The latest sales figures for the month of May are out and we can now talk about the most and least popular EV models in Malaysia for that month.
Though the top 10 are not surprising, the bottom three are what caught our attention.
The fact that the Leapmotor C10 is right at the bottom with only 13 cars registered comes as no real surprise.
Of all the Chinese brands in Malaysia, Leapmotor is probably the least aggressive when it comes to marketing and the fact that the company is still yet to fix the key card access feature means that more potential buyers will be attracted to other brands that seem to have their products better sorted.
Leapmotor can continue to harp on the ‘Maserati-tuned-handling’ and we admit that it does handle well, but the fact of the matter is, most buyers won’t care about that and will mostly focus on what the car has to offer in terms of features, battery and range. And that key card system is simply put, annoying and needs an urgent fix.
We hear the team is working on it and can’t wait to see what they come up with.
However, the second and third least registered cars for the month of May is what caught our attention. BMW only managed to register 13 iX models and 14 BMW i4’s.
That is quite surprising because there was a time when the iX was really popular if not the most popular premium EV in Malaysia. Are people getting tired of the iX and looking elsewhere? It surely seems like it.
The i4 is another surprise. For its price point, features and range, it should be doing better. But, the car is small with little to no space around the back seats, this limits the type of people who will be attracted to the i4.
Have the mighty really fallen? We don’t think so because 72 units of the BMW iX2 were registered making it the 12th most popular model while 39 units of the BMW i5 (15th place) were registered and 37 units of the BMW iX1 (17th place) found new owners.
BMW’s sub-brand Mini sold 30 units of the JCW EV (18th spot) and the Aceman found 26 homes and captured the 21st spot in the 30 most popular EV’s in Malaysia.
We just have to say that despite its age and global slowdown in demand for its models, the fact that Porsche Malaysia were still able to shift 39 units of the Taycan is commendable.
And the Macan EV is in the list as well with 29 units sold but we just can’t help but wonder what is happening to Mercedes-Benz? The company only sold 23 units of the EQE and it is the only Mercedes model in the list.
So which were the most popular? It comes as no surprise that the Tesla Model Y took top spot as the Juniper model was just recently launched with 985 units registered.
The Juniper stopped the Proton e.MAS 7 run as the most popular EV in Malaysia which was on a charge since January. The e.MAS 7 now sits in second spot.
The BYD Atto 3, Sealion 7 and M6 sealed the 3rd, 4th and 5th spot, which comes as no real surprise either.
The Denza D9 comes in 6th place with 129 units sold, and that is quite surprising since many thought the Zeekr 009 may be the better buy. We don’t think it’s a better buy though and we explain why in this review.
In 7th spot is the Omoda E5 followed by the BYD Seal in 8th then the Zeekr 009 in 9th and the Tesla Model 3 rounds up the 10 most popular EV’s.
Before ending this though, we do have to tip our hats to MG Malaysia for managing to shift 14 units of the Cyberster. That’s no small feat considering the price of the car.
Below is the complete list of the 30 most popular EV’s in Malaysia:
1. Tesla Model Y – 985 units registered
2. Proton e.MAS 7 – 862
3. BYD Atto 3 – 505
4. BYD Sealion 7 – 406
5. BYD M6 – 136
6. Denza D9 – 129
7. Chery Omoda E5 – 116
8. BYD Seal – 94
9. Zeekr 009 – 90
10. Tesla Model 3 – 90
11. XPeng X9 – 77
12. BMW iX2 – 72
13. XPeng G6 – 48
14. Volvo EX90 – 41
15. BMW i5 – 39
16. Porsche Taycan – 39
17. BMW iX1 – 37
18. Mini John Cooper Works – 30
19. Porsche Macan – 29
20. GWM Ora Good Cat 07 – 28
21. Mini Aceman – 26
22. Mercedes Benz EQE – 23
23. MG MG4 – 18
24. Smart #1 and #1 – 16
25. Dong Feng Box E3 – 15
26. Volvo EX30 – 15
27. Zeekr X – 15
28. MG Cyberster – 14
29. BMW i4 – 14
30. BMW iX – 13
31. Leapmotor C10 – 13
Deruman enjin berprestasi tinggi kembali menggamatkan Litar Antarabangsa PETRONAS Sepang apabila Porsche Malaysia, yang dikendalikan oleh Sime Darby Auto Performance, meraikan kembalinya Porsche Carrera Cup Asia (PCCA) ke Malaysia menerusi Pusingan 5, 6 dan 7 bagi musim 2025.
