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The fitting of a large capacity engine in a relatively small-bodied car is not new, and many car manufacturers do it as a matter of course, to offer more power in the same body for those who have a hunger for such things. BMW does it to the 3, 5 and 7 series; to them, engines and transmissions are commodities or parts that the design engineers are at liberty to use to put together products that appeal to their customers. At Mercedes-Benz, it is much the same, and this time, they have done a great job in putting a 3.0 litre V6 into the popular E-Class sedan.

Whilst outwardly looking very much the same as its other E-Class siblings, the internals open up a whole new world of performance and offer potentially greater user satisfaction in terms of power on tap, quicker acceleration, smoother driving, and in these trying times, outstanding fuel economy. For people who like to drive fast, yet do not want to make too loud a statement, the new E280 can be easily ‘disguised simply by taking away the ‘E280’ badge at the rear.

Inside, the E280 is typically Mercedes-Benz; luxurious, light-coloured leather upholstery, electrically controlled driver and passenger seats, each with three memory positions, a leather-bound steering wheel, adjustable for both reach and height, cruise control, a speed limiter that can be set manually, on-board electronics that give vital trip information, including fuel consumption, and plenty of airbags. Legroom is of no issue, be it for front or rear passengers. The seats are configured ideally for four, that is, with the rear centre armrest deployed so that the rear passengers can enjoy that ‘towkay’ feeling. Five can ride in the E280 without much fuss, but I wouldn’t recommend it for long hauls.

A feature that is very welcome on a hot day would be the additional air-conditioning vents, not only on the B-pillars (the middle side pillar directly behind the driver), but also in between the front seats to divert cool air to the rear occupants. Air-conditioning temperature is adjustable for both the front and rear quarters of the E280. Another interesting feature is the panoramic roof, with operating switches both at the front and rear, according a touch of class and offering a view not otherwise available. Viewing the stars at night while riding in the E280 can be a very unique experience. The front half of the panoramic roof slides open as a sunroof.

The newly developed 3.0 litre engine is of DOHC configuration; in V6 arrangement, it is a ‘quad-cam’ arrangement that utilizes an also new engine management system that has managed to find a balance between giving the engine good power while maintaining fuel efficiency. Helped by variable valve timing technology that acts on both the intake and exhaust cams, the new engine produces 170kW/231 horsepower, and 300Nm of torque, available from as low as 2,400 rpm, enough to propel the E280 from zero to 100 km/hr in just 7.3 seconds; not the fastest car in the world, but fast enough to make the E280 a mean machine. Top speed is 248 km/hr, and the best news is that fuel consumption, according to NEDC combined cycle tests, is 9.4 to 9.7 litres per 100 kilometres. This figure will vary somewhat, according to the way one drives, but it remains a valid comparison figure against other makes using the same test parameters. In our test, the full tank of 80 litres took us close to 500 kilometres, before the reserve lights came on with 9 litres left in reserve, and that was with exuberant driving.

A major contributor to the outstanding performance of this 2.175 tonne vehicle is the 7-speed G-TRONIC automatic gearbox that allows a high top speed in addition to closely spaced ratios that help to maximise the torque and available power in each gear. In top gear, the speed per thousand rpm is approximately 52 km/hr, which means that at the regulation speed of 110 km/hr, the engine is barely ticking over at slightly over 2000 rpm. for the sportier types, the manual shift option is engaged simply by flicking the gear lever to the left or right to shift down or up respectively.

The ride is exceptionally good in the E280. The essence of luxury, which is so typical of Mercedes-Benz is retained. The front suspension is made up of Macpherson struts, coil springs and a stabilizer bar, mechanically similar to that which is found in the SLK, as is the rear multi-link arrangement. This set-up gives the E280 outstanding handling, tested by our team on the winding roads and the entry and exit ramps of the North-South highway. With large 17-inch, 45 series tyres, grip is of no problem. Of course if you put a wheel out of place, the active safety features like ESP would cut in and help you to stabilise the vehicle, but even though we went past what we thought was the limit, the E280 never even protested, taking whatever we could dish out in steady and confident stride. Looking closer, you will note the heavy use of alumimium, in the engine construction, in the suspension, and even on the bumper reinforcements to keep overall weight and un-sprung weight down. You would also note the extra care to keep most of the weight of the engine behind the front wheels to improve balance and weight distribution. From my drive experience and the excellent behaviour of the car on the road, I can personally vouch that the E280 is a very well balanced car.

With the E280, one can cruise at anything between 180 to 200 km/hr the whole day, with the engine singing at between 4,000 – 4200 RPM; even at those speeds, the car is rock steady; a steering damper isolates any violent feedback from the road without sacrificing road feel. The driver feels very relaxed and confident behind the wheel, as the E280 is very ‘planted’ at high speeds. The brakes are excellent and are confidence inspiring.

