Latest Stories

  • Alternative KL-SG rail line mooted – slower, RM50 billion cheaper than HSR, but is it truly needed?

    The Kuala Lumpur-Singapore High Speed Rail (HSR) project has been shelved, for now, but an alternative rail line that’s slower and much cheaper has been mooted. The Star reports that the proposal, which is to upgrade present rail infrastructure instead of starting a new one from scratch (as with the HSR) has been presented to the Council of Eminent Persons advisory panel.

    The daily’s sources say that the alternative proposal will cost the government RM20 billion, which is much lower than the HSR’s cost of between RM60 billion and RM70 billion. It would also save Malaysia some RM500 million in compensation to Singapore for cancelling the joint project.

    Using KTM’s existing double-track infrastructure, the proposed alternative is slower – 130 minutes from KL to Singapore versus the HSR’s 90 minutes, with a top speed of 200 km/h compared to 320 km/h.

    “Cost will be shaved by more than RM50 billion, which is 70% lower compared to the HSR. This does not include land acquisition cost and possible cost overruns incurred by the HSR. The upgrading of the existing railway tracks would involve minimal land acquisition, minimal disruption to existing system and complement the entire national railway network. It would not lead to a duplication of railway lines,” the report’s source said.

    If this plan is to go ahead, current rail infrastructure has to be upgraded to accommodate both standard and meter gauge trains, and this can be done by adding a single line next the double tracks. Our present meter gauge tracks are narrower, which limits train speed. The plan will also be cheaper than the suggestion to extend the Express Rail Link from KLIA to Singapore, which could potentially cost at least RM30 billion.

    “The suggested ERL extension plan would involve a completely new alignment from KLIA and there is not much of a difference in travelling time compared with the plan to upgrade the existing infrastructure,” the source said. ERL, which is operated jointly by YTL Group and Lembaga Tabung Haji, has said that it is prepared to extend the line to Melaka if the government approves the plan.

    While much cheaper, RM20 billion is still a big sum. Do we need such a train service? Will it be sustainable?

    Economist Prof Dr Barjoyai Bardai told The Sun that although the alternative project will slash costs by as much as RM50 billion, it will still be unfeasible due to very low returns on investment.

    “When finance minister Lim Guan Eng said the HSR would cost RM110 billion, I calculated that the return on investment would be 0.5%, assuming the train runs at full capacity every day. If you half that original sum, the return is still far below, at 1%. My view is we should defer it by at least five years, as the near future should provide other alternatives to explore,” he said.

    Malaysian Chamber of Company Directors secretary-general Salihin Abang raised a pertinent question. “The ETS can go as fast as 160 km/h, so why do we need to spend an additional RM20 billion for an alternative to HSR with a speed of 200 km/h? The RM20 billion would be better spent on buying more coaches for ETS to increase trips frequency and offer the convenience of rail travel for the public and to extend ETS tracks for the JB-Singapore route,” he said.

    For Universiti Kebangsaan Malaysia economics department head Prof Dr Nor Ghani Mohd Nor, there’s no reason for a costly new train line when there are low cost flights.

    “Low-cost airlines can increase flights easily between Singapore and Kuala Lumpur without costing the government a sen, besides contributing taxes to its coffers. Whether or not airlines want to increase flight frequency depends on demand. As long as there is a mechanism for airlines to adjust flight frequency in response to demand for a sector, it will always be fulfilled,” he said.

    However, in the longer term, Malaysia and Singapore might be left behind, or saddled with an old system, if the rest of ASEAN picks up HSR in the next two or three decades. This was raised by transport economist Walter Theseira from the Singapore University of Social Sciences to Singapore’s Today Online.

    “By building a system now that is not going to be interoperable with a true high-speed rail system, we may put ourselves in the unfortunate position of, in 20 years’ time, having to reinvest in a high-speed rail,” he noted.

    Signed in December 2016, the HSR was planned as a 350 km-long double-track route (335 km in Malaysia, 15 km in Singapore) with eight stops in total – Singapore, Iskandar Puteri, Batu Pahat, Muar, Ayer Keroh, Seremban, Putrajaya and Kuala Lumpur. A bridge over the Straits of Johor – with a height clearance of 25 metres – would have linked the line between both countries.

    Trains on the service were expected to run 10 car-long trains, with the capacity for up to 100 passengers per car. These trains were projected to run at average speeds of 300 km/h and bring down the rail travel time between KL and Singapore to 90 minutes.