Pusingan di Malaysia tahun ini menjadi detik penting kerana ia menandakan pertengahan musim kejohanan, sekaligus menjanjikan aksi yang menggabungkan kelajuan luar biasa dan hiburan dramatik. Perlumbaan kali ini menyaksikan dua hari perlumbaan pecut yang sengit serta kembalinya format ketahanan yang amat dinanti-nantikan. Dikenali sebagai kejohanan perlumbaan satu buatan terulung di rantau ini, PCCA kini memasuki musim ke-22, dan terus mengekalkan reputasinya sebagai medan persaingan sejati. Setiap pemandu bertanding menggunakan jentera yang serupa – Porsche 911 GT3 Cup (992) – sekali gus menyerlahkan kemahiran dan strategi perlumbaan sebenar.
Sime Darby Auto Performance yang mewakili jenama Porsche di Malaysia terus menunjukkan komitmen utuh terhadap pembangunan sukan permotoran dan bakat tempatan. Ketua Pegawai Eksekutifnya, Christopher Hunter, menyatakan bahawa PCCA bukan sekadar kejohanan kompetitif, tetapi simbol semangat sukan permotoran yang sentiasa menyala. Beliau turut menekankan usaha berterusan Porsche dalam menyokong pembangunan pelumba sebenar dan maya di seluruh rantau Asia.
The roar of high-performance engines echoed once more across the PETRONAS Sepang International Circuit as Porsche Malaysia, under the stewardship of Sime Darby Auto Performance, welcomed the return of the Porsche Carrera Cup Asia (PCCA) to Malaysian soil with Rounds 5, 6, and 7 of the 2025 season.
This year’s Malaysian leg marks a pivotal midpoint in the championship calendar and delivers a potent mix of speed and spectacle, featuring two days of blistering sprint races and the much-anticipated return of the endurance format. The series, now in its 22nd season, continues to stand as Asia’s premier one-make racing competition, renowned for its tight competition and pure racing ethos, where every driver competes in identical Porsche 911 GT3 Cup (992) machinery.
Sime Darby Auto Performance, representing Porsche in Malaysia, underscored the event’s significance by reaffirming its long-standing support for motorsport talent and culture. The company’s Chief Executive Officer, Christopher Hunter, highlighted that the Carrera Cup Asia is not merely a competitive series but a celebration of motorsport’s enduring spirit, adding that the brand remains committed to nurturing both real-world and virtual racers throughout the region.
Ketika Porsche bersiap sedia menyahut cabaran perlumbaan 24 Jam Le Mans yang penuh berprestij, jenama legenda dari Jerman ini telah memperkenalkan sebuah ciptaan luar biasa—Porsche 963 RSP. Jentera jalan raya ini ialah adik kepada 963 Hypercar, dibina sebagai penghormatan kepada salah satu pelumba ketahanan paling ikonik dalam sejarah Porsche, iaitu 917, dan sempena ulang tahun ke-50 perjalanan berani dari Zuffenhausen ke Paris pada tahun 1975.
963 RSP lahir hasil kerjasama antara Porsche AG, Porsche Penske Motorsport, Porsche Cars North America, dan ikon sukan permotoran, Roger Penske—di mana huruf awal namanya digunakan sebagai nama model ini. Projek ini diinspirasikan oleh kisah benar Count Gregorio Rossi di Montelera yang memandu Porsche 917 di jalan awam dari Stuttgart ke Paris dengan hanya pengubahsuaian minimum, menjadikannya legenda dalam komuniti automotif.
