Paul Tan's Automotive News » Nissan

Want to drive a Nissan Leaf? Rent one in London or Paris

Anthony Lim — Fri, 10 Feb 2012 05:48:22 +0000

Heading to London or Paris in the next three months, and looking to rent a car for travel? Well, you can join the folks at Fringe by driving a Nissan Leaf. Nissan and rental firm Europcar have teamed up to offer the Leaf as a short-term hire in the two cities. Sounds like a great idea for those who are unsure whether an EV will cut it for their needs – think of it as a trial run in real world conditions.

Every customer hiring a Leaf – which has a 175 km operating range on a single charge – will be given a face-to-face handover by a Europcar representative, who has been fully trained on the car and its workings. Simplifying the process, Europcar will recharge the car completely free of charge, even waiving the standard service fee usually made for vehicle refuelling.

The pilot scheme will initially run for three months, but success will potentially see it widened to other cities in France and Great Britain, as well as other countries in Europe. No mention of rental rates, but there’s only one way to find out, I guess …

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan INVITATION Concept previews new B-segment car

Paul Tan — Wed, 08 Feb 2012 07:48:41 +0000

This is the Nissan INVITATION Concept which Nissan will be exhibiting at the 2012 Geneva Motor Show as a preview for a future B-segment vehicle, due to be launched from 2013.

Nissan says the production INVITATION hatchback will be sold alongside the Micra city car and the Juke crossover. Many publications are speculating that the production version of the INVITATION will replace the Nissan Note, which is due for replacement as the first generation has been around since 2004.

I can’t help but feel the INVITATION looks more like a Tiida/Latio hatch than a Note, due to a lack of a taller roofline. However, the new B-segment Tiida/Latio has already been unveiled at Shanghai, though curiously it hasn’t gone on sale yet in countries like the US even though the Micra-based sedan counterpart have already been launched in these countries.

The INVITATION is a pretty good looking concept car, and we hope that much of it gets translated into production, instead of how the original Versa concept (which was very good looking) became the Latio hatch on sale in our country now (not as good looking).

Also making its debut with the INVITATION is Nissan’s advanced Around View Monitor (AVM) safety technology – seen for the first time on a B-segment car – which makes reversing and parallel parking as stress-free as possible.

As for the name, Nissan Deputy Division General Manager of Product Strategy and Product Planning Division Francois Bancon said the name INVITATION is self-explanatory, that the car is designed to be inviting thanks to its sensuous exterior design and generous and comfortable interior space, cleverly packaged within compact overall dimensions.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan GT-R NISMO GT3 – Stripped out race spec Godzilla

Danny Tan — Thu, 26 Jan 2012 01:58:20 +0000

Click to enlarge image

This mean racing machine you see here is the Nissan GT-R NISMO GT3, which conforms to FIA GT3 regulations. It has been developed by NISMO and JR Motorsports (JRM), the official partner for this project, throughout last year.

The car’s credentials for GT3 racing worldwide has been proven via a series of extensive tests, included three competitive outings. They will be hoping that it follows the success of the GT1 Nissan GT-R that won the 2011 FIA GT1 World Championship.

The 3.8-litre V6 twin-turbo engine is based on the pre-2012 upgrade standard road car unit, developing 530 PS and 612 Nm of torque. Power is delivered via six-speed transaxle that drives the rear wheels, activated by a semi-automatic paddle-shift system. The stripped out, roll caged car weighs in at 1,300 kilos.

Designed with customers in mind, driveability has been an important factor. Therefore, as well as featuring a chassis that inspires confidence, suspension set-up and driver controls can easily be adjusted to suit a range of preferences, according to NISMO.

Sales and customer support for the 298,000 euro NISMO GT3 will be handled by NISMO for Japan, Asia, North America, South America, and Oceania, while JRM will cover Europe, Russia and the Middle East.

The road going R35 GT-R was recently upgraded for 2012. Click here to read our previous post and view the pics. There’s also a new Track Pack option for those who want to exercise their Godzilla on track, without stretching to the GT3.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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ETCM gives away Nissan Sylphy to Grand Livina buyer

Danny Tan — Tue, 17 Jan 2012 03:02:39 +0000

Edaran Tan Chong Motor (ETCM) has given away a Nissan Sylphy worth RM114,880 to a Nissan Grand Livina buyer, concluding the second round of its “Test Drive & Win” campaign. The lucky lady is Tengku Norul Karlina Binti Tengku Yunus from KL.

“I entered this contest with the least expectation to win. This is absolutely shocking and I just couldn’t believe that I am the lucky winner! I am delighted because it brings so much joy to my family and of course, thanks to ETCM for everything,” said Tengku Norul Karlina.

The second draw was open to those who have bought or test driven any Nissan vehicle from 1 August till 30 November 2011. The first draw winner was Dr Aida Adlina Binti Anuar from Seremban. The good doctor was also a buyer of the Grand Livina MPV.

If you think buying a Livina and winning a Sylphy is a good deal, ETCM’s “Test Drive & Win” goes into its third round where a Nissan Teana or 370Z will be given away. The contest period is from 1 December last year to 31 March 2012. To join, one will need to test drive a Nissan vehicle at any authorised Nissan dealership. That will gain you one entry. Buy a Nissan and six entries will be in the pot. For more info go to www.nissan.com.my.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan March Nismo Concept shown at Tokyo Auto Salon

Danny Tan — Mon, 16 Jan 2012 01:10:56 +0000

Nissan had this on show at the Tokyo Auto Salon, the Nissan March Nismo Concept. It’s Nissan’s supermini tweaked by racing arm Nismo, and it comes after the similarly themed Juke Nismo Concept from Tokyo 2011. Click here for a full live gallery of that car.

The March gets a body kit which includes a front bumper fascia, side skirts, roof spoiler and rear bumper fascia with diffuser. The exterior, painted in Nismo’s pearl white with trademark stripes, also gets a new grille and side mirrors. The cabin is updated with Nismo designed seats and steering wheel. The March’s suspension is also lowered and it rolls on bigger alloys.

These concepts aren’t just for fun. Last year, Nissan announced a major expansion programme for Nismo that will see the racing arm applying tuning and performance expertise to Nissan road cars.

“The time is now right to let ordinary drivers experience what our racing drivers enjoy every time they head out onto the track. We aim to bring Nismo’s passion and focus on driving excitement to mainstream models,” said Carlos Ghosn, Nissan’s President and CEO.

Makes sense, milking the formidable Nismo name to sell more cars. We have already seen Edaran Tan Chong use Impul for the Malaysian market, but Nismo is the more powerful brand.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Daimler-Nissan joint engine production in US begins 2014

Anthony Lim — Mon, 09 Jan 2012 05:21:40 +0000

Nissan and Daimler are to begin production of Mercedes-Benz four-cylinder petrol engines in the US from 2014, according to reports. The engines will be built at the Japanese automaker’s powertrain factory in Decherd, Tennessee.

The companies are planning for a production capacity of 250,000 engines per year at the plant, with the mills set to be used in Mercedes-Benz cars as well as in Nissan’s Infiniti vehicles.

The Renault-Nissan alliance collectively holds a 3.1% stake in Daimler, and the German luxury car maker has an equivalent stake in each of its two alliance partners. The cooperation agreement signed last year between the three companies will see the development of small vehicles and engines, which will bring about cost synergy benefits.

In September last year, Nissan and Daimler had announced that Infiniti is to start production of a new compact car based on Mercedes-Benz technology in 2014; Renault is also looking into using Mercedes-Benz modules as well as it goes along.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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VIDEO: Nissan Juke-R confirmed for 0-100 in 3.7s, 257 kmh

Danny Tan — Fri, 06 Jan 2012 04:32:44 +0000

Remember the Nissan Juke-R, the crazy Juke with the GT-R engine? Nissan has confirmed performance figures for the little monster, and it will do 0-100 km/h in just 3.7 seconds, with a top speed of 257 km/h. With that, they’re calling it the world’s fastest crossover.

The 3.8-liter V6 twin turbo VR38DETT is not the only thing coming from the GT-R. Besides the 480 hp engine, the Juke-R gets Godzilla’s six-speed transaxle, with a modified four-wheel drive driveline and propshaft linking things together. It also gets the GT-R’s suspension, an FIA-spec roll cage, unique split rear wing and 20-inch RAYS forged alloys.

No news on it making production, though. Only two prototypes have been built, one in left-hand-drive and one in right-hand-drive. It is a fruit of a 22-week collaboration between Nissan, motorsports outfit RML and Nissan Technical Centre Europe.

Crazy! More pics can be had in our previous post.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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VIDEO: New Nissan Pathfinder teased, next Navara’s face?

Danny Tan — Wed, 04 Jan 2012 12:02:40 +0000

Here’s a short teaser video of the Nissan Pathfinder preview concept, which provides a sneak peek at the next generation of Nissan’s longest running nameplate in the USA. To be unveiled at the upcoming Detroit show, Nissan says that it comes with “thoughtful technology, comfortable seating for seven and ample cargo room”.

The company adds that the new one “takes all of Pathfinder’s traditional SUV hallmarks and wraps them in a new platform and dramatic new aerodynamic body”. That seems to be true from what we can see via a profile teaser image released earlier. The new Pathfinder, in a departure from the current car as well as most truck based SUVs, sports highly sculptured body panels and has quite a curvy shape.

The seven-second teaser video shows the front end of the SUV. We can see that there’s a more distinct V-shape to the front fascia compared to today’s car. Slimmer, more dynamic headlights, too, but still a macho face, we think.

By the way, the Pathfinder is an SUV version of the Navara pick-up truck that we know (think Mitsubishi Pajero Sport and Toyota Fortuner), so this could well be our first look at how the next-gen Navara will look like. Click here to see how the current Pathfinder looks like.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Five-fold mega SUV shootout: Mitsubishi ASX v Nissan X-Trail v Honda CR-V v Hyundai Tucson v Peugeot 3008!

Danny Tan — Fri, 16 Dec 2011 10:35:33 +0000

Granted, the sport utility vehicle segment has a different luster than that of more than a decade ago, when the class was fresh and burgeoning, and manufacturers were falling over each other to fill the slots in the new opening. Then, robustness was generally the operative word, so an SUV had to be tough to tackle terrain and yet be compliant enough for urban use. Not the easiest thing to manage, you can imagine.

