New Audi Q7 launched in Malaysia

By Dr Long

The New Audi Q7 was launched at Euromobil’s Audi Hangar in Glenmarie, Malaysia on 24th May 2007. In unveiling this new luxury SUV, Euromobil Chairman likened this new Audi to be “a unique combination of sportiness and ruggedness crossed with luxury and comfort”. Datuk Syed Hisham Syed Wazir also quipped that the Q7 will “appeal to a niche group of customers who value exclusive character and class”.

“Q” stands for an entirely new model line; in the same vein as Audi’s A, S and RS nomenclature. The alphabet “Q” also refers to Audi’s famous “quattro” permanent four-wheel-drive. Meanwhile, the suffix “7” indicates that the model lies between the A6 and the A8 in the Audi automobiles range. Above it all, the Audi Q7 embodies sporty on-road character as well as off-road capabilities.

Conceptualized as a functional Audi Pikes Peak Quattro concept, it eventually became the Audi Q7 which debuted at the Frankfurt Motorshow 2005. The Audi Q7 has garnered two international awards in the motoring world. The first is the “Golden Steering Wheel” award for the best new car of the year 2005 from a German Sunday newspaper. The second was awarded through a reader survey by a leading German SUV publication as the “Four-Wheel-Drive Car of the Year 2006”.

The Q7 incorporates the latest-generation Adaptive Air Suspension – a combination of air suspension and electronically controlled damping system – resulting in a perfect synthesis of sporty handling and supple ride comfort. For those who like to vary their drive experience, they can select either ‘Dynamic’ setting for a harder, sportier drive or ‘Comfort’ for a smoother ride. For the less initiated, he or she may just dial-in ‘Auto’ setting via Audi’s MMI interface.

Two variants of the new Audi Q7 are available through Euromobil and its dealers. The 3.0 V6 TDI punches out 233bhp at 4000rpm and 500Nm from 1750 – 2750rpm. The petrol-powered 4.2 V8 FSI is capable of 350bhp at 6800rpm and 440Nm at 3500rpm. Audi Q7 3.0 TDI retails at RM580,200 while the flagship 4.2L V8 FSI is tagged at RM750,200. All prices quoted are for 5-seater versions, on-the-road without insurance.

Full press release below:

Audi Q7: The performance SUV

Sportiness and power
The new Audi Q7 sets new standards in the sport utility vehicle (SUV) segment. It ingeniously combines sportiness and versatility, sophisticated technology and the luxury of a premium-class vehicle. On the road it excels with sporty driving performance and dynamism; off-road its uncompromising propulsion is dazzling. The Audi Q7 is the performance SUV from the creator of quattro.

The very design epitomises the character of the Audi Q7. The broad, fluent curve of the roof and the distinctive high lateral body surface in relation to the flat window area reflect the characteristic dynamism of the brand. The pronounced tapering of the front section and the powerful rear end with its sharply sloping D-pillars fashioned in a coupe-like silhouette. Other typical elements of the Audi formal idiom are the shoulder line and the dynamic line, which define the side section. The paintwork option of two contrasting colours – Silver, matt and Platinum Grey, matt – creates an elegant look. Eleven basic colours are available.

Body design
The Audi Q7 measures 5,086 millimetres in length and has a wheelbase of 3,002 mm. These dimensions give it the lead in the SUV contest. Some 1,983 mm wide and 1,737 mm high, it provides incomparable spaciousness for its passengers. It also offers a new dimension in versatility: no less than 28 seating and loading configurations are possible in the Audi Q7.

Up to seven people can be accommodated in three rows of seats. The seats in the second row can be individually adjusted for fore/aft movement if desired; here passengers will find the longest legroom in this class. Both rear seat rows can be folded flat to provide a luggage area of 2,035 litres if required, without the seats having to be removed. As a 5-seater version the Audi Q7 boasts a load capacity of 775 litres – the best in its class. The 6-seater is fitted with two luxurious individual seats in the second row.

Engine range

When the Audi Q7 is launched, customers will have the choice of two powerful engines: the new 4.2-litre V8 with FSI petrol direct injection develops 257 kW (350 bhp) and achieves a maximum torque of 440 Newton-metres, available at 3,500 rpm.

The 3.0 TDI six-cylinder engine uses a latest-generation common rail injection system with piezo inline injectors. In this way it combines its high performance of 171 kW (233 bhp) and powerful torque of 500 Nm – available from just 1,750 rpm – with high refinement and excellent economy.
Also new is the 3.6-litre FSI, a V6 petrol engine, developing 206 kW/280 bhp and 360 Nm of torque, the latter remaining constant from 2,500 to 5,000 rpm. This engine can be ordered for the Audi Q7 starting from the second half of the year. Power transmission for all three engine versions comes from a 6-speed tiptronic with manual shift option.

