Chery has officially launched its Fengyun A8 plug-in hybrid sedan in China. Priced between 119,900 to 149,900 yuan (approximately RM78k to RM97k), the Fengyun A8 is part of Chery’s new energy vehicle series. Positioned as a compact sedan, it offers consumers four model options.
Key features of the Chery Fengyun A8 include a large trapezoidal grille connected to the headlights in the front and an upturned tail design above the trunk at the rear that has a resemblance to the Audi A8. The interior boasts a 12.3-inch instrument panel, a 12.3-inch central control screen, and a four-spoke flat-bottom steering wheel. The cockpit is powered by Chery’s Lion 5.0 operating system, with high-end models equipped with the Qualcomm Snapdragon 8155 chip.
Powering the Chery Fengyun A8 is Chery’s Kunpeng Super Performance Electric Hybrid C-DM system, comprising a fifth-generation ACTECO 1.5TGDI hybrid engine and a permanent magnet synchronous motor. The total power output is 355hp and 530Nm of torque, with an acceleration time from 0 to 100km/h in 7 seconds.
The car’s 18.3 kWh lithium battery pack provides a pure electric cruising range of 127km (CLTC) and a total range of over 1,400km (WLTC). The fast-charging capability allows the battery to be fully charged from 30% to 80% in 19 minutes, while slow charging takes at least three hours.
The lineup comes standard with navigation, OTA updates, Bluetooth, remote control through the app, and karaoke functions. Both CarPlay and HiCar are supported. The advanced driving assistance system, available only in high-end models, includes features such as front and rear collision warning, automatic emergency braking, full-speed range adaptive cruise control, and lane merge assist.
In 1967, Mazda became the first carmaker to mass-produce rotary engines. These lightweight yet powerful engines aided the firm, which was producing 300,000 automobiles per year at the time, in gaining admirers all over the world.
The Mazda RX-8 was the last model that featured a 13B rotary engine, and manufacturing ended in 2012. However, for the first time in 11 years, the legendary rotary engine has found fresh life as a generator for a new plug-in hybrid car.
Lamborghini has apparently combined thunder and lightning for its first HPEV (High-Performance Electrified Vehicle) hybrid super sports car, the Revuelto.
The word “Revuelto”, translated to English means “scrambled” or “mixed-up” and was actually a fighting bull, a celebrity in the arenas of Barcelona in the 1880s.
The Wankel rotary engine was first used in a car in 1964 and it seemed like a revolutionary concept that many carmakers licensed it to use for their models. However, virtually all found it to have issues which they didn’t want to waste time and money trying to address and gave up. Only Mazda worked hard to commercialize the rotary engine and succeeded in doing so from 1967.
Unfortunately, some of the characteristics of the rotary engine – high emissions and consumption – were unacceptable as the world grew more environment conscious. By 2012, Mazda had no choice but to stop using the rotary engine and it seemed that it was gone forever. From time to time, there would be rumours of its return and Mazda insiders would say ‘we are working on it but still need time…’. The last time the rumour was strong was with the Vision Study Coupe concept.
Today, the rotary engine returns but not in the way enthusiasts would expect it. It is not used as a primary propulsion system but is instead adapted for use more as a power generator in the plug-in hybrid (PHEV) powertrain of the new MX-30 e-Skyactiv R-EV model.
Just a few months after its global debut, the Ferrari 296 GTS – the ‘topless’ version of the 296 GTB – is in Malaysia, with its Southeast Asian premiere held at the Sepang International Circuit recently. Apart from the allure of being a berlinetta spider, this is the first ever Ferrari spider with a rear-wheel drive-only PHEV (plug-in hybrid electric vehicle) architecture in which the engine is integrated with a rear-mounted electric motor. The hybrid drivetrain is derived from Ferrari’s Formula 1 racing cars and another example of racing technology being transferred to road cars.
Plug-in hybrid powertrain
The 296 GTS uses the new 663 ps 120° 2992 cc V6 coupled with an electric motor capable of delivering a further 167 ps, the same unit found in the 296 GTB. With the additional power generated by the electric motor, total system output from the powertrain is 830 ps/740 Nm, of which 165 ps comes from the electric motor. This allows it to achieve a new specific power output record for a production car of 221 ps/litre.
Hybrid powertrain technology used in Ferrari’s Formula 1 racing cars has been brought to the 296 road car.
