The locally assembled (CKD) MG S5 EV is now officially launched in Malaysia, and the made-in-Pegoh, Melaka electric crossover is sold in a sole Lux variant priced at RM117,528 on-the-road without insurance in Peninsular Malaysia.
This is the SAIC brand’s first model to be locally assembled in Malaysia, and first rolled off the production line from EPMB Plant 2 in Pegoh, Melaka last month.
The transition from CBU to CKD sees the MG S5 EV get an uprated electric powertrain, which now outputs 151 kW (205 PS) and 350 Nm from the same single-motor RWD configuration, bringing gains of 35 PS and 100 Nm from the 170 PS/250 Nm motor of the CBU version that was launched in May 2025.
2026 MG S5 EV CKD pricing and specifications in Malaysia – click to enlarge
As the sole Lux specification, the locally assembled S5 EV continues to have a 62 kWh lithium iron phosphate (LFP) battery pack that enables up to 446 km of range on the WLTP standard, according to MG Motor Malaysia. Fast charging for the Lux continues to be supported at up to 150 kW DC, which brings a 10-80% charge in approximately 26 minutes.
Key comfort and convenience features in the CKD MG S5 EV include full leatherette seats (leather-fabric combo in the CBU), power-adjustable front passenger seat (manual in the CBU), and a hands-free powered tailgate (also present on the CBU).
For safety and driving assistance systems, the CKD MG S5 EV gets the full complement as featured in the fully imported version, which means seven airbags, and ADAS Level 2.5 functions.
2025 MG S5 EV in Malaysia, CBU
Therefore, the ADAS suite here continues to include adaptive cruise control, AEB, blind spot detection, rear cross traffic alert, door opening warning, drowsiness monitoring system, emergency lane keeping, forward collision warning, lane departure warning, intelligent headlamp control, lane keep assist, rear collision warning, and traffic jam assist. Also on are the tyre pressure monitoring system, ISOFIX child seat anchors and a tyre repair kit.
Three exterior colours are offered for the CKD MG S5 EV, and these are Grey, Silver and Gold. The locally assembled MG S5 EV is covered by a seven-year, 150,000 km vehicle warranty, along with an eight-year, 180,000 km battery pack warranty and an eight-year, 160,000 km drive motor control unit warranty.
The car pictured here on Geely’s Auto China 2026 stand is a Geely Galaxy Starshine 6 EF (e-fuel; methanol-powered version) – but forget about its propulsion method for the purposes of this story, because you could be looking at the next-gen Proton S70 (in ICE Emgrand form, which looks very slightly different) and a future Proton eMas sedan.
Proton CEO Li Chunrong intimated to us at the show that this is a “potential model”, adding credibility to our earlier beliefs. On the Proton side, it appears likely that a non-turbo S70 (Saga engine) could carry on with the old body to serve as a Persona replacement, while the turbo S70 (X50 engine) would migrate to the latest Emgrand.
On the Proton eMas side, when the Starshine 6 PHEV came out in September, we already speculated that it could form the base for a future eMas sedan, and its showing here gives us a closer look at what to expect.
In PHEV form, the Starshine 6 features P1 and P3 electric motors, the latter being a 163 PS/210 Nm traction motor. Both motors are integrated into an 11-to-1 one-speed dedicated hybrid transmission (DHT) that’s mated to a 111 PS/136 Nm 1.5 litre naturally-aspirated BHE15PFI four-cylinder engine. The engine has a thermal efficiency of 47.26% – we’ll see if this figure translates to Proton eMas when the time comes.
Other numbers include 2.8-2.9 litres per 100 km CLTC, 8.5 kWh (60 km EV range) or 17 kWh (125 km EV range) LFP batteries, 35 kW DC charging (30-80% in 20 minutes) and 3.3 kW AC. Top speed is 180 km/h.
Length, width, height and wheelbase are respectively 4,806 (-9), 1,886 (+1), 1,490 (-10) and 2,756 mm (+1) – millimetre deviations from the latest Emgrand in brackets. You can see how similar they are dimensionally. It’s very comfortably in the C segment, being larger than the Civic.
But multi-link rear suspension is the C segment norm, and both the Emgrand and this Starshine 6 use a torsion beam. Still, the space-saving setup means that the boot is vast – a cavernous 609 litres.
Design wise, the Starshine 6 has an AMG-esque face while the Emgrand has a more Volvo look, thanks to different grilles and front bumpers. The sharp headlamps are shared, as are the general shape, side profile and tail – only the tail lamp signatures differ slightly.
Inside, the Starshine 6 continues to share plenty with the Emgrand, including a dashboard with pill-shaped air vents and a wide centre console with dual phone holders and a 50-watt Qi wireless charger. There’s also the same 10.2-inch digital instrument display and 14.6-inch infotainment touchscreen, both running on the latest Flyme Auto operating system.
The main difference is that the PHEV ditches the stubby crystalline gear selector for a steering column-mounted stalk, while the row of physical controls below the touchscreen has been replaced by a Proton eMas 7-style multifunction knob on the centre console.
Elsewhere, the Starshine 6’s generous dimensions are claimed to free up class-leading passenger space, with 970 mm of front headroom, 65 mm of rear knee room and 1,480 mm of rear elbow room. The nine-layer ‘marshmallow’ front seats offer optional power adjustment, heating and ventilation, but no massage. Standard are Level 2 semi-autonomy and six airbags.
If this comes to pass, it would be the first time a model is being shared between Proton and Proton eMas, with the only main difference being their powertrains. Excited?