Menurut Presiden dan CEO Porsche Cars North America, Timo Resch, “Projek ini bermula sebagai satu eksperimen yang penuh semangat di kalangan pasukan kecil peminat Porsche dan Penske. Kami mahu membina 963 yang mengekalkan semangat perlumbaan tulen, sambil menghormati detik bersejarah dalam sejarah Porsche.”
As Porsche gears up for the legendary 24 Hours of Le Mans, it has unveiled an extraordinary new creation: the Porsche 963 RSP. A road-capable sibling to the 963 Hypercar, this one-off masterpiece pays tribute to one of the most iconic endurance racers in Porsche’s history—the 917—and celebrates the 50th anniversary of a bold, unforgettable journey from Zuffenhausen to Paris.
The Porsche 963 RSP is the brainchild of a collaboration between Porsche AG, Porsche Penske Motorsport, Porsche Cars North America, and motorsport icon Roger Penske, whose initials give the car its name. This bespoke model draws deep inspiration from the legendary Count Gregorio Rossi di Montelera’s 917, which famously travelled public roads from Stuttgart to Paris in 1975 with minimal road-legal modifications.
“Inspired by the Count Rossi 917, this project started as a passion-fueled ‘what if’ scenario among a small team of Porsche and Penske enthusiasts,” said Timo Resch, President and CEO of Porsche Cars North America. “We aimed to build a 963 that captured the same uncompromising racing soul while celebrating an era-defining moment in Porsche history.”
Unlike its racing counterparts wrapped in sponsor liveries, the 963 RSP is the first 963 to receive a full paint finish—an intricate process due to its ultra-light Kevlar and carbon fibre bodywork. It wears Martini Silver, matched from Porsche Museum archives and applied in a triple-layer lacquer. Other unique touches include satin-black minor components, a 3D-printed “963 RSP” rear badge, and period-correct Michelin logos on the 18-inch rain-spec Michelin tires mounted on forged OZ Racing wheels.
The revised bodywork includes enclosed fender vents, removable carbon fibre wing plates, and an enamel Porsche crest on the nose, replacing the usual racing graphic. These changes mirror the design language of the 917 while staying faithful to the form of the 963.
Though derived from a purpose-built endurance car, the 963 RSP is road-ready. Adjustments include raised ride height, softened suspension dampers, and reprogrammed electronics for street lighting compliance. Covered wheel arches, a functional horn, and approval from French authorities—supported by the Automobile Club de l’Ouest—allowed the car to be legally driven on public roads.
Timo Bernhard, Porsche works driver and Le Mans winner, piloted the 963 RSP during its public road debut near the Circuit de la Sarthe. “Driving a 963 alongside a 917 on the open road was surreal. This version felt more forgiving and incredibly special—surprisingly comfortable, too,” he said.
Roger Penske, Chairman of Penske Corporation, expressed pride in the RSP project: “We’ve shared an incredible journey with Porsche since 1972. The 917/30 marked a golden era for us, and the 963 RSP honours that legacy. We wanted authenticity and purity—and this car captures the spirit of both the past and the present.”
The car will be on display during the 24 Hours of Le Mans before heading to the Porsche Museum in Stuttgart. It will also appear at the Goodwood Festival of Speed in July, accompanied by the original 917 that inspired it.
The 963 RSP concept emerged during a conversation at Road Atlanta between Resch, Thomas Laudenbach (VP, Porsche Motorsport), and Urs Kuratle (Director, Factory Racing LMDh). Inspired by Count Rossi’s 917, they envisioned repeating history with the 963 and brought the idea to Roger Penske and Jonathan Diuguid of Porsche Penske Motorsport.
The project was executed by Porsche’s Sonderwunsch team in Zuffenhausen and Porsche Classic in Atlanta. Under the direction of Grant Larson, Director of Special Projects at Style Porsche, the team developed a road-focused vision with hand-crafted design touches—inside and out.