If you are the exuberant type, but still need a ‘business’-type car, then the E280 can be something to be considered. Whilst it gives you the desired image, you can, if you so wish, let your ‘horns’ show a little when no one is looking. The E280 will deliver all the excitement and sporty driving characteristics that you may crave for, and once you have had your ‘fix’, you can revert to being your normal, sedate self. The E280 will be on whichever side of ‘normal’ you wish to be, and is capable of switching over from ‘sedate and luxurious’ to ‘fast and furious’ according to your preference, anytime, anywhere. Gone forever is the ‘grandfather’ image previously associated with this marque.

Price on-the-road without insurance is RM448k.

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Finally, I have managed to get my hands on a Mercedes-Benz SLK 200K roadster, courtesy of DaimlerChrysler Sdn Bhd, the local distributors of the Mercedes-Benz brand. Even though the car has been around for close to a year now, it is not that common a sight, and even if it was, its unique shape, its SLR-inspired front nose, the very low-slung passenger compartment and the short rear makes the SLK an eye-turner, a sure attention-grabber everywhere you go.

Compared to the previous SLK, the new one looks much more aggressive. My friends are divided about which looks better, but I guess it would be fair to say that each one has its own distinctive features. Of course, the new one is always better to drive.

The test team took turns to check out the SLK, and our other two male testers gave it the thumbs up! Our very petite lady driver had a small complaint that the seats of the SLK are not friendly to people below five feet as she had difficulty reaching the pedals even with the driver’s seat fully extended to the front. A small cushion helped, but the designers had better take note of this. Anyway, our lady tester did comment, “The handling is nice, and the power is good.” She went further to explain that because of the fast acceleration, she built up speed so fast that she came upon an ‘S’ curve on the Kerinchi Link (a highway in KL city) at a speed substantially higher than what she would normally have used, but found that the SLK could take it without any fuss.

I took the car down to Port Dickson for a wedding party over the weekend, and yes, the car became the centre of attraction. More interestingly, I took the KLIA/Sepang route that has some very interesting and winding B-roads. Here the SLK excelled in its handling characteristics. It is in situations like this that the button shifts located at the back of the steering become very useful, allowing one to shift up and down at will. Although the engine only puts out 163 horses, torque is good at 240 Nm peaking at as low as 3000 rpm, and combined with a vehicle weight of 1390 kg, together with a set of well-matched gear ratios, the SLK is very responsive to throttle demand. True, it is not an out and out racer, but it is a fun car to drive. Compared to the older unit, the new SLK has the edge on handling. This is due to a newer design traction control system, and also the fact that the steering mechanism is now rack and pinion instead of the re-circulating ball type in the outgoing model.

Having fun of the Sepang to Lukut section, the feeling is akin to having a bout on my Playstation 2, what with the push-button shifts that allow you to play around with the 5-speed box, and the extremely good handling. The ESP (Electronic Stability Programme) is a standard package, but the 4-wheel independent suspension, which actually feels soft and supple at low speeds, does seem to hold the car around the bends very well; the ESP did not deploy at any time, perhaps due to the fact that I was keeping a little in reserve (you don’t go flat out when you know the car you are driving has a value equating to many times some peoples’ annual incomes). For the techies, the front suspension is made up of McPherson struts, with an anti-roll bar, a set-up popular with roadsters, and the rear is a multi-link arrangement. Shod on 16-inch tyres, 225/50 R 16 at the rear, and slightly smaller 205/55 R16 at the front, handling is a given; this is one of those test drives during which I actually enjoy driving. I suppose inching up to 17-inch or 18-inch wheels would make the car look that much better and handle a little sharper, but the standard ones are good enough if you are not finicky.

On the straights, the lane-change characteristics are good, and the maximum speed achieved was 240km/hr. The car is very stable at speeds up to 200. At speeds above 200 km/hr, the suspension is a little soft, and the car could do with a ‘Sports’ option, perhaps with electronic controls for the damping, like in the Porsche Cayman.

One thing good about the relatively low horsepower is that you can drive the SLK quite sedately if you wish to. We were stuck in a two-hour traffic crawl along the highway near Seremban a couple of days earlier, but all you have to do is to stick it into auto mode, lean back and chill.

The inside is typically Mercedes, electrically controlled seats, dual temperature controls for left and right, a 6-speed air-cond blower for you to set how cold air you want, and of course, full leather upholstery. The seats are a little thin though, but if you are a sport scar fan, this is only a minor detail. In case you didn’t know, the SLK is a hardtop convertible, and the roof goes down into the boot at the touch of a button, something that you might want to do while cruising down Jalan Telawi in Bangsar on a weekend evening.