The Zeekr 009 has received its second update after the previous one that came about in July 2024. The revised electric MPV is making its debut at this year’s Auto China (also known as Auto Beijing), with pre-sales starting today – three variants will be offered to customers, although pricing will only be revealed at launch.
There are two key areas where the 009 sees significant improvements, none of them involving the way the MPV looks. That’s not to say the new 009 is a carbon copy of the old one, as you’ll notice the front bumper has slightly revised profile, in and around the corner sections where the air curtains no longer have a horizontal chrome accent.
This design change results in an extra eight mm being added to the overall length of 5,217 mm, with other dimensions like width (2,024 mm), height (1,812 mm) and wheelbase (3,205 mm) all preserved.
With the exterior out of the way, let’s focus on the first significant improvement done to the 009: its powertrain. New for the MPV is a 900-volt electrical architecture, which is an upgrade over the previous 800-volt system, itself an upgrade from the 400-volt system the 009 originally debuted with.
Only fitted to Ultra+ variants, which come with either six or seven seats, the 900-volt system enables the 115-kWh nickel manganese cobalt (NMC) battery to get from 10-80% in just 10 minutes. Fully charged, the CLTC-rated range is up to 720 km.
With the 900-volt system, more powerful electric motors could be fitted to the 009. The dual-motor, all-wheel drive setup in the Ultra+ now pack 925 PS (912 hp or 680 kW) and 913 Nm of torque. For context, the outgoing AWD version of the 009 served up 789 PS (778 hp or 580 kW) and 810 Nm.
Despite the added grunt, the 0-100 km/h time is unchanged at 3.9 seconds, and the top speed is lower at 220 km/h (previously 230 km/h). As before, Zeekr’s dual-chamber air suspension with continuous control damping (CCD) system is fitted to the 009, with the Ultra+ variants getting the latter with a dual-valve system that can react even quicker than before.
A single-valve CCD system with air suspension is what the base Ultra gets, with this variant being a seven-seater that doesn’t get the 900-volt system, but instead stays with an 800-volt one. Other things carried over include a NMC battery with an energy capacity of 108 kWh as well as a front electric motor (introduced in 2024) with 421 PS (416 hp or 310 kW) and 440 Nm of torque.
No change to the 0-100 km/h time of 6.9 seconds and CLTC range of 740 km either, although the top speed is reduced to 220 km/h. We suspect the latter could be artificially limited as part of a safety initiative, like how Volvo caps its cars to 180 km/h. We should point out that our 009 in Malaysia is sold with a 400-volt system like in Hong Kong and some other right-hand drive markets.
The second significant improvement to the 009 is inside the vehicle. At first glance, it’s hard to see what the fuss is about aside from the more elegant, properly circular steering wheel and revised centre console that has a crystal dial for media controls. The latter is joined by switches for the heated windscreen and rear window, which means the gear selector is now a stalk on the steering column.
However, Zeekr says it has added more premium features to ensure its offering remains the top choice among 75% of CEOs in China. As a start, the six-seat 009 now comes with second-row chairs that can swivel either 45, 90 or 180 degrees to enable even more flexible seating configurations – some modes will require the car to be stationary and not have any passengers in the frontmost seats.
Also new is the Naim sound system with 31 speakers and up to 3,868 watts of power that is finely tuned by “golden ear masters” to ensure the best aural experience one can get. This is complemented by Zeekr OS 7 that gains more AI functions and dual Snapdragon 8295 chips to power the infotainment, including the 17-inch, 3K OLED touchscreen aimed at rear passengers as well as the 10.25- and 16-inch units at the front.
Other tech improvements include the adoption of G-ASD (Geely Afari Smart Driving), which is Geely’s newest intelligent driving system. On the 009, there are 31 sensors plus a LiDAR (now standard across the range) that is linked to Nvidia’s Thor-U chip capable of 700 TOPS.
The ADAS functions are mostly familiar, although some now come with an improvement operational range. All-speed adaptive cruise control, active lane change assist, automatic parking assist, remote parking assist, forward collision warning, autonomous emergency braking, lane departure warning, blind spot monitoring and more are just some of the functions.
Ni hao from Auto China 2026, which is hosted by Beijing this year. Expect to see plenty of huge and luxurious electrified SUVs (PHEVs and REEVs are the trend these days) from the show, but here’s a rare treat for the car enthusiast. Yes, it’s an EV, but of a different kind, one that’s not typical from a Chinese brand.
Say hello to the Leapmotor Lafa 5 Ultra, an electric hot hatch and the sporty version of the Lafa 5, which is a Euro-style C-segment hatchback. Think the Volkswagen Golf and its GTI/R versions. The Lafa 5 was designed to be a global model with an eye on Europe, and the Ultra should eventually make its way abroad too.
Compared to the regular Lafa 5, which adopts the B05 name outside of China, the Ultra sits 10 mm lower at 1,510 mm. Leapmotor is keen to highlight the five-door hatchback’s generous 1,880 mm width. Overall length is 4,490 mm. For context, a VW Golf MK8 is 4,284 mm long, 1,789 mm wide and 1,456 mm tall.
If the Lafa 5 has a Euro-feel to it, then the Ultra follows the more subtle style of the continent’s hot hatches. Like VW’s GTI or R, the Ultra is sportier than the regular Lafa 5, but in a subtle way – it’s not super aggressive or OTT, which one might expect from a Chinese OEM. Sporty cues include a front lip, side skirts, a double-wing rear spoiler and a rear bumper with diffuser – all these are painted in gloss black.
