All things considered, the freshly-launched Mazda CX-5 is the company’s most important vehicle to date. The company is really banking on this one for two reasons – the CX-5 is Mazda’s first compact SUV and this vehicle gets the full SkyActiv treatment.

I have touched on the SkyActiv components in my launch report, which I urge you to read. As a short recap, SkyActiv is an umbrella term by which the body, chassis, engine and transmission are conceived from a clean sheet of paper.

This means that all the components are developed in tandem so that they will make the vehicle handle brilliantly and give excellent performance without sacrificing economy. And you know what, it works.

Back to the CX-5 and how ‘unsharp’ it looks. While it does stand out among the current crop of SUVs, the Kodo-based design does not immediately leave cuts in your eyes the way the Takeri concept did. Still, the CX-5 has all the folds and creases in the right places. Incidentally, the design gives a drag coefficient figure of 0.33 Cd.

Nevertheless, the front grille and headlamps combination does follow the Kodo design philosophy quite nicely. Seen whole, the CX-5 has a stance that brushes away any impression of it being matured and serious. Nice to see a Japanese company that still knows how to have fun.

You can find all sorts of creature comforts inside. The seats (only the driver’s chair is power adjustable) are wrapped in leather. It cradles the posterior quite comfortably and gives nice back support. The CX-5 does not skimp on space; the 2,700 mm wheelbase ensures that there’s plenty of room for a long pair of legs.

Mazda has a good reputation for having tight fit and finish and I’m glad it has carried forward that same level of quality into the CX-5 as well. The materials used are a mixture of plastics, some softer than the other. But more importantly, it has fluffed up all the important contact points.

What the designers have left behnd is the sheer amount of buttons that used to permeate Mazda dashboards. The CX-5′s interior – and this is my only beef with its insides – looks too clean and simple; a contrast to what you see on the SUV’s metal shell. Oh well, can’t have everything.

Bermaz has also packed lots of goodies with the CX-5 too. The Special Accessories Package, valued at RM6,000, includes 225/55 tyres with 19-inch alloy wheels, electric sunroof, audio system with sat-nav (which runs on TomTom), leather seats, nine-speaker Bose sound system and a reverse camera with colour TFT touchscreen.

Mazda’s local partner says that the special accessories come standard only for the time being. The additional bells and whistles will become optional in the near future.

Before I bring up the topic on the engine and how it drives, let me touch on the SkyActiv-Drive first. It is a six-speed automatic gearbox that uses a torque converter to get it moving from standstill. However, once north of 8 km/h, the gears lock up to eliminate the need of a fluid coupler to change the gears.

This means the transmission establishes a mechanically direct link with the engine quicker than the competition. What this also does is surgically remove the lag you would expect from an auto gearbox.

It feels crisp, no matter if you leave it in ‘D’ or flick the gears through the manual interface. The transmission is also smart enough to always be in the right gear at the right time. Very promising indeed.

Shifts are fast and very direct, much like how a dual-clutch gearbox behaves. It is also creamy smooth, like a CVT only without the noise. There is virtually no loss in rpms as you go through the motions of getting the CX-5 up to speed.

Things get a little bit complicated from here. In spite of the fact that both 2WD and AWD CX-5 variants breathe with the same SkyActiv-G engine with the same stratospheric 13:1 compression ratio, there’s a slight difference in power figures. And this is just the start of what makes the variants different.

The 2WD gets to run with 153 hp at 6,000 rpm and 200 Nm at 4,000 rpm. The AWD’s figures are a hair’s breadth lower with 152 hp at 6,000 rpm and 198 Nm at 4,000 rpm.

Mazda claims that the figures are measured at the wheels instead of the engine. The loss of one horsepower in the AWD, as Mazda says, happens when power is sent from the engine to all four wheels.

Personally, seeing as there is only a miniscule difference in figures, they could have measured the power at the engine instead and no one would know the difference.

The AWD is not quick off the line as you’d expect it to. Standing on the accelerator only yields a laboured groan, but not much speed. But then again, the engine had barely registered any kilometres.

Once up to speed, the AWD comes together and settles down nicely. There is some good mid-range power and pace to be enjoyed. The engine and gearbox responds quick to the accelerator, needing only the lightest taps to downshift for overtaking.

There’s adequate feedback from the steering, definitely more than the current crop of SUVs in the market. It is weight-adjusted according to speed, making it easy to navigate around tight parking spots, feel assured on the highway and sensitive around the bends.

Speaking of going around the bends, the AWD system constantly makes small adjustments to keep going where you want it to go. It’ll put you through the motions, going from oversteer to understeer and back to oversteer. All the while keeping the nose pointing to the right direction without needing further steering input from you.

It does feel ‘iffy’ at first, but once trust is established with the system, the act of stitching up corners will be all too easy. And it is precise too, putting down rubber in all the right places to trace a nice curve. The more I drove the AWD, the more fun I got out of this compact SUV.

Yet, it is the 2WD that I would have on my driveway. It gives better fuel economy, 6.9 L/100 km versus 7.3 L/100 km on a combined cycle. It is also a lighter vehicle. The 2WD weighs in at 1,522 kg, which is 67 kg lighter than the AWD version.

Out of the bag, the 2WD is the one that is easier to drive. Acceleration feels more willing, hence quicker away from zero. The engine also feels less strung up in spite of it having about the same amount of mileage than the AWD model.

The two-wheel drive CX-5 feels just as relaxed and confident when cruising at the national speed limit. And like the AWD version, this CX-5 gives good mid-range aggression and respectable high-speed overtaking.

It is in the corners that the 2WD and AWD models feel different. The two-wheel drive CX-5 feels more balanced around the corners, going around them with much enthusiasm and grip.

OK, there might be some understeer due to its front-wheel drive nature, but you almost won’t notice of any meaningful loss of traction. Do you really need the AWD then? In normal driving conditions, the 2WD CX-5 handles better than you might expect.

The test drive was not a long one and it ended far too early. The CX-5 has a nice party bag of tricks but due to a lack of time, I wasn’t able to dig deep into that bag.

Still, if you are in the market for a sporty utility vehicle, you can’t really go wrong with the CX-5. As it stands, Mazda has put together a really nice vehicle to drive and live with.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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I’ve had a go at the Proton Prevé, finally. After hearing so much about it from my colleagues (raves and rants, but more of the former) who attended the preview drive, and seeing the latest Proton in the metal at the launch, a drive event to Cherating in THE car of the moment was not to be missed!

The media drive was divided into two groups, and I drove the Prevé on the return leg from the East Coast to KL. Two variants out of three were brought to the event – the range-topping Preve 1.6 CFE (turbo engine and CVT gearbox) and the entry level 1.6 Manual, powered by the Campro IAFM+ engine.

Continue reading after the jump.

No need to go all technical – after months of teasing, a detailed launch report and drive impressions from two testers, I believe you already know what you need to know, technically.

To briefly recap, the C-segment Prevé is available in three variants – the 1.6 CVT Premium, the 1.6 Executive CVT and 1.6 Executive Manual. The Premium CVT is powered by a turbocharged CFE engine with 138 hp and 205 Nm, while the Executive models come with the naturally-aspirated CamPro IAFM+ engine with 107 hp and 150 Nm.

The turbocharged range-topper does 0-100 km/h in 9.6 seconds and has a top speed of 190 km/h. The cheapest manual variant manages 0-100 in 12 seconds and 180 km/h. The IAFM+ CVT combo is the slowest with 12.5 seconds and 170 km/h.

The most-booked variant so far is the Premium, by a huge margin. In contrast, the stick-shift Prevé is stuck in single digits, percentage wise.

We started the day driving the 1.6 Manual on twisty trunk roads, before upgrading to the Turbo CVT, a good sequence. The base stick-shift Prevé is slow as expected, with acceleration found wanting. This is evident when pulling off from low speeds and when momentum is broken.

Maintaining momentum is key in this variant, and the peaky engine needs to be worked hard in any case. More low to mid-end torque would definitely be welcome.

That said, bear in mind that media drives often involve all-out driving and fast convoys. We were also “chasing” the lead group in the Turbo (and even managed to hang on to some poorly driven examples), so the lack of grunt, especially at the low end, was amplified. The M/T Prevé is slow in context, but is usable in normal driving.

A car is so much more than “power” though, and the Prevé fares very well in other driving aspects. Especially nice is the balance between ride comfort and handling, as well as subjective things such as the feel of the controls.

What stands out the most for me is ride comfort and damping, which is unrivaled in the Asian C-segment sedan class. Many will say “Continental feel,” but I can think of some Euro hatches that could do with this level of composure. It makes bad roads feel good, the Prevé.

This unflappable feel extends to the road holding. Hit a dip or bump mid corner and you’ll know what we mean. The Proton sticks to its line, doesn’t gets thrown off course and the rear end doesn’t hop across horizontal obstacles.

This, combined with the natural feel of the steering and brake pedal, means that Prevé is a car that inspires confidence when driven fast – you always know what the car is doing, and can gauge how much it has in reserve. Not easy to measure, or explain for that matter, but I rather this than plenty of cold hard grip without the confidence.

Since this is a family car, the suspension is on the soft side of the scale, so there’s some roll in tighter bends, but nothing off-putting or too dramatic. The observations above were gleaned from fast country road driving – short customer test drives around the block will reveal a “comfortable” and “easy to drive” car, which is accurate.

What didn’t I like? The instrument panel. The fonts are too flat and stylised for me – difficult to read at a glance. If Proton was trying to achieve a “sporty” feel, they should note that Audi dials, and even those in the Lancer/Inspira, look good and are very legible. Jogging through the multi-info display, I noticed that the “TRIP A” font size is larger than the km reading, when it should be the other way round.

More on the interior. The Turbo comes with a head unit complete with sat-nav, and while this is a good addition, it’s could be better designed. It’s not efficient use of space when the border is so wide, and the screen so small. They could have easily put a bigger screen and just two vertical strips of buttons/dials, VW style, but I’m told that this is an off-the-shelf head unit, and not a clean sheet design.

I’m also not too keen on the gold-ish trim colour in the M/T, preferring the dark wood of the Turbo. No complaints on the ergonomics, though. Everything is on hand and the driving position is good.

Moving on, the 1.6 CVT Premium is a much faster car, obviously. But fast is not the first impression I get, and it’s most probably due to the stepless gearbox. I may not be a fan of CVT, but I recognise that this type of transmission – chosen here for both cost and fuel economy – can be painless and relaxing when done right. Nissan does CVTs well, and the Sylphy is a great example of how the ‘box can add to the driving experience.

Acceleration in the Turbo feels labourious. The key word here is “feels,” because a glance at the speedo needle shows that we’re making good progress. Initial lag, a low-rpm drone and a faint whine throughout means that the Punch CVT isn’t the most “regular automatic-like” CVT in the market. The manual mode feels artificial as well, and the steering paddles work with toy-like tactility.

The 1.6 CFE could be a great engine, but we’ll only get to know it better with a proper manual gearbox or a regular torque converter automatic. The latter is unlikely, because a five- or six-speed unit is costly, and Proton has already gone well down the CVT route.

I reached KL with mixed feelings. The Prevé is a good car to drive and live with (decent looks, lots of space, good NVH), and it has a great package of comfort, handling and feel. Many will be well served by Proton’s latest, I’m sure, but there’s not one variant that’s “just nice” for Mr. Picky here.

The CFE has the kit list, nicer cabin and pace, but its CVT isn’t on par with the best out there. The entry-level manual, on the other hand, has the correct gearbox (I own two manual cars) but lacks pace. I didn’t get to try the CVT/IAFM+ combo, but Anthony and Chris told me not to bother!

So my ideal Prevé doesn’t exist yet – as you can probably guess by now, it’s a 1.6 CFE Manual!

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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We just got back from Edaran Tan Chong Motor’s Petaling Jaya showroom, where the Nissan Leaf pilot program was launched yesterday by Datuk Seri Mustapa Mohamed, Minister of International Trade and Industry. The Leaf show is ongoing, and will be open to the public for test drives around the block this weekend

I stepped in and was immediately impressed with the Leaf’s cabin. It feels light and airy inside and the seats are comfortable, something one can also observe in the Sylphy and Latio. It feels special enough, too, so there’s no mistaking the Leaf for a normal car from behind the wheel.

There’s a Civic-style upper tier speedo, and the main binnacle is a multi-coloured blend of various displays. There’s a power bar made of dots, almost like an F1 style rev meter, flanked by battery charge level and battery temp. Planted between the seats is the special looking gear knob. Push up to reverse, down to drive, press to park – simple.

The piano black centre stack looks like a tablet stuck on the dash, and the central colour LCD shows a wealth of information such as real-time power consumption, with a break down to see how much juice the climate control and accessories are actually sucking. You can also check consumption history here.

Off we went from Jalan Kemajuan heading towards the Sprint Highway. I’ve driven a few EVs now, so the Leaf doesn’t shock, but I’m impressed with the lack of rolling noise/tyre roar compared to some other EVs. If you haven’t driven one before, the lack of noise and vibration will be the most jarring difference from a regular vehicle. It’s very serene and peaceful in the Leaf.

The Leaf’s controls are lightweight and effortless to operate, as one would have guessed. I wasn’t expecting so, but ride comfort is rather good – the suspension damped away the harsh effects of rumble strips and manholes served up by Jalan Dato Abu Bakar.

We got to stretch the EV a bit once on the Sprint, and acceleration is very strong off the mark thanks to 280 Nm of torque from standstill. The pick-up rate slows down once up to highway speeds, but I can already see the surprised faces of unsuspecting hot hatch drivers!

The wave of acceleration is accompanied by a faint “woooooo” sound – no drama involved. There’s also a distinct “lack of resistance” from the drivetrain, which contributes to the feeling of effortlessness. Top speed is “over 140 km/h” but we didn’t have the chance to try.

Back at base, I hopped into the rear quarters to find my 175 cm frame fit nicely, which means that taller folks are likely to face headroom issues. No such issue up front, since the rear seats are slightly elevated “stadium style”.

I also noticed that while there’s good knee room, there’s no gap for my feet to slip under the front seats. By the way, the 24 kWh laminated lithium-ion battery pack, consisting of 192 cells, is spread out beneath the cabin. In the US LA4 mode, which Nissan says is realistic, a full charge of eight hours delivers a 160 km range. A full charge will add about RM7.90 to your TNB bill, so it’s cheap to run.

No commercial sales yet though, and public awareness is the main goal for ETCM now. Full EVs are a different kettle of fish from hybrids, which requires no compromise on the buyer’s part. But I’m sure you and me can buy a Leaf some day – you don’t register 10 costly EVs and start a pilot program without the intention to sell, right?

Speaking of which, ETCM is on the lookout for ambassadors to drive the Leaf for up to six weeks – no celebs, real people, real routines. This will go on for the rest of this year. Register your interest at this weekend’s event or online.

I’m sure the chosen ones will have real fun experiencing zero emissions motoring. For them, motoring life might never be the same again!

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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Unlike other car manufacturers out there, Volkswagen Malaysia has found itself in a very unique situation. It now has a car for pretty much every segment of the market, with prices that start from a hair under RM100,000, right up to a few strands under RM400,000.

The company’s latest is also the least expensive of its offerings. This is the Polo Sedan, and it’s made in India, one of the many Volkswagen factories in the world that produces cars to the exact specification and quality directives that come from Wolfsburg.

The car you see here is also sold in Russia, South Africa, India and China. It comes at a price of RM99,888, to make it a viable choice to those who want a starter Volkswagen, but need something bigger than the pocket-sized Polo.

But earning 454 litres of boot space is not as simple as taking a Polo and gluing a boot behind it; that would just make the car look awkward. Instead, the Polo Sedan has been designed from a clean-ish sheet of paper.

Clean-ish, because the sedan sits on a stretched version of the PQ25 platform that the hatchback is currently running on. It gives the sedan another 82 mm to the wheelbase, for a total of 2,552 mm. Elsewhere, the car measures in at 4,384 mm long, 1,699 mm wide and 1,466 mm tall.

Truth be told, the look of the Polo Sedan is not one you’d call awe-inspiring. In fact, the car has the same subdued tone and manner similar to the Passat. That said, I do think that the look of the headlight assembly is one of the best in the market.

The interior looks simple as well. One glance is all you need to see most of the car. All amenities are in here and accounted for, and there are quite a number of storage areas. Two catches my attention – the bottle holder on the door panels can fit a 1.5 litre bottle snugly, and the pocket underneath the radio is surprisingly deep. If you need to know more of what the Polo Sedan has inside, I’ve already covered that in the launch report.

There’s also quality in here. While most of the materials used for the dashboard and the door cards feel inflexible, they are well textured to cheat the eye into thinking otherwise. The bits of chrome also successfully elevate the status of the interior. The pieces of the interior are well joined together, with no glaring gaps that commonly plague cars in the similar segment.

Let me side track a bit, still going about its quality. The doors open with the slightest of touches and it takes getting used. You’ll pull the door too hard at first, expecting something heavy to move, but the door is light feel like feather at the handle, yet gives a satisfying solid thud when you shut it close.

The sedan also ticks the ‘comfort’ box. The foam is not too firm and the fabric holds quite well. Importantly, there is space in here. Admittedly, I am one of those who feel like a gorilla in a cage whenever I get into a Polo hatchback. Not so with the Polo Sedan. Space in here seems to have been expanded … as if it has been pushed outwards, none more obvious than with the rear seats. Not only I can easily get inside, there is also significant legroom that actually allows my knees some breathing room. Headroom is adequate, although you might find it nearer if you’re above six feet in height.

You can also turn the rear seating area into an extension of the boot. The seats folds flat and fit flushed to the boot floor without much fuss. And figuring out what folds where is easy. Here’s a paultan.org seat-folding top tip: tilt the seats forward before removing the headrests.

Move to the front and we’re at the bonnet. Pop it skyward and you’ll notice how light the lid is. Inside the engine bay is a controversy, in this case a 1.6 litre MPI (multi-point injection) powerplant that does 105 PS at 5,250 rpm and 153 Nm at 3,800 rpm. The engine comes with its long-standing partner, a six-speed conventional automatic transmission with tiptronic.

The Polo Sedan clocks its 0-100 km/h in 12.3 seconds and has a top speed of 183 km/h. The numbers are not extraordinary, but they are what you would normally squeeze out from a 1.6 litre naturally-aspirated engine.

If these facts make the Polo Sedan feel like its less compensated, well, it isn’t. There’s a reason this choice has been made. For one, Volkswagen has employed the engine and transmission partner many times, and the pairing has proved reliable. Also, if you stop to ponder about it, the maintenance will also be easier, because the engine and transmission is less complicated. Still, does this mean that Volkswagen’s latest pride and joy is any less ‘momentous’?

A step on the accelerator proves that it is not. It feels more powerful than the quoted 105 PS, and it definitely feels more able than examples that boast 120 PS with their petrol burners. The six-speeder picks up the power quickly and makes for a lively push away from zero.

So, maybe a slushbox transmission with a non-charged engine isn’t the end of the world, as you might think. You’ll barely notice the transmission going through up or down the gears. The engine noise is muted until you stand on the accelerator, at which point do you begin to hear the engine straining to meet your demands.

You’ll also hear wind noises coming in at around 100 km/h, and you’ll hear the road noise throughout. No shakes and rattles from the dashboard though, even when the car is traversing on a particular piece of craggy road. Then again, Langkawi does not have beaten up roads like the rest of Klang Valley.

The ride has that signature Volkswagen pliability, dialed in enough to make the spring and dampers firm without forgetting creature comfort. Handling is respectable too. The Polo Sedan does well in restraining body roll and understeer does not kick up a big fuss.

The car also feels sure-footed, a sign that the unfamiliar-brand tyre is up to task. There’s enough communication through the steering, which also feels immediate and sharp. It is a class above than the rest of the B-segments, with the exception of the Fiesta.

In spite of the fact that the Polo Sedan is a basic car, it also has the same Volkswagen vibe that a high-range Passat gives. There is no denying that it is better than most of the crop out there, and my initial impression of it has been a positive one.

Still, there’s only so much you can take back from a one-hour test drive around a small island on the Straits. A preview drive indeed; a more complete four-day test drive is in the works, and we’ll be giving you a full report once that happens.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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There’s a war between Japan and South Korea. No, the East Asian neighbours aren’t pointing missiles at each others’ territory, or even joining forces against the belligerent North – the “war” is happening right in our backyard. Waged between fervent Japanese car fans and their Korean counterparts, our comments section and mamak car talk are the battlegrounds, among other forums.

This is of course a new phenomenon. No such battle existed five years back, when Korean brands were still finding their way in auto world. The Japanese, and their salesmen, never felt threatened – Korean cars were dismissed as lower quality wheels for budget hunters who couldn’t shell out more for a Toyota or Honda. And they were mostly right – besides value for money, there were little else going for previous gen Hyundais and Kias.

How things have changed. The Koreans haven’t abandoned “value for money” as a proposition, but perceived quality, technical ability and styling have all caught up, and in some instances, surpassed the stalwarts. No, today’s Hyundais aren’t perfect cars, but they’re really giving the Civics and Corollas of the world a real fight.

Let’s now take a look at the fifth-generation Hyundai Elantra, the reigning North American Car of the Year. Coincidentally, the last time a compact won that title was in 2006, when the revolutionary eighth-gen Honda Civic wowed the crowd…

One of the main pillars of Hyundai’s transformation from also-ran to almost-desirable is styling. You can built a great car, but if it’s boring from the outside, it’s never going to get the attention it deserves, especially so for a challenger brand. Hyundai’s decision to give its new range bold styling was risky, but it’s paying off handsomely.

Personally, my eyes don’t fully agree with every Fluidic Sculpture product that they’ve churned out so far. Never really got the Sonata and Tucson’s fussy faces, and I think the size/proportions of the Accent don’t speak the design language very well. But the Elantra is a different matter.

For me at least, everything looks “right”. I’m no designer, but the Elantra has enough size for the flowing lines to come into play, and the shape is very athletic – the roofline is truly coupe-like (a term that’s overused and abused these days) while the daylight opening (side window area) is sportscar-like shallow.

The Sonata can appear thick on its sides despite the Passat CC inspiration, but there’s no such issue here. Best angle for me is the rear three quarters view, where those wavy tail lamp clusters guide your eyes down the “spine” that skewers both door handles.

There’s no empty patch that will make you go “I think they should have put something here”. The rear also doesn’t look narrow and tall, something that afflicts many C-segment sedans today. Brilliant.

If the exterior is shapely, the dashboard matches it in flair. It’s a riot of curves and shapes in here, but the focus point is the centre stack, or more precisely, its narrow waist. This set of opposing curves is repeated on the steering wheel as well.

It’s a little too busy for me when paired with our Korean test car’s two-tone interior, but the local spec’s all-black theme softens the impact. Not to all tastes, but no one can accuse Hyundai of being safe and boring! Proceed to the Volkswagen camp if you want a solid but sombre business-like atmosphere.

Speaking of VW, the German “air of solidity” isn’t present here, but I suspect that it’s down to the effect of the funky vs serious dashboard design. Like how one would presume that the guy in the suit is more successful/wealthier than the guy in tee and jeans.