At the heart of the 963 RSP lies a formidable 4.6-litre twin-turbocharged V8 engine, delivering approximately 680hp.This powerplant, designated internally as the 9RD, traces its lineage to the RS Spyder and shares around 80% of its components with the 918 Spyder’s engine.Complementing the combustion engine is a hybrid system featuring a Bosch-supplied motor generator unit (MGU) and an 800-volt lithium-ion battery developed by Williams Advanced Engineering.The integration of these systems facilitates electric-only operation and has been meticulously recalibrated to ensure smooth power delivery suitable for road use.
Transitioning the 963 RSP from track to tarmac necessitated several modifications.The ride height was elevated to its maximum setting, and the Multimatic DSSV dampers were adjusted to their softest configuration, enhancing ride comfort.The control unit underwent reprogramming to activate road-legal lighting systems, including headlights and turn signals.Additionally, the engine management system was adapted to operate efficiently on standard pump petrol, a significant undertaking given the vehicle’s racing origins.
Inside, the RSP takes an unprecedented departure from its track-only sibling. The race seat is retained but upholstered in tan leather and Alcantara with added padding for comfort. The roof lining, pillars, and footwells are trimmed in Alcantara. The multifunctional racing steering wheel is now leather-wrapped, and a custom side console holds the vehicle’s Peltor headset and a laptop for system operation. The final touch, a 3D-printed detachable cup holder that fits a Porsche travel mug.
The Porsche 963 RSP is more than a car—it’s a celebration of heritage, engineering, and passion. By uniting the past and present, it becomes a symbol of what Porsche and Penske have always done best: push the limits of what’s possible, whether on the track or the road.
Porsche has one of the most colourful histories in the automotive world. I truly doubt anyone would disagree with that.
At a time when new car makers are emerging quicker than ever before, more car makers are turning to their history books to show where they have come from and where they are going.
Most of them are doing a really good job at it too, except for Jaguar perhaps. The British marque seems to have completely lost the plot, but word is that it is now looking to hire a new brand agency after its disastrous rebranding exercise, so don’t write off the great Jag yet.
Anyway, brands with a storied history have also survived tumultuous times, and Porsche is no different.
The mighty Stuttgart based brand almost lost everything in the 90s, but the introduction of the Boxster single handedly saved it.
Then came the Cayenne which not only saved Porsche but transformed it and gave it much needed cash flow to let it continue its motorsport exploits.
But while the Boxster and Cayenne can be credited with saving Porsche, that does not mean the duo are the best-selling Porsches. Far from it.
In fact, that title belongs to the Porsche Macan.
Introduced in 2014, the Macan is the culmination of many years of research and development by the multi-talented team at Porsche.
While the Cayenne enjoyed brisk sales, Porsche analysis found that there was a market for a small, high-performance SUV. And that was basically right up Porsche’s alley since it already had the experience in both segments and its sister company Audi already had the platform from the Q5, which suited Porsche’s requirement.
So, Porsche’s team secretly started working on a project called Cajun, which is basically an abbreviation for Cayenne Junior.
And, per Porsche’s prediction, the Macan was an immediate sales phenomenon. And today it is set to reach a million homes, with over 800,000 Macan’s already sold.
However, the fast-changing pace of the automotive industry has left the Macan in a bit of a lurch.
With electric powertrains fast catching on, Porsche had a decision to make. Focus on an entirely new electric car like what it did with the Taycan, except this time it had to be an SUV.
Or work with one of its current models but with an electric powertrain instead.
Porsche did the unthinkable. In the early 2020s, Porsche announced that it will be dropping all petrol (and diesel) powertrains for the next generation Macan and will thus offer it with an electric drivetrain only.
This did not sit well with many, but Porsche has had a knack for making the right decision at the right. But no one could imagine what would come next.
Sales of the EV industry slowed down. The roll out of charging facilities slowed as well and this had the general populus rethinking the approach to EV’s. Perhaps electric cars were not the saviours they were made out to be after all? Perhaps motoring journos were right and plug-in hybrids are a much better answer?
This slow down forced many car makers to abandon their full-EV plans altogether, including Porsche. Though none have openly admitted to it.