Also exclusive to the Ultra are blacked out badging (curiously, there’s no exterior ‘Ultra’ badge) and 19-inch wheels with dark grey calipers. The cars on stage in Beijing are wearing Hankook iON evo EV-specific tyres in a 225/45 size. Three colours are available – Thunder Flash Yellow, Starry Green and Liquid Silver.
Also ‘just enough’ is the Ultra’s performance. It’s easy for an EV to post mega power and 0-100 km/h acceleration numbers that were previously reserved for supercars, and China’s EVs have disrupted those metrics. So, it’s very refreshing to see a Chinese car with sensible figures and a focus on handling instead. Leapmotor calls the Ultra’s 245 PS (180 kW) a sweet spot, and with all of that going to the rear wheels, 0-100 km/h is a brisk enough 5.9 seconds.
Car enthusiasts will also like the sound of the ‘Sino-Euro engineered chassis’ that delivers ‘pure RWD fun’. The Lafa 5 Ultra has perfect 50:50 weight distribution, reinforced front and rear anti-roll bars as well as upgraded dampers versus the regular B05. Leapmotor claims a similar moose test speed to the Tesla Model 3, but with faster steering response and a smaller yaw response lag time.
Sticking to the same benchmark, the Lafa 5 Ultra also posts higher max cornering g (0.97 g) and shorter 100-0 km/h braking distance (36.01 metres) compared to the Tesla. Contributing to the grip cause are the above-mentioned Hankook tyres.
Rounding up the Ultra package is the interior. The fully-dark cabin (Windchaser Grey is the name of the colour) has plenty of suede-like surfaces on top of the Lafa 5’s class-leading soft-touch material coverage area. Compared to European C-segment hatchbacks, it’s a spacious car for rear passengers.
Sporty upgrades aside, the Ultra retains the Lafa 5’s generous kit list, which includes front seats with eight massage points, heated and ventilated front seats and a heated steering wheel. As usual, domestic market cars come with roof-mounted LIDAR and blue lights that indicate autonomous driving – these items will most probably be omitted for overseas markets.
Two variants are available – the 500 Ultra with 500 km of CLTC range and the 600 Ultra with 600 km of CLTC range, which is optimistic compared to real-world driving. Expect WLTP figures of around 400 and 500 km respectively.
The price of the Lafa 5 Ultra in China is 123,800 yuan for the 500 and 129,800 yuan for the 600, which translates to RM71,912 and RM75,393 respectively. At the show, Leapmotor announced a special early bird price of 118,800 yuan (RM68,992) for the 500 and 124,800 (RM72,476) for the 600.
Sounds like amazing value, but for me, the Lafa 5 Ultra surprises more in its restrained approach to performance and subtle-sporty looks. What do you think of the Leapmotor Lafa 5 Ultra a.k.a B05 Ultra, and the idea of an EV hot hatch in general?
GALLERY: Leapmotor Lafa 5 Ultra at Auto China 2026
Ni hao from Auto China 2026 in Beijing! Geely has just unveiled its Eva Cab, a robotaxi prototype that the company says is China’s first purpose-built one. Unlike others converted from existing production cars, this was specifically engineered from the ground up for driverless commercial operation.
The Eva Cab is really one for the techies, because it features full-domain AI that powers Geely’s G-ASD 4.0 intelligent driving platform (co-developed with tech partner Afari), which in turn enables Level 4 autonomy.
Pilot robotaxi operations have already been conducted for over a year in cities like Hangzhou and Suzhou, in collaboration with Geely’s CaoCao Mobility subsidiary. A ‘CaoCao Mobility’ customized edition of the Eva Cab is set to be launched in 2027.
Geely says the car has the industry’s most powerful in-vehicle computing platform, integrating the NVIDIA SuperChip, NVIDIA Thor U, and Qualcomm Snapdragon 8397 to yield over 3,000 TOPS of computing power.
It also says the Eva Cab has the world’s first ‘Quantum-Level AI Electronic and Electrical Architecture’, the world’s first 2,160-line digital LiDAR system and the industry’s first mass-production-ready Level 4 assisted driving software solution. We get it – it’s a very, very intelligent car.
The vehicle itself features electric sliding doors, a face-to-face cabin layout, a ‘Galaxy Skyroof’ ceiling, ‘Drifting Galaxy’ door panels and ‘Orchid Pavilion and Meandering Streams’ armrests – that’s China for you.
Two new tyres from Metzeler, the Metzeler Sportec 01 and Sportec 01 RS, developed from the German firm’s efforts in road racing. Focusing on efforts in tis campaign in the Isle of Man TT (Tourist Trophy) in particular, Metzeler’s new sportsbike tyres share a common design base but are intended for two different types of riders.
The Sportec 01 is meant for the rider who needs a versatile sports tyre, with a mix of good dry and wet weather performance. Meanwhile, the Sportec 01 RS is purely for the rider wanting the best in dry road grip, especially for track use, with precise steering and handling.
As can be surmised, the Sportec 01 is meant to be fitted to supersport, naked and sport-oriented crossover bikes travelling on wisty roads and mountain passes with an eye to everyday riding. Experienced riders will want the Sportec 01 RS for their supersport, high-performance naked and hypernaked bikes, with track day riding in mind.
Both tyres feature a unified tread pattern design for front and rear, ensuring consistent motorcycle behaviour under braking and acceleration. The tread of Sportec 01 has been completely redesigned and evolved compared to the previous generation, with which it still shares the design inspired by the Greek letter phi, while the Sportec 01 RS tread pattern features more slick area and a compact pattern.
A high silica dual-compound construction is used for the tread, with the front tyre coming with a base layer made from full silica and covering both the tread band and the shoulders while the rear tyre has a base layer is made of carbon black and used only on the shoulders, offering fast warm-up, high grip and consistent feedback.
