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Porsche

Porsche telah memulakan projek perintis bagi memulihkan bahan mentah bernilai daripada bateri voltan tinggi yang mencapai akhir kitaran hayatnya. Inisiatif ini bertujuan meneroka kitaran bahan mentah tertutup, sekali gus menekankan kepentingan komponen bateri kitar semula serta pengurusan bertanggungjawab terhadap bateri voltan tinggi. Dalam jangka panjang, syarikat itu merancang untuk menubuhkan rangkaian kitar semula khusus dengan kerjasama rakan luar.

Projek ini dibahagikan kepada tiga fasa bagi menguji keberkesanan proses yang sesuai untuk pelaksanaan secara besar-besaran. Pada fasa pertama, bateri voltan tinggi daripada kenderaan pembangunan menjalani proses penghancuran mekanikal, menghasilkan bahan yang dikenali sebagai “black mass”. Campuran berbutir ini mengandungi unsur penting seperti nikel, kobalt, mangan, dan litium. Setakat ini, Porsche telah berjaya menghasilkan kira-kira 65 tan jisim hitam melalui proses ini.

Fasa kedua melibatkan proses pemurnian jisim hitam bagi mengekstrak bahan mentah berharga. Porsche memberi penekanan khusus terhadap kualiti dan ketulenan bahan kitar semula ini bagi memastikan pengeluaran bateri berprestasi tinggi untuk kenderaan elektriknya.

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Porsche has initiated a pilot project aimed at recovering valuable raw materials from high-voltage batteries at the end of their lifecycle. The initiative seeks to explore a closed-loop raw material cycle, emphasising the growing importance of recycled battery components and the responsible handling of high-voltage batteries. In the long term, the company plans to establish a dedicated recycling network in collaboration with external partners.

The pilot project is structured in three phases to test a process suitable for large-scale application. In the first phase, high-voltage batteries from development vehicles undergo mechanical shredding, producing a material known as “black mass.” This granulated mixture contains essential elements such as nickel, cobalt, manganese, and lithium. To date, Porsche has generated approximately 65 tons of black mass through this process.

The second phase involves refining the black mass to extract its valuable raw materials. Porsche places particular emphasis on ensuring the quality and purity of these recycled materials to produce high-performance batteries for its electric vehicles.

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Porsche memperkenalkan peningkatan ketara kepada sistem Pengurusan Komunikasi Porsche (PCM) bagi model 911, Taycan, Panamera dan Cayenne sebagai sebahagian daripada kemas kini model tahun terbarunya. Sistem yang telah ditambah baik ini menawarkan prestasi dipertingkatkan, keupayaan digital lebih luas serta kemudahan pengguna yang lebih tinggi, sekali gus mengukuhkan komitmen Porsche terhadap inovasi melangkaui teknologi enjin dan casis.

Antara penambahbaikan utama ialah pengenalan Pusat Aplikasi Porsche, penyepaduan Amazon Alexa sebagai pembantu digital, serta sokongan untuk teknologi audio premium Dolby Atmos. Selain itu, Porsche Connect kini ditawarkan sebagai standard selama 10 tahun, memastikan pengalaman digital yang lebih lancar dan boleh dipercayai kepada pemilik kenderaan.

Sistem PCM Lebih Pantas dan Serba Boleh

Kemas kini PCM ini dilengkapi dengan perkakasan baharu yang meningkatkan responsiviti sistem serta keupayaan pengkomputeran, membolehkan akses lebih pantas kepada fungsi infotainmen. Salah satu ciri utama yang diperkenalkan ialah Pusat Aplikasi Porsche, yang menyediakan akses terus kepada pelbagai aplikasi pihak ketiga, sama seperti kedai aplikasi dalam telefon pintar dan tablet.

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Porsche is introducing significant upgrades to its Porsche Communication Management (PCM) system across the 911, Taycan, Panamera, and Cayenne models as part of its latest model year updates. The revised system boasts enhanced performance, expanded digital capabilities, and greater user convenience, reinforcing Porsche’s commitment to innovation beyond just powertrains and chassis technology.