Time – as well as trial and error – has seen the category become more refined, and the sparkle these days is probably better at wooing buyers. A more focused scope has come about, with the need to be able to traverse the great outdoors in rugged fashion pretty much left behind, like it should have been in the first place. Today’s SUV is very much a suburban-centric offering, aimed at the urban crowd for which a sedan doesn’t have enough space and presence, and a MPV too much, and boringly so.

Now, most of us know how capable these vehicles are, taken on their own, but how do they fare when pitted against each other? With that in mind, we decided to take a closer look at how they match up, pitting five examples – the Mitsubishi ASX, Nissan X-Trail, Honda CR-V, Hyundai Tucson and Peugeot 3008 – in a quintet face-off to see how it all shapes up.

There are other contenders, namely the new Kia Sportage, the Suzuki Grand Vitara, the long-in-the-tooth Ford Escape as well as the likes of the Chevrolet Captiva, for example, but adding more than what we ended up with would have made the task unmanageable. It’s all nice to read a nine or 10 SUV shootout, but doing one is another thing altogether.

That said, on with the show to see which one ends up as the king of this particular hill.

EXTERIOR

Danny says

The five SUVs assembled here range from a big box to one not much bigger than the hatchback it’s based on, from building blocks to fluidic sculptures, so there’s bound to be one to suit one’s taste. Agree?

I’m not much of an SUV kind of guy (the Audi Q5 is another matter), and there is no overwhelming favourite for me either, but I like the blend of sharp lines and compact proportions of the Mitsubishi ASX. This deep shade of red probably isn’t the most flattering, and it could do with a sportier set of wheels, but I like it best.

The most flamboyant of the group by a mile is the Hyundai Tucson. It’s very eye-catching, and like Anthony, I like that muscular rear three-quarters view the best. Not so in love with the fussy face, but this is a great example of a self-confident, expressive design, as opposed to the “play safe, don’t offend” looks of previous gen Koreans. It’s a gamble, but it’s paying off big time for Hyundai.

Never liked the popping eyes + double grille look of the CR-V, which for reasons unknown, brings a startled hippo to mind. The Honda is no longer repulsive thanks to familiarity, but it’s not pretty either, which brings us to the Peugeot. The 3008 is just too odd for me – the proportions, overhangs, and that face – I just don’t get it. Would love to interview the designer someday, just to know what inspired him. I quite like how its MPV sibling 5008 looks, though

One can’t fault the X-Trail for being a box, because that’s wholly intentional on Nissan’s part. The carmaker says that first-gen X-Trail owners (and there are many of them) love their SUV’s macho square cut lines, so they made more of the same. And with more rivals going the crossover route, the “keep it true” X-Trail may find itself serving a large number of taste buds.

As they say, one man’s meat…

Harvinder says

Lets face it. Looks are somewhat important when you talk about cars and it’s correct to assume so in this case. Good looking cars somehow attract us, but at end the of the day, if a car is good looking to one it doesn’t necessarily mean it is good looking to another. All subjective, to say the least.

In the case of these five SUVs I must admit that two cars stand out from the pack. One is the Peugeot 3008, while the other is the Hyundai Tucson. I think you can safely guess why the 3008 is in my standout list. Well, yes, you’re right, it stands out because it does look a little quirky, perhaps a little too modern for today’s tastes.

Don’t get me wrong, the 3008 does have some good angles, but definitely not as many compared to the rest of the line-up we have here. The taillights remind me of strawberries for some reason, while the front makes me think of JAWS. Weird, I know, but that’s what crossed my mind. Then we have the Hyundai Tucson at the end of spectrum, something that has gone through a lot to come this far.

At first glance, the Tucson strikes you as a good looking thing. Very sweet and pleasant from almost any angle. Hyundai’s designers have been working around the clock to come up with the designs they have now, which I must say, are rather appealing. In this case, just like other Hyundais at the moment, the form is treated with the fluidic design concept and it’s working well here.

However, I do feel that the car is a little too ‘fluidic’ for me, if you know what I mean. There’s a tad too much on the design lines, which I consider the only off-putting thing the Tucson has in terms of design. Nevertheless, that’s just me as the design seems to the be cup of tea to many out there, and I can understand why.

As for Nissan X-Trail, I find this one a bit too utilitarian, a little too boxy. It looks as though it has a lot of design elements that doesn’t seem to fit well together. At times, I feel that some design elements on the X-Trail are afterthoughts. The Honda CR-V seems like a decent looking offering, with the right proportions and not overcooked. However, I think the Tucson comes up ahead of the X-Trail and the CR-V in the design department.

Among all the SUVs we have here, I consider the Mitsubishi ASX as the SUV with the right balance in the looks category. I like the fact that it has Mitsubishi’s trademark jet fighter grille. The aggressiveness is a nice touch and it doesn’t breach the “too much” point in the scale. The ASX looks very good from almost every angle, and is the only SUV here that really looks like a car.

Overall, the Hyundai Tucson and the Mitsubishi ASX are my choices in terms of design. Comparing both, I find that the Tucson is a bit too flashy for me, probably like a model who has a little too much make up, while the ASX feels about right.

Anthony says

The assembled bunch looked every bit the motley crew, what with the box-like X-Trail mixing it up with the flowing Tucson, and the ASX and 3008 looking more crossover than SUV. An interesting mix of shapes, to say the least.

From an aesthetics point of view, the X-Trail isn’t going to win any contests for being the curviest creature, or indeed the sexiest thing on four donuts. With a shape that feels like slabs chunked together, this is very much a box on wheels. The utilitarian shape, however, hints at the volumetric scope within, and you just know this one – which is larger than the first-generation model – is going to offer loads of it. Function over form, indeed.

The Tucson takes its place at the other end of the swing, and showboats all those curves and swoops like it’s going out of fashion. Certainly, there’s nothing reserved about how it parades its wares, though I have reservations as to how the lines will hold up as time progresses. I love the rear though, viewed straight on from behind; of the five, it’s the derriere with the most flair and appeal.

As for the CR-V, the third-generation model is heading towards its end of duty tour, but retains a balanced appeal about it. Not the most exciting, the RE, but plying the safe route means the exterior has held up well enough over the four years plus of its life cycle so far. For sure, the buying public has found – and continues to find – its quiet elegance to be more than agreeable, and this includes my other half; the CR-V here happens to be her vehicle.

Meanwhile, the Peugeot rolls into the fray here looking a bit of an oddity, like it doesn’t quite belong. It’s the smallest looking vehicle of the bunch, and the shape drew mixed opinions from the team. I quite like the front from certain angles, but for sure it’s not the type of vehicle you’d gawk at the whole day. The European influence in its lines is unmistakable though, and it does look very solidly hewn compared to the Asian opposition.

Finally, the ASX. It’s the one with the leanest, most athletic stance, essentially looking very much the prowler. The wedge front works for me and the overall lines offer good proportionate scale, despite its lack of overall mass.

Indeed, it’s my pick of the five from the exterior point of view, the ASX. I’ve always preferred my cars lean and on the smaller side, and while the 3008 may also be so, its disposition is a bit too soft and too rounded for my taste. I’ve gotten so used to the CR-V it’s become a familiar shoe, so it doesn’t have quite the charm it once had. You can probably tell the X-Trail doesn’t work at all for me, and it never did even with the first incarnation. The Tucson’s flash is striking though, so it’s a close second in my books.

INTERIOR

Danny says

Throughout our test period, I spent the most time in the Nissan and Peugeot, collecting the former and returning the latter to their owners. I love the X-Trail’s cabin for its excellent view out (lots of glass, square corners) and comfort. The fabric seats are big and cushy, typically Nissan, and there’s nothing to learn or get used to – you just step in and drive.

However, the spartan look and feel may be a disadvantage in the showroom, making Nissan look stingy. But that’s not entirely true either.

While the X-Trail lacks some basic kit such as climate control, leather and buttons for the steering, as well as flashy toys such as the Hyundai’s push start button/panoramic roof, Mitsu’s 2-DIN head unit or Honda’s cool instrument panel, it’s the only car here to come with electric adjustment for the driver’s seat as well bi-xenons, kit that even the “fully-loaded” Euro-spec Peugeot doesn’t have. And if given a choice, I’d have those over auto air con and auto cruise.

It’s a car that that the family will love as well. Tall seating position, high roof, large windows and the useful boot trays with compartments are good for road trips or ronda-ronda sessions.

The Peugeot is a good family car as well, if you have a small family with young kids, that is. The expansive panoramic glass roof is spectacular, but rear legroom is very tight. Passable if someone my height is seated in front, but if they are tall, rear knee-room can go down to almost nothing. The 3008 must be tried for size, because it’s not for all.

It’s for those who want some sports car feel from their SUV. The Pug’s driving quarters is very cozy and enclosed, with a sloping centre stack and a tall centre console that divides the front section into two distinct areas.

It’s very cockpit like, and the driver is boss, which matches the driving character of the 3008. He/she is faced with plenty of toggle switches and twin pod dials. There’s also the much boasted head-up display (HUD), although I personally find this to be rather gimmicky.

Unlike BMW’s version, the image here is shot on a separate screen that can be erected by a toggle switch, and although the image (only digital km/h) can be adjusted for height, I still had to lower eye focus to view it, defeating the very purpose of HUD. The operation of the screen in our test car was also very noisy.

That aside, I wasn’t very comfortable with the angle of the left foot rest, and my idle foot became quite restless as a result. This is an unusual observation, since I’m usually immune to many ergonomic challenges pointed out by Paul and Harve.

Step into the Honda CR-V and it becomes clear why this is THE SUV to have for many upper middle-class households. It doesn’t have as many toys as some other cars in this test, or even as much soft touch plastics, but feels the most premium from behind the wheel. This isn’t easy to explain, but the lighting, that nice MID between the dials, the brushed trim, the tactile quality of the knobs and buttons, and the full house centre stack gives off a full-function, technical and expensive feel.

I also like the abundance of storage spaces and cubbies in the Honda, derived from locating the gear lever on the centre stack. Rear passengers are also in for a treat – legroom is superb in this company, although it could feel even more spacious with a lighter coloured cabin, as opposed to black.

The Mitsubishi ASX, which also has a dark room cabin, is much less spacious than the CR-V inside, something the spec sheets won’t tell you – the ASX’s 2,670 mm wheelbase is actually 50 mm longer than the Honda’s.

The good stuff surrounds the driver – nice sporty steering wheel, long magnesium shift paddles, clear (almost VW/Audi like) dials – but MMC has improved perceived quality over that in the Lancer.