The P-P number plate series has drawn more than 6,000 bidders through the JPJ eBid online system since bidding for the series opened on Monday, the road transport department (JPJ) has announced.
“Several top numbers have also seen intense competition, while popular numbers remain a firm favourite among bidders,” JPJ director-general Datuk Aedy Fadly Ramli said in a statement. The P-P number plate series was launched by JPJ to celebrate the department’s 80th anniversary, with the five day period having commenced on April 20, and concludes today, April 24. Bidding results will be out Saturday, April 25.
According to the JPJ director-general, bidding started from RM20,000 for principal numbers, RM5,000 for premium numbers, RM2,500 for attractive numbers, RM500 for popular numbers and RM300 for regular numbers.
JPJ’s previous anniversary was marked by the A-A number plate series, which collected over RM24 million in total. A9A was the highest-bid number at RM902,020, followed by A11A (RM703,007), A8A (RM700,000), A7A (RM502,000) and A2A (RM490,888). The numbers with the most bidders were A51A (40), A101A (31), A8118A (29), A1881A (27) and A19A (27).
The Foton Tunland V Series range of pick-up trucks is set to enter the Malaysian market with the Tunland V7 and Tunland V9, and these are claimed to be the first hybrid turbodiesel pick-up trucks in Malaysia when they make their market debut next month.
If the name seems familiar, it has appeared on a pick-up truck model from 2012 that would make its way to the Malaysian market, albeit renamed the Bison Savanna for its Malaysian market introduction in 2013.
Handal BCM is the exclusive importer and assembler of Foton products in Malaysia, and the company has been given approval for the importation and local assembly (CKD) of the upcoming Tunland V7 and Tunland V9 pick-up trucks. The initial batch will be fully imported (CBU) units which are expected to arrive in Malaysia in mid-May, while local assembly will begin in Q4 2026 in Johor, said the company.
Foton Tunland V9
In Malaysia, the Tunland models are estimated to be priced from RM128,888 for the Tunland V7, to RM148,888 for the Tunland V9, with warranty coverage of seven years or 200,000 km. Both are powered by a 2.0 litre mild-hybrid turbodiesel engine, paired with a ZF eight-speed automatic transmission, with six drive modes offered, according to the company.
Foton claims a fuel consumption of between 8.0 to 10.0 litres per 100 km, which brings fuel range of up to 950 km per tank. Both models are rated for a 3.5-tonne towing capacity and a one-tonne payload, and are claimed to offer the largest cargo tray in their class with a black spray-on cargo tray liner.
Foton Tunland V7
The Tunland V9 gets multi-link coil spring rear suspension for comfort and stability, while the Tunland V7 gets a leaf spring arrangement that is more typical of the pick-up truck segment. Rolling stock for both the Tunland V7 and V9 are 18-inch alloy wheels shod in all-terrain tyres.
Based on the brochure for the V series double-cab range for the South African market, both the V7 and V9 have identical exterior dimensions, at 5,617 mm long, 2,090 mm wide and 1,955 mm tall with a wheelbase of 3,355 mm. Cargo bay dimensions are identical too, at 1,577 mm by 1,650 mm by 530 mm; ditto ground clearance, at 240 mm for both models.
The South African market models – which the incoming Malaysian market models are likely to follow in terms of powertrain – get a Aucan 2.0 litre turbodiesel with 48-volt mild-hybrid assistance, producing 120 kW (163 PS) and 450 Nm. Fuel tank capacity for both models is 76 litres.
Foton Tunland V7
Both the Tunland V7 and V9 will come to Malaysia with Level 2+ ADAS and a 360-degree camera suite, according to Handal BCM.
Referencing the South African market, both models get forward collision warning, lane departure warning, pedestrian collision warning and drowsy driving monitoring. The higher-spec V9 adds AEB, adaptive cruise control, lane keep assist, lane centring control, traffic sign recognition, traffic jam assist and intelligent cruise assist.
For the Malaysian market, the Foton Tunland V9 and V7 mild-hybrid turbodiesel pick-up trucks are set for launch next month, and these will come to market initially as fully imported (CBU) units before local assembly (CKD) commences in Johor in the fourth quarter of this year.
A new release from Malaysian tuning specialists TuneBoss, this time for the Honda Forza 250 and NSS 250 scooter. Priced at RM829 for Malaysia, the TuneBoss ECU is plug-and-play for the Forza/NSS V2 and V3, for either the analogue or LCD screen model variants.
Installation involves unplugging the standard ECU and replacing it with the TuneBoss module. The throttle then requires calibration, with product registration as the final step, with firmware upgrades ensuring the ECU is future-proofed.
Coming with preloaded performance mapping, riders will feel the difference in unrestricted fuelling and ignition timing. TuneBoss claims the ECU will give a performance gain of 1.1 hp and 1 Nm of torque, supplementing the standard 22.79 hp at 7,750 rpm and 24 Nm of torque at 6,250 rpm.
The TuneBoss ECU – designed and made in Malaysia by FSR Technology – comes preset to Stage 2, allowing for immediate dyno tuning for Forza/NSS with performance air-filters, cams or exhaust fitted giving for professional tuning of fuel and ignition curves. Additionally, the TuneBoss ECU also allows for precise RPM limit setting, diagnostic feature, live data monitoring or data logging combined with GPS location, and immobiliser function, all controlled from the rider’s smartphone using the TuneBoss app.
Unlocking the ECU to Stage 3 gives the option of dual-injector control and electric water pump control. The TuneBoss ECU for the Honda Forza 250/NSS 250 will be available at all TuneBoss authorised dealers stores beginning early May.