Instead of admitting going fully electric was not the right decision, car makers like Volvo announced they were going to continue to offer regular powertrains with hybrids and EV’s as well to give consumers “the power of choice”.
Yeah right.
But Porsche had already committed to the Macan EV, and it is here. We have driven it as well. Though whether it will continue to exist as an EV only is still to be seen but we were left feeling fuzzy after driving the new Macan.
So, what does the electric Macan have to offer?
There are four variants currently on offer in Malaysia and they are:
We drove the Macan 4 so this article will focus on that.
Powering the car are dual electric motors with one mounted on each axle, effectively giving the car all-wheel-drive capability.
On the performance front, the Macan 4 offers 387PS and 650Nm of torque. However, when overboost is activated, power jumps to 408PS though only for a few seconds.
The charge to 100km/h is seen off in 5.2 seconds and top speed is rated at 220km/h.
As for range and charging, the Macan 4 will travel 613km before it needs to be recharged. And when it does need to be recharged, it will take just 21 minutes to reach 80% using a 270kW DC charger. And for a full charge to 100%, that will set you back a full 10 hours with an 11kW AC charger.
The AC charging bit is a bit of a shocker especially considering the Macan 4 is built on an 800-volt electrical architecture.
And if you are wondering why the Macan does not have that insane top speed which the Taycan has, well that is because the Macan does not have the Taycan’s two-speed “gearbox” which it uses to reach its blinding speeds.
What’s the interior like?
This matters because this is where you will be spending most if not all your time during the entirety of your relationship with the Macan.
First things first, it took me some time to get over how big the dashboard is. It is not wide from door-to-door because the Macan is not a very big car. But it is quite deep from the point where it meets the windscreen to edge of the screens.
After you get over that, your eyes will set on the minimalistic yet functional interior. As with all modern cars, you are first greeted by a curved 12.6-inch digital instrument cluster up ahead of you, and to the left of that is a 10.9-inch infotainment system for all the car’s controls, entertainment and even video games.
Yes, you read that right, the Porsche Macan has videogames like in a Tesla. I tried it and will not criticise it because it is quite fun.
There is also an option for another 10.9-inch screen for the front passenger, but that is for the passenger’s eyes only since it comes with a layer akin to a privacy screen. Which means the driver will never be able to look at the screen, ever.
So, if you are the driver, and you are shelling out your hard-earned money for that third screen, perhaps you should leave this option box unticked. Why pay for something you can’t use?
I am a fan of the interior of the new Macan, more so than the interior of the Taycan. And there are a few reasons for that. For one, the air-conditioning vents can be manually adjusted, unlike the Taycan which blindly followed Tesla and it’s very annoying electronically adjusted air vents.
I also like the fact that you get buttons for air-conditioning controls as well. It may sound petty, but it makes a lot of difference, especially in a Porsche where you need to be focused on the road rather than working a screen to get cold air to be blown to your face.
I do also think that it’s quite sad that we are now relegated to praising regular air-vents and physical controls in our car reviews, things that cars from as far back as the 60s used to have. These are some crazy times indeed.
The one thing that the new Macan seems to have inherited from the Taycan though is the cramped rear seats together with the rather upright angle of the backrests. Taller passengers may want to spend more time at the front.
That’s not a deal breaker for me though, if I were to choose between the new Macan and the Taycan, it would be the former. The Taycan may have the higher top speed but there are not many roads in Malaysia that would let you get up to 250km/h. So, I really don’t care about the top speed.
Let’s talk about how it drives then.
Driving a Porsche is always quite an occasion. At least it used to be, with the sound of an engine reverberating in the cabin with the roar of the exhausts and blip of gearshifts numbing your brain during acceleration.
Of course you don’t get anything like that now, but you still get some wild acceleration that sends the blood rushing to the back of your head. And that is always fun. You may hate EV’s, but there is no denying that their acceleration is intoxicating.
Besides, this is a Porsche guys, so let’s get real. If there is any company that can produce an EV while remaining true to its sports car heritage, it is Porsche.