Probing deeper, quality wise, there’s nothing the Elantra’s cabin lacks compared to Japanese rivals. The feel of the materials, the way the knobs turn and the fit of the buttons are all good. Cabin quality has been good for quite some time now, but the Koreans are picking up more finesse as they go along.

We tried the 150 PS/178 Nm 1.8-litre automatic and it was so much better to drive than the previous-gen Elantra. Compared to its predecessor, the MD Elantra’s controls feel a lot more natural – the steering has more weight to it and feels more connected to the ground, while the brakes aren’t too grabby.

The engine is very well insulated at idle and low revs, and it provided sufficient pick-up and linear response to not feel lacking.

The six-speed automatic does its job competently in the background. Hyundai’s self-developed slush box isn’t the fastest shifting or most “sporty feeling” around, but it’s far from the worst six-speed auto we’ve tried. I don’t remember it being indecisive or hunting in the Elantra.

But no, the Elantra isn’t one to delight the super keen driver. It does well for the most part, but once you really drive it hard, it’s apparent that the Hyundai is tuned for comfort.

It feels lightweight and agile enough in corners, but there’s quite a bit of body roll, the steering could do with more feel, and it isn’t the last word on grip. Also, the Nu engine isn’t as sweet revving as the 1.8 SOHC in the Honda Civic.

So it’s no driving champion, but the Elantra rode well, at least on smooth Korean roads (we’ve yet to drive it in Malaysia) and is a much sharper tool than before. Now that it’s launched here, I’m looking forward to reacquaint myself with the Elantra again, in 1.6 manual form perhaps.

The fact that it isn’t the best car to drive hard doesn’t matter a bit to buyers in this segment. What really matters is that Hyundai has brought to market a great package that includes standout looks, good quality and decent performance. For me, it does one thing very well, all else decently, and nothing wrong at all, the Elantra.

The Hyundai Elantra is now in showrooms. Click here for our media preview report for full specs and prices.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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Metaphorically speaking, if you close your eyes and drive this car, you’d have a hard time telling where this car is from. You see, every car out there, no matter the brand, hints at the country in which it came from.

For example, the interiors of Japanese cars usually feel bright, filled with synthetic materials, rides on the softer side, have good handling and are more reserved with the steering. German cars, on the other hand, are over-wrapped in skin and loaded with buttons placed in a very organised manner. Cars from Deutschland ride firmly, have excellent handling and the steering is always full of banter.

And Korean cars, well, they were lacking ideas in every department. In recent years though, they have proved that they can pull up their socks and make a car loaded with features, enjoyable to drive and with a head-turning design. The difference between then and now is really night and day. They have, somehow, integrated the cost-friendliness of the Japanese with the driving dynamics of the Germans. It’s not perfect but it all signs are pointing in the right direction.

This brings me to the car here: the Kia Forte Koup, which was launched in Malaysia sometime late last year with a price of RM115,800 on-the-road with insurance. Finally a two-door coupe that does not cost both kidneys, and it has good value too.

At this point, you might expect me to somehow tie in Peter Schreyer but I am not going to. I leave its design to your own mind and judgment. Personally, I think that the loss of two rear doors, the lowered roof and the redesigned bumpers make the car look appropriately aggressive; bigger wheels might even give it more street cred. The dimensions of the Koup is made tauter too – 4,480 mm in length, 1,765 mm in width and 1,400 mm in height – compared to its four-door sibling.

As for the interior, well, I leave that to you as well. The point of contention here is the red two-colour interior. Some have warmed to red-accented dashboard you see in the pictures while others run the other way.

Besides the colour scheme, the interior does lean toward the Japanese. The whole catalog of interior plastics is here – from the soft and malleable to the hard and shiny. What’s more important is that these plastics are put into their appropriate place following function.

The centre console is not outfitted with tons of buttons either. It hosts the usual climate control and stereo system. Above the disc slot is the ‘hazard lights’ button. It is the only button there, thus, you’ll never miss hitting it when the situation calls for it.

There is also a feature called the Speaker Control Switch that does not control the volume of the speakers at all. Instead, it surrounds the front speakers with a ring of light, which also let you make it pulsate according to the beat of the song. Rounding up the electronic gadgetry are cruise control, engine start/stop button and the smart key.

Both front seats are bucket type and have adequate thigh and body support. Sitting in the driver’s seat, I can tell that there has been some thought that went into the ergonomics. All buttons are easy to reach and those that are further than my finger can be controlled from the steering. The steering feels thick and substantial. The meter cluster is huge; speedo is in the middle, rev meter flanks the left and the fuel gauge is on the right.

A surprising thing to note about the interior is its spaciousness and I don’t mean the space in the front. What is quite unexpected is the legroom at the back. The Koup’s wheelbase of 2,650 mm matches that of its four-door sibling. This also means that you’ll be able to fit two full-sized adults in the rear without the need to detach their legs. But the getting-into will be tight head-wise; the Koup loses 60 mm of headroom due to the sloping roof.

But enough of measurements and design and spaciousness… what you are really here for is to know how the Koup drives.

Under the bonnet is a 2.0 litre THETA II engine with CVVT that generates 156 PS (or about 154 hp) at 6,200 rpm and 194 Nm at 4,300 rpm. The engine is mated to a 6-speed torque-converter automatic transmission that allows for manual shifting of the gears that drive the front wheels. However, if you’re hankering for earth-burning acceleration, don’t. The partnership does not make the car quick.

Given the natural-aspiration nature of the engine, most of the power lives in the median of the rev range. Not to say that the Koup is a slouch, it is just that you need to spur the Koup into the middle rev range before things get really exciting. The challenge then becomes a game of keeping the revs in the sweet spot, which can be achieved with surprising ease. The manual shifter is snappy and locks in the gears with minimal delay and all you really need to do is to hold the throttle. Done.

Although the Koup is not quick getting to 100 km/h, it does have the legs to run once you settle in. And when the urge to get ahead of the car in front overwhelms, the Koup proves that it has still plenty of fire in its belly to complete the mission. Hitting near double-century figures on the speedo becomes all too easy.

At speed, the Koup shows its worth. It is also where the Koup feels like a car from continental Europe. Armed with MacPherson struts at the front and a coupled torsion beam axle at the rear, the Koup dispatches high-speed sweepers with a predictably flat and stable behavior that simply builds confidence to get from apex to apex until the tyres start talking back. The steering feels properly weighted and alert so it is easy to keep the car tracking the way you want it to.

Find yourself understeering? Not a problem, feed the steering a bit more turn, just lift off the throttle for a bit and let the Koup’s weight, grip and the electronic stability program keep you on the black stuff.

The trade-off with the brilliant handling is that the Koup gets a rather unyielding ride. You will feel every inch of the road, flat or otherwise, yet it is not hard enough that it crashes into every hole it rolls over.

When everything is taken into consideration, the Koup drives as how a sporty coupe should. I do think the Koup is less of a road warrior and more of a long-distance B-road runner. If you’re not packing to much people for a weekend, here’s the ride you should take.

So, if you’re looking for a reasonably priced car that hasn’t got too many doors, strides well in the city and have the endurance to go interstate, then say hello to the Kia Forte Koup.

Photos: H.T Production

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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Late last year, we told you that the Subaru BRZ will be coming to Malaysia – now, the impending arrival of the sports car has been confirmed by Motor Image (MI), the Subaru distributor for our region. Estimated time of arrival is the fourth quarter of this year, slightly later than the originally mooted Q2/Q3 2012 plan.

Followers of this website would have already known that Motor Image has big plans for Subaru in Malaysia. Our country will host Fuji Heavy’s only CKD project outside of Japan, besides USA. The model chosen for the region is the XV, and MI will take advantage of AFTA rules to export the Segambut-assembled crossover to Thailand and Indonesia.

The XV is scheduled for a December 2012 launch, but before that, the BRZ will be introduced here. The BRZ is a fruit of the collaboration between Toyota and Subaru, and the twin sister of the former’s GT86.

We’re told by Subaru that they were in charge of the engineering, development and production of the GT86/BRZ, while Toyota’s responsibility included styling and product planning. Both brands are selling and marketing their sports cars individually, of course. Minor differences between the two are the shape of the front intake, headlights, DRL design, fog lamp housing and fender garnish. Suspension tuning also varies slightly.

So it’s fair to call the car a Subaru, designed by Toyota. Both cars roll out of Subaru’s Gunma factory in Ota-city, Japan. In fact, the start of production was just announced three weeks ago, and they’re bursting at the seams with orders at the moment, so it’s amazing that MI has managed to secure stock so soon after – the BRZ made its regional debut in Singapore’s Clarke Quay on Wednesday evening.

BRZ stands for Boxer engine, Rear-drive, Zenith. Subaru’s trademark boxer engine and rear-wheel drive are of course the main ingredients. The flat packaging of the horizontally opposed four-cylinder is the reason why the car’s nose is so low – the low-set “FA” engine (made more compact by a shorter intake manifold and shallower oil pan) that’s pushed far back also contributes to the BRZ’s “ultra low” centre of gravity. At 460 mm, it’s lower than a Mazda MX-5.

Also added is Toyota’s D-4S direct injection and port injection technology. The final tally for this 2.0-litre is 200 PS at 7,000 rpm and 205 Nm at 6,400 to 6,600 rpm. Two six speed transmissions are available – manual and automatic, the latter with Sport mode and paddle shifters.

Interestingly, Motor Image will not be pushing the manual gearbox for its markets, although the stick shift can be special ordered if you insist. MI boss Glenn Tan explained that they’re discouraging manual sales to move away from the “boyracer image” the brand has built up over the years. Of the big winged turbo monsters, Tan said: “This is not the kind of image we want to have. We’re doing a completely different thing now, we want to be a premium Japanese brand.”

You see, MI used to sell a sizable number of hot Imprezas in Singapore back when COEs were more affordable, and many of these young hot blooded male buyers got into trouble on the road, so much so that insurance companies were reluctant to insure Subarus. This is what they’re trying to stay away from. Not just MI, but Subaru has also exhibited signs of wanting to be more mainstream, as seen in the current five-door hatch and Forester.

So yes, we sampled the BRZ, but can’t tell you how the manual gearbox feels like. Just a few minutes in the car around a makeshift carpark course in Singapore won’t be enough for a verdict, but the brief encounter was positive nonetheless.

It has been awhile since a proper Japanese coupe emerged, and this one looks right. The low, flat serpent-like nose, the swelled fenders and the muscular rear haunches blend well, and the BRZ-exclusive WR Blue Mica colour (GT86 exclusive colour is orange, six other colours are shared) looks fab in the sun. Nothing I would change, except for the fake vents on the fenders.

Even better is the driving position, which goes very low. Combined with grippy seats and a nice steering that adjusts for reach, I’m aroused even before starting the engine. Not because of the flash (dash design is nothing to shout about) but what lies ahead.

Pressing the start button elicits a growl, and we’re told that there’s a “sound creator” that helps with the soundtrack upwards of 3,000 rpm. Floor it and the lack of a turbo kick is conspicuous – this is a different kind of Subaru all right, one that demands more “work” for the pleasure. I like it like that, and the noise the flat-four makes.

Response is rather sharp and I really like how the controls feel – the brake pedal and steering both provide good sensations. The latter isn’t too heavy, and its sharpness gives the car an agile feel. Not an illusion, the lack of inertia is apparent throughout. Not much roll in the slalom, too. I can imagine the BRZ being a great B-road tool.

We had a go in trying to kick the BRZ’s tail out, but with a tense and strict chaperon beside me and the ESP only half-off, it wasn’t that easy. I managed a small slip, but it didn’t last long. At least we can confirm that the electronic safety net is there, and very effective for the rest of the time when you don’t want to play naughty.

Although we didn’t get to do proper road driving (can’t complain, since there won’t be test drives even for potential owners, as clearly stated in the Singapore ads), we’ve established that this is a sports car that has all the right ingredients to be a great driver’s car. Oh, and those rear seats are usable – much better than the Audi TT’s and slightly better than the Peugeot RCZ’s.

The high-spec car you see here will be the one coming in, but it won’t be cheap – expect a price tag north of RM250k. With the same spec, a manual will be costlier than an auto. That sticker will cause many to look elsewhere, even to its twin with the 86 badge, but that won’t cause sleepless nights within Subaru, especially when they can’t make enough of these to satisfy demand from elsewhere!

A big gallery of the BRZ is after the jump.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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The name of Proton’s P3-21A was officially confirmed yesterday, and the date of its arrival has also been mentioned – the Prevé is set to be launched by Prime Minister Datuk Seri Najib Tun Razak on April 16.

Ahead of the car’s premiere, Proton invited the media to a preview and test drive session with the car yesterday in Putrajaya. Photography wasn’t allowed, so we don’t have photos of the Prevé aside from what you see here, which is a selection of highlight shots provided by Proton.

The test drive route was comprehensive enough though, spanning 157 km in total, with both the normally-aspirated IAFM and turbocharged CFE variants driven, so both Anthony and I gained a fair bit of input about the car, which you’ll read about later in the story, but first, other aspects about the Prevé.

Examining the proof a little closer

The Prevé is built on the P2 platform, which is currently used by the Exora. This makes the P2 platform the base in which all larger-sized Protons will be built on. It will also be used for the Exora replacement, code named P6-XXA, due about five years down the road. As for B-segment cars, Proton will be utilising the P1 platform, which is yet to be revealed.

At the preview, Proton revealed its plans in other cars, based on these two platforms – there’s the P3-22A, a hatchback that’s next on the list, as well as the P3-30A, P3-31A and P3-32A.

So, if you add in the Prevé and the P6-XXA to the list, you’ll get six cars in total. It’s unclear as to how the other four will shape up, but the streamline to have two platforms and six products will be achieved by 2014.

Meanwhile, the Prevé will enter the scene not as a Persona replacement, as earlier thought, but placed between the Inspira and the Persona, at least in the immediate term.

To ease segmentation and offer clear differentiation, the Persona will now only be available in its B-Line entry-level specification, ahead of its retirement from the Proton model lineup in about a year and a half from now. Meanwhile, the Inspira 1.8 litre variants will be dropped, though a 2.0 litre manual version is set to join the 2.0 litre CVT in the Inspira lineup.

The Prevé will come in three variant forms, with two engine permutations and three transmissions, and indicative prices are from RM62k to RM75k, as mentioned previously. The two engines are the IAFM+ and the CFE, both 1.6 litre powerplants, and a five-speed Getrag manual is joined by two Punch CVT variations, the VT2 and VT3.

The CFE, to be seen in the High-Line version, comes with a low-pressure turbocharger that delivers 138 hp at 5,000 rpm and 205 Nm between 2,000 – 4,000 rpm. The engine is mated to a seven-speed CVT Punch gearbox, the VT3, dubbed the ProTronic.

Figures include a 0-100 km/h time of 9.6 seconds and a maximum top speed of 200 km/h. As for fuel consumption, the CFE gets 8.2 litres per 100km. In all, the numbers that the 1.6 litre CFE generates is said to be similar to that of a 2.0 litre N/A engine.

As for the IAFM+, the mill equips the two M-Line versions of the car, one with the five-speed Getrag manual and the other, a six-speed CVT, in this case the VT2. A thing to note here: the engine and gearbox is the same as seen in the Saga FLX SE, but retuned for the Prevé (no output figures were given at the preview, but it should be the 108 hp as seen on the FLX). Even the accelerator pedal is tweaked to make the best out of the powertrain and drivetrain.

A quick aside on why there are two variations of the Punch CVT box. Essentially, the VT3 transmission is a derivative of the VT2 – both share the same package, but the VT3 is capable of higher maximum input torques (215 Nm as opposed to the VT2‘s 186 Nm).

Currently, the IAFM+ engine is tuned for Euro 4 emissions, and the CFE with CVT is good for Euro 5 emissions. Now, you may think that the Malaysian government has not enforced emission regulations, so why bother. Call it future-proofing, although everyone else has arrived earlier. Already, Thailand is on the verge of starting its eco-car program that gives all sorts of tax breaks to cars that have low fuel consumption and low CO2 emissions. Proton is looking at penetrating the Thai market, hence the readiness of more efficient offerings.

Indeed, Proton says that with this car, it has taken its standard operating procedures, shaken it and turned it on its head. Two notable processes, among many others, have been implemented: simultaneous engineering and early vendor involvement. Proton claims that it has already nipped many problems in the bud. It is something they desperately and urgently need to get right.

The point is, Proton has a different goal, and is no longer content with making cars that are just ‘good enough’ for Malaysians, but something with a far more global outreach. The term ‘domestic market’ to Proton now means the whole of ASEAN, specifically, Thailand and Indonesia. And this ‘rethinking’ starts with the Proton Prevé.

As we already know, the Prevé will be Proton’s first global car. The first launch will happen in Malaysia, which is obvious. Three months down the road, Thailand and Indonesia will be getting the car, and the Aussies will see the Prevé a few months after that. While right-hand drive cars are the immediate focal point, a left-hand drive version is on the cards, aimed at the Middle-Eastern market.

One of the major changes done is how the car is manufactured. The Prevé’s body structure incorporates Hot Press Forming (HPF) tensile parts, which ensures better torsional body rigidity without incurring the penalty of extra weight. The Prevé measures in at 19,000 Nm/degree, which is pretty stiff.

In total, there are 12 HPF parts in the car, strategically placed at crucial points and centered around the cabin to reinforce the passenger cell to improve occupant safety; the company even has a snazzy acronym for it – RESS, which stands for Reinforced Safety Structure.

Still on safety, the Prevé’s top shelf variant comes with four airbags, while the two M-Line units will feature two airbags. Interestingly, at the preview, Proton MD Datuk Seri Syed Zainal Abidin mentioned that the car has been designed to hold up to six airbags. As for crash test safety, the Prevé will be tested based on Australian NCAP specifications, although no results have been announced yet.

Aside from ABS, which is standard across the range, the High-line Prevé will offer Electronic Stability Control. The system was tested extensively in Australia, where three test mules and three pre-production cars were driven on various road conditions to find the optimum delivery package.

The promise is a less intrusive system, which progressively nudges things in terms of assist – it will first trim off the yaw and the roll of the car before sawing off the speed, which is its last option.

We were told that you can turn the ESC off on the car. Hold the switch button for three seconds and you’re driving without tethers. Almost. Even with the ESC set to off, the system will turn itself on once the speed goes past 150 km/h and when you brake, and will turn itself off once again when you you drive below said speed and off the brakes.

Speaking about brakes, Proton claims that the Prevé has the best braking distance among its competitors, stopping in 36.8 metres from 100–0 km/h. The three benchmark segment competitors do the same in 37.6, 41.2 and 51.9 metres, in case you’re wondering.

The suspension system consists of MacPherson struts for the front and a multi-link with stabiliser bar for the rear. Proton looked to the Civic and Focus as a benchmark for the Prevé’s handling, and the car borrows a bit of inspiration from the Focus’ Control Blade rear, with a hybridised version of things known as a knuckle blade. As for its ride, Proton looked to Germany – BMW and Mercedes – for inspiration. Again, more on that later.

What’s also interesting is the fact that the suspension setup has been developed together with the tyre that is worn by the Prevé, in this case a 205/55 series GT Radial featuring a new silica compound and offering the promise of low rolling resistance but good grip. The Prevé wears 16-inch wheels across the range.

A last technical aside, with the choice of traditional hydraulic power steering for the car – Proton has stuck to the tried and tested, saying that its unfamiliar with electronic power steering as yet and would want to put out a product that they have little knowledge on. You’ll see it eventually, once things are sorted out in how its possible to offer all the advantages of an electronic power steering with most of the feel and feedback of a hydraulic-based system.

In terms of placement, Proton is gunning for a piece of the C-segment pie, and puts the Honda Civic 1.8 and Toyota Altis 2.0 in its gun-sights, and the Kia Forte 1.6 is also in that mix (in development, the outgoing C307 Ford Focus sedan was also benchmarked). Already, test numbers have shown that the Prevé out-paces and out-brakes its competitors.

It’s also playing up the interior space card – Proton says that with 930 mm in front and 815 mm at the back, the car offers the best leg room in its class, and for luggage space has a boot volume of 508 litres. Indeed, with all this, and allied to offering more equipment than its main competition, the company believes that the Prevé gives good value for money.

One last thing to chew on, it has been revealed that the Prevé has one last card up it sleeves, and it’ll be made known during the launch.

The Preve is in the pudding

Chris says:
I’ll start my preview at the back seat of the Prevé CFE, and I have to say that it’s a rather comfortable place to be. Definitely, there’s plenty of legroom for someone that is 5’10”, with enough headroom to clear.

The shoulder room wasn’t too bad as well. It certainly didn’t feel like the car was caving in around me. Importantly, the touch points of the car – like the door armrest – didn’t feel like it was procured for a song. I didn’t mind the quality of the materials of the door card; the rough bit is placed out of sight and the one that you’ll frequently look at is textured and soft enough to rest my head on it.

I expected the ride to be soft and bouncy, but instead experienced the total opposite. It rode towards the firmer side, much like how – dare I say – continental cars are setup. But unlike some of the European cars that crash into the road every time a bump or a hole happens, the spring and dampers dissipated the shocks with top marks. It was comfortable enough that I started to doze off when my turn at the wheel was called.

I got into the hot seat and immediately felt the want for more space, primarily in the foot well area, where my left knee seemed to be jostling for room with the centre console. Guess who won.

It could also stem from the fact that my legs are bent more than usual because one notch to the back and my arms would not be in in their ideal driving position. Even if I did move back and adjust my back rest, I would be sitting in a too-upright position. Sorry, that doesn’t work for me either. So there was this constant debate in my head if I should slide the seat back and try to get used to the arm’s length. Adding a telescopic function to the steering wheel would have helped the situation. End of rant.

Unlike Anthony, I wasn‘t too big on the design of the dashboard and the centre console; it looks rather flat to me. I also thought that the buttons and knobs could have been designed better to fill up the blanks.

Time to go and the Prevé peeled off the line without drama. It felt quick considering it has a rubber band for a transmission. It also responded quickly to the accelerator pedal and automatically kicked down when I pushed the pedal closer to the floor. The acceleration was as smooth as cream on an ice blended coffee.

There was something that I did not notice and Proton gets a huge pat in the back for it – it was the noise levels, or lack of it. Proton must have packed the Prevé with so much insulation that the volume of the road, wind and the CVT-whine have been lowered to near mute. I peeked at the speedometer and got caught off guard – the Prevé managed to remain hushed even when driving over the speed limit. Nice sorcery, this.

Another characteristic that I found impressive was the handling. Proton has got this one right on the mark. The increased rigidity of the body helped so much in making the car track flat around the corners. I could feel the amount of grip and how much I could still push before impending break happened.

The steering was responsive and accurate, although I thought the steering needed a bit more weight. Still, it was all too easy to attack the corners and come out champ. The seat also had a hand in this. It held my body firmly, so that I didn’t need to fight the physical forces to keep myself in place.

Next, I got to test the Prevé equipped with the 1.6 litre IAFM+ with the six-speed CVT. Maybe I was spoiled by urgency of the turbocharged engine, but the normally-aspirated version felt slow.