For the Audi Q7 to be equipped as standard with quattro permanent four-wheel drive is naturally a matter of honour. Its centre differential conveys power to all four wheels – both on-road and off-road. With its immediate demand-based distribution of torque, quattro technology provides maximum traction and lateral stability – the prerequisites for optimum driving dynamics and motoring safety. This drive concept has proven its qualities for more than 25 years: over two million production Audi models have left the assembly line with this technology and countless victories have been notched up on the racetrack and in rallies by virtue of this system.

Like the Audi RS 4 and the Audi S8, the Audi Q7 features the latest-generation self-locking differential with asymmetric/dynamic torque split. The standard split between front and rear axle is 40 : 60. Also thanks to virtually balanced axle load distribution, this technology engenders slightly sporty, tail-heavy characteristics, even better agility and steering precision that remains practically free of torque steer.

Suspension

The chassis of the Audi Q7 excels with its sophisticated all-round qualities. All four wheels are suspended independently in an elaborate double wishbone construction. Most of the axle components are made of aluminium. The steel-spring suspension and twin-tube shock absorbers are designed for sporty driving and superior comfort, even off-road. The tilted position of the rear spring and shock absorber unit reduces overall height and creates more room at the rear.

The Audi Q7 is equipped as standard with 235/60 tyres on 18-inch alloy wheels; tyres on the 4.2 FSI are 255/55 in size. All versions of the performance SUV can be fitted optionally with 19-inch or 20-inch wheels.

The electronic stabilisation program ESP includes numerous new functions. One of these is hill descent assist, an additional special off-road mode that optimises brake performance and traction especially on loose ground. Last but not least, if the Audi Q7 is fitted with the optional towing bracket, the trailer stabilisation system reduces the risk of a fishtailing trailer by means of targeted brake intervention.

Available as an option is adaptive air suspension. The combination of air suspension and an electronically controlled damping system represents the perfect synthesis of sporty handling and supreme ride comfort. The standard dynamic roll stabilisation system reduces body sway about the longitudinal axis to a minimum.

With adaptive air suspension ground clearance is variable, starting at 180 millimetres and extending to 240 mm in lift mode. The off-road mode, with 205 mm ground clearance and suitably adapted damper control, allows travel on challenging terrain. The loading sill has a particularly convenient feature: it can be lowered to enable heavy objects to be loaded effortlessly into the luggage area.

Operation and assistance systems

High-tech components in the new Audi Q7 are by no means restricted to drivetrain and suspension – they also feature in the controls. The Audi Q7 is equipped as standard with the innovative MMI operating concept – much praised on the A8 and A6. It can be extended in two stages to include a variety of additional functions.

A number of innovative driver assistance systems, introduced for the first time in standard production, are available on request. These include Audi side assist with radar technology for lane-changing manoeuvres, the Audi parking system advanced with optical and acoustic guidance and rear-view camera and the latest-generation Audi cruise control with braking guard, which decelerates the Audi Q7 and brings it to a standstill if required.

Full Test Drive: Lexus GS 300

By Dr Long

With the debut of LS 400 in 1989, Lexus is one luxury brand that has come a long way, despite being a relatively young marque. After all, its parent company, Toyota Motor Corporation is the most successful company in automotive history, toppling even General Motors (GM) for the top spot in sales for 1Q 2007. More significantly, Lexus is North America’s best-selling line of luxury vehicles and has topped J.D. Power and Associates Vehicle Dependability Study (VDS) for 11 years running.

So, how does the new GS 300 measure up? Into its third generation - the first GS was introduced in 1993 - this luxury saloon looks every bit able to live up to the badge it wears.

Click on images to enlarge

Interior/Exterior:

Taking a leaf from Lexus’ current L-finesse design philosophy, the GS 300 has a swooping roofline running seamlessly into a very sloping rear screen. Even the A-pillar is bent with an arc, blending into the roof. The broad-shouldered flanks are muscular, plus a sweeping belt line conveys fluid dynamism. It is the frontal visage that is most imposing, what more with the chromed highlights of its grille and headlight frames. These elements contrasted very elegantly with our metallic black test car.

Interiorly, there’s little to fault. The GS 300 is loaded with technology gadgets, like the touch-screen EMV System, Smart (keyless) Entry System and upscale amenities e.g. the mind-blowing Mark Levinson 14-speaker AV system. However, this ICE-system LCD screen will not display video while car is on the move i.e. the parking brake is released. While this is thoughtful and in the interest of safety, we reckon this is well executed if this GS has one or two additional LCD screens for the rear passengers. There are none mounted behind both front headrests. It is redundant to have to watch DVDs only when car is parked.