The improvements include the introduction of the Porsche App Center, integration of Amazon Alexa as a digital assistant, and support for Dolby Atmos immersive audio technology. Additionally, Porsche Connect will now be included as standard for 10 years, ensuring a seamless and reliable digital experience for owners.

Faster and More Versatile PCM System

The latest PCM update features new hardware that enhances system responsiveness and computing power, allowing for quicker access to infotainment functions. A key addition is the Porsche App Center, which provides direct access to a wide range of third-party applications, similar to app stores on smartphones and tablets.

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Porsche kini dalam perbincangan untuk memperkenalkan model SUV baharu dengan enjin pembakaran dalaman (ICE) sebelum penghujung dekad ini. Langkah ini bertujuan untuk menggantikan model Macan ICE sedia ada, yang pada awalnya dijadualkan dihentikan sepenuhnya menjelang 2026. Keputusan tersebut dibuat sebagai tindak balas kepada pertumbuhan pasaran kenderaan elektrik (EV) yang lebih perlahan daripada jangkaan, sekali gus mendorong Porsche untuk mengadaptasi strategi produk yang lebih fleksibel dengan mengekalkan model pembakaran dan hibrid sehingga tahun 2030-an.

Sebelum ini, Macan Electric, yang diperkenalkan pada tahun lalu, dijangka mengambil alih sepenuhnya peranan Macan berkuasa petrol bermula 2024. Bagaimanapun, Macan ICE telah ditarik daripada pasaran Kesatuan Eropah pada April 2024 berikutan isu pematuhan keselamatan siber, dan pengeluarannya dijangka dihentikan sepenuhnya dalam tempoh dua tahun. Namun, memandangkan jualan Macan Electric tidak mencapai sasaran awal, Porsche sedang mempertimbangkan pengenalan model baharu dengan teknologi hibrid yang akan dijual seiring dengan varian elektriknya.

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Porsche is considering the introduction of a new combustion-engine SUV before the end of the decade, potentially serving as a replacement for the internal combustion engine (ICE) Macan. The move comes as the company reassesses its strategy in response to slower-than-expected adoption of electric vehicle (EV), prompting a more flexible product approach that extends the life of combustion and hybrid models well into the 2030s.

Originally, the Macan Electric, launched last year, was set to fully replace the ICE Macan in 2024. The petrol-powered Macan was withdrawn from sale in the European Union in April 2024 due to cybersecurity compliance issues and is expected to cease production entirely by 2026. However, with EV sales not meeting initial projections, Porsche is now evaluating the feasibility of a new ICE and hybrid SUV model to be sold alongside its electric counterpart.

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The Porsche Macan, first introduced in 2014, was born out of Porsche’s ambition to combine the practicality of an SUV with the performance DNA of its iconic sports cars. As the younger sibling to the Cayenne, the Macan was designed to appeal to a new generation of drivers seeking a smaller, more agile luxury SUV without compromising on Porsche’s signature driving dynamics.

The name “Macan” is derived from the Indonesian word for “tiger,” symbolising agility, power, and elegance – qualities that define the vehicle. From the outset, the Macan stood out in the crowded compact SUV market with its sporty design, luxurious interior, and impressive performance. It quickly became a best-seller for Porsche, accounting for a significant portion of the brand’s global sales.

In 2024, Porsche took a bold step by transitioning the Macan to an all-electric platform, marking a new chapter in its history and the Macan Turbo EV is the crown jewel of the lineup. 

As Porsche’s first all-electric SUV, the Macan Turbo EV combines the brand’s legendary performance with cutting-edge EV technology, making it a compelling choice for enthusiasts and eco-conscious drivers alike. 

After a recent drive experience in Malaysia, organised by Sime Darby Auto Performance (SDAP), it’s clear that the Macan Turbo EV is more than just an electric SUV – it’s a statement of Porsche’s commitment to the future of mobility.