The dash areas closest to occupants are now padded with soft touch plastics, as are the door caps. The multi-info display is colourful and high res, a big improvement over the jagged figures in the Lancer. Also, the instantaneous FC bar also has a “bookmark” for the average done so far, so there’s extra motivation to be light-footed, if that’s your direction.

The head unit is the usual locally-fitted (by MMM) Kenwood system, which isn’t the most user friendly, but it’s feature-packed (reverse camera, DVD player, large full colour touch-screen, etc) and looks impressive, so no complaints.

Last but not least, the Hyundai Tucson. Just like the bold shell, Hyundai has gone for showcar dashboard design that matches the exterior bravado. Lots of sweeping curves and elements means your eyes are in for a workout. There’s this theme of two opposing kinks in the overall dash mould, the centre stack as well as the steering wheel. As with modern Hyundais, the theme is blue. I can understand the modern, techy appeal of the Tucson’s dash, but personally I prefer something more subtle and refined.

Plenty of adjustment available in the Tucson, so driving positions for various sizes shouldn’t be a problem. Outward visibility is not great in this group, a high waistline and shallow windows see to that. Off the shoulder rear view is also poor, but with such a design, you can’t win it all. The showroom appeal and many toys (keyless entry, push button start, integrated stereo with USB, iPod and AUX input) might delay the dreaded knuckle rap, which reveals hard plastics. They don’t feel super nasty or cheap though, and is not an issue to many.

It’s also good that our 2.0 High Spec test car comes with a panoramic glass roof (split into two, like the W211 Merc E-Class, Sonata YF), since the cabin feels rather enveloping and dark in this company.

In terms of design, in and out, the Tucson is everything the X-Trail isn’t, vice versa. One is unapologetically utilitarian and functional, the other designed to wow and impress. I want some from both ends, and like the CR-V’s blend of good comfort and space, plus premium feel dashboard.

Harvinder says

The cabin is one of the most important things one should consider when buying a car, and unfortunately many potential buyers or owners out there spend less time thinking about a car’s interior before making the decision. It is a place where the driver and his passengers will spend most of the time throughout the ownership experience.

Before I continue with my bit on the interior, I must point out that out of all the SUVs we have here, three are Japanese, one is Korean while another is French. Now, I don’t think I need to emphasize that when it comes interior, the European guys have been doing it well and the Asian rivals, although some are pretty good, are still playing catch up in this department.

To me, I feel that is is true in this case at least. The Peugeot 3008 to me, has the best interior when it comes to tactility and comfort for the driver. As soon as you get into the driver’s seat, you’ll instantly tell yourself that “this is not a driver’s seat, this is a cockpit”. The driver’s section is truly like a jet-fighter’s cockpit with the centre dash somewhat focused towards the driver.

Even the switches and knobs make you imagine you are in a car with wings. The tactility of the interior is pretty good as well, with soft-touch materials in the right places. Personally, I take seat comfort seriously and it is important to have something that is able to support your back properly. It pays when you have those long distance drives and to me, the seat also plays a role to making you feel that you are in a premium vehicle.

The French have got it right with the 3008. The front seats are very comfortable and they offer the best support among all SUVs we have here. I particularly like the headrest design, which reminds me of the ones used in the W211 Mercedes-Benz E-Class. You can tilt it forward to better support your lower neck.

Other features like the glass roof, the rear two-piece tail gate, dual zone air-conditioning and electric parking brake is a nice touch too, but I do agree with Danny on the part HUD portion which is a bit tricky to use. The major downside of the 3008’s interior is that the rear legroom is a little on the tighter side of things. It’s not a very comfortable place for large-sized occupants. Also, it would be great to have a fully-electric front seat, at least for the driver.

The Nissan X-Trail is not a bad place to be in either. It does look a bit utilitarian on the inside, with a rather simple feel to things, but it is quite comfortable and the space, including the rear cabin, is pretty good too.

If you’re okay with the simplistic approach, the X-Trail’s interior can be a nice place for you to be in. There are plenty of compartments, including a double luggage floor system, as well as a 6-way adjustable power seat for the driver, which interestingly is not offered with rest of the SUVs we have here.

The Honda CR-V also has a decent interior and for some reason, it does feel a little premium despite not having many soft-touch surfaces. Honda seems to be good in doing this, even with less expensive cars like the entry level City.

To me, the most striking thing about the CR-V’s interior is its rear legroom, which is very good. You’d be a very happy rear passenger; it’s reminiscent of the Civic, which also offers good legroom space. Just like the X-Trail, storage compartments are very much adequate in the Honda. There are also features like dual zone air-conditioning and cruise control, similar to the 3008.

Just like the exterior, the interior of the Hyundai Tucson also has carries over the flowing design. It looks pretty good if you ask me, but there is a let down though. The interior does not feel premium and it is even outperformed by the X-Trail, if you ask me. There are hard plastics everywhere and even for a car that has done over 30,000 kilometers, the interior felt worn a little, which isn’t a good thing.

Don’t get me wrong, the design is nice, but you have to wonder if it’ll last the distance. Things like the start-stop button are nice to have, but it does little to overshadow the flaws. The ASX has a decent interior which doesn’t look cluttered and at the same time, it doesn’t look cheap as well.

The seating position for the driver is just about right, making it a better option for those who like a sporty feel behind the wheel. I find that the full colour high-resolution LCD multi-information display nestled in between the instrument gauges quite a cool feature to have, thanks to a fuel consumption monitor that incorporates both instantaneous as well as average readings. The rear cabin could have used a little more legroom though.

Overall, I find that the Peugeot 3008 has the best interior; I can make do with the smaller rear cabin, although I really feel that an electric driver’s seat should have been included.

Anthony says

From an interior perspective, the differences in character continue to show. With practically most of the time being spent in the driver’s seat during the comparo, there was little time to delve in detail the sub-practicalities of things such as boot space and rear seat comfort levels, save for the CR-V, which I’m, erm, rather intimate with.

First up, the Tucson, which lends its allure through more sweeping contours on the inside, as well as with a host of tech bling – there’s stop-start button ignition and an auto dimming rear view central mirror, for starters. These mask the lack of items such as cruise control and going the manual air-conditioning route.

If there’s a gripe with the Tucson’s interior, it’s with the presentation – no complaints about how the layout is presented, but the design elan notwithstanding, the hard-looking plastics cheapen the visual appeal considerably. There are also questions about material durability. The interior of the evaluator, with more than 30k on the clock, looked a bit worse for wear. For example, the engine stop-start button’s wording was already looking quite worn, hence the questions.

Still, there’s much more fanfare in it than on the likes of the X-Trail and ASX, which both feature rather austere cabins. The ASX, with its blackened interior, feels the more spartan of the two, and is reminiscent of the Lancer sedan’s bare approach. It’s more premium in feel though than the Lancer material-wise, so points for this.

The ASX also doesn’t feel as small as you think it would be. The cabin is intimate, but not claustrophobic, even if larger-sized drivers in the Mitsubishi look like they’re driving a Hyundai Getz (not my words). The driving enthusiast will find much to like in this one, with everything presented in line with the vehicle’s sporty pretensions, as will those who like their porridge plain.

Meanwhile, the X-Trail offers very much the same path, presenting a cabin that looks plain bare upon first glance. The plastics are typically Nissan, serviceable but not the final word in premium. This plainness is offset by plenty of practical features – cubby holes and storage space are to be found galore, and items such as rear air-con vents, for example, add to the list. And that volume suggested from the outside is translated when you’re in the vehicle. It feels downright spacious, the X-Trail does.

A note too about its seat comfort, which is the softest in terms of comfort of all the five vehicles; it is a little bit too soft for my liking, especially over long distances, but many will no doubt value its plushness. The Peugeot’s front seat, however, is the standout for me.

The Peugeot’s cabin also features the best material and trim, clean and unfettered, but all hewn together in solid fashion and very elegant in its presentation. Cabin space, however, feels pinched, and if you have tall occupants in front, it’s bad news for those in the rear, where legroom is concerned.

And the 3008 still feels lacking in open and accessible storage space, as previously noted when I drove it during its original media test drive a good while back – attempts to house wallet, phone, keys and cigarettes without having to call in the large storage box were as challenging as before. I still think there’s a photon torpedo launcher housed underneath that huge-assed centre console tunnel, but the firing button is proving rather elusive to find.

So, of the lot, my pick is with the CR-V’s interior. It’s easy to forget how well Honda gets it right where it matters – aside from the excellent rear legroom, the cabin presentation has a premium feel to it, even if there’s not much bling and fanfare in terms of tech and features.

The plastics may be hard, but they don’t look cheap, and the centre console layout, along with the instrument cluster – especially lit up at night – is fetching. It’s not quite Pug territory, but it’s well ahead of the rest of the group. Storage in the CR-V’s front is more than adequate, though there are quirks elsewhere, like where the 12V socket is placed, which is set too low and difficult to access, especially in the dark.

Still, throw in items such as cruise control and auto climate control as well as the small, almost imperceptible tactile bits (the feel of the switchgear operation is a perfect example) and you can see exactly how the Honda scores where it counts.

PERFORMANCE

Danny says

Although it’s no sports car, the Peugeot is the sports car of the group. It’s the only Continental on call here, and preaches Europe’s downsizing philosophy – direct injection, smaller capacity, forced induction. The 156 hp it makes is no big deal in our 2.0L SUV party, but it’s the turbo engine’s 240 Nm from a mere 1,400 rpm that makes all the difference here.

This gives the 3008 useful punch away from standstill, and good flexibility. Although the pace is subdued a little from the 308 Turbo, which it shares its drivetrain with, possibly due to the extra weight, it should be more than enough go for those shopping in this segment. The official 0-100 km/h time is 9.5 seconds – it practice, the 3008 feels faster than that. As usual, it’s smooth revving and quite linear in delivery.

We must also mention the six-speed automatic gearbox, which is a quantum leap over the “Porsche Tiptronic” four-speeder of old. It’s still not the fastest or snappiest torque converter auto around, but it no longer has a mind of its own, and is competent enough to not annoy.

The “sports car of the group” rep isn’t just from the pace, though. The 3008 feels quite agile and pointy in the bends, and the way the car resists body roll is impressive. This flat stance encourages one to push harder, since there’s no clumsy weight transfer to put you off. No, it doesn’t claw into corners like a hot hatch, but one can at least make the most of what he has in the Peugeot with ease. Sacrifices? Ride comfort is not the best, others soak up bumps better.