The powertrain assembly comprises the engine that powers the rear wheels via the 8-speed DCT and E-Diff, and the MGU-K located between the engine and the gearbox. A clutch is set between the engine and the electric motor to decouple them when in electric-only eDrive mode.
Sound-wise, the V6 engine 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; at higher revs, there is that typical high-frequency treble. This Ferrari’s soundtrack matches its performance, creating a sense of unprecedented involvement even with the top down.
Power with efficiency
Being a PHEV gives the 296 GTS the best of both worlds – lighting quick performance and also zero emissions motoring which can be up to 25 kms in all-electric eDrive mode. As was the case with the SF90 Stradale, customers who want to take the car further, especially on the track, can specify the Assetto Fiorano package which includes lightweight features and aero modifications.
The innovative top
With the RHT (retractable hard top) in use, the silhouette remains very similar to that of the 296 GTB. When it is stowed away, a sleek, sporty design is created. The lightweight RHT takes 14 seconds to retract or deploy at speeds of up to 45 km/h.
The need to stow the RHT inside the engine compartment required the creation of a new tonneau cover design. 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.
When the top is retracted, the cabin and the rear deck are separated by a height-adjustable glass rear screen which guarantees optimal passenger comfort even at high speeds. The separation line between the car’s body and the roof is above the B post.
Redesigning the 296 GTS’s engine bay to seamlessly integrate the RHT means that the engine has the same rich tone and intensity as the 296 GTB when the roof is up. The exhaust resonator system (Hot-Tube) has been optimised for the new cockpit geometry. The dropping of the top creates a direct, completely unobstructed connection between the cockpit and the sound produced by the single tailpipe exhaust line.
Radical aerodynamic solutions
The 296 GTS adopts several radical and innovative solutions in aerodynamics. The aero choices have turned the active aero paradigm, introduced from the 458 Speciale onwards, on its head. On the 296 GTS, 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 GTS to generate a high level of rear downforce when required – up to a maximum of 360 kgs at 250 km/h.
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 brake cooling system was developed around the Aero calipers that debuted on the SF90 Stradale, with ventilation ducts integrated into their castings. This cooling concept requires a dedicated duct to correctly channel cool air coming in through the air intakes on the front bumper through the wheelarch. In the case of the 296 GTS, the intake has been integrated into the headlight design.
This made it possible to push the design of the car’s underbody to new extremes, increasing the cooling capacity of the underbody without having to adopt any active front aero mechanisms. The signature aerodynamic element at the front of the 296 GTS is the ‘tea-tray’, a concept widely applied to single-seater racing cars. The rear surface of the bumper works in synergy with the upper surface of the tea tray to create a high overpressure field, which counteracts the depression field that characterises the underbody.
High levels of driver engagement
The car’s dynamic development focused around boosting pure performance and delivering class-leading levels of driver engagement. The targets were achieved by honing the architecture and keeping all the main vehicle components as compact as possible, as well as managing energy flows and their integration with the car’s vehicle dynamic controls.
The 296 GTB’s chassis was redesigned and optimised to improve torsional rigidity and bending stiffness compared to previous spider applications. From a chassis perspective, at 2600mm, the wheelbase is 50 mm shorter than previous Ferrari mid-rear-engined berlinettas to the benefit of the car’s dynamic agility. Other solutions that enhance the car’s handling and performance include the brake-by-wire system, the ‘Aero’ brake callipers, electric power steering, the rear active aero device and SCM-Frs magnetorheological dampers.
Meticulous attention was paid to reducing weight to ensure the car’s balance and delicacy of handling. The added weight of the hybrid system was offset by a number of different solutions, including the new V6 which weighs 30 kgs less than the V8 unit used on previous berlinettas.
Digital interface for cockpit
The 296 GTS’s cockpit was developed around the new concept of an entirely digital interface. This interior layout draws on the latter’s stylistic coherence for its forms. While with the SF90 Stradale the designers wanted to highlight the presence of the advanced technology and underscore a clear break with the past, in the case of the 296 GTS, the idea was to clothe that technology to sophisticated effect.
The cabin has the concept of the formal purity of the functional elements. When the engine is off, the onboard instruments go black, underscoring 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. Aerodynamic flaps have been integrated into the rear trim structure to reduce buffeting and increase comfort in open-top driving.
The sculptural door panel is a seamless continuation of the dashboard in terms of both materials and colour. On the central medallion, the styling cue is a deep lozenge-shaped scoop, a three-dimensional element. This type of architecture makes the entire door panel look extremely light and integrates the theme that connects it to the rear trim.
