The Audi e-tron 55 quattro is a premium SUV that is 100-per cent electrically-powered, and is priced at Bt5.099 million.

More than 20,000 e-trons have been sold worldwide since its launch in the United States last year, and the German luxury carmaker wants to increase the markets where the new model is sold.

“The new model will be introduced in more new markets including Thailand, which is a high-potential market for EVs with high growth trends,” said Alexander von Waldenberg Dresel, Audi AG’s director for Southeast Asia, Taiwan and India.

“We are confident that the launch of the Audi e-tron 100-per-cent electric premium SUV in Thailand will help bring an important change to the Thai automobile industry, which is moving towards becoming an electric vehicle society.

We take this opportunity to thank the Thai government for its support for EV use in an effort to lower the effects on the environment in Thailand,” he said.

The e-tron has an operating range of 417 kilometres on a single charge.

Krisada Lamsam, president and CEO of Audi Thailand, said, “The launch of the Audi e-tron will create a new trend in the premium car market, whether in terms of its performance, design and technology that answers to the lifestyle |and requirements of the customer.”

Krisada said the arrival of the new model also marks an important milestone in |the move towards the development of the “Smart City” concept.

“Today we are ready for the change to sustainability by wasting no time in introducing EV technology into Thailand, as well as creating a historic cooperation with real estate giant Sansiri PCL, which has had a strong vision in terms of sustainability and responsibility to the environment throughout the years, in the ‘Dare to Change’ project. In a move to raise the level of its ‘green ecosystem’, Sansiri will |use Audi e-tron vehicles as part of its company car fleet,” he said.

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Apichart Chutrakul, vice chairman of Sansiri, said, “Sansiri and Audi Thailand is aware of the level of pollution in the world today.

With similar ‘green mission’ visions, we have joined hands in a cooperation that will create a big change that could become world-level, starting with using the fully-electric Audi e-tron in our organisation.

This will help reflect the DNA of our organisation, which is a determined and hands-on one, not just at the policy |level.

“This is also the first time that two industries – real estate and automobile – have joined hands to support the ‘green ecosystem’ and make a difference.”

The Mazda MX-5, the world’s best-selling open-top sports car, has long been the symbol for fun and freedom, and the fourth generation now comes with a Retractable Fastback (RF) version.

In Thailand the fourth-gen MX-5 was introduced back in 2016 with the soft top version, which was replaced by the RF last year.

Mazda says that there are few customers for the canvas-back MX-5 as customers prefer the RF, which opens and closes within 13 seconds (unfortunately only at speeds not over 10km/h).

The electrically powered retractable hardtop consists of front-, middle- and rear-roof sections and the rear window glass panel. When open, the rear roof remains on the body while the other parts are stowed neatly in the space behind the seats.

Apart from the roof, there’s not much difference when compared to the ragtop, except for the transmission.

While the soft top was offered only with automatic transmission, the RF now has a manual gearbox version as well. It turns out that there have been customer requests for the manual, which shows that there are still people out there who enjoy driving the classic way.

So when distributor Mazda Sales (Thailand) Co Ltd organised a test drive for the MX-5 RF from Bangkok to Kanchanaburi last week, I pounced on the six-speed manual version, leaving others surprised as they prefer the lazy automatic.

Compared to the older-generation MX-5, the current model offers the highest level of refinement, both in terms of design as well as handling. It’s nowhere as raw as the first-gen car, but this would help make it appeal to a wider group of audience. After all, not all MX-5 owners are driving experts.

The MX-5 is a tiny sports car measuring 3.9 metres in length, and you must see the real thing to realise how small it is. Nevertheless the new model is larger inside, and tall/large occupants have nothing to complain about except for the pedal positioning. There’s not much space in the trunk either – we couldn’t fit golf bags in there.

In the manual version, there isn’t enough space to put all three pedals in a linear fashion, and the driver finds them positioned towards to right side. This means the clutch is located where the brake pedal used to be and the accelerator is further right next to the front right wheel. The seats are positioned close to the ground, and getting in and out may require a small push for elders like me. Steering wheel position is better, since the telescoping reach adjustment has been added.

It takes a little time to get used to the driving position in the MX-5, but once you’re through, it’s time to rock and roll.

The 2.0-litre SKYACTIV engine has been tweaked to pump out 184 horsepower (up dramatically from 160 horsepower in the previous model) and 205 Nm (up from 200Nm), and the engine revs up to 7,500 (compared to 6,800rpm) for maximum excitement.

The six-speed manual gearbox is a little tough at low speeds and you need to shift rather slowly. But accelerate and keep the revs up high, and shifting becomes much slicker and quicker.

The gear ratio is super direct (1:1 in sixth gear) and the throttle is super lively. Whenever you apply pressure to the gas pedal the car responds without hesitation.