If there’s an element from the other SUVs I would want in the Peugeot’s drive, it’s the ASX’s steering. Direct and blessed with good feel, the Mitsu’s helm is as “sporty” as the wheel itself looks. The ASX is also good to drive, but one downside is the lack of cruising refinement. There’s a good deal of road/tyre roar seeping into the cabin. I wonder if a tyre swap would help…

The ASX carries over the Lancer’s 4B11 engine and CVT gearbox. I’m not a fan of CVT, but the transmission works well, and there’s always the manual mode when the mood arises, although it still doesn’t feel 100% natural in those six virtual ratios.

For non-fans, the company in the best position to persuade is Nissan. Their Xtronic CVT works like a charm in the Sylphy and the X-Trail we have here. It’s the CVT, as advertised. Mostly smooth and cohesive like the best torque converter autos (except pedal to metal from rest, perhaps), I never once used the manual mode because I couldn’t have done it better. There’s real connection between the speedo and tacho needle, and the drivetrain feels almost resistance-free as you pull away.

Stats that read 139 PS and 198 Nm look below par on paper, but the X-Trail’s smooth flowing style meant that I didn’t crave for more go. The only time it felt lacking was when we were searching for top speed way above the speed limit – a lot of effort was needed to get past the 130-140 km/h zone.

That easygoing drivetrain is part of a similarly likeable package. The X-Trail’s ride comfort is best of the lot for me, soaking up bumps like they were never there and staying rock steady on the highway. We get our supply from Indonesia, so perhaps it’s the local tuning to suit the harsh roads there at work? Whatever it is, our roads aren’t great either, so it’s all good.

All these fit well with a tall ride height with cushy seats and good all round visibility, making the X-Trail a great urban machine and a soothing long distance one.

The Honda CR-V would have also been a good highway cruiser, if not for its hyper sensitive steering. It’s good for the most part, but I found myself feeding constant small inputs to keep it on course during highway drives. It’s not a major or safety issue, but it meant that I wasn’t fully relaxed, and my hands got tired after awhile.

Other than that, the popular segment leader is typically Honda. The engine revs happily with a familiar mechanical buzz, and is quite nice to work on, although more grunt would have been very welcome here. The five-speed auto is as precise and quick as ever. The CR-V’s well judged ride is firm, but never crashy or noisy.

Which leaves the Tucson. I truly admire Hyundai’s brave new direction with its latest products, which has dramatically increased desirabilty. Their cars are now technically on par with class leaders, if not better, and there are plenty of toys to maximise showroom appeal. For me though, the most effective weapon in their new arsenal is design, capturing the imagination of many who previously overlooked Korean wheels. Perfect cars then?

Not yet. Technically, all’s good, but the Tucson (and Sonata) aren’t class leaders in subjective matters. For instance, while the 2.0 Theta II engine’s 166 PS and 197 Nm sound impressive and provide decent go, the engine isn’t the smoothest revving four-pot around, and is quite resonant in the third half of the rev range. The six-speed gearbox, while competent, isn’t as intuitive as the Honda’s, for instance.

There’s not a lot of mechanical grip either – I’ve seen the ESP light come on in corners where I didn’t expect any help. And steering, a very subjective thing, is something that Hyundai-Kia has yet to master.

But these finer points are invisible to the majority of buyers, so we don’t blame Hyundai for not putting “driving pleasure” and “finesse” as top priority. If I were them, my resources would have went into the exact same areas: on paper spec, equipment to wow and bold design.

Strangely, I ended up preferring the X-Trail in this segment, although the Peugeot’s pace and Mitsu’s steering are on the wish list. For me, SUVs are family cars, and the Nissan’s ride comfort, ease of use and silky drivetrain is the best combo here. Looking in the rear view mirror, my family agrees too!

Harvinder says

Now to the part I love the most. Let us start off with the CR-V. It comes with a 2.0 litre i-VTEC that makes 148 hp and 190 Nm of torque from 4,200 rpm. The numbers are anything but impressive, and unfortunately with 1,540 kg to haul it feels as if the CR-V can do with a more powerful engine.

Acceleration does feel heavy but once you’ve reached a set cruising speed, the power issues fades away, until you slam the accelerator to overtake the car in front of you, that is. The shifting of its five-speed automatic is decent enough and the electric power steering feels a little heavy at times, but it’s not really an issue to me.

Its ride comfort is good, with no irritating bumpiness whatsoever. In terms of handling, I find the CR-V performance at an average level. The X-Trail’s MR20DE twin-cam engine has less power than the CR-V, at 137 hp, though torque is slightly higher, 198 Nm to be exact, from 4,400 rpm. It does pull away slightly better than the CR-V, and it uses Nissan’s Xtronic CVT transmission, with a six-speed manual mode.

To be honest. I am not a fan of the CVTs – I find the sound that the engine makes because of it being rather irritating. However, the Xtronic isn’t that bad and it works smoothly, or fluidly, to use another term. Acceleration is effortless; however, it does take a while for it to achieve higher speed. In terms of ride comfort, the X-Trail does well in absorbing bumps and irregularities. At the same time it is also firm enough for high speed travel. The Nissan boys have got it right with this one.

The Hyundai Tucson’s Theta II 2.0 litre engine is quite powerful on paper, with 164 hp and 197 Nm of torque at 4,600 rpm, and carries over the power into actual driving. It does however tend to sound a little rough when you rev it hard. The power unit is paired with a six-speed slush box, which does its job well enough, although it could use a little more refinement.

This applies to the drivability of the Tucson as well. It handles good enough for normal day-to-day driving and its un-refinement is easily hidden if you don’t push the car hard. Even so, you can actually toss the Tucson around corners, though it would definitely benefit from a more refined handling and a steering with a better feel. In terms of ride quality, this Korean seems to be a bit stiff, a little bumpier on the rough roads.

The Mitsubishi ASX is one car that seems to excel in the handling department. This is one SUV or crossover or what ever you fancy that handles like a car. Agile and nimble would be the right word to describe the ASX. It is no Megane RS, but among its rivals in this shootout, it is right at the top.

You can practically chuck it around bends and it won’t bite back, as long as you don’t go overboard. The chassis seems to communicate with you well through the steering wheel, which also offers a good feel. In terms of power, it is decent with its 2.0 litre DOHC MIVEC putting out 148 hp , identical to the CR-V, and 197 Nm of torque at 2,400 rpm.

Although quite similar in terms of power figures, you do feel more punch in the ASX. This also joins the X- Trail in offering a CVT unit with six-speed manual mode.

Finally we have the Peugeot 3008, which doesn’t really give us an apple to apple comparison in terms of engine type when put against the other four SUVs we have here. There are two major differences. First up is the fact that the engine is a 1.6 litre, instead of a 2.0 litre with the rest. Secondly, it is force-inducted. It is basically the same engine as the MINI, the rather famous 1.6 litre Prince unit.

It makes 156 hp and most importantly, 240 Nm of torque from as low as 1,400 rpm. The higher torque at lower revs proves to be very instrumental in zipping around traffic. Overall, you can safely say that 3008 is the most powerful of the lot, all thanks to the turbo, so no issues at all with acceleration and getting fast quickly. The Pug uses a good old six-speed transmission, which works without a fuss.

The ride comfort is pretty good, with high levels of comfort too. In terms of handling, you can take some pretty serious corners with it, but I still prefer the ASX. Something about the latter’s character makes the whole driving experience sportier. Overall, my pick would be the ASX in regards to overall performance from the SUVs we have here.

Anthony says

Ambling along the highway isn’t how one should define which of the lot to be the best, but the time spent plying the route did reveal a fair bit about each vehicle’s character; there was some hard driving done briefly on each later, which revealed yet more, but given that 99% of these SUVs owners aren’t likely to subject their rides to such, most of the basis – for me at least – was from that gleaned waltzing along.

The Tucson was my first ride out, and as before, when I drove it at point of launch, the 2.0 litre Theta II mill proved willing to get things moving. It feels perky from the get-go, buoyant in its character; conversely, it feels that bit less refined when pushed, and can be a bit zingy at the top end. As a cruiser the Tucson does well enough, though there is a fair amount of road noise, and the steering needs a bit of corrective input in terms of straight-line retention, but the light, easy feel of the rack makes it simple on the shoulders.

The plastics notwithstanding, the itemisation of the layout and switchgear operation in the Hyundai is pretty much fuss-free. One minus is the lack of reach adjustment for the steering, something that is also an oversight on the X-Trail and ASX. Seat comfort is decent, though not group-leading.

As a driver’s car, or crossover, if you prefer, the ASX is by far the leader of the assembled five-pack. The level of steering feel and communication is by far the highest of the lot, as is the vehicle’s response to dramatic changing load/direction. Agile, in a flamboyant manner, the main reason why you’d want one is because you love to drive, with everything else secondary.

Meanwhile, the 3008 drove well, and the turbocharged Prince 1.6 mill chugged along with the least amount of strain of all the engines throughout the drive. It felt like it was consuming the most fuel, based on the onboard readout, but this proved to be deceptive (see fuel consumption section below). In-cabin comfort is high, and the plushness of the interior, despite that pinched feeling, makes doing the miles all that bit easier.

Still, its size means that it is at a slight disadvantage compared to the rest of the crowd here, the ASX notwithstanding. I still don’t think it’s a SUV, which it was tagged when it was launched. A good compact-ish crossover for the young urban family, yes. Super utility people mover, er, no. Drives well though, so it gets brownie points here.

From an interior perspective, the Nissan simply overwhelms the rest. The rather-too-soft driver seat aside, everything about the X-Trail screams functionality. It isn’t the fastest, nor the most agile, nor does it have the sense of presence or grandeur. But there’s acres of space in that cavernous cabin, and something about it works, at least to me – I found myself liking it more with every passing mile.

Easy to drive, there’s nothing imposing in its character; it’s vanilla, really – you get in, turn the key and get to your intended destination without fuss, fanfare or any sort of emotion, for that matter. All that functionality, dished out in a completely neutral manner. It isn’t as bad as it sounds, actually.

Finally, we come to the CR-V. I spent the least amount of time in it during the test session, but driving it regularly keeps reminding me why so many view it as the de facto choice in this market when it comes to putting their money on the table for a mid-price, mid-size SUV.

