.
Almost 50 years ago, when the Honda Civic was born, it was only a hatchback, the sedan coming from the beginning of the 1980s. In Asian markets, the hatchback had a subordinate position to the more popular sedan and due to limited numbers being sold, it disappeared from Malaysia (officially) after a few generations.
In markets like North America, the hatchback was more appreciated and has been accounting for about 20% of Civic sales in the USA. Like the sedan, it evolved through the generations, gaining in size and performance. The 11th generation hatchback variant has now been revealed, joining the new Civic Sedan which was launched some months back, also in the USA.
Comparison between rear ends of the new Civic Hatchback (above) and the Sedan (below).
Same styling elements as latest Sedan
The overall styling follows that of the latest generation with a more dramatic roofline that gives a sleek coupe-like profile. While the front end has a similar form but a different grille (mesh with a slight concave shape) from the sedan, it is at the rear where the big differences are. There are larger side windows and a new small corner window in the C-pillar to enhance rearward visibility,
The roof line flows downwards to a lightweight composite hatch and 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.
Longer wheelbase but shorter body
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.
Naturally-aspirated, turbo and hybrid powertrains
As with the current generation in many markets, there will be a choice of naturally aspirated and turbocharged engines, including the 1.5-litre turbo unit Malaysians are familiar with. A 6-speed manual transmission will be available and for the US market, the naturally aspirated engine has a 2-litre displacement. It’s coupled with a revised CVT that has a more robust electric hydraulic pump to reduce the load on the mechanical pump, and a ball-bearing secondary shaft to reduce friction.
The European market will get the Civic Hatchback with an e:HEV hybrid powertrain.
For the European and probably Japanese market, Honda will also put a e:HEV powertrain in the Civic Hatchback, the hybrid powertrain meeting the objective for all European mainstream models to have electrified powertrains by 2022.
Sedan functionality with hatchback versatility
Much of the interior is the same as the Sedan with the added layout versatility of a Hatchback adding 65% more cargo space. The standard 60:40 split backrests can be quickly folded for expanded capacity and the side-pull cargo cover provides concealment of items in the boot.
Up front, outward visibility is enhanced by the repositioned A-pillars, low bonnet, flat dashboard, low cowl and outside mirrors which are now mounted on the doors. The instrument panel is designed with a minimum of cutlines to reduce windscreen reflections and visual distractions, while the new metal honeycomb instrument panel accent hides the air vents.
Like all Hondas sold today, there is the Honda Sensing suite of active safety and driver-assistance technologies. The latest version installed in the Civic Hatchback uses a new single-camera system providing a longer, wider field of view than the previous radar-and-camera based system. Combined with software advances and a new, more powerful processor, the system is capable of more quickly and accurately identifying pedestrians, bicyclists and other vehicles, along with road lines and road signs.
Honda Sensing also includes Traffic Jam Assist, and the new camera-based system improves on existing functionality, such as more natural brake application and quicker reactions when using Adaptive Cruise Control (ACC). It also has more linear and natural steering action when using the Lane Keeping Assist System (LKAS). Low-Speed Braking Control is supported by and front and rear false-start prevention with the addition of eight sonar sensors.
Unlikely for Malaysia
Malaysia has long been a sedan market and while there were hatchbacks too, most faded away after the 1980s. Today, the lines are blurred between sedans and hatchbacks, the latter once defined by having a blunt rear end. But while Malaysian buyers may appreciate the extra versatility a hatchback offers, many will probably get a SUV instead as it may be perceived to be more suitable in different roles.
Early generations of the Civic Hatchback were sold in Malaysia but it was dropped from the locally-assembled range after the 1990s.
But beyond that point, there is also the question of potential volume and as Honda Malaysia is committed to assembling products locally with high localization of parts as well, the Civic Hatchback may not have the sort of numbers for a business case. It’s not only that the Malaysian market is not as large as Thailand and Indonesia but also that a huge chunk of the market is occupied by just two brands with strong advantages. The remaining part of the market has to be shared by around 20 makes and the ‘slices of the pie’ for each is therefore small and a variant like the Civic Hatchback won’t generate enough volume.