Whilst some may say that the engine is of too small a capacity to be a sports car, there are some benefits. Firstly, being only 1796 cc, (with a super charger), it you get to pay minimal road tax. There are some cars on the road that are going for a song, very powerful, I would admit, but cost an arm and a leg in road tax every year. Next, there is the issue of fuel consumption. For a refill of RM110.00, we managed 550 kilometres, which works out to be exactly 20 sen per kilometre; this range included some acceleration tests, exuberant driving for most of the time, and some time stuck in a traffic jam coming back from Melaka the previous day. Running cost is not going to be a problem with the SLK 200K. (This means that when the price drops in a couple of years time to a more palatable level for those of us with limited budgets, owning such a car can become a reality).

The SLK 200K goes into my bookss as one of the select few cars that I enjoy driving, and I would have no reservations about recommending it to anyone who cares to ask me. The only factor that deters me is the asking price of RM470k, which puts it way out of my league, but I am sure there are many of you out there who can pay the price.

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Tucked away among wholesalers of industrial equipment, stationery, auto accessories and warehouses, is a nondescript shop front with a signboard that reveals its kooky name and if you are looking for a car workshop that will do a good job, then Autochild in Glenmarie is the place for you. White painted floors; neatly organized tools and a row of special machines will definitely boost your confidence in the workshop’s ability to take care of your car. The floor itself is painted white and repainted every six months to make sure that it remains intact to do a decent impression of an operating room.

One of the owners, Brendan O’Gorman, looks more like a love child than an “autochild” with his very large and frizzy head of hair, tattoo and tee shirt, with only the black grime under his fingernails that gave away to his connection with the workshop. This former stainless steel fabricator and installer of industrial kitchens to many well-known restaurant chains in Canada and the United States came to Glenmarie via the software industry. He, together with a partner spotted a gap in the market for workshops that promise to do everything about a car properly and with the highest level of business ethics.

Autochild began as a service center and since it was a service center and not a repair shop, they service all cars from changing fluids to doing routine maintenance. They do not experiment with customer’s cars, but would rather go through lengthy shop manuals and also do research first before they start working on any cars. Most customers were pleased with the work thus far that leads to some asking them to do repairs, modifications and stuff. “After awhile many customers kept asking us to do repairs for them but I told them that we don’t do repairs but they were persistent. I suppose they liked our work and trusted us because we took more care about what we do and this is what makes us different.” said Brendan.

How different can you be when draining oil and changing transmission fluid? According to Brendan, many mechanics do not take the necessary care to ensure that the fluids and lubricants used for a particular car are correct for the given vehicle. “When a manufacturer specifies that a particular engine needs a 5W30 engine oil or GL5 gear oil, then you must use that oil and not something else. A mechanic needs to know his oil just as an engineer needs to know his numbers,” he said.
As an example he quoted a particular customer who came complaining that the steering of his Jaguar XJ-6 was vibrating due to some fault in the power steering system. It is quite common for mechanics to simply pour automatic transmission fluid into a power steering reservoir because the majority of systems run on that blood but Brendan was skeptical. He consulted a 15-cm thick fluids and lubricants reference and learnt that the XJ-6’s power steering system ran on Jaguar HSMO. What? Well, that was exactly his reaction so he looked it up on the Internet and found out that it meant Hydraulic System Mineral Oil so he called up parts suppliers in the city to look for the same stuff and was met with some confusion.

After slowly repeating his quest and taking time to explore the parts rack with his supplier they found an equivalent and proceeded to pour it into the customer’s car. Worked a treat, the vibration went away and the customer was well chuffed. “We do not claim to do things that others cannot do, in fact we do what others simply claim. We just take better care of our work and make sure that things are done properly.

During Autoworld visit, a Honda Lagreat was up on a hoist with its innards on a service trolley and a mechanic was busily fiddling with various parts. This JDM model is a rare car in Malaysia and its owner was having a hard time finding a workshop he felt comfortable enough to look after this particular grey import. He checked it in with Autochild and after a thorough inspection the owner was given a three-page report of the various faults in the car and a brief description of what work needed to be done to resolve each of the problem.

Autochild did not quote an exact price because certain things could not be determined until the work was underway and some parts on the car may be hard to source due to its rarity and tentatively stated that seven days was needed to sort everything out.
The owner was then free to take the report and hand it over to another mechanic, either for a second opinion or repair, but he was so satisfied with the professionalism at Autochild that green light was given for a cure-all.

The workshop itself is equipped with diagnostic tools that can suss out problems in 14 different brands of cars and they have a selection of special tools to make sure that cars are worked on properly. “I have seen mechanics use a hammer on a car and sheet metal is probably the only part that a hammer should be used on. They split ball joints with them, take out bearings with blows and use force to separate difficult to split parts. We do not do that, we use the specified tool to extract bearings, pull out ball joints and such.

To this day, 18-months after opening the workshop, O’Gorman admits that there is always a lot to learn and does not claim to know everything and still thumbs through a selection of reference materials, making sure that customer trust is not betrayed and lost.

