Perodua Ativa Archive

  • SPYSHOTS: Perodua Ativa sighted with GearUp kit

    More photos of the upcoming Perodua Ativa (also known as the D55L) have surfaced, with this latest batch coming courtesy of paultan.org reader Sulaiman Hamid. While not the best kept secret thanks to previous leaks, the decals on this test drive unit confirm the Ativa nameplate.

    We also get a much better look at the compact B-segment SUV’s front end, which is distinctively different from the Daihatsu Rocky, the model on which the Ativa is based on. For starters, the grille is much wider on the Perodua model and features a different design for the insert.

    The multi-slat look is headlined by chrome accents at the top, which help to frame the Perodua logo and bridge the front headlamps. The bumper is also unique to the Ativa, with triangular fog lamp enclosures that are highlighted by L-shaped trim in black.

    These cues are something we’ve already seen with a previous sighting, but what’s new with this unit is the GearUp bodykit fitted. The package includes a front bumper extension that accentuates the lower intake, while giving the Ativa more “bite” with serrated bits in the lower apron.

    Also included in the package are side skirts with chrome accents, while the rear will receive additional garnishing around the number plate holder, with very small, faux “exhausts” in chrome. An accompanying document that shows the list of available GearUp accessories for the Ativa refers to the bodykit as Blaze, which is priced at RM2,500. It should be noted that Perodua’s bodykit looks nothing like the Rocky’s optional accessories, be it the Elegance, Powerful, and Sporty packages, or Modellista.

    Other items listed include Blaze seat covers, a rear bumper protector, LED scuff plates, interior floor lighting, a luggage net, hood insulator and a Utility package (door visors, luggage tray and coil mats), with prices ranging from as low as RM30 to RM800.

    The decals also confirm the turbocharged engine’s displacement, which is 1.0 litre, and most certainly refers to the Rocky’s 1KR-VET. The turbo three-cylinder engine serves up 98 PS at 6,000 rpm and 140 Nm of torque from 2,400 to 4,000 rpm, with drive going to the front wheels via a D-CVT (Dual mode CVT).

    Both are among the many firsts for the Ativa, as it is also the company’s first model to be built on the Daihatsu New Global Architecture (DNGA). We’ve already had a go in the new Perodua SUV, and you can read our first impressions, here.

    Estimated pricing for the Ativa starts at RM62,500 on-the-road without insurance, and goes all the way up to RM73,400. That places it within the realms of the larger, seven-seat Aruz, although the smaller Ativa does command quite an equipment advantage.

    In terms of safety and driver assist systems, the Ativa will impresses by offering six airbags, stability control, autonomous emergency braking, lane keeping assist and automatic high beam as standard across the range. The range-topping AV gets even more goodies, adding on adaptive cruise control, lane centring assist, blind spot monitoring, rear cross traffic alert and plus matrix LED headlights.

    The Ativa will make its official launch debut on March 3, which is only a few days away. Armed with all the information we’ve gathered so far, is the compact SUV something you’re looking forward to? Do you prefer the standard or GearUp look? Sound off in the comments below.

    Our coverage of the 2021 Perodua Ativa D55L SUV

    GALLERY: Daihatsu Rocky in Japan


    GALLERY: Toyota Raize in Japan

     
     
  • SPYSHOTS: Perodua Ativa spotted undisguised ahead of March 3 debut – different from the Daihatsu Rocky

    The Perodua Ativa (or D55L) has been spotted completely undisguised ahead of its official launch on March 3 thanks to RiderAth, who spotted several units of the compact B-segment SUV being transported on a trailer recently.

    These images give us a good look at the design of the Ativa (unlike previous camouflaged units), which isn’t a direct copy of the Daihatsu Rocky it is based on. While the overall profile is pretty much identical, the Perodua SUV gets distinctive front and rear sections.