Visit www.honda.com.my to know more about the models available in Malaysia.
Czinger (actually pronounced ‘zinger’), the company that uses an in-house invented Human-AI (Artificial Intelligence) production system to build its vehicles, has unveiled the final production spec of its 21C hypercar. This is the first model in a series of exclusive performance vehicles – only 80 units – created in part using additive manufacturing technologies. Each component manufactured using this technology is computationally engineered using AI, optimized for weight and performance, and is beautifully finished by hand.
1:1 power-to-weight ratio
The latest version has significant updates since its first public introduction in March 2020 just before the cancelled Geneva International Motor Show. The changes include a revised width of 2050 mm. With 1,250 bhp and a dry weight under 1240 kgs, the 21C is said to achieve a true 1:1 power-to-weight ratio. All the power generated by the hybrid powertrain goes to the road via an all-wheel drive system and ultra-light, sequential 7-speed automated manual gearbox.
The hybrid powertrain, developed in-house, incorporates a 2.88-litre V8 petrol engine with twin turbochargers positioned mid-vehicle. It is supplemented by 2 high-output electric motors, each powering a front wheel with torque vectoring. The redline is at 11,000 rpm, and customers can also opt for an upgrade which will add another 100 bhp.
The 21C V8 is designed to use a range of fuels, including carbon-recycled methanol and other e-fuels. This will enable it to be run as a zero-emission vehicle.
Top speed of 450 km/h
The hypercar has a top speed claimed to be up to 450 km/h in optional low-drag vmax configuration. Putting the driver and passenger in the centre position for ultimate weight distribution, aero and driver engagement, its claimed 0 to 100 km/h is 1.9 seconds, with 0 to 400 km/h in 21.3 seconds. At 160 km/h, its aerodynamic features and design can generate 615 kgs of downforce, increasing to 2,500 kgs at 320 km/h.
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Patented production system
The hypercar is designed, built, and manufactured in Los Angeles using advanced technology tools that are integrated into a patented production system. This system includes automated AI-based design and optimization software, patented additive manufacturing driven processes, high accuracy automated assembly and novel performance materials. This revolutionary technology enables Czinger’s design and engineering team to unlock performance and styling not before seen in the automotive industry.
Computationally engineered, printed and assembled, each component is at the frontier of theoretical performance. For example, the front upper control arm is hollow with internal structures allowing it to achieve significant mass savings compared to a traditional tooled variant, thereby greatly reducing unsprung mass and further driving the 21C’s dominating performance.
Both of the fully homologated specifications of the 21C can be highly customized, and it is unlikely that anyone will pay the base price of US$1.7 million (about RM7.01 million) for a standard model. When the prototype was unveiled over a year ago, the plan was to deliver the first cars in early 2021. However, the pandemic would have upset the development and production timetable and Czinger is not giving saying when it can complete the cars.
The development of Renault’s E-TECH powertrains drew on the company’s experience in Formula 1 and also contributing has been a LEGO model. Yes, those little plastic blocks that can be attached together to form cars which have entertained children for over 70 years. The development story actually began at the end of the last decade. It was a time when Renault was stepping up its electrification program and advancing hybrid technology was an important step towards developing electric vehicles (EVs).
Nicolas Fremau, a member of the hybrid powertrain team, saw that using the LEGO parts – which includes gear wheels, could form a drivetrain. He built a working model from the parts and then demonstrated it to Ahmed Ketfi-Cherif, Renault’s Mechatronics Synthesis Architect and his team. Immediately, the engineers realised that if it could work in the LEGO prototype, it could surely also work as a working powertrain for a car.
Ahmed Ketfi-Cherif (left), Renault’s Mechatronics Synthesis Architect, was involved in the E-TECH’s development which began with a prototype made from LEGO parts.
Smooth operation a priority
Ahmed, who works as a control specialist, needed to ensure that transitions between driving modes were possible with a simple ‘dog clutch’. Normally used in competition cars, the dog clutch system – which replaces both a sprocket and synchronising ring in a clutchless configuration – is a gearbox boasting superior efficiency due to the reduced number of components.