Autochild Sdn Bhd is located at No.11, Jalan U1/35A, Hicom Glenmarie Industrial Park, 40150, Shah Alam, Selangor. Find out more about them at www.autochild.com!


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Kuala Lumpur, 20 July 2006 – BFGoodrich, a tyre brand of the Michelin Group, will be partnering certain teams competing in the 2006 World Rally Championship. This decision represents a long term commitment aimed at reinforcing its brand awareness, especially in Europe.

Coincidentally, BFGoodrich’s rival Pirelli has announced its withdrawal from the World Rally Championship at the end of 2006, but BFGoodrich says that this will not affect its commitment, and confirms that the BFGoodrich brand will be present in the WRC in 2007.

BFGoodrich has a history which dates back more than 100 years, and marks the early days of the automobile in the United States. The company a long list of successes in all disciplines of motor sport; today, BFGoodrich enjoys a worldwide reputation with an annual production of 23 million tyres.

Said Aimé Chatard, Rallies Programme Manager, BFGoodrich, “I am sorry to see Pirelli withdraw from the WRC after such a long presence in rallying. BFGoodrich will nonetheless do everything in its power to produce tyres of equal quality and
performance potential for all the manufacturers that compete in the 2007 World Rally
Championship. At the same time, BFGoodrich will make its technical expertise available to the tyre working group set up by the FIA with a view to determining tyre regulations adapted to the demands of rallying in the future.”

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Imagine this – You get to ride in a large SUV, with full leather seating, electrical seats, with enough room for five large adults. You get a Mercedes-Benz made five speed automatic gearbox that has a manual shift option, a powerful 139 horsepower turbo charged DOHC engine that can keep you running all day at 160 kilometres per hour, and when push gets to shove, you are able to hit close to 190 km/hr; how much would you expect to pay per kilometre in fuel costs? Would you believe that you could get away with as little as 14.75 sen to 19 sen a kilometre?

Yes, it is incredible, and hard to find anything like that in the market, until you start to look at the new SsangYong Kyron 200 XDI, the latest imported SUV from Competitive Supreme Sdn Bhd, local distributors for the SsangYong brand.

About three years ago, the Rexton made a huge impact here when it was launched. It offered an alternative type of transport for the contractors and the people who needed to travel over rough terrain, but also needed a respectable-looking and comfortable vehicle for business. When the Rexton RX270 XDI replaced the 2.9 litre diesel-powered Rexton a year later, it was so well accepted that it swept through the market, eating even into the sales of petrol powered Rextons. The only deterrent to more sales was probably the road tax of around RM2,500. Today, there is a discount on the amount, but with the Kyron 200 XDI, which is equipped with a 2.0 litre turbo charged diesel, the roadtax of around RM560 per year makes it a very attractive buy.

Whilst it is true that diesel fuel has practically doubled in cost over the last couple of years, the Kyron still makes sense. You are getting the luxury, the power, the luxury and the performance of a large-sized vehicle while paying the cost of running a small or mid-sized car.

Both the Rexton and Kyron are 4WD SUV’s, with the following exceptions; the Rexton RX270 XDI comes with a 2.7 litre common-rail turbocharged diesel engine, and is a 7-seater, while the Kyron 200 XDI is slightly smaller, and sports a smaller capacity 2.0 litre common-rail turbocharged diesel, which, under the current discounted scheme, attracts a much lower roadtax amount.

Available in two trim packages, the Standard and Luxury models are priced at RM153k and RM169K respectively. The Luxury specifications model comes with additional active safety features, namely, ESP (Electronic Stability Programme), that incorporates ABS (Antilock Braking System), TCS (Traction Control System) EBD (Electronic Brakeforce Distribution), ASR (Acceleration Skid Regulation), and BAS (Brake Assist System). Also in the package is ARP (Active Rollover Protection), a system that monitors potential rollover situations, based on sensing sudden turns of the steering wheel and sideways forces through a lateral sensor located in the centre of the vehicle; the system reduces power to the engine and performs braking functions on the appropriate wheels using the TCS to stabilize the vehicle. Another included package is the HDC (Hill Descent Control) system that helps drivers negotiate steep slopes of 10 percent or more; all you have to do is deploy the HDC simply by pressing a button, and the system takes over, sensing the slope and applying brakes or engine revolutions to keep the vehicle stable down a steep slope. All that the driver needs to do when HDC is engaged is to steer.

The 2.0 litre turbocharged diesel engine that is standard with the Kyron 200XDI is of third generation common rail technology, and has a class-leading output of 141 PS (139 horsepower) while maximum torque is 310 NM available throughout most of the useful engine power band. The engine is mated to a 5-speed automatic gearbox that features a manual shift option called T-Tronic, and is made by Mercedes-Benz.

The Kyron’s drive train very similar to that of the Rexton; in fact it is built on the same ladder frame, and with a lighter body, the Kyron is likely to be more durable, considering that the parts are actually made to carry a much heavier load. For the non-techies, the Kyron is a vehicle that you can actually take off-road, for the underside is built tough to take real off-road conditions.

