The transport ministry has announced that the road ban on goods-carrying vehicles will be once again put in place, this time for the upcoming 2026 Chinese New Year festive season.
The road ban will be enforced from February 14 to 15, 2026, which is prior to the Chinese New Year public holiday, and then from February 21 to 22, 2026, which is after the public holiday. This is to ensure smooth traffic flow as well as to reduce the risk of incidents throughout the festive period, the transport ministry stated.
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As before, the road ban will apply to three categories of goods-carrying vehicles, each with varying ban periods. Category 1 is a full ban for the stated dates, Category 2 vehicles are banned from 8pm to 8am, and Category 3 vehicles (mobile cranes and cement mixer trucks) are banned from 6pm to 6am within a travel distance of 25 km from their construction site, subject to permitted hours of operation on the roads involved.
Similarly, not all goods-carrying vehicles are banned during these times. Commercial vehicles not listed are permitted to use the roads as usual during this period, as are heavy vehicles and mobile cranes providing emergency services.
While public response has been muted so far, the Perodua QV-E is just the start of the national carmaker’s electrification strategy. Its first fully in-house-developed platform, developed in partnership with Austria’s Magna Steyr, is set to spawn several new models, and in an interview with Careta‘s Hezeri Samsuri, president and CEO Zainal Abidin Ahmad let slip exactly how many we can expect.
“There are certain things that we have planned not just for one model; we have planned them for future models too,” he said, talking about the QV-E’s battery leasing concept. “The platform or IP [intellectual property] for this EV is Perodua’s, and we have developed our platform for two to three forthcoming models.”
Zainal had previously already confirmed that the QV-E’s modular platform would spawn a smaller, cheaper A-segment model. The underpinnings allow for wheelbase lengths ranging from 2,550 mm (about the same as today’s Axia) to 2,700 mm (similar to a BYD Atto 3), so we could see this and a more practical SUV – one not as compromised as the low-slung QV-E – bookending Perodua’s EV range. To save costs, the cars will share much of their internal componentry, enabling a 20% commonality in tooling.
Interestingly, Zainal also confirmed that Perodua is studying the implementation of battery swapping technology for its future EVs. Such a feature would be a logical progression from the battery leasing offering the company pioneered for the QV-E and would enable users – particularly those with no access to home charging, such as those who live in condominiums – to get their cars juiced up quickly.
Zainal said there are currently a few hurdles for the company to clear first. “Right now, the issue that I am looking into is…firstly, from the aspect of homologation. Can we, for example, have a battery [from one car] in a different car at different times. This is something we are studying together with the government, with MITI and MARii.”
The other challenge is figuring out how to package the service as a compelling product. “If battery swapping [were to happen], in the future the customer…can have a full battery, go to work, and when they get back, they can go to a swapping station and change [the battery],” Zainal said. “Then the next day, they will have a full battery. They won’t have to charge. But if I want to package the whole thing as a bundle together with the whole car, how do we do that?”
This, Zainal added, is the reason why the QV-E was launched with the battery-as-a-service (BaaS) offering first, allowing Perodua to study customer data. “Will [the customer] accept it? If they don’t, is it because of the pricing? Is it because of the payments? If I have finished paying [for the car], I’d be lazy to continue paying [for the battery]. All these things are within our study.”
Perodua could take a page out of Nio, which popularised battery swapping in China. There, BaaS users get to swap their battery for a fully-charged one in just three minutes, at any of the 3,727 stations across the country – paying a swap fee and the cost to recharge their spent battery. They can even choose to change to a larger battery for longer journeys, although this will incur a higher subscription cost.
However, Perodua will have an uphill task to match the strength of Nio’s network – even if it will have to deal with a far smaller geographical area – lacking that company’s financial might and critical mass of consumers. The Chinese carmaker’s customers are also generally more well-heeled and more able to justify the various costs and fees, something the average P2 buyer likely can’t.