This particular type of ‘flat’ version works well over time and is more reliable than other types of dog clutch. However, the team needed to find a solution to make the system smoother, as the components are less likely to fit together than in alternative setups such as a ‘roof’ dog clutch. Furthermore, unlike racing car drivers, customers who bought cars from a showroom for daily use also expected quality and smoothness.
“We’re used to using dog clutches in Formula One, for a racing engine. But it was something completely new for a ‘general public’ engine. We had to make this simple object usable by customers,” explained Ketfi-Cherif, who understood that a smooth and refined drive of much higher importance than winning lap times.
Adding a high-voltage starter generator
The team quickly came up with the solution to ensure enhanced smoothness by adding a second electric motor, called a High-voltage Starter Generator (HSG). “Its role is to replace the synchronisers of a traditional gearbox to facilitate the clutch and therefore the gear change. By working in conjunction with the electric motor, it allows very precise regulation of the speed of rotation of the gearbox for smooth gear changes,” he explained.
From this, the original LEGO model concept was updated and tested on the road. They discovered the HSG brought other benefits with immediate torque contribution smoothing acceleration at low speeds, avoiding any break in torque delivery when changing gears.
This also meant the system could operate as a series hybrid for enhanced comfort and flexibility, without the need for an excess of stored energy or a charging socket. According to Ketfi-Cherif, the possibilities for use in the range were multiplied, with both E-TECH hybrid and E-TECH plug-in hybrid powertrains now possible.
At the end of these tests, the E-TECH development teams were reassured that what had worked in the LEGO concept and in simulation also worked ‘extremely well’ in real life. A ‘toy’ had become an engineering reality, allowing up to 80% of urban driving to be done on just electricity, and having the extra boost in power or range with the petrol engine assisting when needed.
When the fifth generation of the City was introduced in Malaysia last year, four variants were presented – but only three were in the showrooms. The fourth – which was the flagship City RS e:HEV – was not available then and was this eagerly awaited because it promised to be a game-changer in its segment (as some other Honda models have been in the past). In any case, even without the City RS, the other three variants sold briskly with more than 13,100 units already delivered, out of over 20,000 bookings received to date.
Now the City RS is starting to roll out of the Honda plant on Melaka and first deliveries are commencing to waiting customers. The price has also been announced as RM105,950.45 (excluding insurance and sales tax, the latter exemption only until June 30, 2021). Malaysia is the first country to have the variant, a reflection of the importance of this market to the Japanese carmaker.
“Today we are pleased to announce the official price for the All-New City RS e:HEV at with an overall package that is beyond the B-segment, complete with Next Generation Advanced Technology, Honda SENSING as well as Honda CONNECT, class-leading innovative features and a sporty exterior. I would like to convey my sincere gratitude to our customers who have booked the RS e:HEV variant and waited patiently for the official price announcement,“ said Honda Malaysia’s Managing Director & CEO, Toichi Ishiyama.
Mr. Ishiyama said that the new City, being the leader in the non-national B-segment, was a strong contributor to Honda maintaining its No.1 position in the non-national segment for the sixth consecutive year.
Three colour choices are available for the City RS e:HEV. This is Platinum White Pearl and the others are Passion Red Pearl and Modern Steel Metallic.
Sportier exterior features
The exterior of the City RS is strongly differentiated from the other variants with the Gloss Black Grille and lower grille design as well as the diffuser integrated in the rear bumper. It also comes with a Gloss Black Bootlid Spoiler and the door mirror housings are finished Gloss Black as well.
Other standard equipment includes LED Headlights Daytime Running Lights (DRLs), Foglights and Taillights as well as Dual-Tone 16-inch Alloy Wheels.
2-motor hybrid system
The hybrid powertrain is something new too with a highly efficient 2-motor system working with the familiar 1.5-litre DOHC i-VTEC intelligent Multi-Mode Drive (i-MMD) system. Referred to as the e:HEV system, it delivers up to 109 ps with a class-leading 253 Nm of torque, guaranteeing strong acceleration.