Yes, the 2.0 litre block can feel slightly underpowered at the lower end pushing that mass (it felt the laziest of the lot in start-offs). The steering is also on the heavier side of things, and needs quite a bit of corrective input during highway driving.

But in every other sense, the Honda gets it right. From the tactility of the switchgear operation (which makes all the others, save the 3008, feel cheap) to the interior presentation levels, the CR-V feels good to the touch and sight. It is agile enough when asked, and balanced would best describe its overall level of driving engagement. In all, it feels well thought out, the type of product that you know a copious amount of time has been spent refining all the key points. In this regard, it’s an absolute toss-up between the neutral functionality of the X-Trail and the refined, cultured presentation of the CR-V.

FUEL CONSUMPTION

During the group test drive, we travelled 412 km from the Klang Valley to Ipoh, and back. It included stop and go traffic, town driving and, of course, highway cruising along the PLUS Expressway.

The route we selected allowed us to test the cars in various road conditions where we spent quite a bit of our time on the highway. During the test drive we also carried out a fuel test for all the SUVs involved, with measures employed to ensure accuracy such as adhering to the 110 km/h national speed limit, keeping a safe distance between the cars, ensuring that all cars are driven by all test drivers (to make sure all SUVs get a consistent driving pattern overall) and so on.

Here are the final results:

Peugeot 3008 (1.6 litre Turbo) – 7.37 litres / 100 km
Mitsubishi ASX (2.0 litre NA) – 7.5 litres / 100 km
Honda CR-V (2.0 litre NA) – 8.3 litres / 100 km
Nissan X-Trail (2.0 litre NA) – 8.6 litres / 100 km
Hyundai Tucson (2.0 litre NA) – 8.7 litres / 100 km

The 3008 took the top honours, with the ASX following closely behind. These were the only two which breached the 8.0 litre per 100 km mark following the test, and the 3008’s lower displacement (and turbocharger) 1.6 liter engine likely has contributed to its number one spot here.

It’s also interesting to note that the ASX, which uses a normally-aspirated 2.0 litre engine, achieved 7.5 litres per 100 km, just 0.13 litres behind the 3008, which makes it the most fuel efficient vehicle among its 2.0 litre competitors and it is also very comparable to the Pug.

We reckon that the ASX achieved almost similar numbers due to its engine tune, its MIVEC (or Mitsubishi Innovative Valve timing Electronic Control system) calibration and of course its transmission tune. The engine also utilises a lightweight aluminium block which helps the ASX achieve positive such results. We must also take the vehicle kerb weight into account. It appears that the ASX is lighter than the 3008, with a kerb weight of 1,375 kg. Its French rival is 1,450 kg in comparison.

CONCLUSION

Danny says

Big or small, boxy or curvy, there’s an SUV for every one. No lemons here, just entries that excel in various areas. At the end of the day, it depends on what you want out of an SUV, whether as a great family wagon (Nissan fits the bill, Peugeot is out), a personal urban mobile (Peugeot and Mitsu are compact enough and drive well) or great value and bold design (Hyundai).

I love to drive, but I also view the SUV as a family car, which means that practicality and comfort are high in the list. The Honda CR-V is a good all-rounder, but I like the honest, self-confident X-Trail. The Nissan is comfortable in its own skin, and will make you feel as comfortable, too. As for those itchy moments, I’ll buy a cheap fun car.

Harvinder says

Overall, there’s no obvious winner here – all the SUVs here definitely pass the minimum requirement, so it’s a matter of personal choice. You should also look at other factors such as safety features and pricing. The 3008 comes with a 5-star Euro NCAP rating which is made up by 6-airbags, ESP and ISOFIX points, among others. It retails for RM146,888 (all prices here are OTR including insurance).

The Tucson on the other hand has two airbags and ESP and it retails at RM139,888 for the 2.0 litre High Spec. The ASX is also fitted with dual airbags and ESP (or ASC, as Mitsubishi calls it). Also in the list is Hill Start Assist. The ASX goes for RM139,980, which is similar to the Tucson. The CR-V comes with four airbags and ESP (or VSA) and it goes for RM149,980.

Finally, the X-Trail, which goes for RM149,500; it comes with, yes, you guessed it right, dual airbags but without ESP, which is interesting to note. It only has ABS with EBD and BA. That’s a bit of a downside, given a price tag that’s a shade off being the most expensive of the lot. To me, the fight would go down between the Mitsubishi ASX and the Peugeot 3008, if I were shopping for an SUV.

Anthony says

There wasn’t a runaway pick of the heap, not where I’m concerned; it’s nice to see how close things have gotten in the segment that there wasn’t one dominant player. The ASX is my weapon of choice from a driving perspective – the CVT aside, it is engaging, to say the least. But that’s never the only reason why one buys a vehicle in this segment. and its size means that those shopping for a full-fledged SUV may find this crossover too small for their needs.

The same goes for the 3008. Pluses are a highly refined interior and tractable, crowd-pleasing mill, but its lack of heft may preclude it as a straight choice to most. Its appeal lies with those who find the allure of a Continental offering winsome, and provides those seeking an alternative to the predominantly Japanese/Korean crowd a perfect option. A small family (quite literally, for rear occupants!) is also a prerequisite.

The Tucson shows how much the Koreans have closed the gap, but still, haven’t quite gotten the cigar – there are key areas in which its lack of absolute refinement shows it up (it’d have been very interesting pitting the plusher Sportage cousin into the mix against the Japanese competition). Still, the external shape is light years ahead of the previous one, and its main point is that it now offers a serious contender as an alternative if you don’t want to go with a Jap offering, and think a Pug is too much work.

In the end, from the assembled crew, I’d take my pick from the X-Trail and CR-V. I didn’t expect the X-Trail to figure as highly as it did – looks truly can be deceiving. I liked its honesty; it doesn’t paint anything more into the picture than it should, and it goes about everything in such clean, unfettered fashion there is much to like about it and its character.

As for the CR-V, well, its strength is in its overall presentation and coherency – here, it never led in any particular aspect, but scored high and kept pace with its overall level of refinement and, most importantly, its consistency in delivery across the board. A large number of buyers have likely found that very essence – and composition – appealing, given the numbers shifted through the years. With this household being one of these, I’m not inclined to disagree with the collective, that plying the safe, consistent route is not such a bad thing. The tick goes in this box for me then in this particular five-way.

Look after the jump for mega photo galleries of all 5 contenders.

GALLERY: Mitsubishi ASX

GALLERY: Honda CR-V

GALLERY: Nissan X-Trail

GALLERY: Peugeot 3008

GALLERY: Hyundai Tucson

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan Leaf – pilot program to begin in Malaysia in 2012

Anthony Lim — Wed, 14 Dec 2011 08:06:04 +0000

Word has it that the Nissan Leaf electric vehicle is coming into the country sometime in the first half of next year. Before you get too excited, it’s not a commercial launch, but rather a pilot program that Edaran Tan Chong Motor will be running for the vehicle, which recently added the Japanese Car of the Year 2011-2012 title to its award-winning list.

Datuk Dr Ang Bon Beng, ETCM’s executive director, said that the pilot program is in line with Nissan’s comprehensive efforts toward the realisation of a zero-emission society. “The pilot program will involve electric vehicle awareness sharing and experimental drives to Government bodies, members of the media as well as public audiences,” he added.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan GT-R – the Track Pack option ramps it up

Anthony Lim — Fri, 09 Dec 2011 18:55:55 +0000

A bog standard 2012 Nissan GT-R should suffice for most, but those seeking an edgier prospect can look towards outfitting the car with its Track Pack option, just the thing if circuit runs are your cuppa.

The package, available for the Pure Edition variant, is jointly developed with Japanese-based company NordRing, and features a suspension, air guide for both front/rear brake cooling and a set of lightweight six-spoke Rays alloys with gloss black painted centres; the wheels identify the version externally.

The brakes behind these are cooled by additional cooling ducts, built into the front bumper; these reduce the operating temperature of the front brake discs by as much as 100 degrees during track use, improving the stopping performance. Similar ducts, hidden behind the rear wheels, channel cooling air over the rear discs.

Meanwhile, the suspension’s spring rates have been revised to be optimal for track use, though like all GT-Rs, the dampers are adjustable to offer more comfort when the car is being used on the road.

Inside, going the TP route gets one Recaro front seats trimmed with blue bolsters and an innovative high grip material to help keep the driver in place during hard cornering and braking. No rear seats on this one – they’ve been removed to save weight. A ‘Track Pack’ emblem on the centre console helps remind the driver what the model is.

No changes to the output, which is 550 PS, like the regular GT-R, though going with the package adds to the total cost. A case of less is more? Definitely, however you choose to look at it.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan Leaf is 2011-2012 Japanese Car of the Year

Anthony Lim — Wed, 07 Dec 2011 05:05:13 +0000

The Nissan Leaf has added another feather to its cap – the EV has been named as the Japanese Car of the Year for 2011-2012. The announcement was made at the Tokyo Motor Show, and this is the first time in the award’s 32-year history that an electric vehicle has won.

The win makes it a hat-trick of COTY titles for the Leaf, which has also taken the 2011 European Car of the Year and the 2011 World Car of the Year accolades. The last Nissan to bag both the European and Japanese Car of the Year titles was the Micra (or March), back in 1993.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan’s new 2.5 liter hybrid unit to replace 3.5 liter V6?

Harvinder Sidhu — Fri, 02 Dec 2011 07:17:08 +0000

Nissan has introduced a brand new hybrid drivetrain which is made up by a 2.5 liter four-cylinder gasoline engine, an electric motor as well as a lithium-ion battery pack. The interesting bit is that the 2.5 four potter is supplemented by a twin-screw supercharger.

This helps the new system to produce almost similar horsepower and torque figures as the company’s VQ35 3.5 liter V6 unit. This means we are talking about approximately 260 hp and 338 Nm of torque. At the same time, fuel consumption is lower too, at least 10% lower with the continuously variable transmission. Engineers claim that the new system has plenty of low and mid-range torque.

This drivetrain will either be made available alongside the 3.5 liter V6 or it might replace it all together. It is expected to be introduced into the North American market by 2013 and many suggest that it could in the next-generation Nissan Altima.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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LIVE from Tokyo: Nissan Juke Nismo Concept is no joke

Danny Tan — Thu, 01 Dec 2011 03:25:38 +0000

No GT-R engine here, but Nissan’s wacky Juke went through a Nismo transformation, and has emerged beefier in both looks and performance.