Zainal did go on to say that Perodua won’t be building a battery swap network alone – instead, it is looking for a partner to bear the brunt of the investment. He added that the service is being designed specifically for those living in condominiums and flats. “We could put a station [at the condo], maybe that would be an option for those people,” he said. “At the same time, those living in [landed properties] can charge as normal.”
Perodua, Zainal stressed, is looking at its EV ecosystem in a holistic manner – taking a rather direct dig at Proton and its eMas 5. “If I had put the QV-E’s price at around RM60,000 including the battery, people would say it’s a product for the masses. But we need to tell ourselves, ‘If I lived in an apartment or a flat, even if am able to buy the car, I would have problems charging it; it would become a hassle for me.’ I wouldn’t be providing a solution for those customers.”
What’s clear is that Perodua’s battery swap system will need to be a damn sight faster than what is currently possible with the QV-E. On that car, a battery change takes under 30 minutes, which is around the time it takes for it to be charged from 30 to 80% via a 60 kW DC fast charger.
Modularity may allow for applications beyond what the Perodua QV-E is right now, but one thing is for sure – there won’t be an internal combustion engine (ICE) model based on it. This was revealed by Perodua president and CEO Datuk Seri Zainal Abidin Ahmad in an interview with Careta‘s Hezeri Samsuri, in which a wide range of topics related to the automaker were discussed.
One of the questions was about the possibility of the platform being used to spawn an ICE model, not surprising given that the platform, which was developed in partnership with Magna Steyr, has been touted as being suited not just for EVs but also range extenders and hybrids.
However, Zainal said that while the platform will spin off models, there would not be a pure ICE one, as the automaker’s collaboration with Daihatsu precludes any development of a self-developed pure combustion-engined model. “It’s a bit difficult because our agreement with our partner (Daihatsu) means that for ICE, we will continue along the lines of our traditional partnership, that’s the agreement,” he said.
He did however hint of a possibility of a range extender model as the platform shapes up down the line, beyond the QV-E. “The platform as well as more than 20% of the tooling will be carried over to future models, because they are common internal parts mostly, and since it is a multiple platform, we are studying the possibility of doing an REEV,” he said.
More importantly, Perodua’s move into electrification looks set to expand its involvement with Daihatsu beyond the conventional scope. “We’ve done the EV ourselves. But we’ve gotten enquiries from them to join us in our EV development,” he said, adding that there has also been an offer from Toyota to build EV cars for them.
Zainal said that going the journey alone hasn’t been easy, especially from a cost perspective, but it is one that needed to be done. “If you ask me, the learning process is really expensive, and it’s hard for us to recover 100% of the investment, unlike how we do it with ICE cars, but I feel proud of our people that we can develop a car and that it has opened their eyes (Daihatsu and Toyota), and they’re now talking about collaboration,” he said.
A new adventure-touring motorcycle for Malaysia, the 2026 Brixton Storr 500, with a recommend retail price of RM29,888. Pricing does not include road tax, insurance and registration and there are three colour options – Black, Green and Yellow.
Included in the purchase price of the Storr 500 is touring luggage, comprising of one top box and left and right panniers. Every Storr 500 comes with a two-year or 20,000 km warranty against manufacturing defects, with genuine spare parts available for purchase online through the MForce Bike Holdings website.
The Storr 500 is powered by a parallel-twin engine, liquid-cooled with four-valves per cylinder, displacing 486 cc, and fed by Bosch EFI. Power for the Storr 500 is claimed to be 46.9 hp at 8,500 rpm with 43 m of torque at 6,750 rpm. going to the rear wheel via a six-speed gearbox and chai final drive.
Braking is done with single hydraulic disc brakes front and rear, the front disc measuring 320 mm in diameter and the rear 240 mm, with switchable two-channel ABS coming as standard equipment. This is complemented by adjustable traction control with four braking modes – with the ABS and traction control either full on or full off, and any combination thereof.
Suspension for the Storr 500 uses KYB upside-down forks in front and KYB mooshock at the back with preload adjustment. Riding information is displayed on a 7-inch TFT-LCD screen, while LED lighting is used throughout, including LED spotlights.