Cabin materials were typically of high quality, and everything was put together with exacting fit and precision. It offers acres of space just about everywhere including a deep boot that can swallow up two to three golf bags. Legrooms are generous at both front and back, which is better than even say, a Mercedes-Benz E-Class, afforded from an almost class-standard 2850mm wheelbase.

Switches and stalks operate with a solid-tactile feedback that feels just right. The Optitron meters housed in triple pods were clear and very bright. However, the speedometer could do with fewer scales or fonts to lessen clutter as it is not a very generously-sized dial.
Apparently there is a light sensor at the third brake light that determines these LED electro-luminence dials brightness and even clarity of its lens cover (Electronic Chromatic Device). Strangely, it is this sensor integrated into the third brake light that make it looked unnaturally high-mounted on stilts, just above the rear speakers parcel shelf. The tail lights are surprisingly non-LED items, baffling for a model from the luxury division of the Toyota group of companies.

The leather seats are comfy, soft yet supportive and fully electric with memory, offering 10-ways adjustment for the driver and eight for the front passenger. Both are ventilated too with twin in-built blowing fans each. Cool. The front seat central sliding console which slides open two-layers in succession is very clever and well executed, even better than the E-Class.
The dual-zone climate control proved very effective in our hot climate. Even at full blast, the AC blowers were pleasantly quiet, unlike its German competitors. Hats off to the Japanese in-car cooling system!

Engine/Transmission

This luxury sports sedan draws power from a 3.0L V6 engine (3GR-FE) with Dual VVT-i (variable valve timing on both intake and exhaust side). The all-aluminium powerplant is capable of 228bhp at 6,200rpm and 300Nm at 4,400rpm. Torque is transmitted to the rear wheels via a 6-speed Super ECT auto ‘box. Idling of the quad-cam V6 is so silent and vibration-free that it begs you to check the rev counter just to see that it is fired-up!

First Drive Impression

The Lexus engineers must have slapped on abundant of sound-absorbent and insulating materials while constructing the GS 300. It is ‘eerily’ silent in the cabin, with only the occasional high-pitched exhaust note of a passing ‘kap-chai’ and some road noise from the standard tyres. Then again, maybe it was so silent that we are ‘targeting’ the incessant droning noise from the rolling wheels, especially at cruising speed. With a co-efficient of drag at a low 0.27, the GS 300 slices through the atmosphere with hardly any wind noise.

Driving a bigger capacity car is always a more laid-back and relaxing experience. The GS 300 is no exception. With 300 Nm of torque available and 90% of it on tap from just 2,200rpm onwards, low speed tractability e.g. in city traffic is excellent. Should your right foot become heavier, this 1.6tonne vehicle will still sprint away at a moment’s notice. As expected, we have managed to clock 7.8seconds for the century sprint. Power delivery is just so refined, smooth and quiet throughout the rev range. Flick the gear lever to the right and you are into ‘S’ mode. This enables more spirited driving with only 4 gears, while still in automatic. Hereafter, nudging the lever backwards brings about smooth downshift of cogs, while manual up-shift is by forward motion with quick engagement into higher gears. Splendid.

Ride is mostly supple even over poor road conditions, with the suspension only caught a little too soft at higher speed over undulating surfaces. A tad more tautness and quicker incisiveness in suspension rebound-control would be better appreciated. Due to the slightly ‘softer and busier’ rebound damping tendencies, the car was a wee bit unsettled (vertically) at highway speed. Elsewhere, body roll and forward/rearward pitching movements were well tamed by the dampers.

On winding roads, grip and tracking stability were confidence inspiring. Be courteous with the throttle and smooth with the rack input, the GS tackles most bends faithfully. Should you be a little too ambitious and lose it into an apex, Lexus’ VSC (Vehicle Stability Control) will rein you back to safety. Having said that, the Electric Power Steering (EPS) still felt a little numb and light for keen drivers, even though it does weigh up considerably at highway cruise. Maybe a set of wider or uprated tyres would liven things up a notch or two.

Having noticed that all brake rotors are ventilated and of decent sizes (17” front and 16” rear), this is where this Japanese luxury marque upped the Teutonic stalwarts at their game. These ABS+EBD+BA items are very biting, fade-free and great to modulate even at high speed.