Besides the expected aesthetic treatment, the Juke Nismo gets a lowered and stiffened chassis, while the 1.6-litre direct injection turbo engine has been uprated to deliver more power, although no numbers were given.

Inside, there are changes to the steering wheel, pedals, gauges, shifter knob and door trims, while leather-trimmed bucket seats have been added. Also, the tachometer dial and needle are illuminated in red, and shiny surfaces have been given a matte finish. More details in our previous post.

Like or loathe, this is the sort of design boldness that has been lacking in Japanese cars, which are normally severely toned down for production. Hats off, but still not in love with that face, though.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan Juke Nismo Concept – another juke box hero

Anthony Lim — Tue, 29 Nov 2011 08:05:45 +0000

Click to enlarge.

Nissan’s Nismo performance arm will be unveiling its latest creation in Tokyo – the Juke Nismo is the company’s take on what a premium sports version of the compact crossover would look like.

No, it’s certainly not as radical as the 480 hp Juke-R, but the Nismo version is lower, wider and has a tougher stance than the bog standard Juke, so Nissan says. The dress-it-up bit is achieved with the help of a Nismo body kit, 19-inch alloys and an exterior finished in signature Nismo colours of pearl white with red highlights.

New parts include revised lower bumpers front and rear, wider fenders and sill side skirts, and the grille pattern has been changed while the tailgate spoiler has been modified by the addition of side elements to control airflow more efficiently. The side mirrors have also been reworked on this one.

Click to enlarge.

The Nismo treatment of course extends to the chassis, which has been lowered and stiffened, while the 1.6 litre direct injection turbo gasoline engine has been uprated to deliver more power and performance – no numbers were mentioned though.

Inside, the parts that interact with the driver’s sense of sight, sound, look and feel, such as the steering wheel, pedals, gauges, shifter knob and door trims, have been redesigned to provide greater involvement when driving.

Elsewhere, special leather-trimmed bucket seats have been added, while the tachometer’s dial and needle are illuminated in red. Additionally, previously reflective surfaces have been given a matte treatment, while the centre console gets a metallic coating.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan Pathfinder spotted in Gardens Mall parking lot

Paul Tan — Sat, 19 Nov 2011 13:34:35 +0000

We managed to sight this Nissan Pathfinder in the Gardens Mall parking lot earlier today. For those who don’t know what the Pathfinder is – it’s essentially a ladder frame chassis SUV based on the Nissan Navara, much like how the Pajero Sport and the Fortuner are derived from the Triton and the Hilux respectively.

This is most likely a grey car – we’ve seen the Pathfinder advertised by grey importers before for about RM130k. An official Edaran Tan Chong Motor (ETCM) imported Pathfinder with the same powerful engine you’ll find in the Navara would be a very interesting alternative to the Pajero Sport/Fortuner, but the volume of that segment might be too small to interest ETCM. We haven’t seen a car in this class from ETCM since the Terrano.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan Juke-R – more images of the 480 hp beast

Anthony Lim — Fri, 18 Nov 2011 06:50:01 +0000

Nissan has released more images of the Juke-R, which is set to begin official testing later this month.The 480 hp vehicle was officially introduced by Nissan Europe in October as a special, road legal concept car, of which two versions will be built – one in left-hand-drive and one in right-hand-drive.

The urban rebel crossover, as the company tags it, wears a VR38DETT mill from the GT-R as well as the latter’s six-speed transaxle, with a modified four-wheel drive GT-R driveline and propshaft linking things together.

Exterior design cues include 20-inch RAYS forged alloy wheels, a dynamic split rear wing and twin pentagonal exhausts, which emit the GT-R’s evocative engine note, while the interior features a motorcycle-inspired console at the centre of a modified interior cabin fitted out with twin race seats, five-point harnesses and a race-spec roll cage, among others.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan Pivo 3 – urban EV concept set for Tokyo debut

Anthony Lim — Thu, 10 Nov 2011 04:49:50 +0000

Nissan will be showcasing the third incarnation of its Pivo in Tokyo later this month. If the Pivo 2 from 2007 was a bit bubbly, the Pivo 3, as it’s called, goes all angular and certainly boxier.

Tagged as the smart urban commuter EV of the near future, Nissan says the Pivo 3 features a refined exterior styling with bold surfaces and a new stance, as well as a central driving position and a high-grade interior.

The compact three-seater, in a 1+2 layout, is under three metres long, and the vehicle has narrow-tread rear tires and IWM (in-wheel motors) with a wide steering angle, allowing it to make a U-turn on a road only four metres wide. The highly manoeuvrable vehicle has a zero turn gap, so if the front wheels can make the turn, the rear wheels will follow without the body scraping anything.

Features on this one include an Automated Valet Parking (AVP) function, which enables the car to automatically drive, locate a parking space and park without driver assistance in an infrastructure-equipped parking lot envisioned in the future. It can also charge itself and return to its driver at the AVP exit when called by smartphone.

It also inherits the Robotic Agent interface from the Pivo 2 – the car acts as a partner or personal assistant to the driver, with companionship conveyed by the Robotic Agent, and a “smart” personal filter selects information relevant to the current driver, location and vehicle.

Elsewhere, side-view monitors take the place of mirrors, using Nissan’s Around View Monitor system to reveal the car’s surroundings and help minimise blind spots. The centre console, meanwhile, features an ultra-wide display for GPS and other information, and together with a sub-monitor and the Robotic Agent, is positioned to interact discreetly with the driver.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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J.D. Power Asia Pacific report finds that overall new vehicle quality in Malaysia is up notably from 2010

Anthony Lim — Tue, 08 Nov 2011 13:24:49 +0000

According to the J.D. Power Asia Pacific 2011 Malaysia Initial Quality Study (IQS), overall new-vehicle initial quality in Malaysia has improved from 2010. The study – fielded between March and July this year – is based on responses from 2,858 new-vehicle owners who purchased their vehicle between September 2010 and May 2011. It includes 67 passenger car, pickup and utility vehicle models from 14 brands.

The study, which is in its ninth year, examines new-vehicle quality during the first two to six months of ownership, and measures more than 200 problem symptoms covering eight vehicle components, these being vehicle exterior, driving experience, features/controls/displays, audio/entertainment/navigation, seats, HVAC, vehicle interior and engine/transmission.

All problems are summarised as the number of problems reported per 100 vehicles (PP100). Lower PP100 scores of course indicate a lower rate of problem incidence and higher performance.

Overall initial quality in Malaysia averaged 124 PP100 in 2011, a 23 PP100 decrease from 2010. Initial quality has improved from 2010 in six of the eight problem categories: vehicle exterior, driving experience, features/controls/displays, audio/entertainment/navigation, vehicle interior and engine/transmission. The report says that the greatest improvements have occurred in the vehicle exterior category.

Despite overall improvement, the five problems reported most frequently by owners continue to be excessive wind noise, noisy brakes, excessive fuel consumption, air-conditioning which doesn’t get cold fast enough and the engine losing power when air-conditioning is on.

The study found that 44% of new-vehicle owners indicated having a problem-free experience with their vehicle. Among these owners, 51% say they “definitely woull” recommend the model they own to friends or relatives. In contrast, among the 56% of new-vehicle owners who experienced at least one problem with their vehicle in their initial six months of ownership, only 27% said they would recommend the model they own.

In terms of specific models, the Honda City ranks highest in the entry mid-size segment for a third consecutive year, with a score of 62 PP100, an improvement of 36 PP100 from 2010. Following in the segment rankings is the Toyota Vios. In the mid-size car segment, the Nissan Sylphy finished top of the heap with 39 PP100, followed by the Toyota Corolla Altis at 43 PP100 and the Honda Civic, with 55 PP100.

In the MPV/Van segment, the Toyota Avanza was class-leading for a second consecutive year, with a score of 64 PP100, with the Toyota Innova (73 PP100) and Nissan Grand Livina (107 PP100) in second and third respectively. As for the pickup category, the Toyota Hilux led the pack with 32 PP100, followed by the Isuzu D-Max at 47 PP100 and the Mitsubishi Triton at 64 PP100.

The IQS is one of three consumer-based studies that J.D. Power Asia Pacific conducts in Malaysia. This year’s Malaysia Customer Service Index (CSI) Study, which measures new-vehicle owner satisfaction with after-sales dealership service, was released in July, while the Malaysia Sales Satisfaction Index (SSI) Study for 2011, which examines new-vehicle buyer satisfaction with the sales and delivery experience, was released in September.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan GT-R gets upgraded for 2012 – power up to 550 PS

Anthony Lim — Tue, 08 Nov 2011 04:38:56 +0000

Nissan has announced the introduction of the 2012 model year GT-R – the car goes on sale in global markets beginning January next year. In a nutshell, the 2012 revisions have brought about more power to the VR38DETT block, to 550 PS at 6,400 rpm, with torque at 632 Nm from 3,200 to 5,800 rpm (up from 612 Nm previously), as well as improved economy and lower emissions.

As well as more power, the 2012 GT-R has a newly-developed asymmetric suspension which compensates for greater weight on the driver’s side in RHD models, enhanced transmission ‘feel’ and a stronger body for extra rigidity and better handling.

The engine response and torque at mid- and low-speeds, and power at high revolutions, has been significantly improved, primarily from improved intake efficiency as well as exhaust emissions efficiency and increased exhaust valve cooling performance. The car also has reduced air flow resistance, thanks to a more compact under floor catalyser which improves emissions efficiency and reduces weight.

As for the transmission, the shift ‘feel’ and quietness has been refined thanks to a strengthened design of the shift fork arm and a firmer fixing bearing for the flywheel housing. Also, a special differential oil – namely the R35 Competition Type 2189E, in a 75W-140 viscosity – that was developed for competition is now used in every GT-R version.

As well as greater power and torque, the reinforcing of certain areas around the rear part of the engine compartment and dash panel delivers more responsive handling, and Nissan says a greater sense of the vehicle’s grip on the road is transmitted to the driver.

At the same time, more precise production methods, accompanied by advancements made in the vehicle body, have improved the inter-vehicle detection capability. This has been achieved by a more rigid, highly-damped vehicle body and changes in the positioning of the sensor. Additionally, a more accurate acceleration sensor has been placed in areas with higher sensitivity in the vibration testing of each vehicle body.

Meanwhile, accounting for the added weight of the driver in a right-hand drive vehicle, coupled to the fact that the propeller shaft for the front wheels is located on the right side of the vehicle, the GT-R’s suspension in RHD versions has now been set asymmetrically.