Riding conveniences include Bluetooth connectivity to the rider’s smartphone with incoming call notifications, voice call functions and screen mirroring, as well as compatibility with the Carbit Ride third-party app. There is also a USB charging port for the rider’s electronics.
Weight for the Storr 500 is listed at 209 kg, with 16-litres of fuel carried in the tank. Seat height is set at 830 mm, with ground clearance a generous 200 mm, giving the Storr 500 the sobriquet, “The Iron Grasshopper.”|
Still, it’s not quite something Perodua can do single-handedly. “If we’re going to export the QV-E, we would definitely need assistance – not specifically from the government or any other side, but from governments that will accept it,” president and CEO Datuk Seri Zainal Abidin Ahmad said in a Careta video interview.
“For example, say I want to export it to the Middle East – a country in the Middle East without a national car policy – and they’re interested in developing their automotive industry, and at the same time interested in establishing a factory, using our QV-E as a base. That’s how we are planning our strategy.”
The specific Middle East mention is almost too convenient for coincidence. Iran Khodro (IKCO), Turkiye’s Togg and Egypt’s Ramses (1960s) come to mind as existing examples, but can anyone think of a country there lately eager to have their own national car?
Why not Indonesia, who has wanted a national car for so long? “Indonesia is also something we want to study, but we understand that their latest (national car) partner is Chinese. We also want to go and enquire. It’s difficult to enquire directly, so we will do so through their suppliers, particularly battery suppliers,” said the president and CEO.
At last year’s Gaikindo Indonesia International Auto Show (GIIAS), we saw no fewer than three ‘national cars’ – Aletra, Polytron and i2C. The first two are the result of Chinese partnerships; i2C’s donor car has not been officially disclosed.
We’ve already revealed that the Zeekr 9X is confirmed for Malaysia, and the brand’s (and Geely Group’s) flagship model is slated to arrive as early as the end of this year. This was announced by Zeekr Malaysia’s GM Eddy Lu at a test drive event for Malaysian media and owners in Harbin, China, last week.
Besides the 9X, the carmaker had the 007 GT shooting brake and 7X SUV on duty at the winter driving event. The 7X is already on sale in Malaysia, so what about the interestingly-styled, sleek wagon-like 007 GT a.k.a. 7GT? Surely this EV was there for a reason?
Unfortunately, the 7GT can’t be confirmed yet. Zeekr Malaysia is still studying the model for our market, and of course, the model needs to have a right-hand drive (RHD) future before Malaysia can raise its hand.
“As for the 7GT, unfortunately it’s still under discussion. We will make our internal discussion, several rounds, and after that we’ll have a final decision on whether the product will be launched and what kind of spec will be offered. It’s not really just about Malaysia, but the whole RHD world. It’s quite a complicated decision to make,” Lu said.
Bear in mind that not all Zeekr models available in China will end up here. “Zeekr is not a brand that’s seeking to launch so many products, as that will confuse the customer. We want to do things properly, we want to do things smart. One of the right things we’re going to do is to launch the right product at the right timing,” Lu explained.
Unveiled in early 2025, we caught up with the 007 GT at last year’s Auto Shanghai, just after local deliveries started. A shooting brake sister to the 007 sedan, the GT also sports Zeekr’s ‘Hidden Energy’ design language. Visually, it looks like a smaller sibling of the 7X – luxury models like the 009 and 9X have their own ‘grand’ look.
Based on the Sustainabily Experience Architecture (SEA), the 7GT is 4,864 mm long and 1,900 mm wide, which is actually 77 mm longer than the 7X, although the SUV is 30 mm wider and a fair bit taller (190 mm). Some of that extra length is in the 2,925 mm wheelbase (+25 mm), with the rest in the rear overhang. The latter translates to a spacious cargo area of 645 litres, expandable to 1,737 litres with the rear seats folded.
This 800V EV has two battery options – a ‘Golden Brick’ 75 kWh lithium-iron-phosphate (LFP) unit that delivers 650 km range (on the more lenient CLTC) and a 100 kWh ‘Qilin’ nickel manganese cobalt (NMC) pack rated at 825 km CLTC. Charging times are super quick – the LFP does SoC 10% to 80% in just 10.5 minutes while the NMC tops up the same amount of juice in 15 minutes.