Top speed, something quite important to me, is good at around 190kph, and a cruising speed of anything between 140kph to 160 kph can be maintained the whole day without any problems. On an evaluation trip from Kuala Lumpur to Alor Setar and back last week, we did 3 hours and fifty-seven minutes from the Bandar Utama toll to the toll plaza at Alor Setar, while on the return journey, we did 4 hours and fifty-eight minutes from Bukit Kayu Hitam Customs complex to Cheras. Both ways, there were comfort stops and a refueling stop, in addition to heavy rains on the way up. Where it was dry, a cruising speed of anything between 160 km/hr t o180 km/hr can be easily maintained, and in wet conditions, the Kyron’s all-weather tyres could actually maintain a higher speed than other vehicles because the water evacuation properties were superior.

High-speed stability and vehicle comfort are two of the Kyron’s strong points. The Kyron was so stable that when we asked our two passengers sitting at the back to guess our speed, the extreme quietness and stability of the Kyron made them think that we were traveling at around 120 km/hr when in fact we were hitting close to 170 km/hr.

The Kyron 200 XDI is targeted for urban usage, that segment being the one that enjoys the greatest growth, so the ride is tuned more towards ‘comfort’ than for off-road usage; thus our passengers found it very pleasant to ride in, even on the long haul from Bukit Kayu Hitam to Kuala Lumpur.

In truth, I find the rear suspension a little on the soft side, but I suppose that is the price we have to pay for comfort. Those who want it a little stiffer can go for slightly harder shockers or springs. One item of good news is, the front suspension has adjustable camber and caster in addition to the normal toe adjustment; we helped a friend, Richard Si, one of the early buyers of the Kyron, to tweak his suspension and now his Kyron is very stable on the road. For the record, the front suspension is made up of double wishbones, while the rear is a solid axle, with a 5-link arrangement including a panhard rod. A front stabilizer bar is standard on the Kyron.

Brakes are massive ventilated discs in the front, and solid discs at the rear. All these are boosted by a large servo, and throughout our test drive, there were no issues with the brakes. The brakes have very good feel, and are very confidence inspiring.

Inside, the Kyron is quite luxurious; full leather seats hug you in the lap of luxury, and to top it off, both the front ones are electrically controlled. The steering, as mentioned above, is adjustable for reach and height, and the air-conditioning is excellent. There is plenty of legroom for both front and rear passengers, and the Kyron seats five with plenty of room at the rear for luggage. A tonneau cover is supplied, and for additional safety, there is a cargo net that can be installed to keep goods stowed in the back from coming into the passenger compartment in case of any impact.

For additional versatility, the rear seats split and fold to make a flat surface for carrying bulky and long items; there are of course the many nooks and crannies for storage, plus plenty of drink holders, and also a power socket for accessories.

Finally, the Kyron can be powerful or economical; you make the choice. My friend Richard claims to have traveled in excess of 800 kilometres from a single refill of RM118.00 of diesel, an average of 14.75 sen a kilometre, a figure that is really good based on current today’s fuel prices. To be fair, Richard drove at normal speeds of between 80 to 110 km/hr. On our trip up north and back, we got a consistent 516 km and 515 km from RM100.00 refill, which works out to be 19.4 sen per kilometre.

As a buyer and user, you can make your own choice. Enjoy great fuel economy when you drive slowly, and if you are in a rush, you can unleash the Kyron’s full power, but pay that little extra for the joy of fast driving.


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Kuala Lumpur, 17 July 2006 – BMW Malaysia Sdn Bhd today announced the launch of its highly anticipated, locally assembled version of the BMW 3 Series. The company launched a three-variant model line-up comprising the new 320i, 320iSE and 325i.

Wolfgang Schlimme, Managing Director, BMW Malaysia Sdn Bhd said the company expects to see stronger sales with the given availability and choice of vehicles.

“We have continued to invest with our partner Sime Darby in local assembly with an emphasis on quality and choice. Now our customers will have more options and greater availability with these variants. At the same time, we will also continue to import other BMW models so that the Malaysian customer continues to enjoy the full model line-up.” Schlimme said.

The new BMW 325i comes with a 2.5 litre six-cylinder double-VANOS, VALVETRONIC capable of developing a maximum output of 218 bhp whilst the BMW 320i and 320iSE both have the 2.0 litre four-cylinder dual-VANOS, VALVETRONIC engines producing a maximum output of 150 bhp. All three models are equipped with six-speed automatic transmissions with Steptronic for the seamless switching of gears.

Boasting a high-level of standard equipment, all new locally assembled 3 Series models include dual-xenon headlamps, Dakota leather seats, automatic air conditioning, multifunction steering wheel, park distance control (PDC), foglights, and Radio BMW Professional.