A Modern Evolution

The Macan Turbo EV retains Porsche’s iconic design language while embracing a futuristic aesthetic. The coupe-like flyline, split headlight design, and four-point daytime running lights give it a distinctive presence on the road. The optional off-road design package adds a rugged touch, with a modified front bumper for increased approach angles and 21-inch off-road wheels in Vesuvius Grey.

Inside, the cabin is a blend of luxury and technology. The 12.6-inch curved digital instrument cluster, 10.9-inch central touchscreen, and optional 10.9-inch passenger display create a high-tech environment. The augmented reality head-up display and ambient lighting that syncs with the exterior colour further enhance the driving experience. There are physical buttons for your climate control which make things easily accessible and not complicated. 

Although, the only thing that annoyed us about this SUV is the gear selector placement because we kept hitting it everytime we reached for the indicator lever.

Performance That Thrills

The Macan Turbo EV is powered by a dual-motor all-wheel-drive system that delivers a staggering 639PS and 1,130Nm of torque when overboost is engaged. This translates to a 0-100 km/h sprint in just 3.3 seconds and a top speed of 260 km/h. These figures put it firmly in supercar territory, yet it retains the practicality and versatility of an SUV.

During the drive experience at Sepang International Circuit, the Macan Turbo EV showcased its agility and precision. The Porsche Torque Vectoring Plus (PTV Plus) system and adaptive air suspension ensured exceptional handling, even during high-speed manoeuvres. The slalom exercise highlighted the SUV’s sharp steering response, which is 15% more direct than its predecessor, while the kick-plate exercise demonstrated the electronic Porsche Traction Management (ePTM) system’s ability to maintain stability in low-traction scenarios.

Macan 4

Practicality Meets Speed

The Macan Turbo EV is equipped with a 100 kWh NMC battery (95 kWh usable), offering a WLTP-rated range of 591 km. During the drive, the Macan’s efficiency was evident, with ample charge remaining even after a day of spirited driving. The 800V electrical architecture enables ultra-fast DC charging at up to 270 kW, allowing the battery to go from 10% to 80% in just 21 minutes. For daily use, an 11 kW AC charger can fully replenish the battery in about 10 hours.

We started the drive from M Resort KL and headed to the Estate at Federal Hill then to Sepang where we did countless rounds of gymkhana and then headed back to the resort all in a single charge. We had a total of 490km of range, so we can confidently say that range anxiety with this is something to not worry about because the total amount of range available for the Macan Turbo EV is 591km. 

Driving Experience: From City Streets to the Track

The drive experience began in the heart of Kuala Lumpur, where the Macan Turbo EV effortlessly navigated bustling city streets. Its Power Steering Plus and Surround View with Active Parking Support made tight manoeuvres a breeze, while the four-zone climate control and Bose Surround Sound System ensured a comfortable and enjoyable ride.

On the highway, the Macan Turbo EV’s adaptive air suspension and Porsche Active Suspension Management (PASM) provided a smooth and composed ride. The transition to Sepang International Circuit allowed the SUV to stretch its legs, with the rear-axle steering and ePTM system delivering precise handling and stability at high speeds.

In addition to a slalom test, we also carried out a kick plate test. What is a kick plate test you ask? It is a system that features a hydraulic plate that shifts sideways to replicate the sensation of rear-wheel traction loss, enabling drivers to experience controlled skids or spins in a safe training environment. Its low-friction surface accurately simulates hazardous road conditions, such as oil spills or slippery surfaces, providing a realistic scenario for skill development. This tool is specifically designed to help drivers improve their ability to maintain stability and control when faced with sudden loss of grip, equipping them with the confidence and expertise to handle real-world driving challenges effectively.

With the assistance of Porsche Stability Management (PSM), we had no issues controlling the car and getting back to a straight line. 

Sustainability Meets Performance

Porsche has always been about performance, but the Macan Turbo EV adds a layer of sustainability. The 100 kWh battery not only delivers impressive range but also supports energy recuperation of up to 200 kW, further enhancing efficiency. Over five years, Porsche estimates that the Macan Turbo EV could reduce 460 metric tons of CO2 emissions, equivalent to planting 7,808 trees.