It wasn’t helped by the fact that when I depressed the accelerator further, the noise that was delightfully missing in the Prevé CFE was unhappily found in the Prevé IAFM+. Forced as such, the engine roar and the CVT whine was loud, and the only solution that I could find was to let the car come to speed on its own. Clearly, some more work is needed on this front.

Ride and handling in the Prevé IAFM+ was similar to that of the turbocharged variant, so at least there was some consolation as I returned the car back to home base.

There was a mixed bag of feelings with the Prevé. The overall package is sound, the features and equipment are value for money, but it is the small nagging things that still bug. As a package, the Prevé is impressive enough, but based on the short drive, that only extends to the CFE variant.

Anthony says:

I started out in the CFE version of the car, and first impressions upon getting in were positive enough – I found the overall dashboard layout very appealing on the eye, despite its rather conventional styling.

As far as interior colour schemes go, the turbo variant’s mix of black, dark grey and silver accents, replete with a gloss grey faux wood grain relief panel, is a pleasing enough composition. On the IAFM+ variant the grey is a lighter shade, and the contrast panel is a brownish-gold shade, but the surface texture on it is less visually impressive and doesn’t look like its hard-wearing.

Some fitment gaps and rough spots were evident, but to be fair the cars we were in were all pre-production units, so it’ll be interesting to see if tolerances get better for the series production vehicles.

In general, switchgear operation is ergonomically sound, the silver-coloured paddle shifters on the CFE in particular offering ease of reach and good tactile feel in use. As for the function buttons flanking the audio head unit on the centre stack, no issues with the grouping intuition or feel, but perhaps more use could have been made of the available deployment area.

The cruise control stalk, located at the lower right hand side behind the steering wheel rim, may seem a bit out of place, but activation and operation is an easy enough process – press the button on the end of the stalk, pull the lever down and you’re in cruise mode.

About the only main minus point, at least where I’m concerned, is with the ergonomics of the shifter on the CVTs. The movement of the stick to and fro between sport and drive modes could be smoother, and the gearshift knob looks more function than form; it has a painted silver top, and its angled design means that the surface will inevitably be a magnet for scratches (from rings and the like).

Elsewhere, the front seats offer good, firm support. Points too for the choice of fabric material, which looks quite premium and good to the touch. I managed to climb in the back seat in the full preview car earlier in the day, and the rear offers good scope in terms of space, both legroom and headroom wise; the curvature of the roof line also affords decent headroom perception to the door/C-pillar.

Speaking of the full preview car (the test mules were all still disguised), the lines of the car, especially at the rear, have been softened for the series production model compared to the full-scale clay sampler previewed to a small focus group of motoring writers a couple of years ago, of which I was a part of.

Then, the initial lines of the rear were inherently tauter and sharper, and closer to the Tuah concept in profile. I rather liked the original intent, but the finished article works well enough, I suppose. I do have some reservations about the inner section of the tail lamp cluster, the one that sits on the boot – it’d have looked cleaner in terms of integration shaped and sized accordingly through to the outer part. You tell me when you eventually see the car if that’s so.

As far as the CFE goes, it’s not an outright stonker in terms of off-the-line pace, but there’s enough poke to keep most happy, and I liked the midband response coming off the car. The problem is the association with the term – turbo equates to greyhound for many. If you take it for what it is, a RM75k family-oriented sedan, then the perspective shouldn’t be on absolute pace but usable pull, and the CFE has enough of that.

In terms of running speeds, the CFE Prevé will get to 200 km/h, and while it takes some time to get there in the final fifth of the equation, hauling it to the 150 km/h region is an easily repeatable affair, accomplished without huffing and puffing. The Punch VT3 does well enough, considering its operational characteristics – on the CFE you do detect the familiar whine associated with the transmission, but nothing that becomes too intrusive.

A bit on the Sport mode and its RPM range association – on the CFE, there’s about a 1,000 rpm difference at 160 km/h between drive and sport mode (3,400 compared to 4,400 rpm) on the VT3 box, while on the IAFM+’s VT2 tranny there’s a 500 rpm difference in between the two modes. And the IAFM+/VT2 combination won’t go past 5,000 rpm, no matter how long you floor the pedal; the CFE nudges nearer the 5,300-5,400 rpm mark or so on full acceleration before shifting up.

Going into the normally-aspirated 1.6 after the CFE meant retuning expectations, and truth be told, it feels underpowered. Still, part of that perception about a car lacking power is also reinforced by the point that the stiffer the car is, the more noticeable the apparent lack of power becomes, and the Preve is plenty stiff.

What I found more disconcerting was the lack of powertrain refinement vis-a-vis the CFE – the IAFM+ is a more raucous proposition, certainly a far zingier one when pushed to its higher limits. If it can be made smoother, without sounding like it wants to tear its hair – and yours – out each time you stand heavy on the pedal, it’ll go a long way.

Plenty of appeal in the hydraulic steering’s weight though (I thought it was heavy enough, as opposed to Chris’ view on it), as well as its off-centre feel, evident on both variants; the rack also feels quick, and I was told that it’s the fastest yet in the company’s stable. Essentially, it’s the same as that in the Exora, but redone with revised ratios and level of assist. As for the wheel itself, a good outing as far as handling ergonomics go.

Quite possibly, the strongest aspect of the car is in its ride and handling, which in short is nothing less than impeccable for an offering in this price and class segment, indeed, even a few notches above.

The contribution of the chassis is evident, and allied to a well-tailored suspension, offers a car that feels keen but ably planted at high running speeds – the CFE Prevé chugged along at 200 km/h and never once felt skittish or nervous. The IAFM+ gets to 180 km/h or so before running out of puff, but offers everything its more muscular sibling does in terms of ride and handling behaviour.

Trim things down and tackle corners, and it’s an ace too, tracking very nicely and inspiring driver confidence into the twisties. Push into a sweeper, go on the brakes, and the usual four-wheel drift kicks in, but the steering never goes wooly or loses communication, and everything is so progressive and catchable that unless you do something spectacular, you shouldn’t lose your wits, or the car.

Done more sensibly, turn-in is clean, as is follow-through. A positive mention for the tyres, while at it – surprisingly good grip, and quiet too. And the ESC is as unintrusive as mentioned – the level of provocation needed to get it going is quite high.

On the whole, based on the short sampling of the car, the Prevé looks a promising proposition – certainly, the CFE variant is very much so. Some overall aspects (like build quality and fit/finish) invariably need tightening, but as a full package this one proves that it’s all getting there.

Follow all our Preve coverage at our Proton Preve category index.

Report by Anthony Lim and Chris Ng

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

No related posts.

There exist only two kinds of cars in this world with this level of noise inside the cabin – a hybrid and an electric. Both of which is what the new Lexus GS is not. Yet, the deafening silence keeps deceiving my noggin into thinking otherwise.

Right now, I’m in the Lexus GS 250 Luxury Trim. I’ve been told that in total, there will be three trim-levels and two engines choices for the GS. The three trim-levels are standard, Luxury and F-Sport. You can have your Luxury and F-Sport with either the 2.5 litre or 3.5 litre engine, or the GS 250 and GS 350 respectively.

The Luxury Trim falls in the middle, between the standard and the F-Sport. However, having the Luxury tag means that it gets all the pomp and circumstance, making this the crunchy peanut butter in a PB sandwich.

It has a huge 12.3 inch display in the centre console, plenty of leather, some nice tactile plastics, dark wood finishes and an analogue clock that is a must for all luxury cars.

What else… the indices of the meter cluster has a subtle matte sheen effect, the steering wheel has a nice meaty feel and the driver seat can be electronically adjusted to make it feel as if you’re in a bucket seat or a La-Z-Boy chair. And that Mark Levinson 17-speaker sound system sounds delicious.

One improvement that I can immediately tell is the Remote Touch Interface. It still retains the mousey configuration, but this time it is more of an Apple mouse rather than a PC mouse. You see, in its previous incarnation, you select your option by pressing a button on the side of the controller. This one, you press down on the controller to select your option, which makes it more intuitive.

And, Lexus has put more feedback, in the sense that there is some resistance when moving from option to the next. Elsewhere, the parking brake is fully automatic – pop the gear lever into ‘P’ and the parking brake engages automatically. Pop it out of ‘P’, well, you get the drift.

So, the car creeps out quietly out of the parking lot. The GS 250 is in ECO mode, which kills anything that remotely resembles power in the car. The accelerator pedal feels like a sponge and the engine response is almost two years too late. The upside is there are three more drive modes above ECO – Normal, Sport and Sport +.

There isn’t much difference between ECO and Normal, both having similar throttle and engine response characteristics. The only major difference in how hard the air conditioning blows, which for ECO’s case, it blows softer.

As for Sport mode, the GS 250 gets a sharper throttle and remaps the gear’s shift points. Sport + will give you everything from Sport, plus a firmer suspension and a tighter steering.

Dial the knob to Sport and the car gets more fun to drive. A nudge in the throttle quickly puts some speed into the GS 250. The 2.5 litre 4GR-FSE has 206 hp and 253 Nm. No official 0-100 km/h or top speed figures but it feels like it’ll do the century sprint under eight seconds. The engine is mated to a 6 Super ECT close-ration 6-speed conventional automatic gearbox that sends power to the rear.

Handling-wise, the GS 250 in Sport has a sizable body roll to deal with; the suspension is not altered in any way. Although the GS is rear-wheel driven, the nose tends to push itself away from the corner instead of sniffing the apex.

In Sport + mode, the GS 250 feels much quicker. The shift points are stretched deeper into the revs and sensitive to the throttle. Which means, you can hold the rev steady in the sweet spot while going through a fast corner. Then put your foot down for a speedy exit. The Sport + does a very good job in restraining the body roll. Again, there is a hint of understeer that makes it constantly want you to feed it a bit more steering; just a bit more.

I can’t say much for the steering wheel, except that it needs to be more chatty. It’s nearly uncommunicative, even in Sport mode. Sport + puts more feel into the wheel, but only just.

Is it boring to drive? Not quite. Push the throttle pedal closer to the floor and you’ll hear some encouraging noises coming from the front. Lexus has given the engine more roar by way of a Sound Generator at the intake area. They’ve also tuned the muffler to give a more sporty sound when taking off from standstill. That said, it still sounds soft in the GS 250. To really hear the noise, you need to be inside the GS 350.

Basically, the GS 350 has everything the GS 250 possesses, except that it has a bigger engine. The 3.5 litre 2GR-FSE engine generates 312 hp and 378 Nm of torque, and obviously feels quicker. Again, no official numbers on the century sprint, but it feels close to about 6.5 seconds. The transmission is the same one as found on the GS 250.

As for handling, the GS 350 does feel hairier around the corner mainly because of the entry and exit speed. I’d still wish for more steering feel though.

The drive for both cars ended far too soon. This was a preview drive after all, so there was only a short 15 minutes allocated to each driver for each car. As soon as we can secure an extended test drive, we’ll be bringing you a detailed review on these two. No word on the price yet, but the official launch will happen later in the day, so more to come soon.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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Much has been said about the Renault Megane RS on this website, and the big chunk of it revolves around the hot hatch’s superb handling and fun to drive qualities. That’s only natural, since the Megane RS 250 is one heck of a driver’s car, balancing deceptive turbo pace and nice fluidity and poise on B roads.

While we have never failed to mention the hot Megane’s duality of purpose, its ability to perform as a daily driver with acceptable comfort, and the decent practicality in every review, it rarely gets the spotlight. This time however, we take the car out for a stint and focus on these qualities. The car may be a blast on track (as we detailed the last time around), but can we live with it on a daily basis?

My original plan was to whisk my hot date in yellow to a romantic location far away, but like how most of these good intentions end up, the realities of life intervened. No matter, the work, errands and running around meant that I could use the Megane RS in a “real world test” as substitute to my own set of wheels. So I drove it like I owned it (maximising fuel economy is main priority), as opposed to driving like I stole it.

My backpack (laptop and camera) is with me with on every journey, and my normal routine is to open the passenger’s door on the driver’s side to place the bag. Less hassle with the Megane. With the driver’s Recaro set in my position, there’s a sizable gap behind it for my bag, simplifying my getaway routine. I’m sure this isn’t intended as a selling point, but I found it really useful.

Yours truly is in the process of moving house, and I’m doing it gradually, transporting few Tesco boxes at a time. While that small French butt doesn’t look like it can carry much, I was pleasantly surprised at the depth and width of the boot. As you can see, it took two of my boxes side-by-side, with room to sandwich in a laptop bag.

Of course, the rear seats can be folded down for more room, or long items. The load lip may be on the high side, but there’s good hatchback practicality here within a sexy shape.

I currently live in Rawang, and the NKVE is my lifeline since everything happens down south. Driving it like I own it means highway cruising between 90-100 km/h most of the time – yes, I am that slow! In sixth gear, the Megane RS does the highway speed limit at a relaxed 2,500 rpm.

Other than tyre roar (European cars generally let in more) the engine is very subdued (no exhaust drone, too), which is an important point for me. Will never understand how people can do extended highway runs on big exhausts that go BOOOORRRRRRRR!

The same highway runs also make me appreciate cruise control, which takes up the buttons on the steering spokes. Where then are the audio buttons? Controls for the stereo and R.S. Monitor (stopwatch with memory function, acceleration timer, g-force meter, turbo pressure, oil temp, torque/power figures, throttle map settings) are clustered into one stubby stalk below the wiper stalk.

There’s a button everywhere you feel, plus a jog dial, which takes some learning, but once you’ve mastered what does what, it’s convenient. The trip computer is controlled with buttons on the wiper stalk tip, so your hands don’t have to leave the wheel.

The Megane RS is a performance hot hatch, so we often harp on yummy stuff such as the Cup chassis, Recaros, LSD and four-pot Brembos, but it’s also rich with amenities one would expect from a premium badged exec.

Auto lights and wipers, bi-Xenons with LED DRLs, tyre pressure monitor, keyless entry with push start, dual-zone air con, stereo with Bluetooth/USB/AUX, wing mirrors with defrost and front/rear parking sensors are all standard. And it’s five-star EuroNCAP rated with front, side and curtain airbags. That’s quite a list, if you ask me.

Are we ignoring the elephant in the room, space for occasional family duty? The Megane RS’ three-door only hatch format may not be ideal for those with ageing parents, but it’s possible. I loaded the Megane with my parents and family for dinner and we managed.

Admittedly, three abreast behind was pushing it a little, but headroom and legroom is passable. Those behind don’t have much of a view out, though. We’re not saying it’s a great family car, but the Megane is more than a two-seater with token rear seats – those things are usable!

Since this is all about living with the car, we did some research on maintenance as well. The Megane RS has a 10,000 km service interval, and the first service costs RM537, the second one RM842 and the 30k km service RM958. This French lady takes in six litres of ELF fully synthetic engine oil per service at RM295, while an oil filter goes for just RM38. We think that these figures are reasonable, and very affordable for anyone buying a car in this price range.

All in all, I did 415.9 km in the Megane RS over a few days and averaged 9.7 litres per 100 km over mixed conditions. Not bad considering the performance on offer, and certainly better than my own ride. As mentioned, I didn’t manage to go anywhere far with the Megane, but colleague Anthony did. Read his account below. For the more exciting aspects of the Megane RS’ repertoire, read our road and track review.

Anthony says:

I wasn’t supposed to write about the Megane RS 250 – all I was supposed to do was assist in returning the car, since Danny wasn’t able to. Having picked it up on a Sunday night, I ventured to take the yellow canary out for a tango, since it was an unknown entity to me and I was curious to find out if it was every bit as entertaining as it has been claimed to be.

Firm, even a bit brutish in how it parades it wares, were my first impressions of the car, spent taking in as many lonely roads as possible that very night; after all, it was then or never, given the scheduling. The car seemed happy to be charging along, displaying all the positives said about it to a T. Still, based on that drive alone, there was little to suggest that it’s as good a daily driver as it is a demolition charge on the cheap.

In the end, however, I managed to cover more mileage than Danny did (around 470 km), and in just over a day or so, all brought about by the need to drive up to Ipoh to visit a lawyer about a family-related matter. I decided to utilise the Megane RS for the task, and TCE was happy to oblige by sparing the car a day longer.

I set out keeping to the national speed limit for most of the journey up, and the Megane RS wasn’t too fussy about having to be bridled as such. Granted, it wasn’t the most comfy way to do the run, but the Megane has good temperament and isn’t as jarring as one would think (which is what I’d assumed). Noise levels are decent, with the tyres contributing most of it.

There was even a fair amount of in-town driving managed in Ipoh, and the Megane didn’t feel unwieldy in such conditions, even in heavier traffic conditions. The clutch has workable bite and useful travel, and the car remains nicely tractable and poised at low level speeds, so ambling along is accomplished easily enough.

Five different stops were made, and about the only minus I’d say about it would be it’s not the best to have if you need to hop in and out of it on a continuous basis, the ingress and egress aspects in a coupe being evident. Or just maybe, I’m getting old.

The return trip was done in far faster fashion, taking around an hour and 15 mins point to point. By the time I got back to KL, it had been nine hours since I started out, and I had gotten thoroughly accustomed to the Megane’s ride – it didn’t even feel that firm any more (certainly, the VW Polo GTI’s is firmer).

Blasting along on the return had demanded more attention and focus, but though tired, it wasn’t a case of being completely drained by what turned out to be a very rewarding drive back at speed.

So, to answer the question as posed by Danny, would the Megane RS 250 be able to be used as a daily driver? I’m inclined to believe it can, but then again, I’ve always had an affinity for stick shifters, and don’t have to fight my way through morning madness on an everyday basis. Its ability to behave in composed fashion at low-level speeds does stand it in good stead, for those who have to. Probably not if you’re doing recurring door-to-door deliveries on a daily basis, but for everything else, what a tool.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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4. Renaultsport Megane RS 250 Cup with Stage 2 tuning package – meatier at 320 hp and 488 Nm
5. Formula Renault 3.5 single-seater to debut in 2012 World Series by Renault season
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Mitsubishi Motors Malaysia officially launched the Triton VGT last Friday evening in Kuching. Held at the Spring shopping centre in Sarawak’s capital, the event was a great combo of lights and action, and the truck was put through some impressive live demos for mall-goers. How about the truck towing our 11,700 kg media bus with 10 hacks inside as a party trick, eh?

We’ve already posted up full details of the latest Triton variant, but here’s a recap. The Triton has been strengthened with a Variable Geometry Turbo (VGT) engine and a five-speed automatic gearbox with Sports Mode. There’s also some new equipment and exterior enhancements to fortify the package.

With 178 PS, Mitsubishi is claiming the “most powerful in its class” title for now, but a main selling point is that the improved 350 Nm of torque is now available over a broad range – 1,800 to 3,500 rpm, to be exact. This, plus the extra ratio and manual gear selection, significantly improves the RM106k Triton’s case, as we found out driving it around Kuching.

Continue reading after the jump.

We started from Kuching’s Four Points Hotel and made a big 220 km loop before ending up in Damai. The route was a good mix of on and off-road sections. In fact, I’ve never been to a test drive event with such a big emphasis on off-road driving, short of being a dedicated off-road event. Not complaining though!

Let’s get the less important things out of the way first. The Triton was a revolutionary design when it debuted five years ago, and it still looks modern today, even if some “wow” has been lost due to familiarity. A VGT-powered example can be spotted via the chrome “fangs” on the bumper extender, larger 17-inch alloys and matte black roll bars. I personally don’t dig the shiny stuff up front, but as a whole, the VGT looks bolder and sportier.

There’s some useful new equipment to be had, too. Inside, you’ll find a new Kenwood head-unit with Bluetooth, iPod and USB connectivity. The single-DIN player looks good with blue and white illumination.

The RV multi info meter panel (shows average FC, range, barometer, compass, altimeter, temperature, etc) adds some gadgetry cool to an otherwise simple dashboard. Front parking sensors join the regular rear ones, and there’s a visual display at the base of the windscreen. There’s an on/off switch for the front sensors.

The Triton’s dashboard is attractive for a truck, and is actually more boldly styled than MMC’s own Lancer series, in my opinion. Nothing great material-wise; this is a truck, so the panels feel more robust than plush. Less shine on the main dash moulding and a more attractive texture (pinstripes now) would be good, but it’s not a deal breaker.

Another point on the wish list is more thigh support for the front seats, which are rather flat bottomed. At the back, it’s as good as it gets for a truck. If you want a pick-up truck, but regularly fetch people you love, the Triton is currently the best option.

However, the most important point here is that the VGT improvements really make a difference in the drive. Snail-like Lite aside, the Triton has never been accused for being underpowered, but this VGT engine is significantly stronger in pull.

Give the gas pedal a bootful and you’ll notice that lag isn’t an issue, and the “flat torque” Mitsubishi is so proud of makes a difference – instead of easing off to the next gear ASAP, it’s worthwhile extending the engine here.

The Triton VGT is a big upgrade – besides the engine, MMC has thrown in a new gearbox as well. The old four-speed auto makes way for a five-speeder with Sports Mode.

Usually, this stick-shift driver rarely uses manual selection on good automatic vehicles (if I’m forced to take matters into my own hands, it’s not doing a good job), but the manual override function on the Triton VGT is a valuable addition.

In our off-road stint, which included some steep slopes and declines, the power to choose your gear and utilise engine braking was very welcome. First gear, foot off the gas and rolling down a slope may be the poor man’s Hill Descent Control, but it works.

Engine braking is good to minimise braking on loose ground, and storming through the estate was made more fun. Speaking of that, the Triton is no mere pretty boy, it’s a tough lad that can follow the Hilux anywhere off the beaten path. MMC has more Dakar Rally wins than any other manufacturer, and I’m sure that counts for something!

Back on tarmac, the transmission’s extra ratio benefits cruising economy; MMM says that the Triton VGT does 14.4 km/l at a 90 km/h cruise, which is just 0.1 km/l poorer than the standard 2.5L AT variant, despite the extra firepower. The engine ticks at a subdued 2,100 rpm at 110 km/h.

The pick-up truck market isn’t a cushy place to be in, and it’s about to get more crowded. Good thing then that the improvements introduced in the Triton VGT brings it, to me at least, above every truck on sale now. The combination of stylish looks and great space with more power and more gears will ensure that the Triton will not sink when the big waves come.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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4. Proton-Mitsubishi strategic collaboration – Proton expects to ink deal by year-end to build Mitsubishi sedan models
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Langkawi seduces, not for the first time. Peering out from MH1438′s window, the cluster of 99 islands in the blue sea that make up Langkawi immediately calms the mind, and brings a smile. And when the Four Seasons Resort is your home away from home, you’ll want to stay for awhile. But we got work to do, so time to get down and dirty.

Or not, because the car we’re here to drive is as clean as they come. Mitsubishi Motors Malaysia, which in October last year became the first to register a full electric vehicle in Malaysia, is launching its Eco-Tourism Pilot Demonstration Program, starring the i-MiEV.

If you don’t already know, the i-MiEV is based on MMC’s i minicar, but there’s no internal combustion engine and no need to refuel, because it’s 100% battery powered and rechargeable. Zero tailpipe emissions, too.