    What do we think? It’s undeniable that a true city-to-city HSR system (as originally planned) easily beats flying from KLIA to Changi in terms of speed and convenience, as KLIA is located some distance from the city. However, not many outside of the business traveller set would be able to appreciate this, as tickets won’t be cheap. While easy, fast trains are never the most cost effective, whether in Europe or East Asia, which raises the sustainability issue – will the seats be filled?

    Given the high cost of high speed rail, and the current state of the nation’s finances, deferring the HSR plan is wise and necessary. A move to the standard gauge has been long overdue, though. What are your thoughts on the matter?

     
  • Bentley Bentayga aims to set new record at Pikes Peak

    The Bentley Bentayga weighs more than two tonnes but its makers believe that underneath all that luxury is an SUV with a lot of performance to offer. To prove their point, Bentley spent six months preparing and developing a race-ready Bentayga to take on this year’s Pikes Peak International Hill Climb.

    That’s right, the big SUV will be charging its way up the nearly 20-km course, which features 156 corners and a 4,720 feet climb. It isn’t just about making it to the top either, as the carmaker is targeting the production SUV record set by a Range Rover Sport in 2014.

    In accordance with competition rules, a few changes have been permitted like a roll cage, fire suppression system, racing seat and new Pirelli tyres. The SUV also gets 300 kg of interior trim stripped away because there’s no one to chauffeur during the attempt, as well as an Akrapovic exhaust system to make the ‘N’ part of NVH worse.

    Beyond these changes, the SUV is pretty much identical to a road-going model, with the 48-volt Dynamic Ride active roll control system remaining as is. Oh, the 6.0 litre twin-turbo W12 engine under the bonnet will continue to serve up 600 hp and 900 Nm of torque. The person tasked behind the wheel is a familiar name, Rhys Millen, who has plenty of experience with “The Race to The Clouds.”

    To make sure everyone knows that a Bentayga is attempting the feat, the car in question is finished in a Radium Satin paintwork and Bentley’s Styling Specification kit – adding a carbon fibre front splitter, diffuser, side skirts and rear spoiler.

    “Our preparation for the event has been extremely thorough, and our Bentley Motorsport race engineers have produced a car that demonstrates the Bentayga’s inherent potential to the full. It’s now up to Rhys to drive the best run possible – but after his performances in testing, we have every confidence in him. The weather is the one factor we can’t control so we’re hoping for a clear Sunday morning,” said Brian Gush, director of motorsport at Bentley.

    “We’ve honed the Bentayga’s incredible abilities and ensured we have a car for Pikes Peak that’s both safe and fast through two very productive test sessions with the Bentley Motorsport team. The course is one you can only attack with a car that can gain and lose speed very quickly, because it’s so tight and twisty,” said Rhys Millen.

    “The combination of 600 hp, 664 lb ft (900 Nm) and carbon ceramic brakes means that the Bentayga can accelerate and decelerate incredibly hard – and that’s what I’ll be counting on for my run. I can’t wait to get started at the mountain later this week,” he added.

     
  • Mercedes-Benz EQC electric SUV goes testing in Spain

    Mercedes-Benz is continuing its test programme for the upcoming EQC following an excursion to Sweden a few months ago. This time, the test mules were subjected to the burning summer heat in Spain, where temperatures can soar to as high as 50 degrees Celsius.

    The EQC will be the first model to be introduced under the company’s EQ sub-brand and was first previewed by the Generation EQ during the 2016 Paris Motor Show. It is roughly the size of the current GLC, but comes with its own styling to better differentiate it as an all-electric model.

    As you can see in these photos, the mules are wrapped with some rather flashy camouflage in order to mask certain cues. However, we know that the EQC will get its own headlights and taillights that are unique from those fitted on the GLC.

    For now, Mercedes-Benz hasn’t provided any details about the powertrain used, but the Generation EQ packed two electric motors (one on each axle) to provide a total system output of 300 kW (402 hp) and 700 Nm of torque. This setup is powered by a 70 kWh battery pack positioned within the car’s floor, which provides a claimed range of up to 500 km on a single charge.

    Testing in this extreme heat is important because while the battery “merely” loses power in the cold, high temperatures can potentially damage the battery. The EQC is therefore tested to ensure the battery’s cooling circuit is up to the task when encountering various scenarios.