The Future of Performance SUVs

The Porsche Macan Turbo EV is a masterclass in blending performance, luxury, and sustainability. Its blistering acceleration, precise handling, and cutting-edge technology make it a true Porsche, while its electric powertrain positions it as a leader in the EV space. Whether you’re navigating city streets or pushing the limits on the track, the Macan Turbo EV delivers an exhilarating and refined driving experience.

For those seeking a high-performance SUV that doesn’t compromise on practicality or environmental responsibility, and if you have RM680k laying around, the Macan Turbo EV is a compelling choice.

Specifications

Macan Turbo EV

Motor: Permanent magnet synchronous motors
Power: 639PS
Torque: 1,130Nm
Battery: 100 kWh nickel manganese cobalt
Price (As tested): RMRM635,000

We like: Design, Performance and Handling
We don’t like: Gear selector placement

With all the hype around electric cars and the ecosystem that supports them, we often forget about the world we came from.

Some say that you should only look behind to see how far you have come. While that may ring true, sometimes the past is not that bad. Especially in the automotive context.

Classic cars will forever have a place in the world. As with classic watches, planes and even homes. There is just a certain nostalgia that is attached to them. And for those who often hear the elders talk about the good times, well, you will probably understand what they mean when you hit your 40s.

Having been an automotive journalist for close to 20 years now, I have had the privilege to see the industry transform from what we call the analogue era, to the digital one, and now onto the electric era.

It does not beat those that have been around since the 70s and 80s, but I believe the industry has moved forward at a much more rapid pace than ever. This thanks to the rise of more industrial players with big money.

But every once in a while, we are given a chance to drive a new car that reminds us of the good old times. An era gone by but one that still has a place in the hearts of a select few.

The Porsche GT3 is one of those cars, and while it too may have adopted some form of digitalization, it still is one of the best driver’s cars you can buy today.

The GT3 holds a special place in my heart ever since I first drove the original 996 version around Sepang Circuit circa 2005. And though a lot has been sacrificed over the years at the altar of modernisation, profits and digitalisation, there is one thing that the GT3 still does well – it is still a fun car to drive hard.

What is the Porsche GT3?

For the enthusiasts, this is an idiotic question. But as age progresses, I am beginning to realise that there are younger enthusiasts today that do not know about the GT3 and how it came to be.

Let’s keep in mind that there are those born in 2005 would be 20 years old this year.

The GT3 was first introduced in 1999 as a bridge between Porsche’s 911 race cars and its road cars. The 80s and 90s were not exactly kind to Porsche. The company was in financial turmoil and needed funding to continue its racing exploits, which is something it is very good at.

So, in the 90s the company introduced the Boxster which is credited for saving the company because it was an immediate hit.

The GT3 on the other hand is a proper fire breathing sports car.

It is stripped of all the luxuries of a road car such as noise dampening materials and replaces some components with lightweight carbon fibre in the interest of saving weight.

The powertrain has of course been sprinkled by some magic dust by Porsche engineers to make it breathe better and produce more power. All GT3’s have used naturally-aspirated engines since day one. That is the pure motorsport way and has been a cornerstone of the GT3’s character.

Over the years, the GT3 has also morphed into two different variants – the GT3 with a fixed wing as a homage to its motorsport roots, and the GT3 Touring, for those who would like a touch of subtlety to their road going race car.

So, what’s new?

Over its 25-year history, there have been seven generations of the GT3. Starting with the 996.1 of 1999, all the way to the 992.1 introduced in 2021, there have been countless updates to the mechanical bits and even body work.

Though the 911 model which the GT3 is based on has grown significantly in size, the GT3 has produced more power and thus become faster than ever.

With the latest generation model, the 992.2 introduced towards the end of last year, the GT3 has not only managed to retain its revered character but has also managed to meet all the stringent environmental laws.

But the biggest update to the new GT3 is that it is now available with a rear seat for the Touring model, all GT3’s have been strict two-seaters. The Touring is now also available with a Lightweight Package that chucks out the rear seats, replaces the front seats with lighter units, and simply said, puts the interior on a diet of lightweight materials.