“The convertible version of Ferrari’s first 6-cylinder road-going car takes driving thrills to new heights. Subtly restyled to accommodate the open top, the Ferrari 296 GTS adds a sense of freedom to the fun of every journey. At the wheel of the 296 GTS, you get to enjoy the result of Ferrari’s exploration into electric technology and also have the ability to make the most of the weather and your mood, maximising driving pleasure,” said Damien Woo, General Manager, Ferrari Malaysia, Naza Italia Sdn Bhd.
With Ferrari’s 7-Year Genuine Maintenance programme, the 296 GTS is priced from RM1,448,000 (before duties, customization options, taxes and insurance) from Ferrari Malaysia.
Batteries are one of the most crucial parts of an electric vehicle (EV); without it, the electric motors won’t run and the vehicle won’t move. So it’s not surprising that battery technology is continuously being advanced. It could be even more advanced, had the EVs which were around over 100 years ago remained popular but the drawbacks of batteries then meant that the combustion engine gained more favour and killed the EV.
In the 21st century, the EV’s popularity has been ‘forced’ by regulations which aim to address climate change as quickly as possible. Thus, advancement of battery technology has to be accelerated to provide better storage capacity and greater efficiency. Within a year, batteries can make big leaps in performance to give better range, an important factor in EV acceptance.
An example is with Volvo, which is almost entirely focussed on EVs. Its Recharge T8 models now have improved plug-in hybrid (PHEV) powertrains with better performance and driveability. This comes from a new long-range lithium-ion battery pack of 18.8 kWh, up 62% from 11.6 kWh. The increased capacity is due to the addition of a third layer of cells. The resulting extension in a claimed electric-only range of between 70 and 90 kms, almost double the previous maximum range of 49 kms.
Improved driving performance comes from a new rear electric motor generating the equivalent of 145 ps, which is almost 65% more than the previous motor’s output. Overall system output, in combination with the petrol engine, has been boosted to 462 ps, which is 55 ps more than before.
The improvements are also beneficial to the environment as being able to drive longer distances in pure electric mode means less emissions of carbon dioxide (CO2), the gas that is causing global warming.
In Malaysia, the new Recharge T8 powertrain will be available for the 60 and 90 models, ie XC60, S60, V60, XC90 and S90.
Additionally, the XC60 and S90 PHEV models will also have One-Pedal Drive settings which are useful in stop-and-go traffic. A feature used in Volvo’s BEVs (battery electric vehicles), One-Pedal Drive is claimed to enable more effective battery regeneration and higher regenerative power that can improve fuel efficiency. The animation below shows how One-Pedal Drive works.
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Using One-Pedal Drive, the driver uses the accelerator pedal predominantly to manage the car’s speed. Each time the foot is lifted off the pedal, regenerative braking activates automatically. This differs from the conventional approach that requires depressing the brake pedal before regeneration can take place. It would therefore be especially effective in slow-moving traffic, allowing the battery to be more frequently topped up.
“Our new line of PHEVs will transform the way our customers experience electric driving,” said Charles Frump, Managing Director of Volvo Car Malaysia. “The improved powertrain lets our customers drive sustainably at a longer distance, at the same time providing them with range confidence that fits the needs of their everyday lives.”
Mr. Frump also said that there will be price adjustments across the range from next week. The adjustments will start with current models of the XC40 T5, XC40 Recharge T5, XC60 B5, and XC90 B5. The new line-up of the 90 and 60 models will be sold at a ‘new price point’ when they exit from the assembly plant in Shah Alam, Selangor. The price for the current Recharge T8 models remains the same and will be sold while stocks last.
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.
Ferrari 296 GTB
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.
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.
Demands to address climate change by becoming carbon-neutral are strong and carmakers, whose products are identified as contributors to climate change because of their exhaust emissions, need to do their part. Electrification is the quickest solution that allows vehicles as we know them to still be used without causing more pollution.
Ferrari, like other sportscar makers, can’t avoid the electrification trend of the auto industry. In fact, over 10 years ago, it was already examining hybrid technology and developing such powertrains. And with Formula 1 moving into the hybrid era, development accelerated as the company has long been a participant in the sport.
Thus far, the company has already put a few hybrid models into the market – like the LaFerrari and SF90 Stradale – and with the 296 GTB, which was launched in the middle of last year, represents an evolution of their mid-rear-engined two-seater Berlinetta with a hybrid engine.