Just like the Taycan, wringing out every inch of performance out of the Macan requires focus and dedication. Power is available at the slightest prod of the accelerator paddle so you have to be sure of what you want to do before flooring the pedal because you will close gaps in traffic quicker than you can catch a breath.
There are four drive modes – Normal, Sport, Sport Plus and Off Road. I am not sure if Off Road mode is a necessity; just because all four wheels rotate in the same direction does not make the Macan a car capable of tackling sand and stone, but if it helps to sell cars then why not, I guess?
Sport Plus should be left to the more experienced while Sport and Normal is where mere mortals should dwell. But the good thing here is that Porsche brakes work like anchors with face retardation systems built in. Slam the brakes hard and you will come to a stop real quick, and maybe have a facial makeover in the process.
Should you buy one?
Before I drove the new Macan, I was quite excited about rumours that Porsche will be introducing an internal combustion engine variant later. But after driving it, I am not so sure anymore.
The new Porsche Macan does a brilliant job as an EV. It feels purpose built for it. You surely feel the bulk and heft of the car when on the move, but the Macan makes no apologies for it. It does not envelope around you to make it feel like you were driving a sports car.
The Macan is a big, muscular Porsche with power to shame some of the most iconic sports cars.
So, yes, you should buy one if budget is no concern. In fact, I like driving the Macan better than I do the Taycan because I feel more comfortable in it and the systems just make more sense.
And besides, you don’t just buy a Porsche because you want a fast EV, you buy a Porsche because of what it is, and it is a very fast car, sans the engine sounds but you will get used to it. Sadly.
Specifications
Motor: Dual Motor (All-wheel-drive)
Power: 387PS (408PS with Overboost)
Torque: 650Nm
Transmission: Single-speed
Top speed: 220km/h
Range: 613km (WLTP)
Charging: 270kW (DC) / 11kW (AC)
We like: Power, handling, good looks
We don’t like: Cramped rear seats
Porsche terus membuktikan keunggulannya dalam dunia prestasi automotif apabila model 911 GT3 terbaharu mencipta sejarah sebagai kereta produksi dengan transmisi manual terpantas di litar Nürburgring Nordschleife yang ikonik.
Dikemudi oleh duta jenama Porsche, Jörg Bergmeister, jentera berprestasi tinggi itu mencatat masa menakjubkan 6 minit 56.294 saat untuk melengkapkan pusingan sejauh 20.832 kilometer. Masa itu bukan sahaja menewaskan rekod sebelumnya, malah mengatasinya dengan perbezaan lebih 9.5 saat, satu pencapaian yang sangat signifikan dalam dunia perlumbaan.
Pencapaian ini memperkukuh komitmen Porsche terhadap kejuruteraan berfokuskan pemandu, khususnya pada era di mana transmisi automatik dan sistem dwi klac (dual-clutch) seperti Porsche Doppelkupplungsgetriebe (PDK) semakin mendominasi segmen kereta prestasi tinggi. Apa yang menjadikan rekod ini lebih bermakna ialah penggunaan transmisi manual enam kelajuan konvensional, menggantikan PDK tujuh kelajuan yang lebih pantas.
911 GT3 yang dilengkapi dengan pakej prestasi Weissach menunjukkan peningkatan pusingan sebanyak 3.633 saat berbanding model sebelumnya yang menggunakan kotak gear PDK, hasil penambahbaikan menyeluruh pada aspek casis dan penyediaan suspensi. Antara pembaharuan utama yang menyumbang kepada prestasi tersebut ialah inspirasi teknikal yang diperoleh daripada model lebih ekstrem, 911 GT3 RS, termasuk nisbah gear yang disemak semula—dipendekkan sebanyak lapan peratus bagi meningkatkan daya pecutan, meskipun output kuasa kekal pada 510PS.
Porsche has set a new benchmark at the Nürburgring Nordschleife, with its latest 911 GT3 becoming the fastest production car fitted with a manual transmission to lap the legendary circuit. Behind the wheel of the record-setting vehicle was Porsche brand ambassador Jörg Bergmeister, who completed the 20.832km course in a remarkable 6 minutes and 56.294 seconds, eclipsing the previous best by more than nine and a half seconds.