    Mercedes-Benz also focused on the car’s air-conditioning system – both during a journey and beforehand, as pre-climatisation is an important comfort factor. Individual components are also checked so technicians know where fine dust might be deposited throughout the car, and whether the sealing concept works in practice.

    According to the carmaker, almost 200 prototypes and pre-series vehicles were built for the test programme, along with over 100 experts from different development departments. By the time the car makes its launch debut in 2019, the car would have undergone around four years of development.

    GALLERY: Mercedes-Benz Concept EQ

     
  • Honda to supply engines to Red Bull in F1 for 2019

    It’s official. After months of deliberations, Red Bull Racing has finally decided on its engine supplier for the 2019 Formula 1 season – and surprise, surprise, it’s Honda. The Milton Keynes-based outfit signed a two-year deal with the Japanese carmaker, bidding goodbye to its longtime partner Renault.

    This follows a similar deal made with sister team Toro Rosso for this season, and the two will race with identical specification power units next year. “This multi-year agreement with Honda signals the start of an exciting new phase in Aston Martin Red Bull Racing’s efforts to compete not just for grand prix wins but for what is always our goal – championship titles,” said Red Bull Racing team principal Christian Horner.

    “After careful consideration and evaluation we are certain this partnership with Honda is the right direction for the team. We have been impressed by Honda’s commitment to F1, by the rapid steps they have made in recent times with our sister team Scuderia Toro Rosso, and by the scope of their ambition, which matches our own,” he added.

    It’s a massive boost for Honda, which endured three years of hardship since returning to the sport with McLaren back in 2015. A lack of performance, reliability and results resulted in a fractious relationship with the Woking team, which resulted in the latter switching to Renault power for the 2018 season. The ship has steadied slightly after moving to Toro Rosso, with Pierre Gasly scoring a brilliant fourth place in Bahrain.

    At the same time, Red Bull has publicly expressed displeasure of the lack of pace of its Renault power units, which is said to have been a key reason for it struggling to match title rivals Mercedes and Ferrari. With Honda, the team will effectively become a works outfit and will be the focus of the engine supply operation.

    Honda president Takahiro Hachigo said, “Having established a good relationship with Scuderia Toro Rosso, we have decided to extend our Formula One involvement to the other team in the Red Bull family, Aston Martin Red Bull Racing, as from the 2019 season. Having two teams means we can access twice as much data as previously. We believe that working with both Toro Rosso and Red Bull Racing will allow us to get closer to our goal of winning races and championships, building two strong partnerships.”

    It’s not the first time the carmaker and the Austrian energy drinks company have partnered in motorsport, as Honda gets Red Bull sponsorship in both MotoGP and the World Superbike Championship (WSBK), as well as the now-defunct Global Rallycross Championship (GRC). One thing’s for sure – it’s certainly going to be an interesting two years ahead, to say the least.

     
  • Aston Martin Vantage GT3 and GT4 officially revealed

    2019 Aston Martin Vantage GT3

    Following the introduction of the Aston Martin Vantage GTE race car last year, the British carmaker has now expanded its racing offerings with the reveal of the new Vantage GT3 and GT4.

    Both cars are based on the road-going model and use the same 4.0 litre turbocharged V8 engine, with some input from Aston Martin Racing. They will be offered to customer racing teams, although homologation will only take place in early March next year.

    Starting with the faster of two cars, the Vantage GT3 offers up to 535 hp (boost-variable) and 700 Nm of torque, which is sent to the rear wheels through an Xtrac six-speed sequential gearbox (with an Alcon multi-plate clutch).

    Weighing in dry at 1,245 kg, the Vantage GT3 also sports a steel roll-cage, Öhlins four-way adjustable dampers, Alcon brakes, Bosch Motorsport ABS system and an advanced aerodynamic package that is compliant with class regulations.

    2019 Aston Martin Vantage GT4

    By comparison, the Vantage GT4 is a little tamer in appearance to reflect the racing class it will operate in. The GT4 class is mainly designed for amateur racers only where the cars are much closer to their road-going versions in order to keep costs down. Aston Martin has yet to disclose full details about the Vantage GT4’s performance but it should be interior to that of the GT3 car.

