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Volkswagen Cross Touran 1.4 TSI – first drive impressions

November 4, 2011 at 5:27 pm By Anthony Lim Filed Under Cars, Test Drive Reviews, Volkswagen

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.
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EXCLUSIVE: Battery-powered Proton Saga EV driven in UK

November 4, 2011 at 8:05 am By Danny Tan Filed Under Cars, Local News, Malaysian Makes, Proton, Test Drive Reviews

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.
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Mitsubishi Pajero Sport VGT Test Drive Report from Sabah

October 30, 2011 at 1:38 am By Danny Tan Filed Under Cars, Mitsubishi, Test Drive Reviews

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.
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French flair: Peugeot 508 test drive report from Spain

October 18, 2011 at 9:04 am By Anthony Lim Filed Under Cars, Peugeot, Test Drive Reviews

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.
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BMW ActiveE: We drive Munich’s electric 1-Series Coupe

October 17, 2011 at 12:37 pm By Paul Tan Filed Under BMW, Cars, Feature Stories, Test Drive Reviews

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.
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Perodua Myvi SE 1.5 and Extreme launched – manual and auto, from RM50,900 to RM61,700 – we’ve driven it already!

September 15, 2011 at 1:00 pm By Danny Tan Filed Under 2011 Perodua Myvi, Cars, Feature Stories, Local News, Malaysian Makes, Perodua, Test Drive Reviews, Videos

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

September 7, 2011 at 4:29 pm By Danny Tan Filed Under Cars, Nissan, Test Drive Reviews

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.
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Rolling in electric – We drive the battery powered Rolls-Royce 102EX a.k.a. Phantom Experimental Electric!

August 31, 2011 at 8:26 pm By Danny Tan Filed Under Cars, Feature Stories, Rolls Royce, Test Drive Reviews

Oil is a finite resource, something we cannot enjoy forever, certainly not at the rate the world is burning today. Downsizing is the “in thing” of the auto industry today, which is producing smaller, more frugal combustion engines alongside hybrid powertrains. What then is the future of a brand like Rolls-Royce, renowned for mega luxury cars with equally big V12s?

Back in February 2010, Rolls-Royce announced the birth of its 102EX, also known as the Phantom Experimental Electric. As its name suggests, the Phantom EE is a battery powered version of Goodwood’s flagship Phantom, built not to preview an upcoming production model, but to spark debate, and give us a glimpse of what could be the future.

Throughout 2011, the fully functioning and drivable Phantom EE will tour the world to give owners, VIPs, the media and enthusiasts the chance to experience an electric Rolls, gathering feedback for the company in the process. One fundamental question the Phantom EE poses is: Can an all-electric drivetrain deliver an authentic Rolls-Royce experience that customers expect, and an experience that befits the marque?

“After this program, Rolls-Royce will be in the position to make a more informed decision on its future,” Hal Serudin, Rolls-Royce Asia Pacific’s Corporate Communications Manager told us. Our neighbour Singapore, the nation with the highest concentration of millionaires in the world, was the first city on Rolls-Royce’s 102EX International Tour (China and USA are the next stops), and we were lucky to be among the first in the world to sample the electric Phantom, of which only one unit exists at present.

Continue reading after the jump.
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Proton Saga FLX 1.3L – first drive impressions

July 28, 2011 at 4:59 am By Anthony Lim Filed Under Cars, Proton, Test Drive Reviews

There’s much ado about the new Proton Saga FLX, and for good reason – the entry-level offering from the company now wears a continuous variable transmission, and the variant also finally brings stuff like ABS and EBD to the playground, so you can expect that there are plenty of questions as to how the just-launched variant shapes up.

Nothing like sampling the car then, and though it was a only a short workout, it did reveal enough about the new prospect and whether things buzz as well as the promise suggests.

Full story after the jump.
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Mercedes-Benz C-Class W204 facelift arrives in Malaysia – C200 CGI and C250 CGI BlueEfficiency driven

July 20, 2011 at 8:10 am By Anthony Lim Filed Under Cars, Mercedes Benz, Test Drive Reviews

How time does fly. It has been four years since the third-generation Mercedes-Benz C-Class was introduced, and the compact executive car has certainly done very well for itself, with more than a million units sold worldwide. The announcement of the mid-life facelift came in December last year, a little more than halfway through the typical seven-year life cycle for a model like it.

In Malaysia, since arriving in the second half of 2007, more than 6,000 examples have found owners, not a staggering figure, but impressive nonetheless. The C200 K and C230 that paved the way were replaced by the C200 CGI and C250 CGI, with the primary changes being in terms of powertrain.

Seven months on after the facelift’s announcement, the car has arrived on these shores. For its introduction here, the lineup retains the similar feel to the outgoing pre-facelift version in terms of model variants – the locally-assembled C200 CGI and C250 CGI BlueEfficiency roll in, at RM258,888 and RM290,888 respectively, looking to continue the successful run their predecessors had. There’s quite a fair bit of new in the car, even if it isn’t noticeable at first glance.

Full story after the jump.
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