The 7GT’s performance is described by Zeekr as supercar-like, with a 0-100 km/h acceleration time of 2.95 seconds. Curiously, Zeekr says that the sub-3s time is for a rolling start scenario, not standing. That’s for the dual-motor AWD variant, which has 646 PS (475 kW) and 710 Nm. The single-motor RWD has 421 PS (310 kW) and 440 Nm, good for 0-100 km/h in 5.2 seconds.
The 7GT is held down by double-wishbone front suspension and a multi-link setup at the rear, with air springs and continuously controlled damping to balance handling with ride comfort. Each corner has a 19-inch wheel with 245/45 tyres or 20-inch alloys with 255/40 rubber. Powering Zeekr’s G-Pilot H7 features is a sensor suite with dual-Nvidia Orin-X SoC, lidar, high-definition cameras and millimetre-wave radars.
Inside, the 7GT comes with all the features you’d expect from a high-end Chinese EV, plus Nappa full-grain leather, ‘spa-grade’ massage settings for the seats and an infotainment system powered by a Qualcomm 8295 chipset, among other things.
The main point with this car is the unique body-style though – so, do you fancy a wagon with a sporty roofline or a regular SUV? Should the 007 GT/7GT make it to Malaysia, expect a sticker price that’s lower than the future 7X (time to put those tax-free RRPs in the past, Malaysians), all things being equal.
Vendors for Perodua are currently working hard to supply parts for the QV-E, and the national carmaker will push for sales volume after that, Zainal said. Perodua is aiming for full localisation to be achieved in June, and the full localisation of the QV-E is expected to bring cost savings. In the interview, Zainal alluded to a fully-localised QV-E price in the region of RM60k, including its battery.
While the QV-E is not only built locally, but also with 100% Malaysian research and development, the carmaker’s first EV also has “many critical items from China”, Zainal said in the interview.
Although Perodua had initially planned for a monthly production output of 500 units, the carmaker has had to delay production and limit test drive units to eight outlets handles quality issues from its new suppliers, including those from China, Zainal said.
The Perodua QV-E was launched in December 2025, priced at RM80,000 on-the-road without insurance, and the EV battery is paid for separately through a RM275 monthly subscription fee (RM297 after 8% SST).
Its first battery-electric vehicle is also its most powerful model yet, with a single front-mounted motor producing 204 PS and 285 Nm, propelling the QV-E from 0-100 km/h in a claimed 7.5 seconds, and on to a top speed of 165 km/h.
A 52.5 kWh LFP battery from CATL offers a quoted 445 km of range on the NEDC cycle, or closer to 380 km on the more realistic WLTP standard. Maximum charging rate is 60 kW DC, enabling a 30-80% recharge in 30 minutes, while up to 6.6 kW AC charging brings a 0-100% charge in eight hours.
Mercedes-Benz Malaysia (MBM) has announced the appointment of Martin Schulz as its new CEO and president, effective February 1, 2026. Schulz will also assume the role of head of Mercedes-Benz Cars Southeast Asia overseeing four key markets: Malaysia, Singapore, Thailand and Vietnam.
Schulz brings with him a wealth of experience having started his career at Mercedes-Benz in 1999. He has held CEO roles in the United Arab Emirates (UAE) and Romania in addition to over 10 years in senior management roles across Asia (Vietnam, Thailand and Korea) before that. Prior to his latest appointment, Schulz was based Stuttgart, Germany, the headquarters of Mercedes-Benz, serving in various and sales marketing functions.
She also expanded the local product portfolio, expanded the electric vehicle (EV) charging ecosystem and reinforced regional markets. Zhang will remain on the board of directors and serve as a senior adviser to the company.
Amanda Zhang
“It has been a privilege to lead Mercedes-Benz Malaysia and Singapore, and I am immensely proud of what our team has achieved together across the region. I warmly welcome Martin Schulz as he steps into this pivotal role and have full confidence in his leadership as he takes the organisation into its next phase of growth across Southeast Asia. I look forward to supporting a smooth transition and continued momentum for the business,” said Zhang.