The achievement underscores Porsche’s commitment to driver-focused engineering, particularly at a time when fully automated systems and dual-clutch gearboxes dominate the performance car landscape. This record is especially significant considering the vehicle was equipped with a traditional six-speed manual gearbox rather than the brand’s quicker, seven-speed Porsche Doppelkupplungsgetriebe (PDK) transmission.
The 911 GT3, fitted with the Weissach package, delivered a performance that exceeded its predecessor’s PDK-assisted lap by 3.633 seconds, illustrating the substantial improvements made across key performance areas. Among the developments contributing to the enhanced pace were revisions to the suspension setup and chassis, largely influenced by insights gained from the more extreme 911 GT3 RS. The new model also features a revised gear ratio, shortened by eight per cent, which provides improved acceleration characteristics despite maintaining the same power output of 510PS.
Porsche Malaysia, di bawah pengurusan Sime Darby Auto Performance, menyambut ulang tahunnya yang ke-15 dengan pelancaran rasmi model generasi terbaharu Porsche 911 yang dinanti-nantikan. Dua varian baharu – 911 Carrera dan 911 Carrera 4 GTS – telah diperkenalkan dan kini dibuka untuk tempahan di seluruh negara.
Harga bermula dari RM1.43 juta bagi model 911 Carrera, manakala 911 Carrera 4 GTS ditawarkan pada harga RM1.89 juta. Sebagai sebahagian daripada sambutan istimewa ulang tahun ini, model 911 Carrera baharu akan dipamerkan di The Exchange TRX Mall dari 11 hingga 13 April 2025, membolehkan orang ramai menyaksikan keunggulannya secara dekat.
Varian 911 Carrera 4 GTS tampil dengan inovasi utama melalui sistem hibrid T-Hybrid baharu, yang diilhamkan daripada pengalaman luas Porsche dalam arena sukan permotoran. Sistem ini menyepadukan pengecas turbo gas ekzos elektrik dengan motor elektrik yang dipasang antara pemampat turbo dan roda turbin. Konfigurasi ini membolehkan tekanan rangsangan dijana serta-merta serta menjana sehingga 11 kW tenaga elektrik daripada aliran gas ekzos.
Porsche Malaysia, under Sime Darby Auto Performance, is marking its 15th anniversary with the highly anticipated debut of the latest generation Porsche 911. Two new variants – the 911 Carrera and the innovative 911 Carrera 4 GTS – have officially been introduced and are now available for order across Malaysia. Prices begin at RM1.43 million for the 911 Carrera and RM1.89 million for the 911 Carrera 4 GTS.
To commemorate the milestone, Porsche enthusiasts will have the opportunity to view the new 911 Carrera up close at The Exchange TRX Mall from 11 to 13 April 2025, as part of a special anniversary showcase.
The headline innovation of this new generation lies within the 911 Carrera 4 GTS, which introduces a cutting-edge hybrid powertrain developed from Porsche’s extensive motorsport experience. The T-Hybrid system, as it is called, integrates a newly engineered electric exhaust gas turbocharger. By placing an electric motor between the turbo’s compressor and turbine wheel, the unit can generate immediate boost pressure and double as a generator, converting exhaust gas flow into up to 11 kW of electrical energy.
Carrera 4 GTS
The hybrid system’s internal configuration reflects Porsche’s commitment to lightweight engineering. A permanent magnet synchronous motor is built into the new eight-speed dual-clutch transmission (PDK), providing up to 150 Nm of extra torque and a 40 kW performance boost even from idle. Power is supplied by a high-voltage battery capable of storing up to 1.9 kWh of energy, operating on a 400-volt system, while a separate lithium-ion battery supports the standard 12V electrical system.