And it’s no fancy concept either – the i-MiEV is a production car already on sale elsewhere, and hopefully one day, Malaysia. It was first sold domestically in 2009, before European sales started in 2010. The little car was launched in North America late last year.

Here’s how the program works. MMM is loaning one unit of the i-MiEV to Four Seasons Langkawi, where guests of the five-star resort can use around the island, for free. No money required, just feedback.

This will go on for two months from 23 February. The stated mission is to gain better understanding of customer behaviour and expectations from an EV. There’s some prestige to be had for both parties too, in my opinion, since everyone is flashing their eco credentials these days.

“Fundamentally, eco tourism means making as little environmental impact as possible and encouraging the preservation of environment when visiting a place. 100% electric with zero emissions, yet offering surprising power and a smooth quiet ride, the i-MiEV is the greenest way to drive in Langkawi,” Tetsuya Oda, CEO of MMM proclaimed.

“This fits perfectly into our philosophy of engaging in sustainable practices that conserve natural resources and reduce environmental impact,” Philippe Larrieu, Four Seasons Langkawi Resort Manager chipped in.

We understand that after its stint at Four Seasons, WVY 159 will continue to serve Langkawi at another location. By the way, MMM, as pioneer, went through nearly one year of working with various authorities to help chart a new course in a system where tax is charged according to engine cubic capacity (the i-MiEV has none, remember), among other obstacles.

And of course, there’s the usual process of getting type approval etc. If you’re wondering, road tax for the i-MiEV is RM10 per year, after a 50% EV discount. Not sure how they arrived there, though. Notice the road tax sticker says “49000 W” in place of where the engine cubic capacity normally as – it reflects the i-MiEV’s 49kW motor power.

At the event, we also learnt something new from Takayuki Yatabe of MMC’s EV Business Promotion Department. In a “did you know” moment, the Tokyo based exec shared that the i-MiEV is great as an emergency power source, since its lithium ion battery pack stores the equivalent of one and a half days of the electricity used by a typical Japanese household.

He added that MMC is developing tech that will allow i-MiEVs to supply up to 1,500 watts of electricity to power electric jugs, rice cookers, hair dryers, and other small but vital appliances. Not so useful here perhaps, but Japan is frequently hit by earthquakes, which could knock out electricity supply. In fact, 60 units of the i-MiEV were used for relief purposes in the earthquake/tsunami disaster last year, when gasoline supply dried up.

After all that, I hopped into the car for a spin round the block. Having driven various EVs before, including a pre-production i-MiEV, the stint wasn’t as eye opening as it could be, but it’s still a stark contrast from regular motoring. For one, you twist the key (same design as other Mitsus) but there’s no resulting sound or vibration, only a signal from the instrument cluster that the i-MiEV is ready to roll. Step on it and it glides off with a synthesised whirr.

Yes, the sound on take off and low speeds is manufactured and comes out from a speaker. This is for safety purposes, in case pedestrians can’t hear an EV coming. Apparently, the sound has been agreed upon by all carmakers, sort of like an “official EV noise” if there’s such a thing. Sounds very natural, and I wouldn’t have noticed if they didn’t say, honestly.

Keep your foot on the gas and the ample torque (180 Nm from rest) gets you to highway speeds in a blink. It’s like a powerful regular car, just without the engine/exhaust note we’re accustomed to. The rate of acceleration tapers off once you’re cruising along, but one’s not meant to race around in this anyway. Instead, keeping an eye on the Charge/Eco/Power bar becomes second nature. Lower is better, battery lasts longer.

Everything else feels regular, except that tyre roar becomes so much more apparent when it’s the only noise you hear. The steering felt a little heavy for me, although there’s no big issue with the regenerative brakes (some early hybrids with these brakes had odd pedal feel).

The i-MiEV is a great runabout, and I can see myself driving it everyday without compromise. Measured by the New European Driving Cycle (NEDC) the car is capable of 150 km on a full charge. Even if we take 100 km as a realistic figure, many daily routines will be covered, and charging can be done overnight (eight hours at 230 volts). Can’t be that cumbersome, since some people charge their smartphones more often than that!

The only thing stopping MMM is cost. EVs and their batteries are currently expensive to make, and it will be uncompetitive without government incentives in the form of rebates and subsidies. If you’re wondering how long the batteries in the i-MiEV will last – Mitsubishi estimates about 70% capacity by the end of 10 years.

To give you an idea, the Japanese government gives a subsidy of 50% of the difference in price between EV and regular model. For instance, if a 660cc Mitsubishi i is RM100k and the i-MiEV’s natural price is RM200k, the subsidy will be worth RM50k. Currently, the G model i-MiEV is priced at JPY 3.8 million (RM145,017), but after subsidy, the price becomes JPY 2.84 million, or RM108,381. In the US, the i-MiEV is priced around $29k after rebate.

Norway is a great example of how popular an EV can be with support. Tax and VAT exempt, the i-MiEV also pays zero toll and can use bus lanes, making it the best selling A-segment vehicle in the country. Is the future electric? It’s all about the money, at the end of the day.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

Related posts:

1. Mitsubishi i-MiEV Prototype racer to take on Pikes Peak!
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4. Mitsubishi Concept PX-MiEV – the PHEV goes mid-size
5. Mitsubishi i-MiEV becomes first EV to be registered in the country – vehicle to be used to promote EV awareness
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This will be an exciting year for the pick-up truck segment. Malaysia will get the Chevrolet Colorado, which we recently drove in Thailand, and Mitsubishi’s Triton VGT should be coming real soon. Already starring in roadshows, mid year will see the launch of the all new Ford Ranger, our topic of discussion here.

We first laid eyes on the handsome new Ranger (code named T6) in March last year, when Ford gave it an ASEAN debut at the Bangkok Motor Show. Production of the Ranger is ongoing as we speak, having already had a Job 1 Ceremony at the AutoAlliance Thailand (AAT) Rayong plant.

Thailand, as one of the few production hubs for the model (others are South Africa and Argentina), will naturally get the first batch. Our turn, according to Sime Darby Auto Connexion, will be the middle of this year, but the company has already started promoting the truck. There’s also the Malaysian leg of the Global Ranger Challenge, where you can win one for yourself.

How does the new Ranger fare against the current crop of trucks? Does it slot in or above? Full report after the jump.

As mentioned, we first saw the T6 Ranger in the metal at last year’s Bangkok Motor Show, where many in the regional press pack were wowed by the T6′s modern good looks and macho style. It’s much bigger than the old one, too, and with the hardware to bring Ford back to the top of the pickup pack.

At 5,359 mm long, the T6 is a substantial 186 mm longer than the old Ranger. And to maximise cabin size, the double cab’s wheelbase now measures a class-leading 3,220 mm, which is 220 mm longer than before. This can only be a good thing, since the ageing Ranger’s rear quarters has been exposed to be tight and hard to access by newer, bigger rivals such as the Hilux and Triton.

When it arrives, the Ranger will be the biggest truck in town, eclipsing current big guy Nissan Navara for size. But Ford designers have made the most of the bulk on offer – instead of appearing big and clumsy, the T6 is handsome and imposing, retaining the customary ‘Built Ford Tough’ machoness of the name despite being more rounded (check out the rake of the windshield) and thoroughly modern in outlook. To these eyes, it’s easily the best looking truck on sale today.

Good looks aside, let’s not forget that many still use trucks as workhorses or dual purpose machines. Along with the larger cab, the T6 boasts a bigger bed as well – L x W x H dimensions are 1,549 x 1,560 x 511 mm, versus 1,530 x 1,458 x 465 mm, so it’s a gain for all.

The truck class may be ‘one-tonne,’ but the Ranger can haul up to 1,333 kg, and the vehicle’s maximum tow rating tops out at 3,350 kg. Ford says the Ranger’s frame is twice as stiff as the previous model.

More importantly, the T6 Ranger is a great truck to drive, and the experience behind the wheel is significantly different from the truck it replaces. For one, the driver’s seat offers a much higher and commanding view than in the old Ranger, and there’s no escaping the feel that you’re driving something really big. And as usual for Ford, the seats are good in terms of position and support, which is not a “standard feature” in this segment.

Speaking of comfort, the old Ranger’s small rear door and tight rear quarters handicap has been eliminated. With the new shape, access is so much easier and head/legroom is good, even for the tall.

The truck’s height mean that it’s quite a climb for the less mobile, but the Ranger is now finally on par with the Triton and Hilux in this. I also like the fact that the bench isn’t set too low, hides two “secret compartments” and has a pouch in the middle for mobile phones.

Back to the driver’s seat, it doesn’t take long to notice the crisp, more direct steering. This more “connected” rack combines with a much firmer ride to give the Ranger surprisingly good handling. It doesn’t feel nervous when you turn up the wick and body control is better than expected. The Ranger is a more precise tool than before, without a doubt. The stiffer ride works well on tarmac, but not so much off road, where jolts pierce harder than before.

Of the two coming soon trucks, the Chevrolet Colorado is the hooligan – brash, but great fun in the right mood – whereas the Ranger is the polished performer, at least that’s what I felt driving both on the hilly roads around Chiang Rai.

If the handling has seen a change for the better, the NVH (that’s noise, vibration and harshness) has taken a quantum leap. The Ranger T6 is by far the most refined pick-up truck in town, and highway cruising is as serene as you’d hope for. We consciously tried to pick up noises by turning off the stereo and going pass the highway limit, which says it all.

By the way, achieving good NVH in a truck is much harder than in a car, since they have to fight a brick like shape, diesel engines and knobbly off road capable tyres. A great achievement, this.

After the handling and NVH, the 150 PS/375 Nm 2.2L Duratorq TDCi engine itself doesn’t stand out so much for me, but it’s quietly competent. The VG Turbo equipped mill provides good take off acceleration, is flexible enough and works smoother and quieter than many rival diesels we can think off – and because it’s 0.3 litres smaller than the regular truck engine size, you pay less road tax as well.

The 200 PS/470 Nm 3.2L five-cylinder TDCi powering the Wildtrak is much stronger, but the 2.2L is all the engine you need, really. My dream combo will be the Wildtrak’s visual appeal with the 2.2L engine.

The automatic transmission is similarly inconspicuous, which is a good thing for a self-shifting gearbox. More outstanding is the six-speed manual gearbox we sampled, which has an unusually short throw and nice snick snack action for a truck. We didn’t expect such a “sporty feel”, but hey, no complaints! Nice knob, too.

No complaints on the cabin as well. While the Colorado tries harder to be modern and flash at the expense of ease of use and legibility, the Ranger’s dashboard is more clear and cohesive, while maintaining the sport/tough (think G-Shock) theme. There’s some cool detailing going on too if you look harder, on the right dial’s cowl, for instance.

Storage is a strong point here, since the glove box can swallow up a 16-inch laptop flat. The door pockets can fit 1.5 litre bottles and if you have more stuff, the 8.5 litre centre console bin will do the job. Plenty of cubbies too, and there’s a handy tray below the air-con controls and two power points.

I’m not much of a truck guy, but this is one truck I’d consider owning (800 mm water wading capability good to fight flash floods), more than any other one-tonner on sale today. It’s so complete, we can’t think of anything to find fault with except for the overly hard off road ride. The clincher is the five-star rating from Euro NCAP in a segment lagging behind in terms of safety.

In terms of sales – as great as the T6 may be, we doubt that it will unseat the Hilux as the top selling truck in Malaysia. But product-wise, you’re looking at the new class leader!

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

Related posts:

1. Ford Ranger breaks cover at roadshow – estimated pricing revealed, RM98k for 2.2L XLT, RM115k for 3.2L Wildtrak
2. New Ford Ranger seen again, this time without disguise!
3. Join the Malaysia Ranger Challenge to win yourself your very own all-new Ranger XLT 2.2L Manual!
4. New Ford Ranger in camouflage spotted, it’s coming soon!
5. Malaysians to take on new Ford Ranger in the “Global Ford Ranger Challenge” – winner drives the truck home!
6. VIDEO: 2011 Ford Ranger towing four other rival trucks!
7. Chevrolet Colorado Test Drive Report from Chiang Rai
8. Mitsubishi Pajero Sport VGT Test Drive Report from Sabah
9. French flair: Peugeot 508 test drive report from Spain
10. Test Drive Report: New Nissan Livina X-Gear 1.6 Auto

Think BMW, and the first model that usually comes to mind – for most folk – is the 3 Series. Ubiquitous, the model has been at the forefront of things from the get-go, and while the brand has evolved its lineup to incorporate a host of new segment models from the ‘easy-to-figure three-model’ range of the past to the ‘just how many of them are there, really’ of today, the 3er has been very much the standard bearer for the brand, the one by which it has been defined, and association measured. Since 1975, five generations and more than 12.51 million units sold attest to that.

So when a full-model replacement comes about to continue the flag-waving, there’s plenty of bated breath, as well as the inevitable questions. How will it shape up? Will it turn things on its head? Does it change the game, again?

The answer is very nicely, yes and yes. Things haven’t exactly been easy for the 3er in recent times – the grip it has had in the entry-level premium sedan segment has been forcibly relaxed by competition that has studied and learnt from the benchmark, and done so very well. Arguably, the outgoing E90 didn’t help itself – from a design point of view, it was a little too safe, especially from the rear at the start of its life-cycle, almost as if the idea of changing things too much coming in from the E46 would alienate the buyer.

It also didn’t help that on the whole, the E90 felt like it was carrying a bit too much weight arriving at middle-age, and while undoubtedly there are a great many existing generation owners who might argue against this view, I’ve always felt the E90 to be too heavy-set – not ponderous – for its own good from a performance point of view. Simply put, a very able machine, but darker in character than its predecessors, missing that sense of overall sharpness, or that sprightly step, if you will.

Enter the F30, the sixth-generation incarnation of the type. It doesn’t just restore parity in the playing field, but takes the game a few steps further infield, and by all accounts should accomplish far more than the last one did in staying ahead of the chasing pack.

Full story after the jump.

The arrival of the new car was announced last October, but it’s only making its market debut in Europe starting this month. Ahead of this, the media drive for the car took place in December, with the surroundings of Barcelona the location. Though four engine choices, two petrol, two diesel, all TwinPower Turbo mills, are available for the car at point of launch, the drive saw only the 328i and 320d EfficientDynamics Edition as samplers.

The range topping act of the lot is the 335i, with its 3.0 litre, 306 hp at 5,800-6,000 rpm and 400 Nm from 1,200-5,000 rpm mill; in Spain, the closest to be had with it in the metal was through a static display (the one in blue in the photos), and it looks a rather meaty proposition. The petrol mainstay, until the entry-level 320i arrives sometime in spring this year, is the 328i, which delivers 245 hp at 5,000-6,500 rpm and 350 Nm at 1,250-4,800 rpm from the new N20 2.0 litre TwinPower Turbo mill.

The two diesel variants are the aforementioned 320d EfficientDynamics Edition and the 320d, which both run a 2.0 litre commonrail DI variable geometry turbocharged lump, but with different output tunes – the ED Edition has 163 hp on call, while the 320d has 184 hp, both at a similar 4,000 rpm. Likewise, both feature identical torque figures, this being 380 Nm at 1,750-2,750 rpm.

In terms of transmission options, there’s the usual six-speed manual transmission, replete with a modified gear train design, primarily for the North American market, which continues to consume the stick-shifter in ever-dwindling numbers, but the real deal is the advent of the eight-speed automatic box, which the company proudly states is a first in the segment class.

Weighing and sized just about the same as the six-speeder it replaces, the transmission is available as a choice for all four engine variants, and BMW says that it offers identical or lower fuel consumption and emissions than the six-speed manual transmission. Incidentally, Auto Stop-Start is fitted as standard across the model range.

Electronics-wise, aside from Dynamic Stability Control (DSC), which offers ABS, ASC, DTC, DBC and CBC, along with start-off assist, brake drying and an electronic limited slip function for the rear differential under its operating umbrella, the F30 features a new Driving Experience Control function as standard across the model range – there are four operation modes on this one, COMFORT, SPORT, SPORT+ and a new mode called ECO PRO.

The last mode supports an extra-efficient and economy-conscious driving style, doing so by changing the accelerator mapping so that the same pedal travel delivers less power than in standard mode – the Optimum Shift Indicator for manual models and the transmission control strategy for the automatics are modified, bringing forward upshifts and delaying downshifts.

Elsewhere, intelligent energy and climate management logic reduces the mechanical power consumption as well as the consumption of electrical systems, all of which enables additional fuel savings, depending on individual driving style, of up to 20%. I actually had the chance to try ECO PRO out during the drive, but more on this later.

Exterior-wise, the Christopher Weil-penned design features the new BMW face, with flat headlights reaching along as far as the kidney grille, as well as an accentuated width, improving the car’s presence – there are more than a few visual cues to suggest a scaled down F10 5 er , the hood being one, and the headlight shape being another primary focal cue.

Aside from the merged headlights/grille design, the F30 replaces the central air intake of the E90 with two larger intakes, positioned underneath the headlights to the outer edges of the front end. In the flesh, the result is a very lean and flatter looking front, and the bonnet length seems even more pronounced on this one.

For the sides, highlights include flanks that are shaped by a double swage line made up of two character lines running alongside each other, and the back end runs through quite nicely surfaces – in all, it flows well enough, the lines, with the front being particularly outstanding, but as one of the styling designers points out during a discussion on the matter, it’s still a 3er, and there are only that many liberties that can be taken with how the design shapes up.

Retention being the key, an easily identifiable familiarity of what it is can’t be escaped, but on the whole the F30 sheds the pounds visually to come off as a fitter, healthier looking, and very much rejuvenated 3. It’s also figuratively lighter, weighing up to 45 kg less than the E90, depending on variant.

This has been accomplished despite an increase in overall size. The F30 is a larger car than the E90, with a wider track leading things in – the front has been increased by 37 mm, while the rear track has gone up by 47 mm. It’s longer by 93 mm, and the augmented wheelbase, at 2,810 mm, has been increased by 50 mm.

There’s also a corresponding increase in interior space, and in the flesh, the cabin does feel somewhat airier and roomier, though if there’s a bone to pick it’s with how much more prominent the central console bulge from the fascia has become – it does squeeze in front legroom space somewhat in terms of perceived width.

Nonetheless, the cabin is a more comfy place to be on the whole compared to the outgoing car.Rear passengers get the benefit of extra legroom, with an additional 15 mm knee room and 8 mm of extra head room to help things along. The 3er hasn’t always been known for how well it accommodates people in the rear, but rear ingress and egress is certainly better, as our hop in and out sessions during photo-taking sessions showed.

Boot space on the F30 is also up, with 480 litres of capacity, 20 litres more than that of the outgoing model. Additionally, 40:20:40 split rear backrests mean the ability to carry longer items.

Interior features include a driver-focused cockpit, angled towards the driver by seven degrees, with the four main circular dials (fuel gauge, speedometer, rev counter and oil temperature gauge) dressed with a black panel display. The fascia and overall element cues again lend the impression of a scaled-down F10, and the flatter-looking centre stack makes the presentation look nice and tight.

As far as features and kit goes, the F30 is loaded with plenty of ConnectedDrive gear, from driver assistance systems to infotainment. New to the car is a full-colour Head-Up Display, standard on the 328i, and aside from this the likes of Lane Change Warning System, Lane Departure Warning System, Active Protection safety package and Advance eCall are items on the list.

There’s also BMW Parking Assistant, Surround View (with Side View and Top View), Active Cruise Control with Stop&Go function, Speed Limit Info including No Passing Info display and Real-Time Traffic Information (RTTI), among the chockfull of items you can specify for a F30.

A new method of model line differentiation has popped up too with the F30 – in addition to the entry-level version, it will be available in three equipment lines. The three trim levels, called Sport Line, Luxury Line and Modern Line, will allow customers to personalise their rides to their individual preferences, with exterior design elements and selection of materials and colours available for each model; there’s even colour-coding elements for each line, and aside from that found in the cabin, the key-fob gets a similar imprint too, so everyone will be able to tell just which outfit your 3er wears.

Additionally, there’s an optional M Sport package, which includes a lowered M Sport suspension featuring a 10 mm drop in ride height, and this offers firmer suspension and damping as well as harder anti-roll bars, and also featured are 18 or 19-inch M Sport alloy wheels. If you want to take things even further, there’s an optional Adaptive M Sport suspension, with electronically-controlled damping.

There’s also an M aerodynamics package, which can be specified separately, and this one features special body parts and chrome tailpipes, replete with exclusive exterior paintwork and interior trim. The latter has sports seats wearing distinctive cloth/Alcantara upholstery, trim elements with blue accent strips, an M Shortshifter (in models with the manual gearbox), M door sill finishers, an M driver’s footrest and a new M Sport leather steering wheel.

The 328i demonstrator in Spain featured a mix of items, presumably to show off the car’s ability to the best possible measure – the eight-speed auto (there were no manuals on call at the event) Sport Line mules wore the optional 19-inch M Sport alloys with 225/40 front and 255/35 rear rubbers as well as the M Sport suspension. In its standard state, the 328i runs on 17-inch Star-spoke wheels, wearing 225/50 tyres. Meanwhile, the two diesel models are equipped with 16-inch V-spoke or Streamline-style alloy wheels, wrapped with 205/60 rubbers.

The first day of driving began with the 320d ED, in its Modern Line specification. Riding shotgun on the first leg out from the Aeroport de Barcelona towards the hotel in the Sabadell region, there was ample time to study the interior – I wasn‘t quite taken by the textured wood grain paneling on call. Yes, it will find fans, but I’m not really one of them, feeling that it looked rather kitschy on the whole. Otherwise, the rest of the elements in the light-coloured Modern Line looked easy enough on the eye.

Leaving the city, with traffic conditions limiting speed, the 320d ED puttered along ably, the diesel exhibiting all the well-known positives it’s already known for. What was interesting was how the nature of the F30 could be picked up fairly easily, even from the passenger seat – the car feels a lighter, breezier proposition, and not just from a handling point of view. Nearing the changeover point, opening up the throttle revealed a chassis that felt, in a word, alive.

From the driver’s perspective, there’s a strong element of agility that’s immediately apparent, and you don’t really have to push the car hard for it to shine through. Not that I was able to with the 320d ED, really. Taking on the second leg towards the accommodation, I’d barely taken less than 10 enthusiastic turns on the twisty downhill section heading into Martorell when my co-driver signaled he wasn’t liking things that much.

So that part of the drive came crawling down to a 40-50 km/h descent, and gently at that. Shame, because the road was promising, but the flipside was getting to use ECO PRO, since there was no reason to barrel along. By the time we got back to the expressway part of the route, I’d managed to ‘virtually’ gain another 11 km of driving range on that left in the tank, according to the trip computer.

The mode does cut the thrills, and by a fair amount – forget that you’ve left it on that and attempt to speed things up, and you’ll be left wondering why the stallion suddenly feels a bit castrated. I suppose saving fuel and the environment doesn’t – and shouldn’t – equate with excitement.

Vis-a-vis the E90 equivalent, the diesel F30 does come across as a far livelier offering, and it has all to do with the platform. There’s a sense of lightness in its character and behaviour that it makes the E90 feel a bit plodding in comparison. The steering is expecially noteworthy, sharp, precise and offering informative, useful feel that inspires confidence.