“I am thrilled to return to Asia and join the teams in Malaysia and across the Southeast Asia region. This is a period of immense opportunities for Mercedes-Benz, and I am committed to working closely with our colleagues and valued retail partners to deliver exceptional customer experiences, products, and services, and reinforce our leadership in luxury mobility across this vibrant region,” commented Schulz
“I would like to express my sincere appreciation to Amanda and her team for their outstanding achievements, her support in ensuring a smooth transition, and her ongoing guidance on key strategic initiatives for our business in Southeast Asia,” he added.
Perodua president and CEO Datuk Seri Zainal Abidin Ahmad has told Careta in a video interview that the Bezza in its current form will soldier on until 2030 – no new model is planned for launch in the near future.
“I’ll be honest, this was actually the triggering point for (us developing our own BEV), because there were no new models to replace our aging ICE models. Now that we’ve launched the QV-E and are working on the second model, they have started to come back to us to discuss development of the new Bezza and Myvi,” Zainal said.
While not explicitly stated, “they” here most likely refers to Perodua’s partner since day one, Daihatsu, which was almost brought to a standstill by a safety scandal in 2023. “It’s just that (the discussions have come) very late, so we can’t get (the new models) out before 2030,” the president and CEO added.
Mitsubishi Motors Malaysia (MMM) today announced that the first Mitsubishi Xforce has officially rolled off its assembly line in Pekan, Pahang, with bookings for the B-segment SUV set to commence later this week.
The company also noted in its release that it has upgraded its Pekan manufacturing operations with the establishment of a new sub-assembly body shop as well as installing advanced equipment across the paint, outfitting and tester lines to support the Xforce.
“Mass production of the all-new Mitsubishi Xforce represents the application of Mitsubishi Motors’ Japanese manufacturing philosophy at our Pekan plant. Built on precision, process discipline and continuous improvement, these standards ensure that every Xforce produced here meets the same quality benchmarks as Mitsubishi vehicles manufactured anywhere in the world,” said Takashi Sakamaki, CEO of MMM.
Ahead of the model’s launch, which is expected to take place soon, MMM said it aims to deliver the first 800 units of the Xforce within April, following quality validation and production readiness checks.
At 4,390 mm long and 1,810 mm wide, the Xforce sits between the Honda HR-V and Toyota Corolla Cross in size, and is slightly larger than the Perodua Traz. The Mitsubishi model’s 2,650 mm wheelbase length is longer than the HR-V (2,610 mm), Traz (2,620 mm) and Proton X50 (2,600 mm). Power comes from a 4A91 1.5-litre naturally-aspirated inline-four petrol engine with 105 PS and 141 Nm, paired with a CVT.
On Monday (February 2, 2026), China’s ministry of industry and information technology (MIIT) issued regulations requiring cars sold in the country to have a mechanical release for the door on both the inside and outside of the vehicle.
This effectively means the end for hidden door handles, including those that are electrically powered or pop out by pressing on one end of the handle. These designs are popular among automakers to improve the range of EVs by creating a more slippery body for improved aerodynamics.
The rules are very specific, stating that there must be a recessed space measuring at least 6 cm by 2 cm by 2.5 cm for a hand to grasp a handle, with the operating space for opening the door being not less than 30 cubic centimeters – semi-hidden door handles are still allowed. On the inside, car must have signage no smaller than 1 cm by 0.7 cm to indicate how to open the door. The locations of where the handles and signs should be placed are also mentioned in the regulations.
While the regulations affect China for now, it could leave a bigger impact on the automotive industry as the other countries may look to follow suit. The European Union (EU) are also looking to impose similar rules of their own, and Tesla’s doors are already being probed by safety officials in the United States.
According to Bloomberg as well as various China-basedmedia outlets, the new regulations come after several high-profile accidents in China where the car doors of EVs apparently failed to open due to power outages, preventing occupants from escaping or being rescued.