Proton’s acquisition of an 80% stake in Lotus in October 1996 is well known, but why did Malaysia’s first carmaker initiate the deal? At Lotus Cars Malaysia’s 30th anniversary celebration recently, Tengku Tan Sri Mahaleel Tengku Ariff, former CEO of Proton, shared his insights into the deal that transformed the company.
In his account, Mahaleel said ten days into his tenure at Proton in 1996, he was asked to present to then prime minister Tun Dr Mahathir Mohamad on April 30 a strategic plan with the intention of making Malaysia a developed nation. To be specific, the goal was to create Malaysia’s first homegrown model that was developed by Malaysians and built locally.
“I presented to Mahathir for an hour. After that, he never asked a single question. I said, on the last page, we can do the old way, which is rebranding, take somebody’s brand and stick a Proton [logo] on the backside or the front and you call it our Malaysian car,” said Mahaleel.
“The other is to do it yourself. And that critical day in the morning, he made that decision: we make our own car. When we make our own car, in one of the charts that I put up, was to go through a consultancy, which is not only costly, but you do not get the know-how because all consultants keep 20-30% of know-how hidden from us. So, you cannot access it,” he continued.
“If you acquire a company, you can go straight into the database of what the company has. The two companies that were chosen was, at that time, Porsche and Lotus. Why do this?” he added.
According to Mahaleel, Lotus not only had passenger car know-how but also knowledge gained from competing in Formula One. The latter wasn’t Porsche’s strong suit, and the German outfit wasn’t for sale, which meant Lotus was essentially the leading and only option. Decades ago, Lotus went through tumultuous times after the death of founder Colin Chapman in 1982 and multiple ownership changes (General Motors and Romano Artioli).
Following the acquisition of Lotus where Proton purchased an 80% stake for 51 million British pounds, Mahaleel revealed that Proton also secured Michigan Motor Research and MV Agusta. “We now had within the group, we can test powertrains, we can do Formula One, we can do passenger cars and engines, and we have motorbikes,” he said.
“We eventually had almost 2,000 research engineers worldwide. And don’t ever underestimate that Lotus saved Proton, per project about half a billion ringgit,” he added.
Continuing, Mahaleel said sometime in April that year, he was tasked to develop Malaysia’s first homegrown car and have it roll off the assembly line in the year 2000. He noted that this was a challenge, as Mitsubishi, which Proton partnered with to rebadge earlier models, analysed Proton and found that the local company could only do drawings and clay models.
“We have no know-how in crash testing, electronics, engine management systems, making the engine, we had no know-how. However, within three years with the help of Lotus and the other companies we bought, we were able to launch the car, Waja, and became the 11th country in the world that could make its own car,” said Mahaleel.
The Waja was indeed the first Malaysian-designed car, but it still used a Mitsubishi platform, specifically a modified version of the one found in the Carisma (also shared with the first Volvo S40). Proton later introduced its own platform with the Gen 2 in 2004, together with its own engine, the CamPro.
He added the Chinese companies such as Geely and Chery had approached Proton for a partnership at the time because the Malaysian carmaker was looking to go to China. However, Mahaleel said this did not go through because this was a national project that isn’t just about making a car but creating empowering Malaysians with the know-how.
On how Proton benefitted from Lotus, Mahaleel said Lotus was unique in that its cars were very lightweight thanks to the revolutionary chassis it developed made of extruded aluminium sections joined by adhesive and rivets.
“During that time, three of the European engines that were designed for different brands were Lotus engines. Do you know that the CamPro is a very unique engine? You don’t know. There’s a variable valve timing,” said Mahaleel.
Despite Lotus itself mostly using Rover/Toyota engines at the time, it did make its own engines before. Lotus Engineering was a popular powertrain development consultancy firm in that era, even working with Porsche on its VarioCam Plus system. Lotus’ patented Cam Profile Switching tech (a variable valve timing system) formed the basis of Proton’s CamPro and later CPS engines. CamPro remained in production in various forms (including the turbocharged CFE variant) until the end of 2025, last used in the Persona, known as the CamPro VVT.
Mahaleel went on to reveal that Proton was developing a hybridised Wira in 1997 and that the company was experimenting with hydrogen cars. He said that a Wira hybrid never came to market because the cost of the hybrid battery was too high at the time and that Malaysia lacked the raw materials. He added that a Wira hybrid would have retailed for almost RM80,000 or RM90,000, which would not attract many buyers.
On the flipside, Lotus learned from Proton how to assemble cars properly, particularly when it comes to speed. Proton learned how to produce vehicles quickly not just from Mitsubishi but also Toyota for the just-in-time production system.
“Lotus, they say we lose money. Lotus saved us half a billion ringgit per car. Because Mitsubishi, one platform, charges us RM500 million. We design it, it belongs to us. We can sell this platform to some other people,” said Mahaleel.
He went to say that Proton and Lotus engineers engaged in knowledge transfer, with the former group spending more time to learn from the latter. This includes car design, with Mahaleel namedropping Azlan Othman, current chief designer for Proton, as being one of the “students” that spent time learning from Julian Thomson, the designer behind the Elise and Exige.
“By and large, within three years of this acquisition, this deep knowledge was the key success factor for Proton because they could access and work together,” said Mahaleel, who added that he formed a global team and not just purely a Malaysian one.
“We made RM1.3 billion three times during my time. The highest before my time was RM300 million odd per year. In case you do not know, every car project was paid with cash, no borrowing, zero. We paid the government debt of RM1 billion. It was paid up two years earlier. We bought Lotus cash. We bought MV Agusta cash. We bought Michigan Motor Research cash,” recalled Mahaleel.