Besides the efficiency of the Electric Continuously Variable Transmission (e-CVT), the City RS runs in three different driving modes – EV Drive, Hybrid Drive and Engine Drive – depending on conditions. There are also Deceleration Selector Paddles that enable the driver to activate power regeneration and decelerate the car without stepping on the brake pedal.
Advanced infotainment features
Inside, there are high-quality textures and a sophisticated premium all around the spacious cabin. Displays include a 7-inch Interactive Thin Film Transistor (TFT) meter and an 8-inch colour touchscreen that is like a sophisticated ‘command centre’ from which the driver uses Honda CONNECT and other infotainment features. The system has Apple CarPlay and Android Auto to enable interfacing with compatible smartphones which means favourite and functional apps can be transferred and accessed from the dashboard.
In keeping with its sportier image, the City RS comes with Sport Pedal Pads and the Ultrasuede seats have red stitching (also used in other trim areas).
Smart telematics technology
The City RS e:HEV is the first model in Honda Malaysia’s range to offer innovative Honda CONNECT technology which is only just rolling out in a small number of markets globally. Again, like the e:HEV system, Honda has put Malaysia as one of the early markets to receive this new technology. Honda CONNECT utilizes smart telematics technology to bring connectivity to a whole new level for owners and provides services 24/7. With this technology, safety, security and convenience are enhanced for a more enjoyable ownership experience.
Honda SENSING
Honda SENSING, the brand’s suite of driver-assistance systems, is now present on all models but the number of sub-systems (all integrated) varies. In the case of the City RS, there are seven systems:
Adaptive Cruise Control (ACC)
Collision Mitigation Braking System (CMBS)
Forward Collision Warning (FCW)
Lane Keep Assist System (LKAS)
Road Departure Mitigation (RDM)
Lane Departure Warning (LDW)
Auto High Beam (AHB)
All the systems use a camera with a wide field of view installed in the grille to scan the road ahead. The camera imagery of road markings, road edges and other vehicles is analysed by a computer and appropriate action is taken to avoid or prevent accidents.
Additionally, there is also Honda LaneWatch, an innovative blindspot monitoring system which uses a small camera installed in the left door mirror. When the left signal is activated, the camera starts showing the view along the left side of the car on the display screen. The advantage of this approach is that the driver does not have to turn the head as much as looking at the door mirror. Just a slight turn towards the middle of the dashboard will be enough and the display has clear images day and night.
Though not new in this market, the Remote Engine Start is a first-in-segment feature that City owners get. It allows starting the engine while away from the car and even activating the air-conditioner to cool down the interior – definitely what we need in Malaysia. Needless to say, there is keyless entry and you don’t need a key to start/stop the engine. This variant also comes with an Electric Parking Brake which engages with an almost effortless a lift of a small tab.
Consistent 5-Star record
The City has already been tested by ASEAN NCAP which gave it the maximum of 5 stars. In fact, for the ASEAN NCAP Grand Prix Awards 2020, the model received the safety organisation’s Excellent Award for Consistent 5-Star performance which has been achieved since the third generation.
Interested in getting one? If you don’t wish to go to a showroom, you can use the New Car Pre-Booking Online Platform at prebook.honda.com.my to pre-book the car. However, if you want to view and test-drive first, you can visit any authorised Honda dealer nationwide. Locations can be found at www.honda.com.my or by calling Honda Malaysia’s Toll-Free number 1-800-88-2020.
With electrification as a necessity for future products, McLaren Automotive has started an entirely new chapter in its history, and a new era in supercar technology and performance. The Artura, the first completely new model produced since the 12C, is McLaren’s first series-production High-Performance Hybrid supercar.
As with all other modern McLarens, super lightweight engineering is a key element and was a priority for the engineers as they considered the replacement of the conventional combustion engine with a hybrid powertrain which would include a heavy battery pack.