China’s new regulations on door handles are set to go into effect on January 1, 2027, although vehicles that have already been approved for sale in China and are about to launch will have until January 2029 to have their designs changed for compliance.
Kicking off the Year of the Horse in Malaysia is MForce Bike Holdings with the 2026 CFMoto 250 Dual, priced at RM9,888. The 250 Dual is the first of an estimated 40 motorcycles that MForce will be launching locally this year.
With the RM9,888 price not including road tax, insurance or registration, the 250 Dual comes with a single-cylinder, liquid-cooled mill, displacing 249 cc. Producing 25 hp at 8,000 rpm and 22.5 Nm of torque at 7,000 rpm, the 250 Dual sends power to the rear wheel via a five-speed gearbox.
Setup as a dual-purpose (D-P) motorcycle, the 250 Dual comes with a 21-inch spoked wheel in front, and an 18-inch unit in the rear, with suspension done with non-adjustable upside-down fork and preload-adjustable monoshock. A single 265 mm diameter disc and two-piston calliper stops the front wheel and a 220 mm disc and single-piston calliper does the rear braking, while two-channel ABS is standard equipment.
As a wallet friendly D-P bike, the 250 Dual with a simple LCD instrument panel and little else, though fuel level and a gear indicator is included. LED lighting is used throughout and there is also a USB charging socket for the rider’s electronics.
Overall weight for the 250 Dual is listed at 150 kg and 13-litres of fuel is carried in the tank. Seat height is set at 840 mm, with ground clearance at 245 mm.
Perodua Myvi 20th anniversary render by Theophilus Chin
Perodua capped off a record year with the launch of not one, but two models – its first EV in the QV-E and its flagship model in the Traz. With those two out the door, the national carmaker will finally have time to focus on some of the models that have been crying out for attention.
In a rare interview, Perodua president and CEO Zainal Abidin Ahmad sat down with Careta‘s Hezeri Samsuri to discuss a wide range of issues, and the topic of the Myvi was brought up. Introduced back in 2018, the third-generation model continues to be a strong seller and received a successful facelift in 2022, but there will inevitably be talk about a replacement at some point.
Still no information about when the fourth generation will surface, but according to Zainal, the next Myvi will continue to be a uniquely Malaysian product, such is its outsized importance to the company. “The new car will be different; still unique,” he said. “There are two models that we ask [Daihatsu] to have Malaysian uniqueness – the Myvi and the Bezza. This is something we have fought for for quite some time.”
The current Myvi is based on the second-gen model but features an in-house-designed body (Perodua calls this the “tophat”) and interior for a sportier look. This was done to bring the car more in line with Malaysian tastes, as the (now discontinued) Daihatsu Boon continued to cater to Japanese buyers with more sedate styling. The same is true for the Bezza, as Daihatsu does not offer a sedan for P2 to rebadge.
As yet, it’s unclear which platform Perodua will use for the new Myvi. It could very well retain the current car’s underpinnings, and the company has done a good job in upgrading the architecture to accept the latest technologies and powertrains. It’s also not unheard of, as the new Saga continues to use the same body structure as the last, and can trace its roots all the way back to the Savvy from 2005.
But updating the existing model still further will be a challenge, given that electrification is on the horizon. Asked about whether the new Myvi will offer a hybrid powertrain, Zainal simply said: “Insyaallah.”
The next Myvi may be DNGA-based and use the powertrain from the Ativa Hybrid (right)
This leaves the door open for the possibility of Perodua plonking its own body on the Daihatsu New Global Architecture (DNGA), already used by the Ativa, Alza, Axia and Traz. Now that the Japanese firm’s safety scandal is well and truly behind it, the development of new models on this platform appears to have resumed, as evidenced by the launch of the new Daihatsu Move and the Traz last year.
The architecture has been built for electrification from the get-go, and if a Myvi hybrid does come to fruition, we expect it to utilise the Ativa Hybrid‘s Daihatsu-sourced e-Smart Hybrid system. This uses the electric motor – a 106 PS/170 Nm unit in the Ativa Hybrid’s case – with a 1.2 litre naturally-aspirated three-cylinder engine used as a generator.