    Starting with the former, the grille on the Ativa is stretched out to link the headlamps, with the Perodua logo framed by chrome slats. There’s also a different bumper with triangular fog lamp enclosures that are accentuated by L-shaped trim pieces.

    The rear also gets a different bumper to the Rocky, with fog lamp/reflector sections that trail to the edges. Elsewhere, contrasting silver trim underlines the number plate holder, while the bridge that links the taillights, which is also where the tailgate release is located, is finished in chrome. Bringing the Toyota Raize into the picture, the differences are even more obvious at the front, no so much at the rear.

    No shots of the interior for now, but from early impressions, the DNGA-based Ativa will have a cabin similar to the Rocky, but with an air-conditioning control panel that is specific to the Perodua model, with a memory function like in the Myvi.

    The other pieces of the Ativa puzzle are pretty well known at this point, as all three variants – X, H and AV – will be powered by the Rocky’s 1KR-VET 1.0 litre turbo three-cylinder engine making 98 PS at 6,000 rpm and 140 Nm of torque from 2,400 to 4,000 rpm.

    Drive will be sent to the front wheels through a new D-CVT that promises increased transmission efficiency and quietness over a conventional CVT. The transmission will also feature a new sequential shift mode with seven virtual ratios, while a Power button on the steering wheel remaps the engine and gearbox for quicker response. If you’re curious how this setup feels on the move, Danny Tan’s got you covered.

    Daihatsu Rocky (left), Toyota Raize (right)

    In terms of safety and driver assist systems, the Ativa will break new ground by offering six airbags, stability control, autonomous emergency braking, lane keeping assist and automatic high beam as standard across the range. The range-topping AV adds a few more Perodua firsts, including adaptive cruise control, lane centring assist, blind spot monitoring, rear cross traffic alert and plus matrix LED headlights.

    Estimated pricing for the Ativa starts at RM62,500 on-the-road without insurance, and goes all the way up to RM73,400. That places it in close proximity with the larger Aruz that comes with seven seats, although the equipment advantage does make it a compelling case.

    Now that you know about the technology that the Ativa will come with, as well as how it looks thanks to this latest sighting, are you impressed? Have you already placed a booking? Share your thoughts in the comments below.

    Our coverage of the 2021 Perodua Ativa D55L SUV

    GALLERY: Daihatsu Rocky in Japan


    GALLERY: Toyota Raize in Japan

     
     
  • Perodua Ativa D55L SUV – teaser shows more details

    Slowly but surely, we’re seeing more and more of Perodua’s new D55L compact SUV, tipped to be called the Ativa and slated to be revealed in less than a week’s time, on March 3. Today, the company released a teaser video that finally gives us a (much obscured) look at the front end.

    From what we can see, the car will get a deep front grille that is connected to the headlights, differing from the discrete six-point opening found on its twin, the Daihatsu Rocky. As per the Aruz, the Ativa will have twin chrome grille bars, this time mounted further up, linking the unchanged LED headlights. We also see what appears to be a silver skid plate, plus the obligatory round fog lights.

    We already know that the Ativa will have a slightly different 17-inch alloy wheel design and a unique rear bumper, the latter sporting inverted L-shaped corners for the reflectors. Don’t expect a lot of changes on the inside, however, with the car set to retain a similar dashboard and items like a nine-inch infotainment touchscreen, seven-inch digital instrument cluster and red accents on higher-end models.

    However, the Ativa will have different air-conditioning controls with memory, as well as stiffer suspension compared to the Rocky. All models will be powered by the Rocky’s 1KR-VET 1.0 litre turbo three-cylinder engine making 98 PS at 6,000 rpm and 140 Nm of torque from 2,400 to 4,000 rpm.

    Click to enlarge

    Drive will be sent to the front wheels through a new D-CVT that adds gears and a planetary gearset for high-speed driving. The transmission will feature a new sequential shift mode with seven virtual ratios, while a Power button on the steering wheel remaps the engine and gearbox for quicker response.