Also new to the GT3 is the fact that it is now available with the Weissach Package as an option. This is something that was only available for the GT3RS previously (among other models), but that has now been extended to the base GT3.

The Weissach Package is basically Porsche lingo for its customisation package that lets you do almost anything with the car except change its shape. Everything from interior trimming to the colour of the car can be customised to your liking. The limitation of this package is the depth of your pocket.

But that can’t be it?

Of course not. Being a GT3, most of the car’s updates are underneath the skin.

There are some design updates such as a sharpened front and rear with better aerodynamics that improves downforce by optimising air flow around and underneath the car.

There are also new aerodynamically enhanced suspension components from the mighty GT3RS that also improves downforce and improves brake and powertrain cooling at high speed.

Being a GT3 is also about weight management. The new wheels have reduced unsprung mass by more than 1.5kg as compared to before, but if you go for the magnesium wheels which come with either the Weissach or the lightweight package, weight is shaved by a further nine kilograms. Even the battery of the car is four kilograms lighter.

In fact, in its lightest configuration, the GT3 weighs just 1,420 kilograms, which is unbelievably light considering the size of the car.

Any updates to the powertrain?

The biggest challenge for Porsche’s engineers was to meet ever stringent environmental laws.

The biggest problem with naturally-aspirated engines is that they produce most of their power on the higher end of the rpm bandwidth. Which means the engine needs to wrung by its neck to access its power.

Though there is immense joy in encouraging an engine to eke out its power by revving to the heavens, the environmental impact is also one to consider.

Since forced-induction engines make their power at the lower and middle part of the rev band, they don’t need to rev as much and as such have a lower environmental footprint.

As such, Porsche could not do much with the configuration of the 4.0-litre, flat-six engine. If the engineers wanted to squeeze out more, that would mean increasing the environmental impact of the engine, effectively making the engine illegal.

It is almost in the same configuration as before – still putting out 510PS and 450Nm of torque. However, the fact that Porsche’s engineers could continue offering that much power despite stricter environmental laws is nothing short of astonishing.

But despite those regulations, Porsche’s magicians were able to make the car accelerate quicker than ever by reworking the gear ratios.

The GT3 is available with a seven-speed dual-clutch automatic transmission and a six-speed manual transmission, and both have a final drive ratio that is eight percent shorter than its predecessor.

With that, the GT3 now reaches 100km/h in 3.4 seconds with the automatic transmission and onto a top speed of 311km/h, and it takes 3.9 seconds with the manual transmission and a top speed of 313km/h.

How does it drive?

Porsche Malaysia recently hosted a drive in Valencia, Spain for the GT3. Both the fixed wing and the Touring models were available. It is the first time in nearly a decade that I had attended a global Porsche drive, so it was a bit of a revelation on how far Porsche has come.

Starting with the GT3 with the fixed wing – if you have ever driven a race car, driving the GT3 has the same rawness. You sit low in the cockpit with the now digital instrument panel directly under your line of sight.

Porsche has replaced the iconic analogue rpm dial in the centre of the instrument panel with a digital unit. Their reasoning is that it can now be customised according to the drive mode that you are in.

Personally, I still prefer the analogue dial, it is like wearing a smart watch and then a Rolex Submariner – the Rolex will always look and feel better.

Everything about the GT3 has a purpose to it, just like in a race car. The new model also comes with new optional seats that lets you remove the headrest louvre. This is that your helmet can tuck neatly inside it rather than being pushed forward. I can’t think of any other car maker that has thought of such detail.

On the move, you feel everything the road throws up. The GT3 is stiff, there is not much in terms of comfort damping. It is not as single-mindedly stiff as a GT3RS which is as close to a road going race car as you can ever get, but you could still live with it daily, just don’t expect it to be as comfortable as a 911 Turbo S or even a Cayman for that matter.

But the GT3 is a car that is designed to go fast, very fast. And as such it is one of the few cars around today which you can buy direct from the factory and go for a couple of hard laps around your favourite track and then go to office with on a regular work week.