Perodua’s joint venture partner rebadges the Myvi as the Sirion for the Indonesian market, and Zainal said this is set to continue with the new model. However, his vague wording suggests that this “reverse” collaboration – Daihatsu rebadging a Perodua instead of the other way around – could be expanded to more markets, and even involve another brand.
Toyota never made a DNGA Vios-based Yaris – could the next Myvi fill the gap?
Being in the competitive B-segment hatch market, the next Myvi could plug a gaping hole in Toyota’s ASEAN lineup. The company has inexplicably chosen not to create DNGA-based Yaris out of the latest Vios (perhaps due to the aforementioned safety scandal), instead keeping the old model on sale.
There is, of course, a Yaris for Europe and Japan, but this is built on the more expensive Toyota New Global Architecture (TNGA) and is smaller on the inside, making it incompatible with regional tastes. Toyota rebadging the Myvi as the new Yaris (not for Malaysia, perhaps, but for countries like Thailand and Indonesia) would thus make at least a modicum of sense – and it would be a huge coup for Perodua.
The other, much harder possibility would be to base the Myvi on the QV-E, making the car a truly homegrown Perodua for the first time. Developed in partnership with Magna Steyr, the platform was touted as being suited not just for EVs but also range extenders and hybrids. However, Zainal poured cold water on this suggestion, saying that the collaboration with Daihatsu precludes any development of a self-developed pure combustion-engined model – an ICE variant is surely a requirement for a new Myvi.
The Iskandar Puteri region in Johor has been home to development of a new motorsport facility for some years, and the latest to emerge is the Sunway Iskandar Puteri development named the Jeffrey Cheah Circuit, and its website has offered initial details on the project including track layouts.
The Jeffrey Cheah Circuit is comprised of four layouts; the full configuration that is 4.5 km long with 23 corners, the 2.38 km long outer loop with 11 corners, the 2.4 km long left configuration with 13 corners and the 2.1 km long right configuration with 11 corners, according to the website.
Aimed at becoming “Asia’s most iconic private circuit”, the Jeffrey Cheah Circuit will have 10 garages, a control room, skid pad, and a warehouse for vehicle storage. Beyond the on-track facilities, the circuit will also feature a private dining area, meeting rooms, a driving simulator room and a VIP pit lounge.
In 2016, the Fastrack City project design was unveiled to be built around a 4.45 km long circuit to consist of seven configurations. This was to be accompanied by a hill climb section, 1.5 km Grade A kart circuit, 4×4 park, motorcycle park and a handling park. According to a 2021 article by The Vibes, the Fastrack Iskandar project was put on hold until further notice.
Jeffrey Cheah Circuit in Sunway Iskandar Puteri, layouts
Jeffrey Cheah Circuit in Sunway Iskandar Puteri, artist impression
Independent railway assessors reviewing the Kuala Lumpur International Airport (KLIA) aerotrain say that the system is functioning as intended, stating that service disruptions since commissioning are typical for the early operational stage of complex rail systems, as the New Straits Times reports.
According to Malaysia Airports Holdings (MAHB), the assessors concluded these issues do not present a safety risk and can be effectively managed through structured engineering controls, continuous monitoring, and disciplined maintenance practices.
The airport operator said that the operational service availability of the service improved to 100% in December 2025 from 98.67% in July, and that aerotrain operations have remained stable since the rollout of the Comprehensive Action Plan (CAP) on November 15 last year.
On November 10, MAHB had announced a scheduled suspension of aerotrain operations between midnight and 5 am daily to facilitate routine maintenance and system checks. Following the introduction of the CAP, engineering hours were planned from 9 pm to 7 am. This was subsequently shortened to 11 pm to 7 am to accommodate the festive and school holiday peak periods.
Following improvements in work sequencing and resource deployment, the reduced engineering hours have been maintained while CAP activities continue, with MAHS saying that the overnight maintenance window is necessary to ensure the long-term reliability and safety of the system.