In offering greater differentiation the four-cylinder variants of the BMW 320i and 320iSE offer different specifications. The BMW 320iSE features the additional 17 inch alloy rims, interior wood trim, electric front seats, sunblinds for rear windows and windscreen, rain sensor, automatic lights, cruise control as well as HiFi Loudspeaker system.

“For over 30 years, the BMW 3 Series has been recognised as both the innovator and leader in its segment. The new 3 Series launched last year took it to the next level and this is underlined by the fact that it was recently awarded 2006 World Car of the Year at the New York International Auto Show,” said Schlimme.

The new locally assembled BMW 3 Series will be in showrooms at all authorised BMW dealerships from 22nd July 2006.

Prices for the locally assembled BMW 3 Series are:

320i – RM232,800
320i SE – RM249,800
325i – RM288,800


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Wednesday, 12 July, Innsbruck, Austria – A group of 11 Malaysian motoring journalists took the brand new BMW 335i Coupe for an extended drive through the Austrian Alps today in conjunction with the world media launch of this latest and very exciting coupe from BMW AG.

Fresh from the factory, the new BMW 335i coupe is of course, a two door model, that seats four comfortably, and five only if the center rear passenger is willing to straddle the console that sits on top of the transmission tunnel. This effectively cuts off the rear left passenger compartment from the right hand side; one possible reason for this very unconventional arrangement is that the new 335i is built to take a 4WD drive train, and since the tunnel is already taking up so much space in the middle, it made sense to extend the center console that normally sits between the front seats, backwards into the rear. The extended console also houses an additional air-conditioner blower for the rear passengers. The overall effect is quite neat really, except that left to right mobility and vice versa is compromised.

Moving out of its mould for the first time in twenty five years, BMW have put not one, but two turbochargers onto the straight six 3.0 litre DOHC engine, giving the car enormous grunt and making it plenty of fun to drive. According to the designers, the turbo was a logical step towards getting more power out of the straight six 3-litre engine. More important was of course the search for better efficiency and fuel economy, which meant that the search for more power was also tempered with the fuel consumption in mind, giving due consideration to the rising trend of nowadays. In fact European models include a diesel turbo version, something we should be looking at too. The petrol powered version has a claimed fuel consumption of 9.5 litres per 100 kilometres, which is remarkably good. That is of course the principal reason that the horsepower only a slight increase over that of a conventional 3.0 litre. The twin turbos are relatively small, the reasoning being that there would be little or no lag. Boost is maintained electronically at 0.4 bar; the design emphasis where performance is concerned is on smooth and linear build-up of power rather than an avalanche of power. Electronics play a big part, working with direct injection principles. Going further to make driving dynamics better, the maximum torque is available from as low as 1,300 rpm, all the way to 5,000 rpm before tapering off. Translated to the road, power delivery is instantaneous, and you feel a very linear pull throughout the power band. You can pull it all the way to the 7,000 rpm redline, but changing up at 5000 rpm would suffice if you just want to maintain a good high speed drive. In a way, one might say that this car would be very enjoyable as a grand tourer.

Our drive route took us through mountain roads with plenty of winding stretches, allowing us to feel the excellent handling characteristics and also the power that responds immediately to throttle. Lag, if any, is not apparent to the driver at all. With 306horses that come with a maximum torque of 400Nm, the BMW335i is not only great to drive; it can toodle along at 40 kilometres per hour without fuss, a characteristic that is appreciated especially in the parts where we have to go through the villages and small towns that are a part of the Austrian landscape.

The new coupe is available with a 6-speed manual gearbox or a 6-speed auto with Steptronic (manual shift option). We got the manual on day one, and with six speeds, the design engineers were able to place the ratios very close together, making the transition from one gear to the next very smooth and jerk-free. In top gear, speed per thousand RPM is around 48 km/hr, making it very fuel efficient for long hauls.

Vehicle dimensions are 4580mm (overall length), 1782mm (overall width), and 1395 (overall height). The 335i sits lower than the standard 3-series, has a longer front end, and is slightly wider. The effect is a really sporty look that sets it apart from the sedan version. Unlike other makes that have a coupe model with exactly the same mechanicals, the BMW 3-Series coupe goes one step further by giving it more ‘go’. Tyre size is 225/45 R17 at the front and 255/40 R 17 at the rear. From our drive experience, there seems to be no necessity for wheel upgrades, although it can be easily done for those really finicky ones. Macpherson struts hold up the front while the rear has a central arm axle with longitudinal control arms and double track control arms (read as multi-link, independent suspension).

Brakes are massive 348mm discs at the front while the rear has 336mm ones (which are actually larger than the ones I had on my rally prepared cars in the old days). Driver stability systems that come as standard equipment are ABS, Traction Control, wheel-selective Electronic Braking Distribution, Dynamic Stability Control (DSC), Electronic differential Lock (ADB) and Dynamic Brake Control (DBC). Quite a mouthful of stuff, but translated to the road, it makes the 335i a very safe car to drive or be driven in.