In the end, Proton owned 100% of Lotus by 2003, and in 2017, DRB-Hicom (by then the parent company of Proton) sold 51% of Lotus to Geely, while the remaining 49% went to Etika Automotive, a Malaysian company.
Jetour has shown the G700 luxury SUV in Beijing, alongside the Soueast S08 DM, ahead of this year’s edition of Auto China.
Officially launched for the Chinese market in October last year, the G700 is a ladder-frame SUV that measures 5,198 mm long, 2,050 mm wide and 1,956 mm tall, and its rivals including the GWM Tank 500. In terms of its off-roading capabilities, the G700 has a wading depth of up to 970 mm, with approach and departure angles of 40 degrees and 32 degrees respectively, and can climb gradients of up to 45 degrees.
Four variants of the G700 are offered in China, with five- and six-seater configurations. Powertrain for the G700 is a plug-in hybrid setup with a 2.0 litre turbocharged petrol engine, with a total system output 904 PS and 1,135 Nm. This propels the G700 from 0-100 km/h in a claimed 4.6 seconds.
Its battery is a 34.13 kWh unit from CATL, which is claimed to provide up to 150 km of purely electric running. In terms of charging, the G700 can take up to 170 kW DC, which brings a 30-80% recharge in 10 minutes. There is also 6.6 kW V2L capability for external applicances. Its combined hybrid range is a claimed 1,400 km on the CLTC test cycle, or around 1,148 km on the WLTP standard.
Interior equipment in the G700 consists of a 35.4-inch horizontal display strip that runs along the base of the windscreen, a 15.6-inch infotainment touchscreen, and a 17.3-inch screen that folds out from the ceiling between the front and rear sunroof sections. In the rear, air-conditioning for rear seat occupants are controlled by a separate 8.8-inch touchscreen.
Further equipment in the G700 includes heating, ventilation and massage function-equipped front seats, the aforementioned front and rear sunroofs, and ambient lighting. Audio output is by a Lexicon 11-speaker sound system as standard (upgradeable to 18 speakers), while ADAS functions come from the group’s Falcon 500 system that enables high-speed navigation on autopilot and parking assist functions.
Indications from Beijing are that the Jetour G700 is likely to be coming to Malaysia next year, however the timeline for the plug-in hybrid SUV’s Malaysian-market arrival has yet to be confirmed. Priced in China from 329,900 yuan to 384,900 yuan (RM191,000 to RM223,000), pricing for the Jetour G700 in Malaysia, if confirmed, could be from RM250,000.
The Toyota Yaris Cross is getting closer to its official Malaysian market launch, as UMW Toyota Motor (UMWT) has announced that order books in the country are now open for the up-specced twin to the Perodua Traz.
An estimated price list has also emerged, for two variants that will be sold in Malaysia. Estimated pricing for the line-up starts with the Yaris Cross 1.5S at RM99,900, joined by the Yaris Cross 1.5S Hybrid at RM109,900.
Here, UMWT has also revealed that both variants of the Yaris Cross will receive a seven-inch TFT LCD display and digital LED speedometer, a 10.1-inch infotainment head unit that supports wireless Apple CarPlay and Android Auto, 18-inch, two-tone alloy wheels of the same design, adaptive cruise control, adaptive high beam and interior illumination.
The Yaris Cross Hybrid adds a wireless phone charger as standard, which can be optioned in the pure petrol Yaris Cross for RM380. Both variants can be optioned with the rear-facing digital video recorder for RM380. For exterior colour options, both petrol and hybrid variants get the same five choices; Dark Turquoise, Silver Metallic, Attitude Black, Spicy Scarlet SE, and Platinum Pearl White (a RM400 selection).
While the exact powertrain specifications of the Yaris Cross for Malaysia have yet to be disclosed by UMWT, we know from details of the Yaris Cross in Indonesia that the petrol 1.5 litre version uses the 2NR-VE 1.5 litre naturally-aspirated inline-four petrol engine that makes 106 PS and 138 Nm, while the Hybrid uses the 2NR-VEX, Atkinson-cycle engine of the same displacement. CVT transmission is expected for both in Malaysia.
Both variants of the Toyota Yaris Cross in Malaysia will be sold with a five-year, unlimited mileage warranty, and both are also available with optional service packages for three years/60,000 km at RM2,350, or for five years/100,000 km at RM3,650. The eight-year hybrid warranty on the Hybrid that covers the battery, inverter and power management ECU can be extended a further two years for RM2,500.
GALLERY: Toyota Yaris Cross at the 2023 Gaikindo Indonesia International Auto Show
Hongqi, a luxury brand under the FAW Group has signed a memorandum of understanding (MoU) with Quill Group, who has secured the exclusive rights as the official importer and CKD distributor for its entry into Malaysia.
The MoU sees the Quill Group appointed as the official importer and CKD distributor for the brand, and for the appointment of authorised dealerships nationwide. the Hongqi brand will have its official launch in Malaysia in the middle of this year, it has stated.
The mention of CKD likely means that parent firm FAW will set up a contract assembly deal with a local company, which is to be announced later.
This is the Hongqi brand that produces vehicles for state leaders and dignitaries, such as the L5. the first unit of the second-generation L5 was gifted to DYMM Yang di-Pertuan Agong Sultan Ibrahim Iskandar in 2024. In line with its positioning, the L5 measures 5,980 mm long, 2,090 mm wide and 1,710 mm tall. This model is however part of the Golden Sunflower line of models that is only sold to VVIPs.