This model is the latest offering from Naza Italia in Malaysia which has priced it from RM1,228,000 (excluding all duties and insurance). As with other new Ferraris officially sold by the importer, there’s a 7-year maintenance programme included. Service intervals are at 20,000 kms or once a year, with no mileage limits.
All-new hybrid V6 powertrain
The hybrid powertrain of the 296 GTB incorporates a 120° V6 (553 ps output) coupled with one electric motor that adds 122 kW (166 ps), giving a total system output of 830 ps. Having a displacement of 2992 cc, it’s the first 6-cylinder engine installed on a Ferrari roadcar although the brand has had V6 engines going as far back as 1957 but only for its racing cars (its Formula 1 racers have had V6 hybrid architecture since 2014). Needless to say, technologies developed for the hybrid racing cars has been used for the 296 GTB powertrain.
The hybrid powertrain is a plug-in (PHEV) type which allows for external recharging and a high-capacity 7.45 kWh lithium-ion battery pack. Running on just electric power, Ferrari claims that a range of up to 25 kms is possible.
The new V6, which has an 8-speed DCT, is of an entirely new development and engineered specifically for the car. It’s the first Ferrari to feature the IHI turbos installed inside the vee of the engine. Aside from bringing significant advantages in terms of packaging, lowering the centre of gravity and reducing engine mass. It sets 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.
Aerodynamic innovations
Besides the powertrain, 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 Aero calipers for the brake system have 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 wheelarches. In the case of the 296 GTB, the intake has been integrated into the headlight design.
From a chassis perspective, the car’s wheelbase is 50 mm shorter than previous Ferrari berlinettas, giving positive implications to the dynamics. Because of the added weight of the hybrid system, much attention was paid to lowering weight for an optimum balance and various solutions were used. It helped that the V6 is 30 kgs lighter than the V8s used in other berlinettas and along with use of lightweight materials, the resultant dry weight is 1,470 kgs.
Evolved from SF90 Stradale
As with the newer Ferraris, the cabin shows greater ‘digitisation’ and uses the new concept of an entirely digital interface which was first adopted by the SF90 Stradale. It shows a clear break with the past and presents new technology in a sophisticated way. However, the cleaner layout also allowed the designers to create a pure, minimalistic environment for the occupants.
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. Incidentally, when the engine shuts down, the instruments also go black, enhancing the minimalist look of the cabin.
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.
Assetto Fiorano package
The Assetto Fiorano package (shown on the car below) 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. This is therefore something that is specified when ordering the car so the necessary items are added at the factory during assembly.
Mazda’s SUV range (discounting the Mazda Tribute which was jointly developed with Ford’s first Escape) started off with single-digit numbers – CX-3, CX-5, CX-7 and CX-9 (the CX-30 being an exception) – and last year, the carmaker announced that its new generation of SUVs would have double-digit designations. And these would be more premium, in line with Mazda’s aspirations to move further upmarket.
We were told that from 2021 to 2024, there will be no less than 5 new SUV models and their designations were even revealed: CX-50, CX-60, CX-70 and CX-90. The CX-50, not intended as an immediate replacement for the CX-5, appeared last November and is intended primarily for the North American market where it is now being built as well.
Now comes the CX-60 which is Mazda’s first plug-in hybrid electric vehicle (PHEV) and aimed largely at Europe. It’s not the company’s first hybrid as there has been a Mazda3 with a SKYACTIV HEV engine sold in Japan for many years. That hybrid drew on Toyota’s hybrid technology and with the association deepening in recent times, it is likely that this new PHEV may have been developed with some of Toyota’s long experience.
Most powerful Mazda production model to date
The PHEV powertrain has a SKYACTIV 2.5-litre petrol engine and a 100 kW electric motor powered by a 17.8 kWh high-capacity battery pack. With an output of 327 ps/500 Nm, it is the most powerful powertrain Mazda has offered in a production vehicle for sale to the public. Claimed 0 to 100 km/h performance is 5.8 seconds, with a range of up to 68 kms on just electricity in city driving conditions.
A new 8-speed automatic transmission and Mazda’s i-Activ All-Wheel Drive system delivers power to all four wheels, with Mazda Intelligent Drive Select (Mi-Drive) offering 5 different drive modes. Recharging is said to be within 4 hours using an ordinary power outlet.