On track, a GT3 has always been a sensory onslaught. The scream of the engine as it flies to the 9,000rpm redline is intoxicating to say the least. It is something that every car fan needs to experience once in their life.

In fact, I think the world might just be a better place if everyone got a chance to experience a GT3, because once you experience it, you will work even harder so that you can buy a GT3, inadvertently improving the performance of the company you work for. And because the company is doing better, it will pay more taxes, which in turn will make the country better. So yes, everyone should experience driving a GT3. It exists for the good of the world.

It even feels great in your hands. The steering wheel wriggles and twitches as it sends tiny chunks of information to the parietal lobe region of your brain. Telling you exactly what is happening with the front wheels and the road. It even instantaneously obliges to every miniscule twitch of the steering wheel.

And because the suspension engineers have found a way to reduce pitching, the new GT3 does not seem to dive to the front under heavy braking. This lets you brake later and carry more speed into the corners, all the while the sound of the rear-mounted flat-six engine rips through your ear drums, encouraging you to pile on more speed.

Also keeping the car planted to the ground are new aerodynamic bits around and underneath the car. This does not match the levels of downforce the GT3RS creates which measures in 860 kilograms of downforce at 285km/h. The GT3 on the other hand makes over 385kg at 200kmh.

This much downforce basically pushes the car down to the road like Velcro. To demonstrate how good the GT3 is, Porsche had Jorg Bergmeister on hand to take me for a drive.

Jorg is a Porsche brand ambassador and a legend in the motorsport community. He has won multiple endurance races around the world with Porsche, and it is said that his father owned the workshop where Michael Schumacher used to train as a mechanic in the 80s.

Jorg took me for two laps in the GT3, and I have never felt the blood in my brain slosh around like water sloshes in a bottle. He drove the manual version of the car and tried his best to destroy the engine as he pushed the car out of line.

The GT3 stuck to the road without so much as a twitch of oversteer coming out of corners at well over 200km/h. The GT3 defies physics.

Then I took a short break to reset my brain, and went on a 150km drive with the GT3 Touring around the gorgeous countryside of Valencia.

So, what’s the Touring like?

If I ever buy a GT3, the Touring will be the variant I go for. I like that it does not have a big obnoxious wing. I understand that the wing is there for downforce purposes, and I would have loved it if I were 22, but these days, I prefer the engineering of a car more than the massive rear wing. Downforce or not.

In terms of driving, both cars feel largely the same. So, you get the same race car like feel, but no one would know what you are driving unless the saw the badges or took a ride in the car.

Both cars also have the same easy access button that lets you turn off all driver aids at the press of a button, which is great since lane keep assist and other aids can be quite annoying especially when carving up mountainous roads.

When the roads are right, the Touring comes into its element, letting you immerse in an experience that very few can appreciate, or access.

But when stuck in traffic, it can be rather comfortable. I like that you can hear the burble of the mighty engine from behind you, reminding you that though you may be stuck, you still have plenty of power under your right foot.

I also drove the GT3 Touring with the manual transmission, and that is just a “throwback” to how cars once were. It requires every limb to tame, every nerve to understand how to bring out the best in it. And when driven in Sport mode, it also turns on the rev-match function that matches the engine revs to the desired gear, making you feel like a true driving God.

What’s the verdict then?

With everything going on in the automotive world, I am just glad that cars like the GT3 still exist.

Porsche nearly went bankrupt decades ago but was propped up by the sales of the Boxster and the Cayenne. Now Porsche is one of the most successful companies despite sales stagnating.

It is also one of the most successful brands in motorsport, and because it does so well in racing, a lot of that tech trickles down to the end user. And that tech is not cheap.

The Porsche 911 992.2 GT3 is not yet available in Malaysia, but when it does arrive here, expect prices to be around the RM3 million mark, depending on customisation.

The GT3 is a special car, for me it is even more special than the GT3RS which requires one to exploit its aerodynamic capabilities to truly wring out the best from it. Not many drivers can do that because you need some pretty big kahunas for that.