    “Driveability and a wide operating window remain key targets for us as we develop the new Vantage GT3 and GT4 racing cars. The fact that our customers can still purchase the V12 Vantage GT3 and be competitive seven years after it was introduced is a fantastic legacy to build on, and the new cars will take this concept on in leaps and bounds,” said John Gaw, managing director of Aston Martin Racing.

    “The Aston Martin Vantage GT3 is a worthy successor to the V12 Vantage GT3 and represents the core future of our customer racing programme. With the continued growth of GT racing in general and the GT3 category in particular, this new car and its Vantage GT4 brother will lead our expansion in the GT markets around the globe and particular target areas of the US and Asia,” added David King, vice president and chief special operations officer at Aston Martin.

     
  • 2019 Audi A1 unveiled with new aggro style, high tech

    The original Audi A1, unveiled back in 2010, opened a new door for Ingolstadt to the itty-bitty supermini segment – somewhere its other rivals from Stuttgart and Munich have yet to dare tread. Now, eight years later, there’s a new one, available only in the five-door Sportback bodystyle.

    It’s certainly a pretty funky looker, isn’t it? The aggressive front end is dominated by the broad “singleframe” grille and the massive “implied” (i.e. fake) air intakes flanking it, and you can also specify full-LED headlights with hydrofoil-inspired arrow-shaped daytime running lights for even more of a furrowed brow look. The three slits above the grille are a nod to the Sport Quattro homologation special.

    The optional contrast-colour roof has been retained, but the C-pillars are now body-coloured and are wide and heavily-raked – another homage to the Sport Quattro. The strong haunches and the upwards-sloping shoulder and sill lines give the bodyside extra muscle and a bolder stance, while the graphics of the tail lights behind the three-dimensional lenses mirror those at the front.

    Eleven paint options are available, along with contrasting wing mirror caps, front air inlet inserts and side sills to match the roof. You can also opt for the S line trim level that adds even larger air intakes, a wider slit above the grille, side skirts and a rear spoiler. Wheel options measure between 15 and 18 inches in diameter.

    The sporty, angular design is carried over to the interior, which features a centre console angled towards the driver. A pair of air vents flank the standard 10.25-inch digital instrument display (a larger 12.3-inch Audi virtual cockpit is available as an option), while another pair sit right in front of the passenger.

    Depending on the trim level, there are a number of customisation options to choose from, including colour-coordinated accents on air vents, center console and the door handle recesses. You can also add an optional contour and ambient lighting package with 30 selectable colours.

    In the centre sits the infotainment system, which in base form is a simple MMI radio operated via the instrument display and the steering wheel controls. As an option there’s the MMI radio plus with an 8.8-inch touchscreen and handwriting input as on the A8, while the range-topping MMI navigation plus gains a 10.1-inch display and features such as hybrid route guidance that draws from the cloud as well as Audi connect.

    Other options include the connectivity package that adds Apple CarPlay and Android Auto connectivity and an extra USB-C port, along with the Audi phone box with Qi wireless smartphone charging and the ability to use the car’s antenna for signal reception.

    There’s also optional DAB digital radio and a hybrid radio function that switches between terrestrial and online radio when reception is poor. As for audio, buyers can specify from two optional sound systems, including an eight-speaker, 180-watt Audi sound system and an 11-speaker, 560-watt Bang & Olufsen Premium Sound System with a “3D effect” function.

    Measuring 4.03 metres long, 1.74 metres wide and 1.41 metres tall, the new A1 is around eight centimetres longer and 10 mm lower than the outgoing Sportback model. Audi says that with this, comfort has been increased for all occupants while the boot is now 65 litres larger at 335 litres – expandable to 1,090 litres with the rear seats folded. There are two seat versions available, with the sports seat fitted as standard.

    There will only be petrol engines at launch, with three turbo units including a 1.0 litre three-cylinder and a 1.5 and 2.0 litre four-pot, all fitted with particulate filters. Outputs range from 95 hp to 200 hp, and all but the top 40 TFSI variant (that’s the one with 200 hp) get a choice of either a six-speed manual gearbox or a seven-speed S tronic dry dual-clutch transmission. The 40 TFSI is only available with a six-speed wet-clutch DCT.

    Under the skin, the new A1 moves onto Volkswagen’s modular MQB platform, sharing the A0 variant with the latest VW Polo and Seat Ibiza. It’s only available with front-wheel drive for now and is suspended using MacPherson struts at the front and a torsion beam at the rear, with options including a sport suspension, adaptive damping, Audi drive select and larger brake discs with red brake callipers.