Claimed acceleration from zero to 100 km/hr is 5.5 seconds for the manual, and 5.7 seconds for the auto. We didn’t have time to do that test, but the numbers are credible. Top speed is claimed at 250 km/hr, probably electronically controlled. On day one, all I could hit was 190 km/hr on a very short straight. The Austrian cops are very fussy about speed limits, and if you are caught hitting anything more than 40 km/hr above the legal speed limit of 130 km/hr on the highways, the fine is as high a 2,180 Euros, an amount which none of us wanted to pay. On day two, Vijay, our host from BMW Malaysia took us on an unscheduled drive into Germany, where we could unleash the full power of the BMW 335i on the Autobahn, where there is no speed limit. Unfortunately, due to heavy traffic, the autobahn was a little crowded; nevertheless, we managed to squeeze 260 km/hr out of the car on a stretch that was devoid of traffic for a short while.

Overall handling is great on the highway sections. On the mountain sections, the 335i gave a very good account of itself too, being able to take whatever punishment we could mete out. All the coupe models come with sports suspension, and can take exuberant driving without any need for suspension upgrades; one small concern I have is whether it would be too harsh on our Malaysian roads. Whereas everything felt good on the Austrian roads, I note that they are generally smoother than what we have at home, and save for one small section in the entire drive, there are none of those infamous ‘ripples’ that we so often find on our roads.

Overall, the BMW 335i Coupe is a great car to drive, and I am sure that it will be a pleasure to own. I enjoyed the time I spent with it tremendously, and would not discourage anyone from getting one. The Malaysian prices have not been finalized, but all will be imported in CBU form, and therefore, will not be expected to be below RM450k, based on my personal estimate.

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Petaling Jaya, Thursday, 7 July 2006 – Honda Malaysia Sdn Bhd unveiled the new Honda Accord to the media at the Sunway Resort hotel today. The new Honda is an upgrade of the existing model, with minor changes to the exterior. The exterior highlights are the front grill and the rear bumper, both of which have been re-designed. The rear comes with LED 3rd Brake light and LED tail lights.

The new Accord is available in the same three variants as the previously available model, namely the 2.0 litre i-VTEC, the 2.4 litre i-VTEC and the 3.0 litre V6 VTEC. Prices are RM136,800, RM159,800 and RM212,800 respectively.

Mechanically, the 2.0 litre retains the same 150PS power plant as the previous model, but the 2.4 litre variant has 170 ps, a 10PS improvement in its engine through some development work done on its intake and exhaust systems. The 2.4 litre variant also comes with VSA, short for Vehicle Stability Assist, basically a stability control system.

Coming at a time when the market is very ‘soft’, the new Accord seems to be attractively priced, and Honda has set itself a sales target of 450 units per month. Well, based on the price above, and the fact that the Honda Accord is a full-sized large sedan, it certainly presents a great value proposition.

We shall provide a full test report once we get a test vehicle.

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    Kuala Lumpur, Thursday. Volvo’s stunning new coupe, the C70 made its sensational showroom debut at Swedish Marque, Malaysia’s top Volvo dealership today. The launch was conducted in front of dozens of invited guests made up mainly of current Volvo car owners who thronged the showroom in Sungai Besi here to witness this beauty that has captured the imagination of motoring enthusiasts and critics alike.

    The new Volvo C70, the second generation of the model line, is itself a marvel of design and engineering as it has managed to incorporate both a hard top coupe and cabriolet design into one compact automobile without sacrificing any feature to maintain its dimensions.

    Simply at a press of a button, the C70 is able to transform itself from a snug and sporty coupe to a lively and airy cabriolet and vice-versa, all in the space of 30 seconds. Hence the new C70 offers one of the most ingenious automobile solutions to owners who want the exciting open top feel without having to sacrifice handling stability, wind noise or security in a chic and sexy package.

    Speaking at the unveiling, Swedish Marque General Manager Lee Hoe Lone said that the new C70 has managed to capture the essence of today’s Volvos that boldly state safe does not necessarily have to equate to being boring.

    “The new C70 picks up where the original version left off with its incredibly fluid and desirable lines yet it remains one of the safest cars on the road today especially with the world’s first door-mounted inflatable curtain,” he said.

    “We at Swedish Marque are indeed proud to be the first dealer in the Klang Valley picked to showcase this incredible vehicle and it truly underlines Swedish Marque’s commitment towards delighting customers with memorable experiences,” said Hoe Lone.

    The new car was jointly unveiled by Lee, Volvo Car Malaysia Managing Director Ms How Wei Thing and its Marketing and Sales Director Anders Bothen. Guests were then treated to a presentation of the car’s unique features by Bothen and later had the distinction of being among the first in the country to get more intimate with the only Volvo C70 unit in the country.