For the front suspension, there’s a harder spring rate on the left side, while at the rear, the suspension arm has been installed upwards on the left side and downwards on the right. This means an imbalanced wheel load when the car is stationary, but which is equalised during driving, providing improved responsiveness, smoothness and steering feel, as well as enhanced cornering stability and riding comfort.

Elsewhere, the interior gets minor tweaks – the instruments placed in front of the driver have been enhanced by the addition of blue lighting inside the tachometer ring to match the shift position indicator light, and the Bose audio system’s woofers have been changed to Bose Precision Sound System woofers developed for the Egoist grade, for improved sound quality. Also, a rear view camera is now standard on all models.

There’s also a Track Pack custom option, available for the Pure Edition. Jointly developed with NordRing company in Japan, it features a suspension, air guide for both front and rear brake cooling and aluminium-alloy wheels made by Rays (the last with a black quartz chrome shade coating).

The front spoiler – with a carbon air duct – has been exclusively made for this edition, and is installed as a set. To reduce the vehicle’s weight, the edition features a two-seat configuration (without rear seats, with quilted fabric mats), though one can opt for combination seats made with genuine leather and high-grip fabric that have been newly developed for the “For Track Pack” option.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Play the Nissan X-Gear augmented reality game on your Android and iOS device, win an iPad 2 or iPod Shuffle!

Paul Tan — Tue, 01 Nov 2011 06:45:20 +0000

Nissan has done something rather cool to commemorate the launch of the new Nissan X-Gear – they’ve developed a cool X-Gear augmented reality app for the iPhone, iPod Touch, iPad and your Android device where you can drive a virtual Nissan X-Gear.

Here’s how you can play the game:

Download the Nissan X-Gear App from the iTunes Store.
Download the Nissan marker PDF file from the Nissan Malaysia website and print it out.
Run the App, tap on ‘Start Game’ and point your Apple device’s camera towards the printed Nissan marker.
Once you’re in the simulated city, drive around in the X-Gear and pick up as many passengers as you can.
Drop off the passengers at the Nissan showroom to redeem your points.
Every 1,000 points will earn you 1 contest entry.

Ah, what contest entry you say? You could stand a chance to win either an iPad 2 or an iPod Shuffle! Just join the X-Gear, keep playing and come out at the top by the 15th of December 2011. For those with an Android device, you can also download an Android version here.

Don’t forget to check out the interactive features in the App, which includes a Garage, and Specifications tab holding all the key info on the Nissan X-Gear. It will give you a 360 degree view of the vehicle.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan Juke-R – first view of the munch monster

Anthony Lim — Wed, 26 Oct 2011 01:48:11 +0000

Click to enlarge.

The Nissan Juke-R super crossover bandied about earlier in the month has finally been revealed in the metal – the car made its first public appearance at a Nissan crossover media launch in Malaga, Spain, at the end of the press conference.

The Juke-R of course wears the 3.8 litre twin-turbo V6 from its famous sibling, the GT-R, as well as the latter’s six-speed transaxle, with a modified four-wheel drive GT-R driveline and propshaft linking fore and aft together.

Just two versions of the Juke-R are being created, one in each of left-hand and right-hand drive. The cars are developed by Nissan and built by leading motorsports outfit RML, with input from Nissan Technology Centre for Europe (NTC-E). Testing of the car will begin in November.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan Almera launched in Thailand – it’s the Sunny!

Danny Tan — Sun, 09 Oct 2011 17:54:07 +0000

Nissan has launched its second eco-car in Thailand after the March, which is also the first sedan bodied eco-car in the market. Named Almera, it revives a name used by Nissan in Europe for its family cars. If it looks familiar, the Thai Almera is what we know as the new Sunny, the big B-segment sedan that made its world debut in Guangzhou last year.

Built on the V-platform also used by the March hatchback, the Almera is big bodied for a car aimed at the Vios/City segment, a similar approach chosen for the Latio sedan, although the Almera/Sunny is sleeker in shape (0.29 Cd). It is 4,425 mm long, 1,695 mm wide and 1,500 mm tall, while wheelbase is a class leading 2,600 mm. Nissan says that rear knee room is at D-segment levels, and having sat in it before, I agree. Boot space is a large 490 litres.

The Almera comes with a rear spoiler (with LED brake light), fog lamps and chrome on the grille and door handles. Available kit includes Fine Vision instruments, MID, steering buttons, climate control and Intelligent Key with push start button.

The Almera, like the March, is powered by the HR12DE 1.2-litre 3-cylinder petrol engine. This 12-valve CVTC equipped unit makes 79 PS and 106 Nm at 4,400 rpm, and is mated to Nissan’s Xtronic CVT gearbox or a five-speed manual in basic grades. This efficient and lightweight (Almera weighs between 962 and 1,027 kg) package is boosted by Start-Stop tech to deliver claimed fuel consumption of 20 km/l and low CO2 emissions of 120 g/km.

Note that this drivetrain is different from the China spec Sunny, which comes with a larger HR15DE engine. A more efficient package is needed to comply with Thai eco-car rules. The Almera also sports a black cabin, instead of beige.

The Almera/Sunny is part of Tan Chong’s future plans, although no one knows what it will be called here. Click here to read our world debut coverage from Guangzhou, and to view a comprehensive hi res gallery.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan unveils revolutionary car battery charging tech and new, highly formable ultra high tensile strength steel

Anthony Lim — Thu, 06 Oct 2011 11:43:27 +0000

Nissan has unveiled a couple of innovations, and the first is the development of a new technology that can fully charge an electric vehicle battery in about 10 minutes.

According to a report, researchers at Japan’s Kansai University, working together with Nissan boffins, have come up with tech to speed up the charging process. Currently, lithium-ion batteries can take up to eight hours to recharge fully.

In experiments, the researchers tweaked a capacitor – by using a composite made from tungsten oxide and vanadium oxide for the capacitor’s electrode instead of the usual carbon – to allow it to hold more power. Tests with the new capacitor resulted in it being able to fully recharge within 10 minutes, while maintaining nearly the same storage capacity and voltage as lithium-ion batteries, the report says.

Apparently, the new capacitor has endured repeated charging and discharging without durabiility issues, and the researchers are now planning to go further afield, utilising different materials and structures for the device, with the aim of bringing down the charge time to three minutes or less.

The report adds that it is likely to take about a decade to commercialise the technology, but the breakthrough is expected to help cut production costs for electric cars and make them more popular for drivers in a hurry.

The second one involves steel, in this case what has been tagged as the world’s first ultra high tensile strength steel to be rated at 1.2 gigapascals (GPa), which Nissan has developed in collaboration with Nippon Steel Corporation and Kobe Steel.

What’s unique about this one isn’t just its stiffness, but also its formability. Until now, high tensile strength steel involved a critical trade-off – increased strength came with increased rigidity, and with that, a consequent reduction in press formability, not to mention the challenges in spot-welding the stuff. Traditionally, only high tensile steel – rated up to 980 megapascals (MPa) – has been used in cold pressing structural body parts, requiring complex press work.

The new material changes the scene. Highly formable, it will be produced from 2013 as steel plates for use in cold pressing structural body parts, and used for centre pillar reinforcements, front and side roof rails and other key structural components.

Development of the new material was realised by a breakthrough in the ability to control its structural formation at the sub-micron level, combining hard and soft layers to achieve both strength and formability. An optimal spot-welding methodology – a proprietary process which involves careful optimisation of welding pressure, current volume and power distribution – was also developed for use with it.

The steel offers the benefit of exceeding the structural body performance of previous materials, with less thickness needed. As such, it will offer weight savings, with Nissan claiming its use will reduce vehicle body weight by up to 15 kg.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan Juke-R: A crazy Juke that thinks it’s a GT-R!

Danny Tan — Tue, 04 Oct 2011 21:09:20 +0000

Nissan is a Japanese brand that’s doing relatively well in Europe, helped by niche creating models such as the Qashqai and Juke. Instead of foolishly going head on with Golf class hatchbacks and superminis with a like-for-like product, these crossovers offer a unique bodyshell in their respective segments. They’ve been successful with sales of more than 100,000 Jukes after just a year on sale, so now it’s time for some fun.

This work in progress is the Juke-R, the first ever super crossover. Super because this is a Juke that thinks it’s a GT-R. The flared wheel arches, revised front and rear bumpers plus a unique split rear wing hint at the GT-R’s 3.8-litre twin-turbo V6 engine under the hood. Under the boot hides the Godzilla’s six-speed transaxle, with the front and rear ends joined by a modified GT-R 4WD driveline and prop shaft. Chunky 20-inch RAYS forged alloys wrap things up.

Inside, the Juke’s dashboard has been transformed to accommodate the gauges, dials and 7-inch customisable LCD display from the GT-R. The Juke’s unique bike fuel tank inspired centre console remains. Two race-seats with five-point harnesses sit inside a visible roll cage.

Unfortunately, the Juke-R is not for production. It’s a one-off, road legal concept car, developed by Nissan and built by motorsports outfit RML with input from Nissan Technology Centre for Europe (NTC-E). Built to gauge the public’s reaction to a seriously sporty Juke, first tests are expected to be done in November. Crazy stuff!

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan Latio gets facelifted – range now down to two variants, a hatchback and a sedan; hatch goes 1.8L

Anthony Lim — Thu, 29 Sep 2011 13:16:26 +0000

Edaran Tan Chong Motor has announced the introduction of the facelifted Nissan Latio. The model range, which previously consisted of four variants (three sedan, one hatchback), has now been scaled down to two, a hatchback and a sedan, both in Comfort level specification.

The biggest change, aside from the cosmetic enhancements, is with the hatchback, which is now available only in 1.8 litre guise. The car gets the MR18DE mill, which offers 126 PS at 5,200 rpm and 174 Nm of torque at 4,800 rpm.

As for the sedan, that which has been retained is the entry-level unit previously, and it wears the trusted HR16DE 1.6 litre engine, with 109 PS at 6,000 rpm and 153 Nm at 4,400 rpm the figures. It’s only available with an auto transmission.

For the facelift, the Latio hatchback gets a newly-designed front grille and front bumper, as well as a new rear bumper, which the company says “gives a presence of motion and energy.” The car also gets new headlamps, and in the case of the hatch, new rear lamps as well. The sedan gets the front bumper and grille job, but no changes to the rear.