    Safety-wise, pre sense front autonomous emergency braking and lane departure warning are standard, and the options list also includes pre sense basic, adaptive cruise control with stop and go and hill start assist. For the first time, a reverse camera is offered as part of parking system plus that also adds front parking sensors, while park assist that can now manoeuvre into perpendicular spaces nose-in is also available.

    For a limited time from launch, Audi is offering a Edition model that throws in 18-inch alloys finished in either bronze white or black, tinted LED head- and tail lights and blacked-out Audi rings and model badging.

     
  • Toyota C-HR gets Wald International bodykit, rims

    Given its rather overt styling cues, the Toyota C-HR appears to be more suited to dressing up than most, and here Japanese tuning house Wald International has offered its own interpretations on the Coupe High Rider for an even more imposing aesthetic.

    Here, the Toyota New Global Architecture (TNGA)-based crossover receives new front and rear bumpers each with extensions, extended side skirts and a new exterior paint finish. Shown here are two finishes – matte green and matte black. The new front and rear bumpers receive LED light kits, and are integrated into the bumper recesses.

    No changes to the C-HR powertrain in this makeover were noted, but the crossover does receive an uprated brake system with six-piston, 380 mm-diameter discs, while also lowered on a sports suspension kit and rolling on different sets of wheels available in sizes up to 22 inches, which come as one-piece or two-piece cast alloy items.

    Inside, the Wald-customised C-HR receives revised interior trim which includes new floor mats, an aluminium pedal set as well as a re-upholstered steering wheel, while the overall dashboard architecture remains as standard. The floor mats are available in a range of colours, as are the interior trim pieces, while the floor mat lining can be specified with felt or a non-slip rubber surface.

    The Toyota C-HR is a crossover that appeals perhaps more to the heart than to the head with a good balance of refinement and driver appeal, as our man Danny Tan found in his time with the Japanese crossover. How does the Wald kit appeal to you, dear readers? A fascinating addition, or is the factory-standard C-HR flamboyant enough for your tastes?

     
  • FK8 Honda Civic Type R breaks FWD record at Spa

    The Type R Challenge 2018 continues, and the latest front-wheel drive production lap record broken is at the Spa-Francorchamps in Belgium, where the FK8 Civic Type R did 2 minutes 53.72 seconds. This comes after the mega hatch broke the FWD record at the Magny-Cours GP circuit last month.

    The Spa record Civic Type R was piloted by former FIA WEC LMP2 class champion Bertrand Baguette, who is currently racing a Honda NSX-GT in Japan’s Super GT series with Nakajima Racing.

    Spa-Francorchamps is one of the longest tracks in the racing seasons of many categories at 7.004 km, and features very fast straights and high-speed corners, along with more technical low-speed sections and significant elevation changes. Acceleration and outright speed from the 320 PS/400 Nm 2.0 litre turbo engine played its part here, and so did aero.

    Of course, there’s no shortage of aero bits on the FK8R, including a smooth underbody, front air curtain, slim rear wing and vortex generators on the roof. In the car’s most extreme +R mode, the adaptive dampers produce a firm and flat ride ideal for track driving, enabling more speed to be carried through Spa’s famous Eau Rouge and Kemmel Straight sections.

    “With a front-wheel drive usually you always expect understeer, but this car is so balanced. Straight away you get a lot of confidence as it gives you a lot of feedback through the steering wheel, especially in +R mode. The chassis is very rigid, the rear is very stable and front is biting really well to give you a lot of front grip. The aero package really helps the car feel planted at high speed, and it’s amazing the level of traction,” Baguette said.

    “For me as a race car driver, it’s clear that Type R is born for the track, but it also feels just as right on the streets in everyday driving. When I sit in the car, it is very comfortable and the visibility all round is very good,” he added.

    Honda set the original benchmark time at Spa during a similar challenge in 2016, using the previous-gen FK2 Civic Type R. It also claimed record lap times at Silverstone, Estoril, and the Hungaroring. The 2018 edition of the challenge will revisit these three tracks through the summer. Drivers confirmed for the remaining record attempts include Jenson Button, WTCR driver Tiago Monteiro and BTCC legend Matt Neal.