The GT3 though is one that just about anyone with deep pockets can appreciate, all you have to do is experience it once to feel it in your heart and hear that engine sing.

If you can, buy it, and keep it. With everything going on in the world today, there is no telling when cars like the GT3 will cease to exist.

Specification:
Engine: 4.0-litre, naturally-aspirated, flat-six
Power: 510PS @ 9000rpm
Torque: 450Nm
Transmission: 7-speed PDK / 6-speed manual
Top speed: 311km/h (auto) / 313km/h (manual)
0-100kmh: 3.4 seconds (auto) / 3.9 seconds (manual)
Price: Not available

We like: Driving experience, powertrain
We don’t like: Cars like this are living on borrowed time

Jika anda peminat dunia automotif, nama Rauh-Welt Begriff (RWB) pastinya tidak asing lagi. Namun, bagi yang kurang mengenalinya, RWB ialah syarikat penalaan automotif dari Jepun yang mengkhusus dalam modifikasi model Porsche. Diasaskan oleh Akira Nakai pada tahun 1990-an, RWB dikenali dengan kit badan lebar yang tersendiri serta reka bentuk agresif yang diinspirasikan oleh perlumbaan.

Akira Nakai, seorang mekanik, telah mendapat pengiktirafan global kerana pendekatannya yang unik dalam mengubahsuai Porsche, terutamanya model 911 klasik. Setiap binaan RWB disesuaikan dengan cita rasa pemilik, sering kali menampilkan spatbor yang dibesarkan, roda khas dan kedudukan rendah yang menyerlah. Jenama ini memiliki pengikut yang setia dan dihargai kerana kesenian serta keperibadian tersendiri dalam dunia modifikasi automotif.

Pameran RWB Collective Malaysia

Kereta RWB jarang kelihatan di jalan raya kerana kebanyakan daripadanya disimpan sebagai koleksi peribadi atau dipamerkan dalam acara khas. Baru-baru ini, RWB Collective Malaysia telah memberikan peluang eksklusif kepada peminat untuk melihat lebih dekat beberapa model unik daripada koleksi mereka.

Bertempat di Tanamekar, Petaling Jaya, acara ini mempamerkan empat model RWB istimewa di Malaysia: Hyakka Ryoran, Yugata, Mirai Yosouzu, dan Yamato Nadeshiko. Meskipun bukan ciptaan baharu, model-model ini telah wujud sejak 2014 dan terus mendapat perhatian peminat automotif.

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Unless you have lived under a rock the whole time, you are most likely familiar with Rauh-Welt Begriff (RWB). But, just for the sake of it, let us refresh your memory. 

RWB, or Rauh-Welt Begriff, is a Japanese automotive tuning company specialising in Porsche models. Founded in the 1990s by Akira Nakai, RWB is renowned for its distinctive wide-body kits and aggressive, race-inspired designs. 

Nakai, a self-taught mechanic, gained global recognition for his unique approach to modifying Porsches, particularly older 911 models, blending Japanese craftsmanship with a raw, hand-built aesthetic. Each RWB build is tailored to the owner’s preferences, often featuring exaggerated fenders, custom wheels, and a lowered stance. The brand has a cult following and is celebrated for its artistry and individuality in the automotive world.

You will not simply see any of these on the roads because of how unique they are. Most are kept as showpieces or only displayed during car exhibitions. Recently, RWB Collective Malaysia allowed us to get up close and personal with a few of the models from their collection. 

Hosted at Tanamekar, PJ, RWB Collective showcased four unique models that are for Malaysia starting with the Hyakka Ryoran, Yugata, Mirai Yosouzu and finally the Yamato Nadeshiko. These are not new creations as they have been around since 2014.

The Hyakka Ryoran

The Hyakka Ryoran, based on the Porsche 993, is the fourth RWB in Malaysia. This was completed by Akira Nakai in 2015 and the name translates to “ A Profusion of Flowers,” which symbolises beauty and elegance. 

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