Later, the CX-60 will also be available with two new engines for the PHEV powertrain – a new generation straight-six 3-litre e-SKYACTIV X petrol unit and a 3.3-litre SKYACTIV-D diesel. Together with the new engines and 48V technology, Mazda will also introduce a RWD version of the SUV. A bigger 3-row model, the CX-80, will be added to the range within the next two years.
Typically high standard of vehicle dynamics
With its emphasis on jinba-ittai (the unity between a horse and its rider) for all its models. It would be surprising to find the CX-60 also having impressive vehicle dynamics. Compatible with the CX-60’s longitudinal front-engine rear-wheel drive mechanical layout, Mazda’s SKYACTIV Scalable Architecture is matched to high bodyshell rigidity and a double wishbone front and multi-link rear suspension set-up.
Additionally, the CX-60 also has Mazda’s Kinetic Posture Control technology which further stabilises vehicle posture when cornering by braking the inside rear wheel to mitigate roll and the draw the car body downwards, while positioning the high-voltage battery between the front and rear axles and as low as possible, further helps the CX-60’s centre of gravity and stability. This is probably an evolution of the G-Vectoring Control (GVC) chassis technologies developed some years back and used in many models today.
KODO design maintained
The appearance of the CX-60 seems to have a bit of the CX-5, which is not unusual since the KODO design language is still being used. The grille has the familiar shape seen on other Mazdas but differs in detailing, while the body surfacing is masterfully done to exploit the flow of light across the body.
Besides design, Mazdas has always given craftsmanship a top priority in its products and for the CX-60, the very highest standards of craftmanship combined with new technologies and human-centric ergonomics to deliver a premium interior rooted in Japanese heritage.
The elegant, premium quality interior design introduces the ideas of Kaichou – an element of disruption which mixes different materials and textures. With the flagship Takumi version, materials such as maple wood, nappa leather combine with uniquely worked Japanese textiles and chrome details, and Musubu – the art of binding which was the inspiration for a specially detailed instrument panel stitching.
The treatment of the maple wood trim reflects the Japanese aesthetic of Hacho – asymmetrical balance, or intentional unevenness. The woven fabrics’ diverse patterns and yarns respond sensitively to changes in light, and a Japanese stitching technique called Kakenui creates ‘hanging stitching’ seams with spaces between the trim fabrics revealing a glimpse of the material beneath.
An innovative feature for some variants is the Mazda Driver Personalisation System> This can recognise the occupant of the driver’s seat via facial recognition and automatically make adjustments – seat position, steering wheel, mirrors, Head-up Display, even the sound and climate control settings – to fit their physique as well as their personal preferences. Whether this is a practical approach remains to be seen as there are some people who have unusual ways of sitting!
How will Mazda’s CX range evolve?
How the Mazda range will look by the end of the decade can’t be determined yet. The company has often said that it wants to move upmarket and has progressively given its products a noticeably more premium image. Having the new double-digit range of more premium models sold together with the existing single-digit models may be a way to see whether they can move into – and stay – in the upper level of the market.
But for sure, they will eventually rationalise their range one way or another because, as one senior executive explained some years ago, Mazda is not very big and its volumes do not allow it to have too much variety. It has been careful to choose models and segments to compete in, avoiding fragmentation that is inefficient. And it has done that well so far…
Visit www.mazda.com.my to know more about Mazda models available in Malaysia
Following the introduction of the new Mercedes-Benz S-Class (W223) last December, Mercedes-Benz Malaysia can now provide the price of the model. Only one version is available – the S 580 e Plug-In Hybrid – and it is priced at RM698,744 (excluding insurance), As it is assembled locally at the company’s facility in Pekan, Pahang, it can have full exemption of sales tax until June 30, 2022, which would be big savings for customers.
The flagship of the Mercedes-Benz range has been on sale in Malaysia since the 1970s, with over 18,000 cars sold to date, almost all assembled locally. The model’s history goes back to the W180 of 1954 although it was only in 1972 that it came to be known as the ‘S-Class’. Globally, more than 4 million units have been sold since the early 1970s.
The W223 is the seventh generation and as with every generation before, the new S-Class brings with it advanced technologies. In fact, this model has often introduced many new technologies, especially in the area of safety, that it shows ‘the future of motoring’. For example, in 1980, the W126 generation was the first production car in the world to be equipped with an airbag system.
With Mercedes-Benz now putting its full commitment to electrification during this decade, the S-Class also leads the way and for the Malaysian-assembled model, a plug-in hybrid (PHEV) powertrain is the only one offered. Hybrid powertrains are not new to Mercedes-Benz in Malaysia and have been available with some models (including the S-Class) over the past 8 years.