As standard fare, the rack is an electromechanical power steering system EPS (Electronic Power Steering), and this uses an electric motor to provide steering assistance, operating the EPS when steering assistance is actually required. Of even more cheer is the optional new, purely mechanical variable-ratio steering system, which of course offers a more precise response to input and sharper handling, and on the 335i and 328i, a Servotronic function for speed-sensitive power assistance is also standard.

The 328i the following day increased the liking for the new car, with the promise of track time on the Circuit de Catalunya capping things off. With new co-driver in tow, an early morning detour back into the city to pick up the co-driver’s wife was even managed. In town use, puttering about through the endless stream of traffic lights in downtown Barcelona, the 328i behaved with impressive civility in low-mid speed conditions – the stop-start worked smoothly and as intended, and of pleasant surprise was the level of ride comfort, even with the M Sport suspension and 19-inch wheels in tow.

At highway speeds, the 328i feels brisk and rapid when pushed, and the N20 mill is quite the standout – the throttle response is lively, and such is the element of poke and muscle, especially in the midband, that any real argument for holding on to a naturally-aspirated six-pot is easily dissuaded as the miles wear on. About the only thing the four-pot lump gives away is with regards to the engine note – there’s no six-cylinder low-end silkiness to be had, no matter how hard you try to hear or imagine it.

But that’s really a small trade-off for the performance returns, and it’s not just the engine that eclipses the old. Tackling the twists takes on a new tack – the F30 doesn’t just feel more articulate and nimble, it accomplishes things in far more inspiring and exciting fashion than its predecessor, even when you decide to be wild about it. There’s a fair bit of wind noise evident at high speeds, but it’s nothing to get worked up about. Seat comfort is high, and provide ample support levels over a longer drive.

By the time we finally arrive at the circuit, virtually all the assembled lot have had their go. This being a ‘drive what you bring’ do, first dibs went to my co-driver, none other than Autocar Asean’s Faisal Shah, who brings the 328i back with the brakes nicely hissing after his spirited track run. I give him a bemused look when he tells me it’s quite alright to go, “there’s no fade, the brakes hold up very well” being his words.

There just being under an hour left before track time ends, I take his word for it. The big plus is that the track is all but empty, so it’s a clear run right through for the five laps scheduled. Surprisingly enough, the brakes do hold up, and impressively so – the F30 wears a larger brake system than before, with a hint of fade starting to creep in only at the very end of the run. One wonders just how much better the optional M Sport brake system, with aluminium four-piston fixed calipers at the front and two-piston fixed calipers at the rear, will be.

The run on track also provided the chance to try out the various electronic driver aid settings, with Sport+ mode – with the DSC thresholds raised – making the car the liveliest, as expected, with DTC continuing to provide a safety net. On the whole, the car tracked well, and driven cleanly is eminently rewarding; though understeer is still present, the limits are far higher than that on the E90. Arguably, a bit more rawness around the edges wouldn’t have gone amiss, but such is progress, and the scalpel-like dynamics on call gives this one its own irresistibility and allure.

The real acid test closer to home will be how the 320i – which will feature the N20 2.0 litre lump with 184 hp and 270 Nm – shapes up when it arrives on the scene later in the year. Given the dynamic impressions painted by both the 328i and 320d ED, it should meet expectations ably enough.

As it stands, the F30 redefines things enough that it sets a new benchmark in the segment, and takes the 3er back to the top of the heap. Of the two, I much preferred the 328i ahead of the diesel variant; despite the diesel’s mule-like qualities, the petrol felt a more versatile offering, with a wider balance and feel about it. If something like the W204 C-Class was the better of the E90 in some regards, then the balance of power has very much shifted back to Munich. The king is dead, long live the king.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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5. The Dynamic Duo: Goodyear’s Eagle F1 Asymmetric 2 and Directional 5 Ultra High Peformance tyres sampled!
6. BMW Performance Diesel Power Kit for 320d – 197hp!
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The Range Rover Evoque is a simple concept, yet one so brilliantly executed. Take everything that makes a Range Rover so desirable, and scale it down into a compact yet refined vehicle to meet the changing needs of the SUV owner.

The LRX Concept stunned us when it first made its debut, and Land Rover shocked us once again once the production Evoque made its debut – it still looks very much the futuristic concept SUV that the LRX Concept was. Like something sleek and sexy plucked out of the future, but roaming our roads today.

In an age where customers are demanding better fuel efficiency and easier maneuverability around town, Land Rover has conjured up a bespoke model that at first impression seems very much befitting of being called a Range Rover, as opposed to pulling a fast one like former stablemate Aston Martin with its controversial Cygnet city car.

The Evoque is also aimed at making the Land Rover brand appeal to a younger audience, as well as balance out the gender ratio. A regular Land Rover or Range Rover product normally sees about 80% male buyers – with the Evoque this has become a more balanced ratio of 50% male, 50% female.

So the Evoque is not only more accessible in terms of purchase price and running cost affordability compared to the other Range Rover models, it’s also made the brand more accessible to wealthy ladies, who currently are most likely buyers of SUVs like the Volvo XC60, Audi Q5, BMW X1 or BMW X3.

Land Rover offers two different body styles with the Evoque – a 5-door and a 3-door “coupe”, both of which are available in Malaysia. There are two engine options available at the moment – a diesel and a petrol, both turbocharged 4 cylinder engines. In Malaysia, you can have the petrol engine in either a 3-door or 5-door body while the diesel engine is available only as a 5-door.

The 2.0 liter petrol engine is shared with the Ford EcoBoost family, which is also available in Malaysia in the Ford S-MAX, the facelifted Ford Mondeo, the Volvo S60 and the Volvo XC60. The tuning in the Evoque is the most powerful version available currently – producing 240 horsepower at 5,500rpm and 340Nm of torque from just 1,750rpm. In the Evoque, the engine is rated to consume about 8.7 liters per 100km on a combined cycle.

The 2.2 liter PSA/Ford DW12 turbodiesel is also found in the Land Rover Freelander 2 and globally is used in various Ford, Jaguar and PSA Peugeot Citroen cars as well. In the Evoque, it makes 190 PS at 3,500rpm and 420Nm of torque at 1,750rpm – less horses than the petrol due to the shorter powerband but loads of torque to get the Evoque going.

The Evoque is loosely based on the Freelander platform and even rolls off the Freelander’s production line, but as the Evoque rides lower than the Freelander, parts of the undercarriage design was modified to maintain a level of ground clearance that you would expect from a vehicle with the Land Rover or Range Rover badge. So the new platform is referred to as the LR-MS platform, loosely based on the Freelander’s Ford EuCD platform.

The Evoque also has very minimal overhangs, especially at the rear – this improves approach and departure angles. Quite interestingly, we hear the LR-MS platform can be stretched further about 300mm if necessary to create a larger vehicle to slot in between the Evoque and the Range Rover Sport, should Land Rover ever decide to explore that segment.

Other than the choice of a 5-door and 3-door, there are also different trim levels which change a few design details on the car. There’s the Prestige, Pure and Dynamic trim – and the Dynamic trim is the sportiest design, which at the same time also reduces the Evoque’s approach and departure angle capabilities as it’s the most “road-going” of the three designs.

In Malaysia, the Dynamic Plus trim is available on the top of the line 2.0 liter petrol 3-door “coupe”, while the 2.0 liter petrol 5-door and the 2.2 liter diesel 5-door has the Prestige trim.

The Evoque may look small from the outside, but it is surprisingly very roomy in the interior. Land Rover engineers have done a brilliant job with the packaging of this car, maximizing every cubic inch of interior space possible within the exterior dimensions of the car. Shoulder room between the front two seats are very good – it actually feels like a larger SUV and it felt more comfier sitting in the Evoque compared to some other same-class SUVs.

The rear seats are able to seat two adults more than comfortably, with good legroom. If you’re going to carry more than one passenger often, I’d suggest you get the 5-door though, because while the 3-door has a proper adult-sized rear cabin, it’s quite of a pain getting into the rear, as the sporty design of the Evoque doesn’t allow for an easy entry and exit. Once you eventually climb in though, the space you have is quite surprisingly comfortably.

Plenty of the interior space went to the passengers, so there’s not much of boot space left. Although the official number is 575 liters (550 with the 3-door), it doesn’t seem all that big. No doubt, golf bags will fit very nicely but if you have something to put in of a particular shape, such as a luggage bag (see picture above), you can only fit one, and that’s it. Think of the Evoque’s boot as more of that of a hatch like a Golf or Focus, instead of the typical roomy SUV boot.

But as a city car, this shouldn’t really pose too much of a problem, and the rear seats can be folded down to make for more luggage space. When folded down, luggage capacity extends to between 1,350 liters to 1,445 liters for the 3-door and 5-door respectively.

Perceived quality is very good – there’s leather everywhere, and as a front passenger you’re basically looking at a massive expanse of leather in front of you, with beautiful stitched accents. The dash layout is recognisable as a Range Rover, but scaled down. The center dash area has a Volvo-like slant to it with a small storage area under the curve, but it’s quite a small compartment so you won’t be able to keep much at all.

Land Rover has resisted overblinging the interior – the choices of materials are classy and mature, with no overuse of chrome. Some interior designers tend to abuse chrome to make the switches and knobs of the interior feel like knock-off jewellery – the Range Rover Evoque stays clear of this. Most of the surfaces are matte or brushed. There’s also ambient lighting scattered about the cabin for a nice effect at night – you can see some of these lights in the image above.

Our test drive session started off at the Sydney Opera House, through the city. Driving through the city in stop and go traffic, our first impressions was that the Evoque has remarkably good NVH insulation. We set off in the diesel model and we could barely hear a clatter from inside the cabin at idle! Push off from a standstill and you get a nice smooth tone – the only thing that’ll remind you that this is not a petrol lump is the fact that the pitch never goes as high as you’d expect it to while gunning it because of the much lower redline.

City maneuverability was good, though as you’d expect from how the car looks like from the outside – rear quarter visibility wasn’t that good. The Evoque’s roof and shoulderline has the angles of a sports car, so expect outward visibility of a sports car as well. Side mirrors were huge though, so that helps.

We took the opportunity to try out the in-car entertainment and navigation system. With competitors using knob-style devices to control the screens in their cars, it’s easy to mistake the rotary gear selector knob (first seen in the Jaguar XF) for what you’d use to control the computer. The Evoque shares its in-car computer with Jaguar models, so what you have here is a nice touch screen interface with relatively large buttons so it’s easy to touch what you intend to select. Ergonomically, the interface is pretty tight.

Other than reading audio CDs, there’s also Bluetooth audio, USB audio as well as an iPod interface so you’re spoiled for choice when it comes to audio inputs. The iPod interface not only allows you to browse through your songs but it can also access your iPod’s customised playlists and etc. You can’t do the more advanced stuff like Genius mixes and etc though.

The audio output is pretty rockin’ as well – our test units were equipped with a Meridian sound system which delivered great clarity and punchy bass and remained crisp and clear up to insanely loud volume levels. No signs of rattling from the interior from the heavy bass thumping at this point – but then again we were driving new cars.

There are two different levels of Meridian systems available with the Evoque – a 380 watt 12 channel system with 11 loudspeakers (including a 2 channel subwoofer), or a more powerful 825 watt system with 15 channels driving 17 loudspeakers including a subwoofer, centre and surround loudspeakers.

Anyway, soon we out of the city to enjoy the country roads en route to Hunter Valley, a famous wine-making region near Sydney. We had the opportunity to test drive the marque’s previous smallest car – the Freelander – and found it to be surprisingly a fun drive. The Evoque is even better, thanks to the fact that it’s lower slung (27mm lower) and has both a stiff chassis and a suspension tuning that’s more to the firmer side of things.

But while this may mean loads of fun on the bends, I found that the ride can get slightly fidgety on rough patches. Our Malaysian spec Evoque wears 20 inch wheels with low profile tyres, which contribute to the Evoque’s good looks, but it remains to be seen how the car will ride on Malaysian roads.

The high shoulder line of the doors helps mask the commanding driving position and help convey a “sports car” feel to you when you’re seated in the driver’s seat. Land Rover also did a brilliant job at tuning the Evoque’s electric power steering as it didn’t get into the way of a fun drive – if you don’t notice that a car has an electric power steering system, it’s a mark of a good configuration with a natural feeling weight and ratio at different travel speeds.

The top of the range Dynamic Plus 3-door petrol model in Malaysia has Adaptive Dynamics, which has magnetic dampers that can adjust its settings about a thousand times a second. Unfortunately we did not have the opportunity to try that out as a car equipped with Adaptive Dynamics didn’t get cycled along into our possession as we swapped cars and drivers at pre-designated points throughout the journey.

In the models we got to try, the Evoque’s seats are very shapely, are amazing to look at and feel nice to the touch, but if you’re not built like a couch potato American, the side bolsters may not feel cosseting enough to support you during corners if you’re into that kind of thing. Not everyone – especially significant others from my experience – are into big side bolsters though.

There’s another variation of the seats (see picture below in red leather) that are available on the Dynamic Plus trim, which means in Malaysia it’s installed in the top of the line 3-door petrol 3-door Evoque. It doesn’t look like it has significantly more side bolstering though.

Being a dieselhead (we have a total of three turbodiesel company cars here at Driven), I was surprised to find myself liking the petrol version more than the diesel. The diesel has gobs of shove when you start off and the engine note is very smooth – very unlike a diesel – but it tapers off very quickly, while the petrol engine starts off slightly weaker but rode its torque curve very well into the high ends of the rev range. It also feels more responsive.

However, neither the petrol or engines are overwhelmingly fast. I came away with the impression that perhaps the Evoque needs to have a higher end model with a more powerful engine, some kind of Evoque Sport if you will. At that price range, I expected to be blown away but the pace ended up feeling a little lacking. The gearbox is also a regular 6-speed automatic, and thus behaves like one – smooth with well thought out ratios, but shifts are not particularly quick and snappy.

Is the Evoque still a fun drive? Yes, but is it going to set your heart racing? It’s more likely to do it with its super good looks than an exciting drive. But then again that was never the Evoque’s promise to a buyer to begin with. It’s still way sportier than a big lumbering Range Rover where you’re more likely to feel like you’re sitting ON a big leather throne rather than IN a sporty cockpit like you would feel in an Evoque.

Our route throughout the country roads of Hunter Valley also took us to a big riding ranch where Land Rover had set up an offroading track for us to try out the Evoque’s off roading capabilities.

As I mentioned earlier, the Pure and Prestige trim has better approach and departure angles of 25 degrees and 33 degrees respectively, while the Dynamic’s sportier bodywork reduces this to 19 degrees and 30 degrees for approach and departure respectively. The Evoque’s maximum wading depth is 500mm. Front axle obstacle clearance is 215mm while rear axle obstacle clearance is 240mm.

The offroad track took us through various different off road situations – from as simple as a grassy dirty track to some very steep and tight inclines, both uphill and downhill! We also drove through a small river – at first just across it but later we got to a point where we snaked along in the middle of the river on the riverbed along the water flow, which was pretty fun – the key is not to stop or the Evoque’s weight will make your wheels will sink too much!

It was on this off roading track that we got to try the two buttons on the small control panel below the gear selector knob that allows you to control the Range Rover Evoque’s Terrain Response system, a highlight of all Land Rover products.

Terrain Response is a feature that Land Rover introduced on the Discovery in 2005. It basically allows the user to select a few modes according to what type of surface you are driving on. Terrain Response will control systems like DSC stability , the electric throttle, Hill Descent Control, Gradient Release Control, Hill Start Assist and Roll Stability Control to suit the type of surface you are on.

On the Evoque, you’ve got the Dynamic mode (only when Adaptive Dynamics is fitted to the car), the General mode, the Grass/Gravel/Snow mode, the Mud/Ruts mode, and the Sand mode. Land Rover set up signboards indicating what mode we should switch to on different areas of the off-roading track.

Most of the offroad modes actually dampen the throttle input significantly so it’s easier to feather the throttle for the precise inputs you need during tricky situations. Sometimes you also need to dial down the stability control a little as your Evoque’s wheel has to slip to get along on certain surfaces. We used the Sand mode on the riverbed.

As the Evoque doesn’t have a low ratio transfer case, the Rock Crawl mode that’s available on the Terrain Response system of other Land Rovers is missing.

In any case, even though the Range Rover Evoque may not have a low ratio gearbox (neither does the Freelander, BTW), an air suspension system that can raise ride height to comical levels or any other high tech offroading gizmo, it’s still able to do some light offroading, much more than your typical C-segment hatchback is able to do, but of course not as hardcore as a true offroading machine.

All in all, congratulations are in order for Land Rover for successfully doing a small Range Rover right, one with the desirability dial turned on really high. I’m still very curious to see how our Malaysian spec Evoque performs on Malaysian roads with its massive 20 inch wheels, but as there are no media test drive units in Malaysia yet it will have to wait. I’m also curious as to how the car drives and rides with the Adaptive Dynamics suspension system. And who knows, perhaps a shoot-out story next?

As a recap pricing-wise, the Evoque is priced at RM393,888 for the top of the line 2.0L Petrol Coupe Dynamic Plus, while the 2.0L Petrol 5-Door Prestige goes for RM363,888 and the 2.2L Diesel 5-Door Prestige is priced at RM353,888, all on-the-road excluding insurance.

Look after the jump for a mega photo gallery of the Evoque.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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It’s the hottest model of the moment, and the most talked about for sure. It’s also the first recipient of Proton’s long awaited turbocharged engine, the Campro Charged Fuel Efficiency (CFE). It’s the refreshed Exora, the Exora Bold.

After countless sightings, both clothed and naked, Proton finally officially unveiled the Exora Bold and the range topping Exora Prime last Thursday. With an aggressive facelift and a new powertrain that’s so much more appealing on paper, the Exora is making a strong case to be the best MPV under RM100k.

We’ve driven it already – first impressions and full gallery after the jump.

Here’s a refresher on how the refreshed MPV stacks up. The Exora Bold wears a new face that’s well, bolder and more aggressive, mainly due to the “fanged” lower bumper. The headlamps have darkened housings and the elaborate rear lights have a “tinted” look as well.

There’s a subtle bodykit, including a rear diffuser style piece (painted black) and larger 16-inch wheels. The latter plays a big part in the sportier image and its double-spoke design is much better than the plain old one. I quite like this new Elegant Brown hue, too. It looks rather handsome for a big box, and quite premium relative to price point rivals.

Kit-wise, the Premium CVT is well stocked. Two-tone leather seats with matching door cards, leather-wrapped steering, fog lamps, electric foldable wing mirrors, cruise control and reverse camera with rearview mirror LCD are standard. The latter is useful and similar to the system seen in the Kia Forte 6-Speed. The centre stack, which houses a Clarion head unit with Bluetooth and AUX, is finished with “liquid silver” trim. Wood is reserved for the six-seater Prime.

As usual for the Exora, there’s an overhead DVD player (also accepts USB and SD cards) with flip out LCD screen and roof air con vents for every row. A/C fan speed for the rear section can be independently controlled.

The highlight is of course the CFE engine, which is the latest iteration of Proton’s Campro. Following the downsizing method of a forced-fed smaller capacity engine in place of a say, 2.0L NA unit, the CFE puts out 138 hp and 205 Nm, healthy figures by any measure. By the way, CFE did not start life as a Campro CPS, but is massively reworked from the original Campro engine.

Besides the soft turbocharger (0.75 bar), there’s intake VVT (first in the Campro series, not to be confused with CPS, which is more of a valve lift system) and a “torque-based” 32-bit ECU unique to the CFE. On a whole, engineers say that 70% of engine components are new and unique to the CFE. On the spec sheet, you’ll notice a shorter stroke and lower compression ratio (8.9 instead of 10). Look at the diagram for the rest of the changes.

Click to enlarge

Paired to the Punch sourced continuously variable transmission (CVT), 0-100 km/h is done in 11.3 seconds, not 13.3 seconds as previously thought. We now have a hard copy of the brochure, which lists the faster time. The 13.3 figure came from the leaked scan sent to us by a reader, which is an older and not-finalised version of the brochure. Quoted top speed is 185 km/h and fuel consumption at a constant 90 km/h is 7.8 litres per 100 km.

By the way, the CVT unit used here is not identical to the one used in the Saga FLX. The one here (internal code CVT3) comes with a higher torque rating (220 Nm instead of 186 Nm) and the oil cooler is also more powerful (12.5 kW instead of 10 kW) to cope with the higher load. Also, Proton will only use the original CVT fluid (ExxonMobil EZL799) to maximise reliability.

Turbocharged CFE does not have the CPS system, but comes with intake VVT

The CFE + CVT drivetrain completely transforms the Exora experience. Proton’s first full MPV was a good drive all along, bringing a more sophisticated level of ride and handling to the affordable MPV sector. It is also family friendly, comes with more space than price rivals and has all the features one expects for the money. However one major “could be better” point for us was the strength of the Campro CPS mill, or rather the lack of.

You see, the 1.6-litre CPS is the sort of motor that requires “spanking” to get the best out of it, coming alive in the higher regions of the tacho. This isn’t a bad thing in itself, and there’s a certain pleasure to be had in coaxing out the performance, but an MPV isn’t the best vehicle for such histrionics. It is the lack of low end torque that gave rise to the impression of the Exora being “underpowered.”

110 km/h is done at a relaxed 2,400 rpm; toggling the trip computer is a hassle

Enter the turbocharged CFE. With peak torque of 205 Nm coming into play at 2,000 rpm and staying there all the way to 4,000 rpm, the previously lethargic approach has been banished for good. Combined with the instantaneous rise in revs brought by the CVT, the Bold is quick off the line and response is good. The CFE isn’t as smooth revving as the 1.6L Prince engine found in Peugeots and MINIs, but it’s not particularly coarse as well, so all’s good.

Usual CVT rules apply, so when one’s in a hurry, there’s a lot of groan and moan from the engine. But there’s a Stepped Automatic Transmission (SAT) button that causes the ‘box to emulate a six-speed conventional torque converter AT. Press it and you do feel the revs fall back “for the next gear,” but the “gearchanges” are blunt and slow.

With SAT activated, the CVT will try to emulate a torque converter auto ‘box

We first encountered the AT-mimicking CVT in the facelifted Corolla Altis, and Toyota’s rendition remains more convincing. Otherwise, the Punch CVT works decently enough, even if it falls short of Nissan’s CVTs for cohesiveness. Personally, I’m not a fan of CVT, but Proton picked it for efficiency, and you can’t argue with that.

There is another function that eluded most of us journos, the “L” function. Pushing the lever down from D to L is sort of like activating a “Sport Mode”, where the revs rise by about 1,000 rpm with the same throttle opening, giving more sense of urgency along with some added noise. However, I found the physical shift action from D to L a little sticky. Small matter, that.

Drive-wise, the Exora rides well despite the wheel upsize to 16 inches. It showed a steady high speed highway ride and good composure on the poorly surfaced B roads that made up a big portion of our route to Tanjung Jara on the East Coast. Unlike some rivals, there’s no hopping around at the rear, and even the few big potholes we hit met with adequate damping.