Hongqi E-HS9
The brand is showing a line-up of new energy (electrified) SUV models for global markets at the ongoing Beijing Motor Show, and it has entered the Singapore market with the E-HS9 SUV, a battery-electric, dual-motor SUV with up to 548 km of range (WLTP).
“We are immensely proud to be entrusted with introducing Hongqi to Malaysia. It is a uniquely special brand with a storied legacy, favoured by leaders and recognised globally for its uncompromising quality. With Malaysia’s robust bilateral relationship with China established since 1974, it is fitting that we are chosen as one of the premier right-hand drive markets for Hongqi’s strategic expansion,” Quill Group MD Datuk Jennifer Low said in a statement.
Hongqi vehicles are currently exported by the FAW Group to more than 87 countries and regions globally, including Europe, Latin America, the Middle East and Southeast Asia, according to the brand. “The introduction of CKD operations in Malaysia underscores FAW Group’s confidence in the nation’s automotive manufacturing capabilities and its strategic position within the ASEAN region,” it stated.
The work-from-home (WFH) policy for the civil service in Malaysia which commenced on April 15 has led to savings of up more than 334,000 litres of fuel amounting to RM678,000, communications minister Datuk Fahmi Fadzil has said, reported The Star.
More than 155,000 civil servants have applied for WFH as of Tuesday, April 21, Fahmi said. “The number of civil servants who applied to WFH has exceeded 155,000 individuals. From April 15 till yesterday, it is estimated that savings have amounted to 334,000 litres of fuel which amounts to RM678,000,” he said.
The communications minister said that chief secretary to the government, Tan Sri Shamsul Azri Abu Bahar was instructed to get more information from the private sector regarding WFH implementation.
The work-from-home policy for ministries, government agencies, statutory bodies and government-linked companies (GLCs) in Malaysia was announced by prime minister Datuk Seri Anwar Ibrahim in a special address on April 1, aimed at reducing the nation’s fuel consumption and ensuring a sustainable supply of energy in light of the prolonged conflict in West Asia.
This move echoed initiatives taken by some ASEAN countries, including Thailand which directed its government personnel to work from home, while remote working has been encouraged in Vietnam, and many offices in the Philippines have been ordered to shift to a four-day work weeks.
It’s only been four years since we first saw the G70 BMW 7 Series, and so radical was the design that it still looks fresh today. Still, that hasn’t stopped Munich from performing a double-quick refresh of its luxurious flagship – unveiled in Beijing ahead of this year’s Auto China show – as it remakes its entire lineup in the Neue Klasse‘s image.
Not that the refreshed 7er looks anything like the new iX3 and i3 from the outside, as BMW continues to maintain a distinct design language for its luxury models – which also include the X7 – that is separate from the rest of the lineup. Thus, the car is still set apart through split headlights and a ginormous double kidney grille; if you didn’t like what the last one looked like, there’s a high chance you won’t like this new one, either.
In fact, BMW has doubled down on this aesthetic with what it calls a “monolithic appearance”, featuring slimmer and flatter eyebrow-style daytime running lights – still optionally available with crystals, just without the Swarovski branding – and vertical headlights tucked into the bumper corners. These flank a slimmer, more upright grille with horizontal instead of vertical slats, making it look slightly less ostentatious.
The Iconic Glow grille illumination returns, but the lighting now goes around the entirety of the twin kidneys instead of being split in the middle. This has been enabled through the moving of the front camera and various sensors from the middle to the left side.
Up top, the BMW badge is “cupped” by a central bonnet valley – one of the few design cues lifted from the Neue Klasse models. The optional M Sport package is now more subtle, with a larger centre air intake (really just a bigger gloss black surround) being the only differentiator from the front – surely a less polarising look compared to its almost gurning two-tone predecessor.
Along the side, the 7 Series gains the new-look door mirrors from the Neue Klasse models, as well as a slimmer trim strip on the side skirts. These strips are now finished in silver, as BMW continues to reduce its reliance on the less eco-friendly chrome. Perhaps the most controversial aspect of the redesign is at the back, where you’ll find dramatically widened dual-bar taillights that reach all the way to the badge.
The rear roundel is framed by the same indentation as the front, while the bumper – which still houses the number plate – gets a cleaner design with a sportier diffuser-like look. Finishing off the exterior revamp are new welcome and goodbye sequences for the lighting, as well as a “dynamic” light carpet with a linear pattern and the BMW script – a surprisingly classic interpretation.
Meanwhile, wheel sizes are now an inch larger than before and now range from 20 to 22 inches, while the selection of over 500 paint finishes (still including two-tone colour schemes with a pinstripe) gains a new BMW Individual Dual Finish option, the world’s first combination of matte and gloss finishes from the factory.
Step inside through the powered doors (now faster and with more precise radar sensors to make them easier to use) and you’ll see where all the inspiration from the Neue Klasse has gone into. Yes, even the 7 Series now gets the latest Panoramic iDrive interface, led by the large 17.9-inch parallelogram touchscreen placed close to the steering wheel.
The eyes will also be drawn to the Panoramic Vision projected display that spans from pillar to pillar at the base of the windscreen. We’ve been told that the windscreen has been treated with a special coating at the bottom to allow the display to be used with polarised sunglasses, so owners looking to tint the glass are advised to cut the film at the frit (black line). There’s also a 3D head-up display that projects driving information on top of the Panoramic Vision display.