Inside the cabin, the Latio hatchback now comes with steering wheel audio controls and a new audio head-unit player with an Auxiliary input for portable audio devices. It also features a new white background meter display, replete with silver trim for the instrument dial cluster. Elsewhere, the hatchback is now equipped with an automatic air-conditioner system with digital display, and the trip meter readout now offers instant and average fuel readings.

The Latio 1.8 AT hatchback is priced at RM99,800, while the 1.6 AT sedan goes for RM89,800, both on-the-road inclusive of insurance; Latio buyers will also get a Solar Gard Armorcoat tinting package worth RM1,400 thrown in for free.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan to supply Fuga sedan to Mitsubishi in Japan

Anthony Lim — Thu, 22 Sep 2011 08:21:41 +0000

Click to enlarge.

Nissan and Mitsubishi have yet again expanded the scope of their OEM supply agreements in the Japanese market. From next year, Nissan will provide the Fuga luxury sedan to Mitsubishi, to be rebadged and sold by the latter, and Mitsubishi is to provide its MINICAB-MiEV commercial mini EV to Nissan, also sometime in 2012.

The two new OEM project agreements are part of the core agreement signed in December 2010 to expand cooperation between the two companies, and follow on a prior agreement for Nissan to provide the NV200 Vanette compact van to Mitsubishi (rebadged as the Delica D:3) beginning this October, as well as the establishment of the NMKV minicar joint venture, which was announced in June 2011.

As an interesting aside, the Fuga was being bandied about as the Perdana replacement for top-level government use only, though speculation has pretty much dissipated with the announcement of the impending Proton-MMC collaboration. To think it could somehow pop up again in the picture, as a Mitsubishi, is improbable, all very far fetched.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Test Drive Report: New Nissan Livina X-Gear 1.6 Auto

Danny Tan — Wed, 07 Sep 2011 08:29:38 +0000

Edaran Tan Chong Motor (ETCM) officially unveiled the new Nissan Livina X-Gear yesterday, while also giving the media a chance to sample the new crossover in a drive from KL to Penang and back. If you missed yesterday’s launch post, click here to view it.

In a nutshell, the X-Gear is a five-door version of the Grand Livina that we’re familiar with, decked with SUV style bodywork. While it’s shorter and has one less row of seats, the five-seater X-Gear shares the same wheelbase and tracks as the Grand Livina. Offered in a single spec – 1.6-litre auto – ETCM is pitching it as a spacious alternative to typical B-segment hatchbacks such as the Ford Fiesta, Mazda2, Honda Jazz and Suzuki Swift.

Read the review after the jump.

I started the first half of the journey from KL to Ipoh at the back seat. Headroom and legroom is very generous in the X-Gear, allowing me to file the launch story in relative comfort. By the way, the legroom pic from yesterday’s post was taken on the move – the driver was around my height (170-175 cm) and that was his correct driving position.

Note that ‘correct driving position’ is backrest upright with elbows and knees slightly bent, not fully stretched, boy racer style. This is what we’ve learned from various driver training sessions by professionals, and not simply plucked from the sky.

In any case, I’d say that legroom is very good in the X-Gear, and there’s also room for feet to tuck below the front seat.

One significant change in the cabin is the deletion of the rear air con vent of the Grand Livina (GL), replaced by a cupholder that can transform into two. The central strip vent on the dashboard that’s supposed to direct air to the rearmost sections of the GL has also been omitted.

This rationale for this is that the X-Gear’s shorter cabin length doesn’t require the GL’s extra vents. Anyway, it’s not a crime for a two-row car below RM100k to not have rear blowers, and I didn’t miss them.

After lunch in Ipoh, it was my turn behind the wheel. The driver’s work area is instantly familiar, although things like the silver dial faces and black dashboard/interior (both introduced with the recently facelifted GL) lift the ambiance for yours truly. The headlining isn’t in black, so it’s not too dark.

The ‘Tartan’ fabric works well to break the monotony. Things like seat height adjustment and steering reach adjustment/audio controls remain on the wish list, though. I also found the wing mirrors to be on the small side, but maybe it’s just me.

With 105 PS and no VVT, the engine looks poor on paper. The auto ‘box is also just a four speeder. But the X-Gear driving experience is far from lethargic. A sensitive and responsive throttle plays its part, and the gearbox, while not possessing the silkiest change, is fault free in perceptiveness.

If it doesn’t compute, let’s just say that sometimes bare figures don’t tell the full story, and making the most of what you’ve got is important. For instance, I’d rather have the Vios’ good response over the City’s 11 PS, 4 Nm and extra gear ratio paper advantage.

The X-Gear revs freely and willingly, but it does get quite vocal in the second half of the rev range. If you’re wondering, the sound is more buzzy bee than sweet honey! So it’s a good thing that the X-Gear is doing around 2,700 rpm at 110 km/h, which is decent for a four speeder. Acceleration feels stronger than the Grand Livina 1.6, which is logical since it’s 105 kg lighter.

I pushed hard between Jelapang and Sungai Perak since the won’t be many curves after that stretch. The X-Gear’s EPS steering is light and easy to steer, but not very grounded and assuring at high speeds. This is quite a tall car with high ground clearance, and the body moves around quite abit at high speeds (above our highway limit) and when overtaking trucks. A more planted feel for high speed cruising wouldn’t go amiss, but bear in mind that we were driving way harder than most X-Gear owners will.

Handling and grip wise, it doesn’t fare too bad. The X-Gear is nimble when cornered hard, and held its line with determination in the S bends down the hill, despite the comfort biased Continental rubber. Carving corners isn’t what it’s made for, but given a choice between this and the (non Impul) Latio on B roads, I’ll have the X-Gear, which is quite a surprising discovery.

What’s more surprising is the ride comfort on offer. Perhaps it’s my bad memory, but I don’t remember the Grand Livina riding so well. Bumps, potholes, ridges and bad roads were absorbed very well – no thumping and harsh landings, the well damped X-Gear didn’t feel like a small Japanese car at all, to be honest! Definitely more compliant than the Latio, too. This quality makes the X-Gear a good urban vehicle.

Later, ETCM revealed that spring and damper rates are different compared to the Grand Livina. They are softer, since the X-Gear is a lighter car, and doesn’t need to be tuned to accommodate the bigger loads of the GL.

This doesn’t necessarily mean that the X-Gear rides softer than the GL, just that this is the most optimum setting for the car. Whatever it is, it works. This is no flash in the pan actually; the X-Trail is one of the better riding SUVs in its class.

To sum it up, the good ride comfort and easily accessible performance are big plus points for the X-Gear, along with the generous rear legroom and boot volume. It’s not the best equipped car around, though, and keen drivers are much better served in a Fiesta or Swift. However, those cars don’t double up as family transport very well, something the X-Gear excels in. Can’t have it all, so it all depends on one’s priorities.

The X-Gear will never outsell the Grand Livina, but is sure to give B-segment car buyers some good food for thought.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan Livina X-Gear is here – 5-seater, 1.6L, RM82,800!

Danny Tan — Tue, 06 Sep 2011 02:48:43 +0000

Click to enlarge

Edaran Tan Chong Motor (ETCM) has officially unveiled the Nissan Livina X-Gear. It’s essentially a five-seater version of the Grand Livina MPV that Malaysia is very familiar with, plus tough SUV-style looks thrown in the package. Launched with the same 1.6 litre engine as the Grand Livina, the Serendah-assembled X-Gear is priced at RM82,800 OTR, including insurance.

At 4,275 mm long, the X-Gear is 145 mm shorter than the 4,420 mm Grand Livina, although both share the same 2,600 mm wheelbase and tracks. This means that all the millimetres the X-Gear loses over the Grand Livina is behind the rear axle, the length Nissan added in to accommodate a third row for the Grand.

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So while many would naturally view the two-row X-Gear as a smaller Grand Livina, it can also be viewed as a large hatchback, something like a Suzuki SX4. In fact, ETCM is pitching the X-Gear in the B-segment hatchback market (Jazz, Swift, Mazda2, Fiesta) and hopes to steal some sales from similarly priced popular sedans such as the Toyota Vios as well.

To us, the X-Gear’s macho add ons make it look quite convincing as a psuedo-SUV. The entire front bumper is new and chunkier than the standard item, with a protruding chin and prominent cut outs for the fog lamps. The grille is unique, too.

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There’s also a silver “sump guard” for full effect. From the side, one can see black body molding and overfenders. The wheels are similar in size with the Grand Livina.

The rear mirrors the changes up front. There’s a chunkier bumper in black, with a similar silver panel. The Nissan logo on the tailgate is surrounded by a black piece of plastic to match as well. The package is completed with roof rails, which are functional, stresses ETCM. No old X-Trail style lights on them, though

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Ground clearance is 180 mm, no difference from the Grand Livina. There’s also no raised suspension or 4WD, so owners shouldn’t take the X-Gear too far off the beaten track. As mentioned, the HR16DE is similar to that in the Grand Livina.

The 105 hp/150 Nm unit is paired to a four-speed automatic gearbox. The suspension consists of front MacPherson struts and a rear torsion beam. Steering is EPS while the brakes are vented discs up front, drums at the back.

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Inside, the changes are the deletion of the Grand Livina’s rear air con vents (smaller car doesn’t require it) and the strip of vent up front that directs air to the rear. In place of the former is a cupholder that folds out to make two.

The seats have a nice “tartan” pattern to it (not big checks like the GTI, but much finer in size), repeated on the door cards. There are also dark silver trim on the doors.

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I’m enjoying the X-Gear’s generous rear legroom as I type now. More updates coming your way later.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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Nissan Teana production to stop in Japan, but domestic sales to continue through imports

Anthony Lim — Fri, 02 Sep 2011 07:13:16 +0000

In news earlier this week from Japan, Nissan says it will end domestic production of its Teana sedan by next year due to weak demand from the Japanese market as well as declining export margins that have come about from the stronger yen.

According to reports, the company, which now makes the Teana in Japan, Thailand and China, plans to move Japanese production of the Teana to the US, though domestic sales of the sedan will continue through imports.

In 2010, annual output of the model in Japan amounted to just about 26,000 units, with most of the vehicles being exported. Nissan Motor Kyushu, which makes the Teana in Japan, will take up production of the Note, a subcompact that is enjoying strong domestic demand, the reports add.

This story originally appeared on Paul Tan's Automotive News on Sun, 12 Feb 12 08:52:28 +0000.

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