Steering precision and feel were a little short of Proton’s usual standards, but just about acceptable for an MPV. However, they could have done better than the GT Radial Champiro tyres on our test car. A tyre swap will be a good investment.

From the driver’s seat, the view out is superb, thanks to the generous glass areas (passengers will enjoy this too) and the new reverse camera with rear view camera display is very useful. I also liked the feel of the chunky leather wrapped steering wheel and the individual fold down arm rest for the front seats.

One inconvenience is the process of jogging the info (range, average FC, etc) on the trip computer. There’s just a single button, so you press it till “ODO” shows on the right display, before doing a long press to switch data on the left display. Quite hard to fully concentrate on the road ahead when doing this.

As a middle row passenger, I was thankful for my personal air con vent (rear section fan speed is independently controlled) and the ability to catch a movie (I didn’t), but felt that the bench was a little short and flat.

With the addition of a turbocharged engine and more kit, it’s easier to forget that the Exora Bold is not a rival to the Mazda 5, Honda Stream, Peugeot 5008 and gang, but an RM80k MPV that fights cars like the Toyota Avanza and Nissan Grand Livina. The Proton is a more sophisticated and well-rounded product than those two – it drives better, has a lot more go, has more space and more kit. If a foreign badge is not a must have, this is the best MPV below RM100k one can buy in Malaysia.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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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

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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You’re looking at a future classic, the latest generation of a legendary lineage that counts the Countach, Diablo and Murcielago as ancestors. The latest V12 powered big Lamborghini with epic noise and scissor doors. Meet the Lamborghini Aventador LP700-4.

Sant’Agata’s latest flagship made its debut at this year’s Geneva show, and they have already collected over 1,500 orders, with a waiting list of 18 months!

Those with the ability to write a RM2.9 million cheque (that’s the estimated price of the Aventador in Malaysia) are not accustomed to waiting, but for this hot one, they will have to. We’ve also heard that Lambo won’t be making many of these…

Continue reading after the jump.

The Aventador brings new meaning to all-new, especially for Lamborghini. For once, there’s a completely new engine behind the seats. It’s a 6.5-litre V12 that’s relatively compact and lightweight at 235 kg.

The bull’s heart pushes out 700 horses at 8,250 rpm, while maximum torque is 690 Nm at 5,500 rpm. Lambo says that the torque curve is “extremely well-rounded” with “bull-like pulling power in every situation”. Acoustics is of course a main selling point, and great sounds are promised.

Its partner in crime is as fresh faced. Meet the new 7-speed ISR transmission, designed for “the world’s most emotional gearshift feel”. Shift times for this single clutch ‘box are quick – 40% faster than the Gallardo’s e.gear and almost 50% less than a dual-clutch unit, says Lambo – thanks to the ‘box’s Independent Shifting Rod. Apparently, ISR has smaller dimensions than a manual gearbox.

The new drivetrain is contained in a new carbonfibre body. It’s a full monocoque made from carbon fibre, meaning that the entire occupant cell, with tub and roof, is one single physical component. The entire CF monocoque weighs only 147.5 kg.

Together with the front and rear aluminium frames, it weighs only 229.5 kg and torsional stiffness is an amazing 35,000 Nm per degree. This contributes to the Aventador’s trim kerb weight of 1,575 kg, which is the weight of a Camry 2.0 with yours truly in it.

An amazing recipe that brings some impressive results. The Aventador does 0-100 km/h in just 2.9 seconds. Push on and you’ll reach 350 km/h. Lambo is proud to point out that while performance and power is up by 8%, fuel consumption and CO2 emissions are down by around 20% from the Murciélago.

Power is laid down via permanent all-wheel drive. A self-blocking rear differential together with a front differential electronically controlled by ESP aid handling. A Drive Select Mode System lets the driver choose vehicle characteristics (engine, transmission, differential, steering and dynamic control) from three settings – Strada (road), Sport and Corsa (track). Finally, the Aventador sports pushrod spring and damper suspension inspired by F1 and carbon ceramic brakes in each corner.

The supercar has reached a new level, and with the Aventador, the boys and girls at Sant’Agata have pushed the ball to Ferrari’s court.

Many think that what we do for a living is cool, but it’s not always fun and games. Getting a chance to drive Lambo’s finest is nice, but after waiting the whole day from morning to evening, I felt like I more than earned those few minutes behind the wheel. And then there’s the writing bit!

Yours truly was last in queue of the 50 plus journos from across Asia Pacific that converged in Sepang for the bull fight, and I was praying hard that those dark clouds hanging above would hold their load, for the fear of Lambo cancelling the session before I had my go, for safety reasons.

The prayers worked, the sky held up, and my turn finally came. The Lambo crew looked like they were in a hurry to close shop, so there wasn’t much time to get comfortable – it was in and drive, not the best prep for a multi million ringgit supercar. Did the bare minimum (chair and steering adjustment, air con vents away from my face) before the Italian voice on the walkie asked “All OK, ready to go?”

Can’t say that I was completely at ease. This is a 700 hp V12 Lambo around a track that might be familiar, but no less technical and challenging, and although I love to drive, I’m far from the best driver in town. It helped that I got the only right-hand drive unit of the three Aventadors on duty, though.

I eased into the throttle as we got away slowly from the pitlane. I was alone in the car, with no teacher, and leading the way as pace car was an Italian Lambo test driver in a Gallardo LP 550-2. Yes, Mr. Casanova may be two cylinders and two driven wheels down, but yours truly soon found out that he stood no chance in the Aventador – the instruction to not overtake the pace car is therefore moot.

The sound of the new Lambo with the new engine is different from the Gallardo in front – it’s a deeper snarly growl, not so high pitched. The sound dominates the Aventador experience, and is so addictive that I stretched it to redline in every gear at every opportunity. If the free revving engine could talk, it would have said: “I’m born to do this, I’m loving it, gimme more!”

Intimidating size, stance and firepower aside, surprise surprise, the Aventador isn’t a hard car to drive. Forward vision is good (rear not so, unsurprisingly), it comes with paddle shifts, the steering is light and the car is easy to point around.

And unlike the Prancing Horses, it’s not super loud at idle and low speeds. I had a small issue with the “working environment” though – the Aventador’s two pedals are located too much to the left in our RHD car, which compromised my seating position. The seats hug, but could have done so tighter considering the g’s we pulled.

So the big bull is docile when not provoked, but driving it hard and making the most of its ability, that’s another matter altogether. Like the F1 cars that visit once a year, it’s full throttle out of the pitlane into the snake that is Turn 1 and 2. I’ve already heard how the V12 sounds at full pelt when I played passenger hours ago, but it’s more amazing when it’s caused by your own right foot. Kick in the back!

Powering out from Turn 2 into Sepang’s first sweeper gave me the chance to stretch the Aventador’s legs for the first time, rowing through gears three, four, five and changing at 8,000 rpm with the right paddle. I reached the uphill right Turn 4 in no time (didn’t look at the speed) shifting down to second to clip the apex.

This was my first experience of standing on the Aventador’s ceramic brakes, which wiped out crazy amounts of speed in a short distance. Not open wheel formula car standard, but not very far off. However, although great, I had a feeling that it wasn’t as super as it was earlier in the day. Perhaps it’s fatigue after serving and pleasing hardcore journos and instructors all day since morning.

That brings us to another observation. The three Aventadors in action never took a break the entire day, and there were over 50 media members doing three laps of Sepang each (including one outlap and inlap) plus the earlier 1-on-1 laps with the pro drivers. They say supercars are temperamental creatures, but these raging bulls were so well behaved despite being spanked all day. Truly impressive reliability.

Anyway, Lambo talks about this single-clutch ISG gearbox having an “emotional shift”. They might have not wanted the clinical and seamless feel of say, DSG, but the shift process is quite brutal really, combining well with the V12 to firmly knock you back in the seat.

Not smooth, even in the mildest Strada mode, but the drama is not necessarily a bad thing in a big dramatic Lambo – no one will buy this then complain the lack of slurry overlapping gearshifts. Right? The rev matched downshifts are nice.

The rest of the lap saw me and the 700 horses lean on those fat Pirellis for dear life. It was clear that the rubber was at the end of their lives – another downside of going out last. Because of that, I’m grateful to the ESP for saving my bacon more than once, like when I got the last corner before the back straight wrong.

Speaking of that, I managed to nudge past 230 km/h on the back straight before having to stand on the brakes for the hairpin. The max speed wasn’t as surprising as the manner it got there, of course. It’s a howl to remember.

So, the Lamborghini Aventador is an amazing car. It looks dramatic, goes like stink and can make one feel like a superhero. Also handy for Mr Billionaire will be the surprising ease of use and the effective safety net. So if you have RM3 million to spare… please wait for 18 months!

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

No related posts.

We have returned from the Thailand International Motor Expo 2011, where Motor Image (MI), the Subaru distributor for our region and beyond, unveiled the Subaru XV at its stand.

This XV in question is made in Japan and will go to MI marktes such as Singapore, Taiwan and Hong Kong. Malaysia? We have a locally assembled XV to look forward to, scheduled for an October 2012 release.

If you remember, back in July this website broke the news of Subaru’s CKD plans for ASEAN, with Malaysia as the hub. We followed up by revealing the XV as the model to be locally assembled at Tan Chong Motor Assemblies in Segambut, KL. Extra details came in our exclusive interview with Motor Image boss Glenn Tan, where he revealed more about the ASEAN bound XV as well as MI’s big plans for Malaysia. Click here to read the interview.

The XV is powered by a 2.0-litre four-cylinder horizontally-opposed Boxer engine, which is Subaru’s trademark layout. This engine, tuned for good low to mid end torque, is a new unit featuring Dual Active Valve Control System (DAVCS), 150 PS and 196 Nm.

Another USP of the brand is Symmetrical AWD, and the XV feeds drive permanently to all four wheels. The sole transmission choice is a Lineartronic CVT with manual selection. Brakes are discs all round, with the fronts ventilated. The XV’s suspension consists of front MacPherson struts and rear double wishbones.

While the XV’s shape looks similar to the Impreza hatchback’s at a glance, its front and rear styling is unique. It measures 4,450 mm long and had a 2,635 mm wheelbase, figures that are 35 mm and 15 mm longer than the Impreza hatch, respectively. The concept of the XV is not new, but this time, Subaru has dropped the “Impreza” name from the model, like how the Outback doesn’t wear the Legacy name.

We were given a preview of the XV at Motor Image Thailand’s modern Khlongkum hub, modeled after the all-in-one Toa Payoh Subaru hub in Singapore.

The drive wasn’t much to write home about, consisting of only a straight and a slalom run in the centre’s compound, but it did reveal good response and pick up, while exhibiting less body roll and weight shift than I imagined, considering the raised stance. The driver’s seat feels right for me – it goes low enough and the steering adjusts for rake, too.

The XV should prove to be a pleasant drive, but one will first need to remove any image, idea and expectation of a loud turbo Subaru. Yes, those blue monsters wearing gold shoes that roam our streets

The pics I took are a good preview of our CKD model, but some details are to be ignored. The point of local assembly is to lower the price, so it makes sense to stay away from the unnecessary luxuries. The sunroof you see here won’t be present, as with the full colour display above the centre stack and HIDs.

The factory stereo is likely to be replaced by a 2-DIN touch screen unit (with possible options for reverse camera/GPS) linked to the original steering audio switches. The shift paddles for the CVT will be present.

Fancy display won’t be in CKD car, but a touch screen 2-DIN HU with GPS/reverse cam might

Exterior wise, this is pretty much it, including the 225/55 R17 wheel size and the distinctive design of the alloys. The XV’s identity hinges on the tough off-roader looks, so the black body cladding and roof rails are highlights of this C-segment crossover. Tangerine Orange Pearl, as seen here, is the car’s signature colour, but less flashy hues will of course be available. I’m sure there will be requests for WR Blue!

Price wise, MI isn’t committing a figure yet, but promised that the XV will be priced competitively with C-segment SUV rivals. A lot depends on the exchange rate, and the Ringgit isn’t exactly faring very well against the Yen, unfortunately.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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Track days are a luxury for the car enthusiast, especially since there are no smaller (and cheaper) circuits around the Klang Valley, and our only hope is a Formula 1 circuit. A lucky bunch of people recently got to enjoy a track day – these folks are the owners of Renault Sport cars. The event was arranged and sponsored by distributor TC Euro Cars, a subsidiary of Tan Chong Motors.

“People who buy a RM230,000 car with a manual transmission mated to a 250 hp engine are definitely driving enthusiasts; it is with our customers in mind that we felt that what better place to enjoy the full capability of Renault Sport cars than on a Formula 1 track,” said TCEC’s GM, Reza Mutalib.

From what we heard, TCEC is also planning to have a number of exclusive track days in 2012 to further accommodate the growing RS family. We heard about this trackday from a contact who owns a Renault Sport, so we called up TCEC to see whether we could come along for the ride.

Over 60 people showed up at Sepang, the bulk of them owners of the Megane R26, Clio RS and Megane RS250. There were also some who had booked the hot Megane and waiting (im)patiently for their cars to arrive. These soon to be owners had a taste of what their future ride can do on track as they were given demo laps, and from their smiles and expression, not one regretted his decision!

I asked, and apparently the car has been sold out for months. New stocks that are expected to arrive by the end of the month are mostly booked, too. Not that I have the bank balance…

If you haven’t already gathered from our test drive report, we adore the Megane RS 250 for its superb performance (not just speed, but handling and flow) and comfort as a daily driver (unlike say, a Civic Type R). It also amazed me that Renault Sport managed to better the Megane R26 in about every aspect, and the old timer is a cracker, mind you.

Back to the track. Before I drove, I strapped myself in the passenger seat with Denis Lian, who is of course the pro who set the Sepang lap record for the Megane RS 250 at 2 mins 43 secs last year. Denis not only used every ounce of the car’s grip and brakes, but every inch of the track as well – and this is what separates racers from the regular enthusiast. After that we swapped seats for a chance for him to laugh at my skills.

He didn’t (because he’s nice, not because I’m good), but instead gave me pointers as we took on full laps of Sepang. My first full throttle of the day was at the exit of Turn 2 on to the right sweeper and straight before standing (literally) on the brakes for T4. Unlike the R26 and Golf GTI, the Megane RS doesn’t feel as fast as it really is, probably due to the much improved refinement.

But make no mistake, this car is very quick even if it doesn’t kick. We also recently found out that it actually makes much more than the stated 250 hp – click here to read.

Traction out of corners is superb in this LSD equipped car, as I discovered in T4, and one can confidently lean into the following S bends without the fear of Megane throwing you off the road. It will lose traction eventually, but the process is progressive, and you’re likely not to be caught unawares, unless one’s fully drowned in adrenalin, or just plain foolhardy.

Next up was a dab of the brakes before aiming for two apexes in a U. The Megane RS does allow for some degree of roll, which is not a bad thing, as long as it doesn’t get in the way of “work”. The way the suspension “breathes” on the road (as opposed to hopping around) was evident here as I clipped the raised kerbs, without my head hitting the roof or bum shifting in the Recaro.

The final corner before the back straight really brought out the reactive nature of the chassis. This is one FWD car that can dance and flow along, and not just rely solely on grip from the nose. The straights saw me reach about 190 km/h before starting to brake at the 100m mark.

Those four-pot Brembos with 340 mm slotted discs are incredible, to say the least, marrying strong bite and a nice easy to modulate natural feel. 100m isn’t much when one’s hitting 200 km/h, and I’m happy to report that I made the corner with room to spare.

By the way, the Megane RS 250 comes standard with the R.S. Monitor, which displays real-time data (stopwatch with memory function, acceleration timer, g-force meter, turbo pressure, oil temp, torque/power figures) plus the option of five throttle map settings.

Didn’t really have time to play with all that, but I left the g-force meter on, and as you can see, we pulled about 1.2g of lateral acceleration. We achieved the same on the road in our earlier test drive.

Amazing performance on track for a car that’s so usable on the road. With the car and now the track days, these Renault Sport owners have double happiness. As for me, I left the track one part happy, two parts envy!

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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There’s a new pick-up truck coming to town, and it’s the Chevrolet Colorado. The new Colorado was first previewed at the Bangkok Motor Show earlier this year in “Show Truck” guise, and had its world debut in September, appearing largely unchanged from the show car.

This will be General Motors’ first jab at the Malaysian pick-up truck market, but the previous gen Colorado has been selling for some time in Thailand now, where it’s made at the US company’s Rayong plant for local consumption and export.

We told you earlier that the Colorado will be launched by local distributor Naza Quest in December, but that’s been delayed due to the major floods that hit Thailand. The car hub of Rayong is dry, as are GM’s plant and adjacent new diesel engine facility, but various vendors haven’t been so lucky. No parts, no trucks!

Colorado Show Truck at the 2011 Bangkok Motor Show. Looks have been largely maintained

So it should be coming here next year, although no one knows exactly when in 2012. GM ASEAN boss Martin Apfel gives us examples of vendors with their entire factories submerged – some have send divers to retrieve GM moulds while others have had tools flown out by balloon! It’s clearly too early to tell when production be back running.

And bear in mind that this is for a company that’s relatively lightly hit by the disaster – when we were there late October to be the first international media group to test the Colorado in Chiang Rai, GM was one of only two companies still churning out cars in Thailand (the other is Mercedes) according to Apfel.

Continue reading the report after the jump.

But one thing’s for certain – the new Colorado WILL make it here, so let’s see what we can look forward to. This is an all new Colorado, unrelated to the previous model that was a sister to the Isuzu D-Max. As to questions whether this Colorado is “a clone” of the new D-Max, also recently released, GM says that they do share “basic underpinnings” but GM went its own direction very early in the day, and this is very much a GM product.

GM execs say that they have at disposal a very strong truck heritage and unique styling, and one shouldn’t mistake the Colorado for anything other than a Chevrolet truck. In any case, Isuzu is a truck expert as well, so there’s nothing substandard here.

I chanced on this photo of the new and old Colorados side by side, and it’s obvious that the new truck has grown in size by quite a bit.

This is not so much of a luxury but a necessity, since newer rivals such as the Mitsubishi Triton and the market leading Toyota Hilux have introduced us to larger rear quarters, making old timers like the current Ford Ranger and old D-Max/Colorado feel cramped at the back and with poor rear door access for double cabs.

Thailand will have the largest number of configurations that allows for various engine (new 2.5 and 2.8 Duramax diesels), transmission (5MT/6AT), driven wheels (2WD/4WD), stance (high/low) and body style (single, extended, crew) combos, but only the extended cab (some call it king cab, only Nissan sells it in Malaysia) were available in the media test drive.

This is because the extended cab is the first body style lined up for production, to be followed by the double cab. Then came the flood…

However, GM had a prototype crew cab (double cab) unit driven by the staff, and I sneaked into that car for a stint as rear passenger, since only the double cab will be coming to Malaysia. Space and comfort were impressive and far better than the old Colorado. Legroom is generous while headroom is adequate and the seat back is not too uncomfortably upright.

I also noticed that the seat height is not set too low, which can be the case when trying to maximise headroom. Ride comfort was also impressive, gone is the boat-like floaty ride of the old Colorado and D-Max. If all these were previously below par, the new Colorado is now up there with the best in the segment.

The 400 km route chosen by GM was very challenging and it was by far my most extensive and interesting drive in Thailand so far. We started at Chiang Rai airport, where I hopped into a 2.8L 2WD Manual high stance Colorado. Biggest engine, rear wheels only and stick shift proved to be highly entertaining in the snaky mountain roads that border Burma.

From the airport, we headed north on the main road in the direction of Mae Sai, turning left and up the mountains to have a lunch break at Doi Chang Moob. Up here, the Thai and Myanmar soldiers manning the posts play sepak takraw daily, overlooking what seemed like endless rolling hills on the Burmese side.

We also passed the Doi Tung Royal Villa and stopped for coffee and pretty little cakes at Sweet Mae Salong, situated in an ethnic Chinese town on the mountain range. After that it was down, up, down and up the hills again before the day ended at Phu Chaisai Resort. Great roads and great sights.

It was a very steep climb up the first leg, Genting style, but some hairpins were so steep that first gear was needed. It was hot and dry, but I was told that the Thai media had a harder time getting up there earlier – apparently it was fogging heavily and the Bridgestone Dueler H/Ts didn’t have enough purchase on the wet slopes.

Anyway, the new Duramax diesel engine pushes out 180 hp and 470 Nm of torque at 2,000 rpm for the auto and 440 Nm for the manual. That’s a lot of twist to play with, enough to make it the strongest truck in Malaysia when it arrives.

I know it sounds anti social and hooliganish, but it couldn’t resist kicking out wheelspin in gears one and two, which was incredibly easy to do. The wheels also chirped and screeched around in the bends even though we weren’t pushing it to the max. Good entertainment. Might give some the secret pleasure of “taming a beast” too!

Now, I already can imagine some of our more sensible readers shaking their heads in disapproval, but the Colorado is not a truck that threatens to kill you and family in every corner, far from it. The Colorado 2.8 will be coming to Malaysia in top 4WD automatic LTZ spec, which means that Electronic Stability Program (ESP) is standard, the first truck in Malaysia to have the safety net.

The ESP here doesn’t sterilise the experience too much, it’ll only intervene when you’re looking for trouble, i.e. full throttle in mid corner. Good to have a safety net in case one gets too carried away with all that torque on foot. There’s also ABS, Traction Control and Panic Brake Assist.

The Colorado soaks up bumps pretty well, and feels much firmer than before, which is a good thing for both comfort and dynamics. The steering is also improved – more direct and better weighted, but could do with more feel.

The new Duramax engine is not the loudest around and it’s best to just enjoy the low down torque and short shift before 3,000 rpm. It feels quite pointless after that mark, and not very enjoyable too. This doesn’t detract from the overall performance though, it’s a diesel truck engine, not a BMW oil burner. There’s some expected initial lag before the truck powers forward with ahem, plenty of wheelspin if you wish.

Surprisingly, I found the manual only 2.5L Duramax, which puts out 30 hp and 90 Nm less at 150 hp/350 Nm no less enjoyable. Perhaps the initial surge isn’t so forceful, but there’s still more than enough go. It’s also harder to tell apart from the 2.8 as you’d expect, given the big on-paper difference. Plus, it’s smoother revving when extended and feels more balanced somewhat.

So it’s a pity that the 2.5 is exclusively paired to the five-speed manual, limiting the number of people that can enjoy it in Malaysia. The stick shift itself is decent to use although not best in class for feel – the gates are well defined but the throw is quite long and I found fifth to be quite tricky to find.

The six-speed automatic is very smooth and seamless in operation, although not the quickest in response, much like the ‘box in the Cruze. For this particular truck, my pick is the manual.

As for the cabin, there were some hits and misses, for me at least. No issues ergonomically, and the seats are quite comfy. But the “Camaro style” instruments are so highly stylised that I found the speedo to be quite hard to read at a glance – a combo of thick needle, number placement and small distance between markers see to that.

I also preferred the straight forward three-dial air con controls over the high spec car’s donut ring, which leaves plenty of empty space. It’s unique though, and some might find it cool. Noteworthy is the inclusion of a multi-info display between the dials, although browsing via the right stalk will take your hand off the wheel – not the most thoughtful of designs. Shouldn’t complain really, since it’s a rather exclusive feature in a truck.