The only setback for me was the engine sound, which was pretty much boring like the standard Mazda3. A roadster like the MX-5, in my opinion, deserves a much sportier and livelier note that this. They should even have retarded combustion for engine backfires during gear changes like European sports cars – I think that’ll be fun.

Meanwhile, what is still strong, though, is the driving performance.

The weight distribution, steering precision and chassis of the MX-5 teams up to produce an addictive driving character. The car feels light and agile, giving the driver loads of confidence. The steering provides a direct feel, and the 205/45 sports tyres on 17-inch black metallic wheels offer plenty of grip without much relaying much harshness from the road.

Take it to the track and the MX-5 can deliver thrills too. It is not difficult to get the rear wheels sliding, but more impressive is how easily the driver can catch the oversteer and get the car back into a straight line.

The suspension also takes up shock and vibration better than older models, offering a higher level of ride comfort. At cruising speeds, you can hardly hear the engine running – the hardtop also contributes to a quitter cabin.

Apart from the usual packaging, there are also a few new safety features such as Smart City Brake Support (automatic braking from 4-80km/h) and Driver Attention Alert.

The Mazda MX-5 RF, priced at Bt2.89 million, has a few competitors in its price range, such as the Subaru BRZ and Toyota 86 (and even the Audi TT that’s priced not far above), but there’s always that strange aura with the Mazda that makes a strong following.

Mazda MX-5 RF 2.0 6MT specs

Engine: 4-cylinder DOHC 16-valve

Displacement: 1,998cc

Bore and stroke: 83.5×91.2mm

Compression ratio: 13.0:1

Max power: 184ps/7,000rpm

Max torque: 205Nm/4,000rpm

Transmission: manual

Ratio: 5.087/2.991/2.035/1.594/1,286/1.000

Final drive ratio: 2.866

Average fuel economy: 14.9km/litre

City: 11.7km/litre

Highway: 17.8km/litre

Average CO2: 158g/km

Suspension (f/r): double wishbone/multi-link

Steering: powered rack-and-pinion

Turning circle: 9.4 metres

Brakes (f/r): vented disc/disc

Dimensions (mm)

Length: 3,915

Width: 1,735

Height: 1,235

Wheelbase: 2,310

Track (f/r): 1,495/1,505

Weight: 1,113 kgs

Wheels: 17-inch alloys

Tyres: 205/45 ZR17

Fuel tank capacity: 45 litres

Price: Bt2.89 million

Distributor: Mazda Sales (Thailand) Co Ltd

Toyota is hoping that the new Camry Hybrid will draw a good number of customers thanks to its packaging overhaul.

The 2.5 HV Premium hybrid, priced at Bt1.799 million, is the top Camry model in Thailand and brings to mind Lexus, Toyota’s luxury brand. And then there is also choice between the 2.5-litre (Bt1.539 million) and 2.0-litre (Bt1.445 million) powerhouses.

The 2018 Camry boasts large body dimensions, at 4,885 millimetres in length and 1,844mm in width. The wheelbase is 2,825mm (50mm longer than the previous model) and the car runs on 215/55 tires on 17-inch alloy wheels.

While the exterior design may appear provoking, with its unnaturally huge front grille and muscular dimensions, the interior is furnished with high-quality genuine leather upholstery along with artificial leather, powered front seats with memory for the driver’s seat and steering positions.

The larger dimensions result in a larger cabin both front and rear, while the seats are comfortable too. The cabin is the total opposite of the previous model, which wasn’t so flashy. And that’s something you would expect from Toyota. But with the new Camry, the thinking has changed much – it just reminds me of the Lexus ES300 (which actually shares the same TNGA platform).

While the Lexus gets a Mark Levinson sound system, the Camry gets a JBL DVD with navigation system, eight-inch touch screen and nine speakers (including subwoofer), as well as T-Connect Telematics that connect easily. There is one USB port in front and two at the rear.

The driver gets a head-up display on the windshield and there’s a full package of smart safety systems including blind-spot monitor and rear cross-traffic alert, auto high beam and lane departure alert. There’s also a dynamic radar cruise control that slows down or speeds up depending on the vehicle in front.

It’s a pity that Toyota hasn’t decided to offer a plug-in version of its hybrid products. The Camry gets into pure EV mode occasionally, for example after pressing the start button, but the nickel metal hydride battery’s capacity isn’t large enough to cover long distances. Nevertheless, the fuel economy is pretty good since it’s a hybrid – Toyota claims it can achieve an average of 25km/litre in combined city and highway driving mode.

The efficient 2.5 gasoline engine in the Camry Hybrid pumps out 178 horsepower and 221Nm, while the electric motor is capable of producing another 88 horsepower and 202Nm (though the combined engine and motor output is limited to 211 horsepower). When that happens, the Camry was able to raise eyebrows with its powerful straight-line acceleration, and it gets even better when the sport button is pushed. The stepless E-CVT (Electronic Continuously Variable Transmission) is silky smooth and gives the Camry Hybrid a cultured performance.