Conclusion

In the company of the Mercedes-Benz E280, BMW 530i and Audi A6 3.0 FSI, the GS 300 is never caught wanting in specifications, features and performance. The exterior styling while sporty gets a thumb-up for classy presence too. It is spacious, comfortable and drives well. Add in an outstanding reliability record plus impeccable sales and after-sales service standards and it's no surprise all three generations of the GS 300 proved popular with motoring community the world over. For those looking for something different and perhaps just a little less flashy, the Lexus GS 300 is a real probable choice.

Specifications:

Lexus GS 300

Engine: 2,995cc V6, 24-valve, Dual VVT-i
Max power: 228bhp @ 6,200rpm
Max torque: 300Nm @ 4,400rpm
Transmission: 6-Speed Super ECT with AI-Shift
Acceleration: 0 - 100km/h: 7.8secs (as tested)
Top speed: 235 km/h (claimed)
Features: ABS, EBD, BA, VSC, TRC, EPS, HID Headlamps with Adaptive Front Lighting (active cornering light), 10 SRS Airbags, LED cabin/wing mirror illumination, Dual Front Ventilated Seats, Smart Key Access.
Price: RM403,000 OTR w/o insurance

What we like: Built quality, fit and finish. NVH refinements. AV system. Smooth, silent and powerful V6.
What we wish for: More tautness and control in suspension rebound damping. LED brake lights. Lesser road noise.
Verdict: Watch out Audi, BMW and Mercedes-Benz.

*The report was published in New Sunday Times - Car.Bikes.Trucks (CBT) on 6th April 2007.

New 2008 Lexus LX 570

By Dr Long

Replacing the brawny-looking LX 470, the even-bulkier new LX 570 was unveiled for the North American market recently. With a larger 5.7L V8 and a new sequential 6-speed Auto 'box, this new Lexus luxury SUV promises more power and torque, with emphasis on enhanced off-road capability. A new feature called Crawl Control plus Multi-Terrain ABS ensure proper throttle control and stable composure over rough and uneven off-road paths.

Larger in all dimensions, this new Lexus SUV promises more space, comfort, safety features, luxury amenities and driving pleasure.

The smart and neat-looking 5.7L V8 (as pictured above) is capable of a punchy 381hp and 542Nm worth of torque. Rest assured these figures are more than adequate to drive those monstrous 20-inch wheels all around, via permanent 4WD.

Owing to the sky-high taxes at all levels for a big capacity SUV like the LX 570, it is unlikely that Lexus Malaysia will park one of these (ex-stock) at their flagship showroom floor in Mutiara Damansara, PJ. However, one may spot that occasional few units a couple of years down the road, as reconditioned parellel imports from Japan.

Shootout: Mercedes-Benz E200K vs E200K!

By Dr Long

At one glance, nothing seemed to have drastically changed with the New Generation E200K. After all the basic body structure and metal sheets are retained. The Germans are also well known to preserve the ‘integrity’ of their pre-FL models in order to maintain their resale desirability and hence residual value.

However, it is realized soon enough that the trademark Mercedes grille is more pronounced, bolder and has a sharper profile. Though more imposing with a larger meshed surface, this is one redesign exercise which can split opinions. So is the fussier contoured front bumper with a sharp beak in tandem. Chromed rubbing strips are more flushed with the redesigned bumpers – especially noted as one uninterrupted horizontal piece at the rear. Rear number plate chrome garnish and redesigned tail lamps are subtle but still telling of an update. Conversely, the third brake light is composed of (lesser in numbers?) LEDs in punctuated sequence now.

Headlights are more distinctive now with triple louvres in the signal repeater section. Visually more refreshing with an added ‘alertness’ to its big eyes. At night, this upper section gets lighted up as well, thanks to the internal refraction afforded by those louvres. Previously the main beam headlight looks a little droopy at night.

Interiorly, the driving wheel has been nicked from the CLS-Class with better (more tactile) on-steering multifunction buttons. Floor mats are now fine velour type, in–cabin colour schemes of a more distinct two-tone while the key-fob is of the premium Designo-type as standard. The gear lever/knob is more sporty and youthful in appearance now.

Engine:

While the M271 4-cylinder 1.8L engine is carried over, it is now an all-aluminium block with improved supercharging and a remapped ECU. Power output is boosted to 184hp @ 5,500rpm (163hp @ 6,000rpm previously) and torque is now a useable extra 10Nm to 250Nm @ 3,000 – 4,000rpm.
With the tester having done in excess of 5000kms on the odometer, the engine was pleasantly smoother and slightly more willing than the ‘older’ pre-FL motor. While the extra horses could be felt on the motorway, it is the lesser Kompressor “lag” that impressed me. This uprated powerplant pulls convincingly from around 2,000rpm onwards versus circa 2,500rpm before.