The Chevrolet Colorado is a good truck, one that has distinctive style, plenty of kit in Malaysian bound LTZ spec, good comfort and space. We are also told that prices will undercut the market leader (that’s the Hilux, of course) despite the long kit list.

The Chevy will come with plenty of showroom appeal, and will make some rivals look very stingy indeed. However, the higher road tax of the 2.8L variant could be a potential issue, and since the 2.5L doesn’t come with an auto ‘box, Naza Quest can’t make it their star variant. It’s also a new segment for the brand in Malaysia, up against established players, so it won’t be a walk in the park.

Selamat datang Colorado! We’re also due to welcome the new Ford Ranger next year, so the pick-up truck segment is bound to get interesting in 2012!

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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Showing all your cards at one go is a bit of a double-edged sword. It’s undoubtedly great for effect, where the blanket covers significant acreage in one swipe, and it also allows one to understand the philosophy and underlying values at work in much more complete fashion.

It can also prove to be a distraction, not so much for the person sampling the wares, but rather in how each is perceived – there’s a distinct difference in taking each on an individual basis, as opposed to when they’re all lumped together. The danger, of course, is that it ends up showing each other up in some areas, even if the products in question don’t ply their wares in the same category and class.

Such was the case with the three vehicle spread that Volkswagen Group Malaysia launched a couple of weeks ago. The Passat 1.8 TSI, Jetta 1.4 TSI and Cross Touran 1.4 TSI are markedly dissimilar in tone, even if they do share common family traits in behaviour and characteristics. By the end of a two-day drive, however, there was much to be gleaned subjectively as there was objectively.

To improve clarity, we’ve decided to separate the first impressions of the trio into three individual pieces. Granted, there’ll still be observations on each vis-a-vis, especially with regards to the Jetta and Passat, but let’s see if we can dissect and take each on their own strengths and make it easier reading than together as a collective whole.

Full report after the jump.

The drive, which took us to Penang and back, began with the Jetta sedan. Equipped with a 1.4 TSI twin-charged mill offering 160 PS at 5,800 rpm and 240 Nm from 1,500 to 4,500 rpm, mated to a seven-speed DSG tranny, the sixth-generation Jetta – which is made in Mexico – is tagged by VGM as the most powerful sedan in its category.

For RM149,888 (on the road, without insurance), the A6, Typ 1K is equipped fairly well enough, though a bit on the sedate side. There are no Xenons and corresponding LED DRLs, but the on-board kit is more than serviceable.

Not much where the exterior is concerned. The headlamps are of the halogen variety, you get front foglamps, twin exhaust tailpipes and Navarra 16-inch five-spoke alloys shod with 205/55 series tyres, and that just about sums it up with this one, which is 90 mm longer than the previous generation model.

You do get a number of exterior shades to pick from, eight in this case, made up of two solid (Candy White and Tornado Red, the last as seen on the Golf GTI), five metallic (Platinum Grey, Silver Leaf, Reflex Silver, Toffee Brown and Tempest Blue) and a single pearl effect colour (Deep Black).

It’s all in keeping with the presentation – the exterior shape, which VW is proud to say doesn’t share any common panels with the Golf Mk VI (and thus, should not be viewed as a Golf with a boot, so it goes!), has an austerity about it, much of it to do with the strong shoulder line, which is supposed to make the car look lower and to lend it better athleticism.

I wouldn’t go as far as to call the Jetta sporty; the simplest way to describe it would be that it’s all business-like with this one. I quite like the rear though – there’s a fair bit of Audi A4 in there, especially with the rear lamp arrangement.

Interior items include a Climatronic air-conditioning system with two-zone temperature control, a RCD310 audio system, a three-spoke leather steering wheel with paddle shifters, Park Distance Control (PDC) for the front and rear, rain sensing wipers, cruise control and seats covered in ‘Sienna’ fabric. There’s less sense of occasion compared to the Passat, but that’s pretty much to be expected.

In the safety department, there’s the usual mix of ABS, EBD and BA, as well as TCS and ESP, and six airbags (front, front side and front/rear curtain), Isofix points on the rear seats and Hill-hold control. Elsewhere, other numbers for the car include 510 litres of boot space, an 8.3 seconds 0-100 km/h sprint time, a top speed of 221 km/h and a combined fuel consumption of 6.0 litres per 100 km.

Despite its 1,417 kg kerb mass, the Jetta never felt sluggish – it’s no rocket, but what it serves up should be pacy enough for most in this segment. The 1.4 TSI mill was its eager and willing self, as is the case with the mill, and that willingness to run offers the car good midband energy. During the drive up to Ipoh, getting back to higher running speeds from the more sedentary moments at 120-130 km/h, to accommodate slower overtaking traffic, was never an issue.

Some thoughts about the car’s suspension. In terms of ride and handling, I thought it was the best balanced of the trio, sitting midway in how it presents things in terms of compliancy and performance, hinting on the side of firm. At the higher end of the speed spectrum, all three vehicles have a sterling composure about them, as expected of the breed, but across a wider speed range and conditions, it is the Jetta’s that remains the most uniform and appealing.

This lends the car the best drivability of the lot, with the overall tone being brisk, dynamic and even cheerful in character, something you wouldn’t expect as you give the exterior the twice over when you walk up to the car.

You can even push it into corners and come out feeling very respectable, the steering is quite precise and the car fairly grippy, though the caveat is measured sensibility and commitment once in – the suspension, in what is just about its only less than desirable moment, comes undone if you carry too much speed in and attempt to correct midway. All lovely if you think those big pitch and wobble moments are great giggly fun, less so if you happen to have folks strapped on at the back. I had fun, but can’t say it wasn’t hairy.

Of course, like as with all good, no-nonsense family sedans, this isn’t what most Jetta owners are likely to do, be a bit scatter-brained about it all. Away from those hijinks moments, which should theoretically be few and far in between, the car accomplishes its intended brief very respectably – the thing is, you come up to it expecting less than what you eventually get, from a driving point of view at least, and that surely can’t be a bad thing.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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Next up in the three vehicle VW spread is the Passat, the changeover from the Jetta taking place in Ipoh. Jumping in from the latter, the shift in presentation with the seventh-generation B7, as its designated, was distinct.

The interior, as befits the car’s D-segment executive sedan status, is naturally the most polished of the three. The material and trim ups the luxury level a fair bit, with brushed aluminium inserts for the centre console and Iridium deco inserts on the dash and doors helping things along, but there’s no denying that it’s all accomplished in VW fashion, presented more matter of fact – and very cleanly so – than with flair and elan. Indeed, there’s nothing ostentatious about all that familiarity, which is undoubtedly in line with how the suits, which are the target market, like it.

Full story after the jump.

Cabin kit on this one includes a RCD 510 6.5-inch touchscreen, six-disc CD changer and eight speaker audio system, black leather Vienna upholstery, three-spoke leather steering wheel with paddle shifters, a press and drive comfort start function and electric-adjustment front seats.

Also to be found are an analogue clock, cruise control, electric parking brake with auto-hold function and hill-hold control, PDC for the front and rear, a tyre pressure monitoring system and a rest assist drowsiness detection system, which is seen for the first time in the Passat.

As expected, build quality and finish is tight for the German-assembled car, though it is when you go through it and the Jetta’s interior on a comparison basis that you find the latter’s fitment a little bit less rounded. Which is not to say that Pablo cannot build a car as well as Hans, of course.

The exterior follows the process – the facelift from B6 to B7 has brought about a slight change in dimensions (it’s 4 mm longer, 2 mm lower and has a 2 mm longer wheelbase than the older car), but looks-wise retains the sturdy sensibility expected of it. I’m not quite sure about the back, especially when viewed dead-on centre; the plainness needs something to dress it up, at least to me it does.

So, nothing too dramatic with this one, because there’s the Passat CC to take care of those looking for more splashes of dash and flash. On the item list are bi-Xenons with integrated LED daytime running lights, LED-equipped tail lamps, multi-spoke Minneapolis 17-inch alloys and 235/45 profile rubbers, six airbags and the usual host of three-letter acronym electronic driver aids. Ten exterior colours abound, three solid, four metallic and three pearl effect shades making up the complement.

The 1.8 TSI turbocharged engine on the RM184,888 offering has 160 PS at 5,000 to 6,200 rpm and 250 Nm from 1,500 to 4,200 rpm for output numbers, and the block is mated to a seven-speed DSG box. Performance figures are a 0-100 km/h time of 8.5 seconds for the 1,517 kg vehicle, and it gets all the way up to 220 km/h.

From a drive performance viewpoint, civilised would best describe the Passat. The output numbers are the same as that of the Jetta, but the tune coming off the 1.8 litre mill is aimed squarely at linearity and progression rather than punch. It isn’t bereft of heft, and is rapid enough getting to highway cruising speeds and shuffling along at even higher ones, but it’s all tinged with a definite modicum of restraint getting there, not just from the midband up.

So, you go along in generally unhurried fashion, as you should. In urban use, for the exec crawling his way to and fro work through morning and evening traffic, with the occasional mild sprint when the road opens up, it’s simply dandy. And on long haul runs, the strong cruiser element in it makes it the most winsome of the trio for the job.

Much of the appeal of the last comes from the ride, which plays ably to the workings of the powertrain. The honour of having the softest take of the trio in terms of ride comfort goes to it, and not the Cross Touran, which, as it turned out, offered the firmest take on things.

The Passat’s suspension is still very much anchored in ‘Continental’ fashion, but there’s less edge to the nuggets of information from the chassis and feedback coming off the rack compared to the Jetta. Most importantly, you perish any thought of doing the dirty with it in the twisty bits, such is how its character is – I simply didn’t bother.

Still, based on what I can remember of it, it’s firmer than that of the Peugeot 508 in its standard MacPherson strut layout – it’d certainly be interesting to toss both up along with something like the new EcoBoost-equipped Ford Mondeo to see what comes about. There’s a thought, then, eh?

In all, the entire direction of the Passat’s presentation falls in line with what’s expected of a car working this particular route. Sturdy and dependable, in a no-nonsense manner, the Passat is the strong and silent type, the one who gets the job done every time, with nary a peep or hint of fuss. The German answer to the likes of the Camry? Absolutely.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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Finally, we come to the last of the Volkswagen trio – after the previous day spent going up in the Jetta and Passat, the return trip from Penang was made in the Cross Touran. The compact MPV sits on a PQ35 platform that the Golf Mk VI wears (the Jetta does too, but in modified form), but still offers seating for seven.

The RM166,888 vehicle, which is assembled in Wolfsburg, gets wider wheel arches and longer suspension springs than the standard Touran in its Cross form here, and the last means that it has 20 mm more ground clearance than the normal Touran. The Cross package also gives it Funplay 17-inch alloys in 6.5J front and 8J rear form, to accommodate the staggered 215/50 front and 235/45 rear tyres it wears.

Full story after the jump.

It’s also equipped with a 1.4 TSI twincharger mill, though in this case in its 140 PS at 5,600 rpm and 220 Nm at 1,250 to 4,500 rpm output derivative form, a positioning choice made to keep fuel consumption low. Performance numbers include a 0-100 km/h time of 9.8 seconds and a top speed of 193 km/h, as well as a combined fuel consumption of 7.1 litres per 100 km.

On the equipment list are bi-Xenon headlamps with dynamic bending lights and daytime running lights, an electronic panoramic tilt/slide glass sunroof, cruise control, ‘Fey’ fabric seats (in natural brown or anthracite options), a leather-covered three-spoke steering wheel, the same RCD 310 audio system as found in the Jetta, park distance control, Iridium decorative inserts for the dash and door panels as well as interior chrome trim, among others.

Like the other two, the Cross Touran comes with six airbags, as well as ABS, EBD, ESP, ASR and engine drag torque control (EDTC). And there are eleven colours to pick from for this one – eight metallic (Pepper Grey, Night Blue, Titanium Beige, Acapulco Blue, Reflex Silver, Silver Leaf, Toffee Brown and Wild Cherry Red), two pearl effect (Venetian Green and Deep Black) and a single solid shade, this being Candy White.

Veedub shouts it up that the vehicle offers plenty of interior comfort and convenience options, despite its size – there are 40 storage bins of all sorts to be found inside, and the Cross Touran offers up to 1,989 litres of cargo carrying space. Mention was made that there are 500 different possible configurations to be had with it in terms of folding, removing or tweaking the cabin layout. Which is a bit, really.

Certainly, there was more than enough space to carry a load of three people and a comprehensive amount of bags and kit. I was originally supposed to drive back to KL on my own, my drive partner having left earlier in the morning with another journo. The inclusion of the event cameraman and videographer as passengers meant that the Cross Touran made the return trip fairly filled up, with the rearmost seats folded to handle baggage duty.

Coming in from the sedans, the dashboard feels the most bare, but though the general presentation remains typical VW, all orderly and functional, the Cross Touran’s interior felt the breeziest – in this regard, the panoramic roof lends the cabin an airier and roomier feel and the suggestion that it was bigger than it was. For its intended role and its size, the presentation and functionality it offers scores high marks.

From a driving perspective, the 140 PS output from the 1.4 TSI mill – and 1,587 kg kerb weight – does take the edge of things somewhat, giving the Cross a more propulsive quality as opposed to it being tagged sprightly. Once you get going, it’s pretty capable of chugging along merrily, and there’s a decent spread of usable midband energy, but by and large this is very much a vehicle in which you ought to go along in unhurried fashion.

Which is where I can’t quite make out the suspension’s workings, or rather the intent. The Cross Touran is the firmest riding vehicle of the three. It’s not jarring, but firm enough for the rear passengers to feel a continuous attenuation at mid-level speeds, especially on poor roads, and for all occupants to discern that stiff is the operative word for this one at national highway speed limits.

Certainly, the amplitude all but disappeared as the vehicle went faster along and, at the top end of the speed scale, is certainly very impressive. Barreling along at maximum speed for most of the second half of the drive, tagged behind the pace-setting Eos, the Cross’ poise and composure was downright exemplary, the vehicle planted and unwavering, even if the engine had effectively run out of puff short off the double century mark, as advertised.

Perhaps it has all been geared up to carry a full load of seven and a fair amount of baggage in mind without turning into a soggy sponge, especially when pushed, I dunno. Whatever it is though, if you decide to fit your entire litter into it and charge along at 160-180 km/h, this one will shuffle along happily without inducing any girly screams from your occupants, that much can be said. It’ll drink like a fish too, if you do so. Still, not many compact MPVs can do what this one does, if it’s such thrills that amuse you.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

Related posts:

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2. Volkswagen Jetta, Passat and Cross Touran launched – RM150k, RM185k and RM167k respectively, all CBU
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Greetings from England! We’re here braving the wet and cold weather to witness the RAC Future Car Challenge from Brighton to London. The challenge (it’s not a race, according to organisers Royal Automobile Club of Pall Mall London) happens this Saturday in the UK, one day before the RAC’s famous London to Brighton Veteran Car Run.

Just as the Veteran Car Run celebrates the great cars of yesterday, the Future Car Challenge seeks to promote, demo and challenge clean and green cars – the cars of the future. The FCC also runs the opposite direction of the veteran run, starting from the coastal town and heading to the capital city.

This is the second year of the RAC Future Car Challenge, which seeks to find the most efficient and least energy consuming cars in different categories. National carmaker Proton, which won the “Best Range Extender EV” award last year with the Exora REEV, is entering three cars this year – Saga EV, Exora REEV and Persona Elegance REEV, the latter a newly built car with the same drivetrain as the MPV.

These cars were developed in partnership with Frazer Nash Research Ltd, a British based R&D company specialising in electric vehicle powertrains. Earlier today, we visited FN’s headquarters in Surrey to learn more about the company and its relationship with Proton. We also got to sample the Exora REEV and Saga EV at a small test track. Having already driven the Exora REEV last year (click here to read our exclusive test drive report), I paid attention to the electric Saga.

Continue reading the report after the jump.

Some might have heard of an electric Saga before, perhaps an older concept, or some university project. But this is the real thing, one that’s just been handed over to Malaysian government agencies for fleet testing, and one that Proton plans to sell to Malaysians for around RM70,000 come 2013. Out goes the Campro drivetrain, fuel tank and differential, and in comes a Frazer Nash created electric drivetrain.

This consists of a permanent magnet AC synchronous motor, powered by a lithium ion battery pack (15.9 kWh peak energy, 105 Wh/kg density) from a German company. Expect a 10-year warranty for the battery in the production car.

Output is rated at 52 kW (70 hp) and 198 Nm of torque. Typical of EVs, all that torque is available from rest or 0 rpm, so it feels very fast. While the target is 0-100 km/h below 10 seconds (Saga 1.6 AT does it in 14 secs), it feels a lot faster in the real world. They don’t have it, but an 0-40 km/h reading should prove the point well.

Of course, this is an EV and the main points should be zero tailpipe emissions and zero fuel consumption. The claimed range on a full charge is 120 km, but we’re told that 75 to 80 km of real world use is easily achievable. In the most recent test, the Saga EV on 91% charge did 93 km cruising with 20% charge left.

Some might doubt the level of engineering here – can a Proton EV be as good as one from Mitsubishi, Nissan or Renault? Others will ask whether a carmaker that doesn’t make the best conventional cars around can make advanced EVs work. Here’s the answer given: first, Frazer Nash has 20 years experience with EVs and has proprietary tech that’s best in the business. Secondly, the future is electric, and EVs are new to all, so Proton can start on the same line as the bigger companies, not play catch up like with its conventional cars.

A drive should be enough to kill the skepticism, as the other media personnel, EV virgins, found out. They were smiling ear to ear and gushing with praise for the Proton EVs after driving them on Frazer Nash’s mini test track. My turn came and I left truly impressed as well!

The interior is standard Saga except for the instrument panel and centre stack display, which are similar to that on the Exora REEV. This means that there’s no rpm meter, but an energy meter, and all EV info such as range and charge level are displayed on the touch screen central display.

Started the car silently and started of in D mode on the gear lever, and the Saga eased off without noise in typical EV fashion. There are no sounds apart from a faint whirr and road/tyre noise, the first things first timers will notice. In D, speed is capped at 30 mph (48 km/h) and my chaperone tells me that the Saga is using only 20% of its potential at this point. Maximising efficiency is great for city traffic, but I didn’t have much time…

So into S mode and the inner section of the wet and slippery track, which has some incredibly tight corners. Floored it and the stock tyres screeched a bit before the car thrust forward. The strong, effortless acceleration wasn’t surprising, and the experience not too different from what one will get in an i-MiEV. Then came the first corner.

It had gone in too fast, and the FWD Saga was understeering into the grass. But I remembered the “digital differential” Frazer Nash is very proud off, and instead of backing off the gas, gritted my teeth and powered on. And like magic, the car dug in and changed direction. From then on, I went into each corner faster than I would normally, and powered through the bends. Getting up to speed again was also instant thanks to the low down torque. Surreal in a Saga on a wet track!

The Goodyears made a lot of noise throughout, but the Saga EV continued to defy logic. But to get it in the zone, one must overcome the natural reaction of “back off when understeer” and ignore the mega body roll – this is no sports car and the comfort oriented suspension is stock. Basically, ignore all signs that you’re gonna crash and you’re gonna be rewarded with giggles. Time pasts faster when you’re having fun, so my two tight laps were over in a blink.

This “digital diff” is basically software that delegates torque to the wheel that has grip in corners, like how a limited slip differential (LSD) works in cars like the Megane Renaultsport. It’s also something like torque vectoring in mega SUVs. This means that there’s no mechanical diff at work, something Fraser Nash thinks is an outdated and inefficient solution.

The Saga EV as an autokhana hero? Sounds as absurd as asking a police officer to write ad copy, but I’m already imagining it with sports suspension and better tyres now – could be very tasty! But of course, the Saga EV is all about emissions free motoring and never needing to visit a petrol station again. Along with the REEV powered Exora and Persona, it should do well in the RAC Future Car Challenge this Saturday. Stay tuned!

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

No related posts.

We’ve wanted it since Thailand had it earlier this year, and Mitsubishi’s Variable Geometric Turbo (VGT) engine is now here, packaged within the Pajero Sport SUV body. Mitsubishi Motors Malaysia (MMM) launched the new variant last month.

With the addition of VGT, the 2.5-litre DI-D commonrail diesel unit puts out 178 PS and 350 Nm of torque from 1,800 to 3,500 rpm. It’s quite a substantial increase from the non-VGT engine’s 136 PS and 314 Nm. Better still, the benefits stretch at both ends – the Pajero Sport VGT is claimed by MMM to be 12% more fuel effiicient that before.

We recently got to drive the Pajero Sport VGT on the beautiful mountain roads of Sabah. Read the full report after the jump.

As a recap, the Pajero Sport was launched here in mid 2009. The seven-seater SUV is based on Mitsubishi’s stylish Triton pick-up truck, but is also more than just a Triton with a canopy. Features that set it apart include plusher materials, Tiptronic manual shift, third row seats and rear coil spring suspension in place of the Triton’s leaf springs.

Currently, MMM sells 2WD and 4WD versions of the Pajero Sport, and the VGT, available only in 4WD automatic form, is an addition to the range. All are imported CBU from Thailand.

Visually, there isn’t much to differentiate the VGT from its less powerful siblings, only a locally fitted VGT badge on the tailgate and a “Hi Power” emblem on the sides. All else is familiar. Inside, the VGT is quite well equipped. The centrepiece is an aftermarket 2-DIN Kenwood ICE system. This full colour touch screen head unit incorporates a reverse camera and Garmin GPS guidance.

Other useful features are cruise control (buttons on the steering’s right spoke), leather upholstery, auto climate control plus rear AND front parking sensors (upgraded from two to four eyes at each end). A new addition here is Mitsubishi’s magnesium shift paddles, as fitted to the Lancer and ASX.

The long and conspicuous paddles control a new gearbox – a five-speed INVECS-II automatic transmission, one ratio more than the non-VGT Pajero Sport. So it’s a new engine, new gearbox and more features in the cabin for the extra RM5,000 over the GS 4WD. The Pajero Sport VGT is priced at RM167,375.80, slightly less than the Hyundai Santa Fe 2.2 CRDi Premium, which MMM considers a rival.

The Pajero Sport has always been a decent SUV to drive, taking into account its truck underpinnings. Not much of a surprise really, since Mitsubishi’s entrants into the C-segment sedan and SUV markets are on the better side of the driving scale. The Triton, which contributes its platform to the Pajero Sport, is also the pick-up truck that those coming from cars will be most comfortable with.

The Pajero Sport rides well, and I reckon that this comfort is one of its main strengths. Besides ironing out bad roads and soaking bigger bumps well, the big SUV is also firm and steady past the highway limit. And the rear end doesn’t hop around independently, thanks to the coil springs that replace the Triton’s leafs. By the way, the front seat design is new, and it’s more supportive than before, too.