Despite the powerful acceleration, the hybrid is 100 kilograms heavier than the 2.5-litre version, and the driver will easily feel the added weight during cornering. Make a normal U-turn and you can feel it’s a pretty heavy car.

On the other hand, the Camry 2.5G (which I also drove after the hybrid) has a better weight balance and cuts through corners easily. But even in sport mode, the power and response is incomparable to the hybrid when both the engine and motor is going full rev.

The steering isn’t too sharp, but offers decent precision and weight. The brakes, meanwhile, have and improved feel although it still takes some getting used to due to the energy regenerative system that turns deceleration forces into electric energy.

After a few days of driving both the Toyota Camry 2.5HV Hybrid and the 2.5G, it was the hybrid that offered a better and more complete package even with the higher pricing.

Toyota Camry 2.5 HV Premium specs

Engine: 4-cylinder DOHC 16-valve

Displacement: 2,487cc

Bore and stroke: 87x103mm

Compression ratio: 14.0:1

Max power: 178ps/5,700rpm

Max torque: 221Nm/3,600-5,200rpm

Motor Generator: Permanent Magnet Synchronous Motor

Hybrid Main Battery: Nickel Metal Hydride

Capacity: 6.5 A/hr

Max power: 88ps

Max torque: 202Nm

Combined engine and motor max power: 211ps

Transmission: E-CVT (Electronically-controlled Continuously Variable Transmission)

Final drive ratio: 3.193

Average fuel economy: 25km/litre

Average CO2: 92g/km

Suspension (f/r): McPherson strut/double wishbone

Steering: powered rack-and-pinion

Turning circle: n/a

Brakes (f/r): vented disc/disc

Dimensions (mm)

Length: 4,885

Width: 1,840

Height: 1,445

Wheelbase: 2,825

Track (f/r): n/a

Weight: 1,650kg

Wheels: 17-inch alloys

Tyres: 215/55 R17

Fuel tank capacity: 50 litres

Price: Bt1.799 million

Distributor: Toyota Motor Thailand Co Ltd

The British carmaker, which is owned by China’s SAIC Motors, entered Thailand in 2014 by teaming up with the strong CP Group in local assembly and distribution, and has been able to grow sales dramatically thanks to products with highly attractive pricing and trendy features.

Pongsak Lertruedeewattanavong, vice president of MG Sales (Thailand) Co Ltd, has been with the company since the startup stage, and has played a pivotal role in elevating the status of the MG brand in Thailand into a household name.

Since his graduation from Srinakarinwirot University, Pongsak first worked mainly in advertising, including a stint as marketing communications executive at Kodak (Thailand).

The 58-year-old soft-spoken executive entered the automotive world as marketing manager of Benz Thonglor, one of the top Mercedes-Benz dealerships in Thailand.

But the first big move took place in 1997, when he joined Honda Cars (Thailand) Co Ltd, the distributor of Honda cars in Thailand, as assistant manager.

“When I first joined Honda I wanted to work in sales, but due to the Tom Yum Kung financial crisis, they didn’t need so many people in sales. So I changed to product planning and stayed there for a long time, before moving over to PR and finally sales,” he says.

In mid-2014 Pongsak made an important decision – leaving the well-established Honda distributorship (which later took on the name of Honda Automobiles (Thailand) Co Ltd) to set up a new and not well-known brand like MG.

“At that time I was approaching my retirement age at Honda (which was 55) and I received a call from CP to join the MG project,” Pongsak recalls.

It was a rather boring time in his career at Honda, with a lot of routine work that was not exciting.

“I wanted something challenging and decided to come to MG,” he said. “Although MG is a smaller company, there is a larger responsibility scope for me and opportunities to use all my knowledge and experience here.”

Pongsak says that MG is a British brand and is actually not new.

“Many people think it is Chinese but MG actually has a very long heritage,” he says.

“One of our first challenges was that most people don’t know our brand and the only ones who can recall the name are very old. The job was to build a new brand in Thailand with a strong reputation.”

The first model from MG, the MG6, was not right for the Thai C-segment market dominated by the Toyota Corolla and Honda Civic, and just 200 units were sold during the first year.

It was when the MG3 was launched that MG took a big leap, as the product appealed to a wide range of buyers.

“MG is a new brand, so we must have competitive pricing. But if the price is too low, then it’s not good for business,” Pongsak stresses.

“The MG6 was a good lesson for us. So for the MG3 we made sure that it came with a very good package and pricing. It had two-tone paintwork that was unique and even a sunroof that was not usually offered in this segment.” The MG3 was so successful for the brand as it penetrated not only the B-segment but the low-priced eco-car market as well.

“SAIC Motor has done a lot to ensure that our products are competitive against Japanese, Korean, American and European brands. We have better driving performance than Japanese brands and we also offer as much technology as we can,” he says.

With more cars on the road plus more to come, more showroom and service centres are needed. MG will have 140 outlets by the end of 2019.