For the first time on a BMW, the 7 Series comes with a passenger display as standard. Significantly smaller than the main touchscreen, it comes in a 21:9 aspect ratio that makes it better for watching widescreen movies. The passenger can watch videos while on the move, with the driver monitor camera able to detect if the driver is looking at the screen; the display is then darkened to prevent distracted driving.
As per the iX3 and i3, the 7 Series gets a new-style steering wheel with clearly-defined thumb rests and spokes at 12 and 6 o’clock. Here, the spokes are lined in leather for a classier touch, but if you think the unconventional spoke positions are just a bit much, there’s always the usual M Sport ‘wheel with the spokes at 5 and 8 o’clock. The “Shy Tech” controls feature indents and haptic feedback in a bid to make them more intuitive to use, making up for the fact they are capacitive touch panels in the first place.
You can, as before, spec the car with plenty of high-end features, including a 36-speaker Bowers & Wilkins sound system with seat cushion exciters for a “4D” effect, now with Dolby Atmos surround sound support and optimised acoustics. A panoramic sunroof and four-zone auto air con come standard, and buyers can also choose from various trim and upholstery options, plus crystal controls.
In true luxury sedan form, the rear seats are really where you’d want to be, with optional Executive Lounge seats that can almost fully recline and come with an ottoman on the passenger side. You get your own Qi wireless charger back here and new halo lights built into the backs of the front headrests, but the pièce de résistance still comes from the ceiling.
There sits the 31.3-inch 8K Theatre Screen that folds out, now with an additional camera for video conferencing. It no longer has a built-in Amazon Fire TV; instead, the streaming apps are integrated into BMW Operating System X itself and shared with the rest of the displays. As before, the side and rear sunshades deploy automatically whenever Theatre Mode is activated.
Under the bonnet, the 7 Series is powered solely by uprated 3.0 litre turbo straight-sixes paired with an eight-speed automatic gearbox, fitted with an 18 PS/200 Nm 48-volt mild hybrid technology across the range. The B58 petrol mill makes 286 PS and 425 Nm of torque in the 735 (note the lack of an “i” this time around) and 400 PS and 580 Nm in the 740, while the B57 diesel makes 313 PS and 670 Nm in the 740d.
The 760i powered by a detuned BMW M S68 4.4 litre twin-turbo V8 has been discontinued for now, but a comfort performance multi-cylinder variant will likely soon return to take on the Mercedes-Maybach S-Class. This is expected to form part of the now wholly BMW-owned Alpina sub-brand, featuring revamped versions of the Buchloe tuner’s throttle-body-and-crankshaft badging, side graphics and 20-spoke alloys.
Plug-in hybrid models are also on offer, these being the 750e with a 310 PS/450 Nm B58 and a 197 PS/280 Nm electric motor for an unchanged 489 PS and 700 Nm combined, as well as an M760e with a tuned 426 PS/540 Nm B58 for a total of 612 PS and 800 Nm (up 41 PS). They come with pure electric ranges of up to 82 km and 80 km respectively, which is actually down on the previous maximum of 87 km and 85 km.
The big change is to the electric i7, which has received a string of tweaks. Even the base 50 xDrive (previously the eDrive50) is now dual-motor all-wheel drive, although the output figures are unchanged at 455 PS (335 kW) and 660 Nm for the 50 xDrive, 544 PS (400 kW) and 745 Nm for the 60 xDrive (née xDrive60) and 680 PS (500 kW) and 1,015 Nm for the M70 xDrive.
It’s the battery that’s all new, using the Gen6 cylindrical cells from the iX3 and i3 (installed in the original casing by Rimac in Croatia, then shipped over to Dingolfing where the rest of the car is made), offering a 20% increase in volumetric energy capacity compared to the old prismatic Gen5 cells. Total capacity has thus risen from 101.7 kWh to 112.5 kWh nett, meaning that the i7 is now a genuine 700 km car.
Range figures are 708 km for the 50 xDrive (up from 611 km in the previous eDrive50, despite the switch to AWD), 707 km for the 60 xDrive (up from 625 km) and 650 km for the M70 xDrive (up from 560 km). You also get more powerful DC fast charging at up to 250 kW (up from 195 kW).
You should note, however, that the i7 is still built on a 400-volt electrical architecture, and the higher charging rate was achieved by increasing the amperage to 630A, rather than switching to an 800-volt system. As such, you will only reach maximum speeds if you’re using a charger with high enough amps, like a Tesla Supercharger, which the vast majority of 800-volt chargers in Malaysia won’t be able to reach.
The 7 Series continues to ride on air suspension at the front and rear, with standard and Professional versions (the latter with active roll stabilisation) of Adaptive Chassis Control – both with rear-wheel steering – available as options. Also fitted is a brake-by-wire system and a traction control built directly into the ECU for faster actuation – both technologies are now commonplace on BMWs.
As standard, the 7 Series comes with Driving Assistant Plus suite of driver assists, including adaptive cruise control and lane centring assist for Level 2 semi-autonomous driving functionality, as well as autonomous emergency braking, evasive steering assist, blind spot monitoring with collision prevention, front and rear cross traffic alert with auto brake and a door opening warning. Park assist with space detection using AI technology is also fitted to all models.
Unfortunately, BMW is discontinuing Level 3 autonomy with the advent of the LCI, citing low demand. In its place are highly-automated Level 2 systems that provide hands-off, eyes-on driving on highways and city streets, the latter likely launching in China first.
As with the Neue Klasse models, the system allows the driver to add steering, throttle and even light braking inputs – BMW calls this Symbiotic Drive – without either fighting you (like many highly autonomous cars from China, for example) or switching off altogether (like with Tesla’s Autopilot). The 7 Series LCI will enter production in Dingolfing starting this July.