Throttle response is also marginally better, ensuring its associated powerband kicking in sooner, making this facelift model more tractable at low speed.
On the outside, the Kompressor scrolling ‘noise’ at idle is lesser now (perhaps it was still new?) but a definite change is the lower frequency (bassy) exhaust note plus its stronger waste gas blow, both also at idling.

Gearbox:

No differences noted since the same 5 A/T ‘box is retained.

Performance:

0-100km/h: 9.3secs (as tested, average)
Top speed: 225km/h (claimed)

Steering:

The recalibrated rack feels lighter at parking speed. Maybe it was due to skimpy OE Goodyear 16” tyres. It has sharper turn-in into corners but didn't feel exceedingly quicker, even though lock-to-lock turns are lesser now. Feedback more or less the same as before but I am pretty sure things would improve considerably with upsized imported rubbers.

Brakes:

SBC has been tossed out in favour of a less advanced but allegedly more reliable Adaptive Brakes. Pedal has a relatively loose feel to things now but modulation is still good. Effective as well as reassuring stopping power. No more SBC pump groaning away in the engine bay.

Road-holding/Handling:

Fluid handling into bends with sharper steering response. Tracks cornering line more faithfully now, with lesser tendency to understeer – nice! Car feels similarly planted as before at highway speed as its ‘predecessor’. Lane change was a little wobbly –a wee bit like on stilts - at the wheels, likely those puny and noisy NCT5s at fault.

Ride:

Just as comfortable with smooth wafting over poor road surfaces. Even at slow speed, ride quality remains calm and composed. This is undeniably an MB’s forte through the generations.
However, ride height is lower now with notably lesser wheel arch clearance at the rear. I reckoned this is E-Class Avantgarde (non-Airmatic) suspension having trickled down to the facelift Elegance model now. Strongly hinted by the fact that the suspension (especially at front) has that strange clunking sound over road humps, especially during those marginally quicker glides.

Fuel consumption:

Based on the trip computer data, the FL version seemed significantly thirstier, albeit the better torque spread for a hilly B-road drive makes it justifiable. It recorded an FC figure of 14.5L/100km vs 10.5L/100km. But then again, maybe the winding road test drive was more spirited and all. On the highways though, fuel consumption remains unchanged averaging 9.5L/100km, similar as the pre-FL model.

Instruments and control:

The stalked wing mirrors has a wider field of vision now, though aesthetically much like an after-thought, being mounted on the ‘old’ door/window frame. Still lacks that seemingly premium (at least in Teutonic list of standard equipments) feature of foldable wing mirrors – so baffling! Auto-dimming function still missing from the left rear-view mirror.

Turn signal stalk has a more tactile – firmer springing action - feel on flicking.

Rotary headlamps switch now placed in a contrasting black patch, instead of following dashboard tone.

Equipment:

No extras compared to the previous model. In fact, it has lost fully auto-electric-with-memory seat for the front passenger. Absence of HIDs headlights is equally disappointing for a car asking for RM350K, especially when an entry level junior exec from BMW camp has bi-Xenons! What’s the story here DCM?

Also, where is that anterior-most piece of engine cover (the engine now looks like the previous C180K Classic's) ?

Safety:

List of acronyms like ABS, BAS, ESP, Neck-PRO, Pre-SAFE, 6 SRS Airbags says it all.

Quality:

Though CKD, the E200K FL built, paint and finishings acceptable.

Value:

Definitely better value now with an improved engine, retuned suspension, sharper rack.
Kit count could be better.
Still pricey for a mid-sized executive saloon but solid 3-pointed star image of prestige and luxury unshakeable.

Key changes of the E200K Facelift:

Interior updates:

Comparison of changes:

In conclusion, the E200K FL is definitely a worthy consideration for those looking for a capable all-rounder of a luxury executive saloon. It will carry the 3-pointed star torch well lit – seeing that it has a claimed 2,000 parts improved or changed – up until its full model replacement (W212) in 2009.

Test car courtesy of Cycle & Carriage Bintang (CCB).

CCB Petaling Jaya
Lot 19, Jalan 51A/219, Federal Highway
46100 Petaling Jaya, Selangor.
Tel: +603 7872 8000
Fax: +603 7872 8001

CCB Mutiara Damansara
No 16, Jalan PJU 7/5, Mutiara Damansara,
47800 Petaling Jaya.
Tel: +603 7727 3213
Fax: +603 7727 2732

CCB Ampang
Ground Floor-A, Regal House,
No 1, Jalan U-Thant,
55000 Kuala Lumpur.
Tel: +603 2144 9999
Fax: +603 2144 9944

For a complete list of CCB branches in Malaysia, go to www.ccb.mercedes-benz.com.my