Mercedes-Benz Malaysia has its own plant in Pekan, Pahang, where the latest S-Class and other models are assembled. (File image)
For the latest S-Class, the model is designated S 580 e but its engine not 5.8 litres. It is actually an in-line 6-cylinder petrol engine of 3 litres and works with an electric motor which generates 110 kW with 440 Nm. The engine’s output is 367 bhp/270 kW with 500 Nm of torque and the combined output can propel the S 580e from 0 to 100 km/h in a claimed 5.2 seconds and up to a top speed of 250 km/h.
If conditions permit, it is possible to run only on electricity for up to 100 kms. When the lithium-ion battery is empty, ‘refuelling’ will take up to 2.5 hours, depending on the charging method. One concern owners have is the cost of the battery pack if it needs to be replaced as it is pretty expensive. But for the first 8 years or a maximum of 100,000 kms, Mercedes-Benz Malaysia will provide warranty coverage which should offer some peace of mind.
Showcase for new technologies
New for this S-Class is DIGITAL LIGHT, which offers significantly better illumination from the headlamps. Each light module has 3 extremely powerful LEDs with light that is refracted and directed by 1.3 million micro-mirrors. The resolution is therefore more than 2.6 million pixels per vehicle, allowing highly precise light distribution.
The millions of pixels allow the lighting pattern to be precisely shaped so that maximum illumination levels can be provided without blinding oncoming drivers. Light/shadow graduations and the light distribution of all the other adaptive light functions are also realised with considerably more precision, optimising illumination in all ambient lighting conditions.
Aerodynamic efficiency has always been important for cars as lower wind resistance of the shape means more power can be used to move the car, and fuel consumption can be lower. Low wind resistance is even more vital for hybrid and electric vehicles so extensive wind tunnel research was done and the result is a body that has a Cd of 0.22, impressive considering its size.
Not visible are improvements in aeroacoustics; the new model’s quietness is said to be even better than the e previous generation which already excelled with a very high level of interior noise comfort. The high rigidity of the bodyshell provides the basis for this achievement, and is enhanced with fine-tuning.
Lounge-like interior
These days, car interiors are designed to be like lounges and not just seating spaces inside a cabin. Especially with a model like the S-Class, comfort and spaciousness are high on the list of expectations. With the new generation, the interior has fully evolved into a ‘third place’ for the occupants, between the home and workplace. So it has to be able to provide not just comfort but also be functional enough for those who want to get some work done while on the move.
The seats qualify as technological benchmarks for long-distance comfort. The complex technology inside each seat uses multiple motors for adjustments in the tiniest dimension. The flowing, 3-dimensional layer design theme gives an impression of lightness with its nappa leather upholstery. The adjustment range and angle of the front passenger seat in the chauffeur configuration and the reclining seat behind it have been improved as well.
MBUX – the Mercedes-Benz User Experience – is a big thing for the brand and has appeared in every new model since the current A-Class was launched in 2018. Since then, it has continued to evolve and gain more sophistication, with the second generation of this learn-capable system making its debut in the new S-Class.
The possibilities for personalization and intuitive operation have become far more extensive, especially in the rear. Both the hardware and software have made great advancements with brilliant displays on up to 5 large screens (in part with OLED technology). The new 3D driver display allows a spatial view at the touch of a button for the first time – a real 3-dimensional effect without having to wear 3D glasses.
The voice assistant ‘Hey Mercedes’ is constantly learning, by activation of online services in the Mercedes me App. Moreover, certain actions (like accepting a call) can be performed even without using ‘Hey Mercedes’ which, incidentally, can also be activated from the rear.
With digital and graphic displays nowadays, it’s possible to have multiple displays and not end up like the cockpit of a 1970s fighter jet. The screens can be individualized with a choice of 4 display styles and three modes (Navigation, Assistance, Service), so the driver can choose whatever information is most important to him or her when driving. Furthermore, this new version of MBUX uses 27 fewer buttons and switches, underscoring the minimalist appearance of the interior.
Rear airbag – world first
As mentioned earlier, an earlier S-Class was the first production car in the world to be fitted with an airbag. This pioneering position in safety continues with the latest generation and is demonstrated by having the world’s first rear airbags. These are integrated into the backrests of the front seats and deploy in a severe front impact. They deploy gently and protect strapped-in outer rear seat passengers against contact with the front seats.