Opportunities to innovate
It was a challenge that presented McLaren’s engineers and designers with new opportunities to innovate. A demanding programme of weight reduction, encompassing every area of the Artura from the chassis platform to the uniquely compact HPH powertrain system, to the weight of cabling used in the electrical systems (where a 10% reduction was achieved), resulted in the Artura having a lightest dry weight of 1,395 kgs.
The total weight of hybrid components is just 130 kgs (including an 88kg battery pack and 15.4 kg E-motor), resulting in a kerb weight of 1,498 kgs. That’s on par with comparable supercars that do not have hybrid powertrains, giving the Artura a super-lightweight advantage.
Twin turbo V6 + E-motor
At the heart of the Artura’s powertrain is McLaren’s all-new M630 2993 cc twin-turbocharged V6 petrol engine. With a power output of 585 ps – nearly 200 ps per litre – and 585 Nm of torque, the dry-sump aluminium engine is compact and lightweight; at just 160 kgs, it weighs 50 kgs less than a McLaren V8 and is significantly shorter, enhancing packaging efficiency.
Working in harmony with the new V6 is a compact E-motor, located within the transmission bell housing. Small and more power-dense, it is capable of generating 95 ps and 225 Nm, boasting a power density per kilo that is 33% greater than the system used in the McLaren P1.
The instantaneous nature of the motor’s torque delivery – known as ‘torque infill’ – is key to the car’s razor-sharp throttle response. Exhilarating ‘off-the-line’ performance is promised with a claimed 0 – 100km/h time of 3 seconds, and a top speed somewhere beyond 330 km/h but limited to that speed.
No reverse gear
The dual propulsion systems are integrated via an engine disconnect clutch, driving an all-new, twin-clutch transmission, developed specifically for the Artura. Despite having one more ratio than the existing McLaren transmission – to optimise power and torque delivery – the lightweight, short-ratio gear cluster is 40 mm shorter in length. It also requires no reverse gear as the E-motor takes care of reversing by literally rotating in the opposite direction.
The driver can choose from four Powertrain modes for different driving conditions and preferences. There are Sport and Track modes where electric power is deployed in an increasingly aggressive manner for low-end response and acceleration. Separate handling mode choices adjust damper firmness and the degree of Electronic Stability Control intervention to suit driver preference and weather and road conditions.
30-km range in EV mode
The E-motor is powered by a lithium-ion battery pack with a usable energy capacity of 7.4 kWh and a pure EV range said to be up to 30 kms. The battery is refrigerant-cooled using cooling rails, and the assembly – including a power distribution unit which transfers battery power from the rear of the vehicle to the ancillaries in the front – is mounted on a structural carbonfibre floor. This assembly is then bolted onto the rear base of the monocoque, optimising stiffness, weight distribution and crash protection.
Full PHEV capability
The Artura is designed with full Plug-in Hybrid (PHEV) capability; the battery pack can be recharged to an 80% level in just 2.5 hours with a standard EVSE cable. The batteries can also harvest power from the combustion engine during driving, tailored to the driving mode selected.
The Artura is the first model to have the new McLaren Carbon Lightweight Architecture (MCLA) at its core, setting a new standard for the carmaker’s advanced flexible chassis design. Optimised for high-performance hybrid applications, it includes a bespoke battery compartment and introduces a ground-breaking domain-based ethernet electrical architecture, along with an electrical heating, ventilation and air-conditioning (eHVAC) system.
The ethernet architecture reduces cabling by up to 25% as well as speeds up data transmission. This also facilitates access to advanced driver-assistance systems (ADAS) including Intelligent Adaptive Cruise Control, Lane-Departure Warning, Auto High-Beam Assist and Road-Sign Recognition as well as Over-The-Air (OTA) software updates.
Pure supercar design
The engineering artistry beneath the Artura’s skin is complemented by its exterior design. The low-nose, cab-forward, high-tail stance is pure supercar, the drama underlined by the signature McLaren dihedral doors – which open closer to the body and house mirrors that fold in more tightly – and further enhanced by the short wheelbase and low stance.