The Pajero Sport is not the sharpest tool in the bends, for obvious reasons, but it hangs on pretty decently if you ignore the body roll and weight transfer, and push on. Two-time Dakar champion Hiroshi Masuoka was brought into Borneo to show us how it’s done. In a parking lot with cones, the champ threw the Pajero Sport’s considerable 2 plus tonnes into crazy lean angles, even lifting some tyres in the process.

As usual for Masuoka san (yours truly is lucky to have rode with him on several occasions now) he was twirling the wheel nonchalantly, smiling and talking in the process. Like a well oiled driving machine, the man was consistent round after round from start to end.

We did not go to such extremes on the road, but it’s good to have the knowledge that this isn’t an easy car to topple despite protests from your passengers.

Nothing has changed in that respect, which leads us to the powertrain. It’s been very long since I drove the Pajero Sport, and without a back to back refresher, it’s hard to tell the difference, although I’m sure an extra 42 PS and 36 Nm will feel different. In isolation, it’s a strong diesel engine in the truck mould, which means it roars and one shouldn’t expect BMW 20d refinement or response.

Engine response isn’t the most immediate, which may give the (wrong) impression of a big lazy beast, but speed rises faster that you’d think – just observe the speedo. Also, the VGT engine’s turbo whistle is quite apparent, if that tickles your fancy. Wind down the windows to appreciate.

We drove a long scenic route from Kota Kinabalu city (they have great beef noodles!) to Mesilau up in the mountains, and I found myself using the shift paddles a lot, definitely a useful addition and more convenient than the shift lever, which has Tiptronic on the far side of the driver. Those long sickles are standard Mitsubishi issue, the best of its kind, in my opinion.

Our route included an off road stretch that the Pajero Sport dismissed with ease. While the stretch was mild for off road standards, I still wouldn’t have attempted it in a crossover SUV. Here, one has good ground clearance, approach/departure angles and a robust frame, plus MMC’s Super Select 4WD system with four modes – 2H, 4H, 4HLc and 4LLc.

The Mitsubishi Pajero Sport VGT is a good SUV in the traditional sense. Rugged underpinnings that can truly go off road, but with good comfort, space and amenities for those who use it solely as an urban machine. Although it might look unflattering next to the Hyundai Santa Fe for some, the Mitsu is a different sort of animal really, one with its own set of strengths.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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The French have always had a certain fortitude and self-belief about them, nowhere more so than when it comes to their approach to cars. Love it? Tres bien. Indifferent, or not taken by it? Unlike the Italians, who would beg to disagree – rather strongly – if you happen to think one of their designs isn’t quite the trick, the same response from the French would be, well, it’s your loss then, because it is such a gem, non?

That cavalier train of thought, equivalent to an adage that ‘we build it the way we see it best, and so it is, indeed, perfect,’ has worked well enough in the past. And, up till the last few years, it has even gotten them by, even if fissures were starting to show.

Take the Peugeot 407, for instance. Lovely looking car, and sizeable enough, but what about that massive front overhang and oodles of unutilised space, which you could house a dog in (anyone remember the Italian incident with a 207)? The interior certainly wasn’t shabby, but rear passenger comfort seemed an afterthought. Not lacking in form, but questionably, function. Likewise the 607, hardly the commercial success, though that one was pretty much scoped from an era of such idée fixe still well and truly entrenched.

Well, a significant softening in approach has come about, one that suggests that the company, if not exactly abandoning core ideals, has adopted a less parochial view of things and a more global take on matters. This new fashion is reflected in something like the 508, Pug’s replacement for both the 407 and 607. Coming in from those, it’s almost radical, even.

Full story after the jump.

The M2, or D segment 508 is available in two bodystyles, saloon and estate (SW). The shape reinterprets cues from the stylistic codes seen on the SR1 concept, with a single grille rendered in a floating style and strong expression of the headlamps setting the tone up front – taut and dynamic are good descriptors for the car’s face. The sides are clean and balanced, and this carries on to the simple, but flowing rear. It’s a handsome car, the 508.

By and large, I’ve never really been gobsmacked by French offerings in the past, design-wise. The shapes haven’t really worked for me, or rather the manner the lines have been interpreted. For example, I still don’t think the 308‘s rear really gels with what’s happening up front. This one, however, threads everything together quite tidily despite its size, and organically so. Granted, it’s all shaded a bit on the conservative side, despite the sleekness, but it works – the SW is also every bit a looker, arguably more so in my books.

The car shares the same platform as the second-generation Citroën C5, and both vehicles are made side by side at the PSA plant in Rennes. To affirm that this is indeed a serious push on a global scale, the car is also being made in Wuhan, China for the Chinese market, though only the saloon is being sold there.

Presumably, the last has to do with how the car has shaped up, figuratively at least – Pug expects that China will be the largest market for the car, and with size and space being paramount in that particular arena, the 4.79 metre long (4.81 metre for the SW), 1.83 metre wide and 1.45 metre tall dimensions for the 508 means that it’s sized up – to wit, it starts by being 101 mm longer than the 407 in saloon form.

Other notable numbers include a reduced front overhang (- 43 mm) and increased wheelbase (+ 92 mm) and longer rear overhang compared to the 407. Oh, and with the increase in dimensions come much improved space for the rear passengers. All this volume, with a reduction in weight – the saloon weighs 25 kg less than the 407 version, while the SW weighs 45 kg less than its older equivalent, based on like-on-like engines.

As you’d assume, boot space is also up over the 407. The saloon offers 545 litres, while the SW has 660 litres, and with the split seatbacks folded, the volume goes up to 1,581 litres for the saloon and 1,865 litres for the SW.

A number of engine variants abound for the car in Europe, starting with the 120 hp 1.6 litre VTi form right up to the range-topping DW12C diesel, which is the 2.2 HDi FAP mill. The engine options for the car are less than that available for the 407, but the consolidated lineup – with the familiar 1.6 litre 156 THP Prince unit in there – works well enough.

Gone is the 240 PS and 450 Nm 3.0 litre HDi biggie of old, but the 2.2 HDi on the 508 has been reworked to offset that. Previously, in its DW12B form, the 2.2 litre turbodiesel offered 170 hp and 370 Nm; the revised DW12C incarnation now puts out 204 hp and 458 Nm.

Two front suspension setups are available for the car, a drop-link double wishbone and a more conventional McPherson strut type. The more sophisticated double wishbone is only available with the 2.2 HDi-equipped GT version, to offer dynamic road handling in keeping with the engine’s workings, as the company puts it, with the rest of the model range going the pseudo McPherson route. At the rear, a multi-arm suspension features across the entire model range.

As to why the intrinsically superior double wishbone front setup isn’t featured across the board, the answer is all down to both price and weight. Aside from cost, the pseudo McPhersons offer a weight saving of 12 kg over the double wishbones, and the Peugeot people explained that the gains obtained could be then put back into the car in the form of other equipment or kit, without bloating the final kerb figure. Nice explanation, actually; you can imagine a shrug of the shoulders as a response in days of old!

Similarly, the GT is the only 508 to get the new AM6 six-speed automatic gearbox (with paddle shifters), and the Aisin co-developed tranny features reworked bearings, segments, clutch linings, special oil and a new converter, among other elements. Gear change times have also been reoptimised, and the company says that on the whole the unit is quicker and smoother than the AT6, which features on the rest of the model range alongside a six-speed manual.

Elsewhere, three different-sized front brake discs are to be had; a 283 x 26 mm unit that equips three variants, a 304 x 28 mm unit on the 1.6 litre 156 THP and a 340 x 30 mm unit for the GT. At the rear, the entire range wears 290 x 12 mm discs.

Among the items to be found on a comprehensive equipment list are six airbags (dual front, side and curtain), ESP (which includes stability control, emergency brake assist and EBD), a colour head-up display, push start ignition, directional bi-Xenon headlamps with a LED signature, four-zone air conditioning, on-board navigation and a WIP Sound six-speaker audio system, with a JBL 10-speaker, 10-channel 500 watt amplifier system available as an option.

The Pug’s cabin feels roomy, a significant leap from that of the 407‘s, especially at the back. The front has good shoulder room too; my partner during the drive wasn’t a small chap by any measure, but the shoulder-to-shoulder space afforded more than ample distance proximity values, and throughout the drive comfort levels with regards to space – as well as seating – were high.

It feels premium as well, the interior – the layout may seem a bit homogenic from a flair context, but everything is presented very cleanly and with sophistication. Textures are good to sight as well as touch, especially with regards to primary contact and visual points. Certainly, there can be little for anyone to complain about in terms of trim and material.

Some thoughts about space for items though; large cubbyholes and boxed areas offer a total of 22 litres of cabin storage space, according to the numbers, and these are well workable, but the central console area still suffers from a lack of placement options.

The media drive took place in Spain earlier in the year, and there was a chance to sample the saloon, both in 1.6 litre 156 THP (with the six-speeder manual) and 2.2 HDi-equipped GT form. The course around Alicante took us up as far as Xixona, and provided an ample platform for the 508 to show what it was all about. We started out in the GT, which turned out to be a blast, because the car is definitely something to shout about.

The mill’s tractability is naturally the standout element – the low to mid-band punch makes light work of hauling the mass around, and exuberant best describes the character, but the rest of the car has an excellent vibrancy about it as well, more than enough to keep interest levels high.

The suspension’s suppleness and deftness of feel contribute to things, with plenty of useful information coming off it being particularly impressive. The chassis keeps pace as well, offering a good degree of neutrality and tracking ability. In all, the GT never felt cumbersome or slow, despite its size.

The changover point at Biar took us over to the 156 THP, which sobered things a little. The stick shifter helped to keep things fairly lively, at least for me, but it was hard to lose almost half the torque and not feel it.

Not that the Prince isn’t able – you can still get the car going, and there’s decent pull, but you’ll have to work the vehicle hard for the thrills. Pushed hard, the McPhersons also felt less inspiring than the double wishbones; not soft, mind you, just less refined in soaking up undulations and bumps. Indeed, with everything set more linearly, the entire focus shifts the presentation, making this one feel more executive than unbridled.

Once we’d settled down and stopped gunning it like we stole it though, the variant’s character began to shine through. Driven sensibly (well, it is an executive sedan, I can imagine some of you saying so right now), the 156 THP’s workings alluded that it would – coupled to the likes of the AT6 auto – feel very much at home in the urban scene here in KL, with its polished, refined mien offering plenty of appeal.

Still, the GT would be the pick of the 508 crop, and it’s easy to see why. Yes, I know, enthusing about a variant that isn’t coming here is a bit like telling you how great a toy is, but you’re never going to be able to play with it, but really, it’s a shame we won’t be getting the GT. You can imagine that the pricing won’t make it that competitive, besides the obvious as to why it isn’t coming, but that really is our loss.

For Malaysia, the 508 will come in a single form, the 156 THP (with the AT6 transmission), and the Prince is certainly strong enough a performer to carry the car for the intended target market. The car itself represents an impressive leap forward, coming in from the 407, and those into their Lions will find plenty to cheer about.

It will however find a new buying segment here; though it is the replacement for the latter, the shift in focus, translating to a shift in pricing, means that the 508 will come in at a higher price point than the 407. For the crowd looking for something along the old one’s lines from a price point of view, there’s the 408 over the horizon. Those who can bag it, however, will find in this one how the French have finally moved on. Tres bien? Certainly.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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The new BMW ActiveE is an electric car based on the BMW 1-Series Coupe, and is BMW’s second electric vehicle key learning project after the MINI E which made its debut in 2009.

BMW has used data obtained from the MINI E’s lease to learn user behaviour, customer acceptance as well as requirements for an e-infrastructure. From MINI E usage patterns, vehicle usage for the electric MINI only differed marginally from that of comparable MINI Cooper and 116i users. Basically the conclusion was that an electric city car with a range of about 100 miles with an expanded interior space would meet virtually 100% of the mobility needs of urban drivers.

There are quite a few MINI E leasers who will be “upgrading” to the BMW ActiveE, and perhaps later to the new BMW i3. The ActiveE willl be offered with a 24 month/50,000km lease period, and will fill the gap until the launch of the BMW i3.

The main purpose of the ActiveE is to approve the new electric power train and battery. As opposed to the MINI E where BMW worked with a third party to supply the EV components, the BMW ActiveE’s electric power train is an in-house development, and will also be used in the upcoming BMW i3.

The ActiveE is produced together with other normal BMW cars in an in-line assembly process at their Leipzig plant. BMW has designed a 1,100 car production line for the ActiveE there. It is still a conversion vehicle like the MINI – this means BMW took a chassis designed to house the power and fuel components of a regular international combustion engine and converted it for electric use. As the chassis is not optimal for EV usage, the ActiveE ends up weighing a massive 1,815kg – compared to the purposes EV built BMW i3 Concept which weighs just 1,250kg.

Now for some tech specs – the BMW ActiveE has its electric motor integrated into the rear axle. Peak power is 125kW while maximum torque is rated at 250Nm from standstill. The electric motor has no transmission, so its 12,000rpm redline can take the car up to about 145km/h. The car hits 100km/h in 9 seconds, which isn’t particularly fast but brisk enough not to feel underpowered.

Power is provided by a 32kWh lithium ion battery with a total of 192 x 40 Ah cells supplied by SB LiMotive. It is liquid cooled and separated into three storage packs to help the car achieve a 50:50 axle weight ratio. Charging time is approximately 10 to 12 hours on a 230V/12A power supply, or as low as 4 to 5 hours on a 230V/32A power supply. The battery pack provides an New European Driving Cycle pattern range of 205km, or a customer driving average range of 160km.

We had a chance to try out the BMW ActiveE in Munich recently. It was a pretty rainy day and the route was designed to simulate a typical city commute of about 35km, so we didn’t exactly get any opportunities to test out the 50:50 weight distribution of the car, if you know what I mean. But we came away with findings on how the ActiveE tackled city car duties.

Firstly, this car is quiet. Really eeriely quiet. Ease onto the throttle and you get a diesel like surge in acceleration, except all you can hear is a soft whine from the electric motor, kinda like how one of those new direct drive motor washing machines sound like. Throttle response is very good, but it takes some getting used to because there’s some really strong engine braking upon releasing the throttle.

This is because ActiveE puts its motor into reverse to become a generator to recharge the batteries upon lift-off. If you leave the throttle closed, the car will eventually come to a stop pretty quick – you have to keep the pedal pressed to coast and the engine management will adjust the power needed to maintain your speed accordingly. The engine braking is so strong that you can probably control the car’s stop and go within the city using the accelerator pedal alone, and indeed I managed to do this for quite some time.

We managed to hit the top speed of about 145km/h while on a straight highway section – check out the video above to see that happen. There was no drama, but of course if you plan to drive this car at 145km/h often don’t expect much range out of the batteries.

The iDrive screen has lots of information on how much power you’re using and how much range you have left but it’s kinda hidden in the menus. But info on range and remaining battery charge can be had at a glance as BMW has appropriately reworked the instrumentation panel gauge to show battery charge instead of fuel tank level.

The car felt just like any other BMW – there was no odd feeling of any weight imbalance because the EV components were mounted strategically, as well as low in the chassis to help lower the center of gravity. Everything else also functioned like a regular internal combustion engine car, down to the air conditioning system which worked well. It was a cold rainy day of course, so I don’t think the air conditioning system needed to work much.

The ActiveE doesn’t ask much from the driver in terms of getting adjusted to the idea of driving an electric car instead of a car with a normal engine, other than the fact that you should remember to charge it.

Look after the jump for a photo gallery as well as 2 other videos.

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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2. BMW ActiveHybrid 5: inline-6 turbo with an electric motor
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4. Rolling in electric – We drive the battery powered Rolls-Royce 102EX a.k.a. Phantom Experimental Electric!
5. Morgan to go electric: +E programme prototypes in 2012
6. Bristol Cars to go electric – new model due out 2013
7. BMW i3 and i8 electric concepts unveiled in Frankfurt
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After rounds and rounds of spyshots, this time, it’s the real thing. Moments ago, Perodua officially launched the much anticipated Myvi SE 1.5 which is a new Myvi with a 1.5-litre engine, the biggest capacity lump that has ever been put into the popular hatchback.

And if the new Myvi launched in June is called “Lagi Best” (34,000 people agree and have booked the car) the Myvi SE’s tagline is “Lagi Power, Lagi Best”, referring to the bigger 1.5L engine powering the car.

There’s also the Myvi Extreme 1.5, a name which we broke last week. The Extreme is essentially the same car as the SE, but with a more extreme bodykit and some added kit. It can be immediately recognised by the grey lower lip missing on the SE.

At the back, the Extreme gets a unique bumper, a more elaborate spoiler and chrome door handles. The new seven-spoke rim design and grille insert are shared by both.

Click to enlarge price list

Both the SE and Extreme are available with a four-speed auto gearbox or a five-speed manual. Prices range from RM50,900 for the SE manual to RM61,700 for the Extreme auto, figures that are lower than some have speculated. To recap, the Myvi 1.3 range starts from RM43,900 and tops out at RM57,400 for the 1.3 Elegance auto.

Myvi Extreme (white) easily identified via grey bumper lip, fog lamp housing has less bars

Let’s start with the heart of the matter. The SE and Extreme are powered by a 1.5-litre twin-cam engine with DVVT. This is the 3SZ-VE engine used in the Alza, and not the 1NZ-FE from the Toyota Vios. The chain driven (timing chain, not belt) engine puts out 102 hp at 6,000 rpm and 136 Nm of torque from 4,400 rpm, a 12 hp/19 Nm jump from the Myvi 1.3.

While this is lower than the Vios’ 108 hp/141 Nm, the Myvi 1.5 (at 970 to 995 kg) is lighter than that sedan, and Perodua’s power-to-weight ratio charts sees the SE beat the “Model SS” (Suzuki Swift), “Model V” (Vios) and “Model P” (Persona).

Rear bumper design is unique for each variant, Extreme gets a more elaborate spoiler

Lagi power eh? The Myvi 1.5′s acceleration is not to be scoffed at – the SE manual does the 0-100 km/h sprint in just 9.98 seconds, which is very swift. To compare, a BMW 320i Sport does the same sprint in 9.8 secs, so don’t play play! The Myvi SE auto is timed at 12.49 seconds. So 2.0L sedan owners, don’t be too surprised if that pesky yellow thing runs neck-to-neck with you in the traffic light GP!

As for fuel consumption, Perodua claims 15.9 km/l for the manual and 12.9 km/l for the auto. These figures are slightly down from the 1.3L, but are still better than competing national cars, says P2.

All black interior and steering buttons are standard, Extreme gets leather seats and tinting

Inside, the Myvi 1.5 gets an all black dashboard and interior, unlike the dual-tone scheme on the standard car. The steering wheel is now wrapped in leather, and there are audio controls on the left spoke, a first in Myvi history. The front seats are also unique – Perodua calls them “semi bucket seats”.

Start the car and you’ll also realise that the Camry style instruments – orange illumination in 1.3 Standard, turquoise in the Premium/Elegance – is now in red, with white for the needles and trip computer. The dial design is also slightly different and there are chrome rings thrown in. The plastic surround for the meter panel is now in sliver.

Myvi 1.5 instruments are in red and white, design is different, chrome ring added

The Myvi SE comes with the “flush type” audio system as seen in the Myvi 1.3 Premium. This one has Bluetooth, USB and the a sliver carbon fibre look, but the backlight is now red to match the instruments.

The full colour DVD touch screen system with navigation found in the Myvi 1.3 Elegance is an option for the SE automatic and standard on the Myvi Extreme.

The other additional kit that are exclusive to the Myvi Extreme include leather seat covers (with Extreme badge on the front seat backs), Extreme carpet mats (driver’s mat comes with locks to keep it in place), and window tint. These are in addition to the exterior differences mentioned and shown above.

We’ve driven the Myvi SE 1.5 already. Read our first impressions and view the hi res gallery after the jump. You can pore over 50 images of every nook and cranny, and there’s a presentation video, too.

Perodua Myvi SE 1.5 and Extreme – First Impressions

Two days ago, we attended a media preview and test drive of the Myvi 1.5 around Cyberjaya, the same place where Perodua did the media preview for the new Myvi in June. Fortunately, we got to drive a bigger loop this time around (about 10 km), giving us the chance to stretch the Myvi SE’s legs a little and test out the “Lagi Power” claims.

The changes to the cabin were immediately felt once I stepped in the car. Perodua may have been too liberal to call those seats “semi buckets” but the seat backs are new, offering more side support for the lower back section. However, they should have also changed the flat seat base, which was carried over from the standard Myvi.

One sits very high in the Myvi (SE and 1.3), even when the seat is set to the lowest position – not very sporty or conducive for hard driving, but a boon for most Myvi drivers. I’ve seen some so petite, they’re fully “sheltered” by the seat, and cannot be seen by the car behind, have you?

The steering feels much better in the hands with the leather wrap, noticeably chunkier but not too thick. The red dials were chosen for a sportier feel, and most will love it. Oddly, I prefer the cool blue dial lighting in the Myvi Premium/Exclusive, though. In any case, the Camry style instruments are a big deal for a car this price – they do so much to raise perceived quality and premiumness.

After being told that the manual Myvi SE is a 10 second car, I had to try the stick shift first. Far from the most satisfying gearshift feel, doing it yourself in the Myvi SE is a typical Perodua manual shift experience. No snick snack, the shift feel is rubbery and the gates don’t go deep enough/not very well defined for yours truly. Gets the job done, but not the most fun to use. But remember that the Myvi SE is no hot hatch, so it’s unfair to expect Swift Sport shifting!

Flooring the pedal and getting past the first three gears, the Myvi SE’s improved acceleration is very apparent, and getting to highway speeds is very easy. The pick up is really quite impressive, and the buzzy engine is quite energetic at the higher end of the rev counter.

The first bend I encountered, a long sweeper, also revealed a weightier and generally nicer steering feel. I later learned that there’s no difference in the EPS, and the difference in feel is due to the reworked suspension.

Speaking of that, the Myvi SE feels firmer than the standard car. Body roll is still a frequent visitor, although the lean angles are smaller now. There wasn’t bad roads to try the ride comfort in our route, but my guess is that it shouldn’t be too uncomfortable. I sat at the back for a round (headroom is less generous than the previous gen Myvi) and the high speed ride is quite composed.

I got hold of an engineer from the R&D team, and he explained that the rebound and compression rates for the shock absorbers were a little higher than the standard setting. Same for the springs, which are untouched in front but stiffer at the back.

He also revealed that the Continental CC5 tyres used were specially tuned for the SE, a unique Perodua spec 175/65 R14, in other words. Rubber wise, they sacrificed a little bit of ride comfort for better stability. The tyres are not too loud and grip was better than I expected.

So the Myvi SE is a better drive than the Myvi 1.3, and not just for the improved pace, which is the most impressive part of the car for me. But don’t get us wrong, this is no hot hatch, and a Ford Fiesta 1.4 trumps the SE in every subjective driving criteria.

However, if one’s in the market for a Myvi, do test the SE first. Unlike the old one, this SE is not just leather and bodykit, but a better car. The Myvi SE is lagi best than the Lagi Best!

© 2012 Paul Tan's Automotive News. All Rights Reserved.

This story originally appeared on Paul Tan's Automotive News on Sun, 27 May 12 13:23:11 +0000.

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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.