    In her speech, Ms How said that the strong demand of the C70 globally has made numbers of the C70 in this part of the world very limited, expecting the first shipment to arrive in September this year.

    “The demand for this car has been beyond expectation and the main markets in Europe and USA will be where the bulk of the supply is heading. Interested parties are encouraged to make their bookings early at main Volvo dealerships such as Swedish Marque to avoid disappointment,” she said.

    Two models of the C70 will be made available in Malaysia, the 2.4-litre and a T5 version with prices estimated to be between RM350,000 and RM400,000.

    The C70 preview comes after Swedish Marque once again earned the Dealer Excellence Award as Malaysia’s top Volvo dealer in terms of customer satisfaction, the second consecutive year that the company has earned that distinction in as many years as it has been in operation.

    Those interested to catch the new Volvo C70 can still do so at Swedish Marque’s main showroom on Jalan Dua in Sungai Besi.

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    Shah Alam, Sunday, 2 July, 2006 – After a long absence of grassroots motor sports events, the R3 Time Attack at Shah Alam attracted 81 race-hungry competitors, some of whom came with their work-cum-race cars, while others brought their ‘dedicated race cars, plus the young and up-coming star, 16-year Dominic Ang who brought not only his Lotus Elise, but also his mother’s Wira automatic. “I want to learn how to drive a front-wheel drive car,” he said, when asked. He does not have a driver’s license as yet, on account of his age, and his father has to be his chauffer, driving him to the race track. This time he brought his mother along too, on account of him needing both the cars on the track.

    The usual suspects like Mickey and Ricky, the sons of racing pioneer Teoh Seng Kwee, who owned a racing Lotus Cortina way back in the 60’s, Galen Lai in his familiar Honda Civic, and our hero from the north, who has decided to move to the Klang Valley, in his Putra 1.8, Julian Pang.

    Ivan Khong was there too, but minus his familiar Subaru WRX, having suffered a blown engine some time ago, and not being able to get his racing parts in on time for this round. To the rescue came Ken Choong, who graciously and generously offered to share his Putra with Ivan.

    Ian Khong also brought two cars. One was his Suzuki Swift GTi, entered in the ‘Eat Me’ class (up to 1300 cc), but this time its legendary reliability let him down, breaking a driveshaft in turn five, putting an end to his challenge in this category. The other was the Putra, stolen on April 8th, and recovered a month later. The car has got a new coat of paint, new wheels, and a steering wheel borrowed from Ian’s second hand parts bin in his workshop. He did well to finish third in the 1.8 litre class.

    The track this time was the car park next to the Giant Supermarket in Shah Alam, and being right next to the shopping mall, it attracted thousands of spectators who thronged around the car park circuit. The track was very sandy, a result of the shifting sands deposited by the angry river that burst its banks a few months ago. This made the track very slippery, with drivers scrabbling for grip as they gave their best, at the same time trying hard not to hit the kerbs as they careened amongst the parking lots. Some failed, clipping the kerbs quite hard, with bent rims and broken A-arms needing replacement.

    The Eat Me class came up with a surprise winner. Deric Lim, a relative newcomer, conquered the sands in a Wira 1.5 to emerge ahead of veterans like Alvin Lim in a Corolla, Clement Yeo in another Corolla, and Galen Lai in a Civic 1.6. Even the regular champion, Ho Wai Kok was relegated to 5th place.

    In the Hung Category, (up to 1.8 litre), Ivan Khong drove like a veteran to win the class with Ken’s Putra, closely followed by Julian Pang in another Putra. Third place was claimed by Ian Khong, followed by Gareth Tan in a Honda Civic. In the North pole Class (up to 2.0 litre), Hammond Lai in his super fast Civic screamed his way to top spot, followed by Damian Goh who shone, surprisingly, in his very large Honda Accord. Third spot went to Teoh Joe Meng in a Volkswagen Golf Gti.

    In the Rocco class, Mike Ng in a Mitsubishi Evo had the advantage of 4WD, and won. Mickey Teoh managed a close second place while Alwn Leong in a Subaru Imprezza took third place.

    In the mini car category, (Pre-Viagra), Chan Yau Koon shone in his Perodua Kelisa, followed by Jimmy Ng, also in a Kelisa. Third spot went to Mohd Johan Khairu in a Satria 1.3.

    In the spunk class, Dominic Ang dominated to take top honours in his Lotus Elise, followed by Austin Teng in another Lotus, and Jonathan Teoh in a Toyota MRS. johnson Tan was fourth in yet another MRS.

    At the end of the event, some of the top drivers were invited to drive a Satria R3 developed by R3; this car had 185 horsepower, and proved to be quite a handful. All the drivers agreed that the power was good, but in the sandy conditions, it was hard to get it onto the road. All in all, it was a great event, and from where I stood, it looked like the participants had a lot of fun. The next event is due sometime in August, and it will be held at USM Penang.


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