The overall effect gives the Artura an almost ‘shrink-wrapped’ appearance, evolving a McLaren design approach seen in recent models to a new level. The lithe, technical sculpture has only minimal body shutlines and panel joints, assisted by features such as an entire rear clamshell engineered and superformed as one panel.
The shape, sculpted to optimise performance and manage airflow for aerodynamic performance and cooling, is driven by the McLaren design principle of ‘everything for a reason’ that is in evidence throughout the car. The centre of the front splitter is an example of this, being the intake for the eHVAC system and also housing the front-mounted radar that forms part of the optional ADAS package.
Driver-centric cockpit
Inside, the Artura is no less of a revolution, with the cockpit centred more than ever around the driver. The model introduces an all-new Clubsport seat, which uniquely combines the range of motion expected of a moveable backrest with the light weight and support of a bucket seat. Innovative yet uncomplicated, the whole seat pivots as one through an elliptical arc when adjusted, combining under-thigh support, seat height and backrest in one movement.
The seat locates in the ergonomically optimised cockpit, its carbonfibre shell combining with slim facia and doors to allow a 97.5th percentile (193 cm) driver to stretch out with generous knee and legroom, even with the backrest significantly reclined. Shoulder room is equally capacious, allowing a driver to get appropriately comfortable and seated correctly.
Driver and passenger comfort overall was an imperative throughout the development of the Artura, with NVH refinement high on the agenda. Innovations that benefit refinement include the stiffness of the MCLA, fluid-filled mounts for the powertrain and the new rear suspension design and settings. Pirelli’s patented Noise Cancelling System is also adopted to reduce vibration and noise.
More than a technological game-changer
At the outset, McLaren designed the Artura to be not only a technological game-changer, but also to stay true to the core McLaren attributes of being incredibly engaging to drive and displaying the highest levels of dynamic ability. The engineers focused on stability under braking; rear-end controllability; increased grip and optimised aerodynamic downforce – as well as enhanced driver engagement across the board. Key to hitting these goals is McLaren’s first-ever deployment of an electronically controlled differential (E-diff), to independently control torque moving across the rear axle. Lighter, more controllable and smaller than a mechanical locking diff (it fits within the transmission), the E-diff locks and unlocks individual rear wheels to improve traction out of corners.
The innovative rear suspension system, which pairs a top upper wishbone with two lower links and a tie rod in front of the wheel centre, maximises vehicle stability and precision, and reduces understeer out of a corner while accelerating. The wider tyres allow additional stability and better traction performance while the combination of a short wheelbase, E-diff and the physical downforce provided by the integrated rear spoiler and diffuser ensure both incredible agility at low speed and a high level of stability at high speed.
Pirelli Cyber Tyre
Dynamic precision is additionally enhanced by Pirelli Cyber Tyre technology. Comprising hardware and software integrated with the Artura’s electronic systems and featuring an electronic ‘chip’ inside each tyre, the Cyber Tyre generates real-time data and relays it to the car’s stability control systems to optimise tyre performance.
One feature that is unashamedly not new on the Artura is McLaren’s trademark hydraulically-assisted steering. Proven on generations of McLaren supercars, it remains the ultimate system for providing feedback. In the Artura, the system has been fully redesigned to reduce weight and is combined with an updated and bespoke version of McLaren’s Proactive Damping Control system that further supports exceptional ride and handling characteristics.
Braking performance is also exceptional, as would be expected of a supercar. This is provided by carbon ceramic brakes and lightweight aluminium calipers from the same family as the systems that feature in McLaren’s latest LT models.
“Every drop of McLaren’s experience and expertise has been poured into the Artura. Our all-new, High-Performance Hybrid delivers all of the performance, driver engagement and dynamic excellence for which McLaren is renowned, with the additional benefit of EV driving capability. The introduction of the Artura is a landmark moment – for McLaren, for our customers who will appreciate and enjoy this car on every emotional and rational level, and for the supercar world,” said Mike Flewitt, CEO of McLaren Automotive.
First deliveries to customers will start during the third quarter of 2021 with prices in the UK starting from £185,500 (about RM1.04 million). There will be 3 further core specifications for customers to choose from.