At the heart of the 911 Carrera 4 GTS is a newly developed 3.6-litre boxer engine. With an increased bore and stroke – now measuring 97 mm and 81 mm respectively – the engine benefits from a 0.6-litre rise in displacement. Enhanced with VarioCam camshaft control and rocker-arm valve actuation, the engine produces 485 PS and 570 Nm on its own. When combined with the hybrid system, the total output reaches 541 PS and 610 Nm, a 61 PS increase over its predecessor. Despite the addition of electrification, the new 911 Carrera 4 GTS has gained only 50 kg in weight, allowing it to outperform the previous model in acceleration and efficiency while also achieving lower CO₂ emissions.
The 911 Carrera variant retains its 3.0-litre twin-turbocharged boxer engine, but benefits from several technical upgrades. Borrowing the intercooler from the higher-end Turbo models and gaining turbochargers that were previously exclusive to GTS models, the updated engine now delivers 394 PS and 450 Nm of torque. These enhancements enable the 911 Carrera Coupé to sprint from 0 to 100 km/h in just 4.1 seconds, or 3.9 seconds with the Sport Chrono package, and reach a top speed of 294 km/h – modest gains in both acceleration and maximum velocity.
Porsche has also re-engineered the suspension of the 911 Carrera 4 GTS to improve agility and high-speed stability. Rear-axle steering, now standard, works in tandem with a new electro-hydraulic control system to sharpen handling and reduce the turning radius. The model sits 10 mm lower than standard versions, thanks to sports suspension with Porsche Active Suspension Management (PASM). The Carrera 4 GTS rides on 21-inch rear wheels paired with 315/30 ZR 21 tyres and 20-inch front wheels wrapped in 245/35 ZR 20 tyres, providing a wider footprint for increased traction and dynamic performance.
Visually, the new 911 range features a cleaner, more aerodynamic design. Model-specific bumpers and integrated matrix LED headlights – now standard across the board – replace separate front driving lights, allowing for larger cooling vents. The Carrera 4 GTS further benefits from active aerodynamic elements, including five vertical cooling flaps and adaptive front diffusers in the underbody. These elements dynamically adjust airflow depending on performance demand, switching between aerodynamic efficiency and increased cooling as required.
Optional HD matrix LED headlights offer more than 32,000 light points and a high-performance high beam that reaches up to 600 metres. Additional lighting functions include cornering lights, lane illumination, and adaptive beam adjustment that prevents glare for other drivers.
At the rear, a redesigned light bar with the Porsche logo creates a broader, lower visual stance. A newly structured bumper and five-fin rear grille blend into a retractable spoiler, while model-specific exhaust systems are seamlessly integrated into the diffuser. A sports exhaust is available as an option for Carrera models and is standard on the Carrera GTS variants. Buyers may also choose the optional aero kit, which adds a SportDesign front bumper, unique front spoiler, side sills, and a fixed rear wing – all of which enhance downforce and road grip.
Inside, the 911 adopts Porsche’s latest Driver Experience layout. Key controls are now concentrated around the steering wheel for easier access. For the first time in a 911, a dedicated engine start button is located to the left of the wheel. The cabin also includes a cooled smartphone compartment with inductive charging.
In a significant digital shift, the traditional analogue instrument cluster has been replaced by a fully digital 12.6-inch curved display. Customisable with up to seven different views, including a Classic mode that mimics Porsche’s iconic five-tube layout, the new cluster complements the 10.9-inch central touchscreen that continues to manage the Porsche Communication Management (PCM) system.
Connectivity receives a major boost in this generation. Apple CarPlay is now more deeply integrated, with the ability to display functions in the digital instrument panel and operate various car features through Siri. Additionally, the system supports native apps such as Spotify and Apple Music without requiring a connected smartphone. A new video streaming feature is also available when the car is stationary.
The 911 Carrera is offered as a rear-wheel-drive Coupé, while the 911 Carrera 4 GTS comes exclusively with all-wheel drive, both featuring the latest generation Porsche PDK dual-clutch transmission as standard.
The arrival of these new 911 models not only marks a significant technical evolution for the legendary sports car but also serves as a proud milestone for Porsche Malaysia as it celebrates 15 years of operation under Sime Darby Auto Performance.