    Of course, one can’t talk Civic Type R and track records without mentioning the Nurburgring Nordschleife. In April 2017, a production development car became the fastest front-wheel drive production car ever around the Green Hell with a lap time of 7 minutes 43.8 seconds, and that has since been the Civic Type R’s calling card.

    The FK8 Civic Type R was launched in Malaysia in November 2017 for RM320k. Read our full review of the dual-natured beast.

    GALLERY: FK8 Honda Civic Type R

     
  • Ferrari 488 Pista ‘Piloti Ferrari’ is built only for racers

    Customer racing is a pretty big deal for Ferrari and to celebrate the success of its clients who race their cars, the Italian carmaker has unveiled a unique ‘Piloti Ferrari’ specification for the recently introduced 488 Pista.

    A creation of the company’s Tailor Made programme, the car was inspired by AF Corse’s #51 488 GTE car, which Alessandro Pier Guidi and James Calado piloted to win the 2017 FIA World Endurance Championship (WEC) drivers’ and manufacturers’ titles.

    The exterior features strips in the colours of the Italian flag, which is joined by a laurel celebrating the WEC title, the WEC logo and the word “PRO” indicating the class the #51 car raced in. Along the sides, there’s another set of Italian-themed strips and a personal race number of the client’s liking.

    A matte black S-duct and carbon-fibre rear spoiler and vent surrounds are also part of the personalisation touches to the exterior. Only four colours – Rosso Corsa, Blu Tour De France, Nero Daytona and Argento Nürburgring – will be offered for this model, all of which are inspired by the world of motorsport.

    Moving inside, there’s plenty of black Alcantara on display, including on the seats that incorporates the Italian flag on the backrest. More Italian colours are applied on the edge of the gearshift paddles and floor mats – the latter is made of a special technical fabric just like the rest of the carpeting.

    To make sure each customer feels special, the race number on the car’s flanks is present on the base of the steering wheel and there’s an exclusive identification plate as well. All the carbon-fibre trim parts come with a matte finish and the carbon sill trim gets a ‘Tailor Made’ logo.

    No mechanical changes here, as the 3.9 litre twin turbo V8 continues to produce 720 PS (710 hp) at 8,000 rpm and 770 Nm of torque. The 2018 International Engine of the Year award winner is good for a 0-100 km/h time of just 2.85 seconds and a top speed exceeding 340 km/h.

    A liveried-up 488 Pista certainly sounds like an interesting prospect but there’s a big catch – only customers involved in the company’s motorsport programmes are allowed to buy them. So, if you want one, you’ll need to sign up for any of the Corse Clienti programmes (Challenge, XX, F1 Clienti) first.

     
  • Special number plates cost government nearly RM20 million in lost revenue for each series – Loke

    The government’s decision to halt the practice of allowing non-governmental organisations to sell special number plates is to ensure that revenue goes into the right stream, according to transport minister Anthony Loke. He said that the losses incurred with the practice was difficult to ascertain.

    “It is difficult for me to estimate the leakages. A successful NGO would only have to pay the government RM1 million to get the plate, but the resale value could be roughly RM20 million per plate, so that itself is a huge loss of revenue to the government,” he said in an interview with The Star.

    Responding to transportation-related questions in the interview, Loke said that despite the cancellation of the MRT3 project, the government was still committed to public transport, and that there will be continued development on that front even if there was a new national car in the mix.

    “The new national car project will be further communicated by the prime minister. As far as the ministry is concerned, we are still committed to public transport. I don’t see it as a zero-sum game, in that if there is a national car we will not invest in public transport,” he explained.

    “Although the government has cancelled MRT3 for now, we still want to increase connectivity with the MRT1 and MRT2. We need to invest more on public transport, and the MRT must be integrated with the transit bus system for better service areas near the stations,” he added.

    Loke said that the government hopes to address the lack of seamless public transport beyond the Klang Valley, stating that the more practical method of improving service in these areas will be by having more buses on the road. He added that he is planning a complete review of the country’s public transport system to find appropriate solutions.

    As for the East Coast Rail Link (ECRL), he said that a decision should be made soon on whether the project would continue or be deferred. “The ECRL is still subject to review, with the economic affairs ministry looking into it. There is no final decision as yet, as they are still looking at factors like cost and other implications. As of now, we just have to wait for the review. I’m not sure how long it will take but a decision should be announced soon,” he explained.

     
 

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