    Safety kit will be high, with six airbags, stability control and even autonomous emergency braking, lane keeping assist and automatic high beam coming as standard. The range-topping AV variant will get several Perodua firsts such as adaptive cruise control, lane centring assist, blind spot monitoring and rear cross traffic alert, plus matrix LED headlights.

    Prices are expected to range from RM62,500 to RM73,400 on-the-road without insurance. As such, the entry-level model will undercut the larger seven-seat Aruz by some margin, but will be more expensive at the top of the lineup. However, the car’s significant advantage in terms of equipment should provide recompense.

    Now that you’ve gotten your first look at the new Ativa, what do you think of the design? Sound off in the comments after the jump. You can also read our man Danny Tan’s first impressions review here.

    Our coverage of the 2021 Perodua Ativa D55L SUV

    GALLERY: Daihatsu Rocky in Japan


    GALLERY: Toyota Raize in Japan

     
     
  • DRIVEN: Perodua Ativa D55L SUV, first impressions

    Perodua D55L render

    Peroduas aren’t known for refinement. They may have improved beyond recognition in many areas, but refinement; well, it has been a weak point. But considering the fact that the folks from Rawang are selling the cheapest and best value cars in Malaysia, it’s forgivable.

    Coming from a Myvi – which before this was the carmaker’s flagship product – the biggest takeaway from a short ride and drive session in the Perodua D55L today (Perodua would like to keep the name unveiling for the launch, but since everyone is calling it the Ativa, I’ll follow) is its refinement. There are two parts to this.

    Rolling noise and general refinement is good in the Ativa, significantly better than in the third-generation Myvi, which was already better than any P2 product when it came out in 2017. The wheel well roar, so bold in the Myvi, is not here, and wind noise at highway speeds (and beyond, we were in P2’s private test track with strict SOPs in place) doesn’t stand out.

    Perodua D55L render

    I had to check the tyres once my session ended, and it’s the Bridgestone Turanza T005A (sorry, no pictures were allowed at the session). That’s a very premium touring tyre for a RM70k car, and we’ve praised this model before when it was launched in 2018 – not just for its typical touring qualities, but for its surprising performance too. To see the T005 here is a big surprise. The 16-inch wheels on the base X variant gets Goodyear Assurance tyres.

    But good tyres can’t mask bad NVH, and the Ativa is not a noisy fella. Perhaps more significant is the D55L’s powertrain refinement. Now, knowing that P2’s first turbo engine is essentially a boosted version of the Axia and Bezza’s 1.0L KR engine, expectations aren’t high to say the least. If you’ve driven those cars, you’ll know that there are significant amounts of vibrations, which are rather noticeable at idle. This has been tamed in the Ativa.

    For a three-cylinder engine in a non-sporting application, you’ll want it to feel as “normal” as possible, and I feel that not many buyers, if any, would know that the Ativa’s engine “lacks one cylinder” from the default four. It does feel and sound regular. Many will have an opinion on this, so try it out and judge for yourself.

    Also feeling normal is the CVT gearbox, which is another debuting component for Perodua. Much like modern CVTs from Toyota and Honda, it feels very natural in normal driving, with speed rising with revs in linear fashion. The D55L gets up to highway speeds without too much of a fuss; however, as usual for CVTs, the more measured your right foot is, the more invisible it becomes.

    There’s also a seven-speed manual mode (via the sequential gear lever, push right for S/M) for times when you need more control, as well as a “Power” button on the steering wheel’s right spoke. This is supposed to give you more oomph and higher revs, but the difference isn’t night and day. Perhaps more time is needed. Longer seat time in the real world is also required to confirm the Ativa’s good NVH performance.

    Another big question is power. Enough is what I would say. Perodua’s internal test track has a sweeping hill section mimicking a section of the North South Highway, and the Ativa – with two onboard – tackled it well enough. The turbo engine’s strong mid range means that the Ativa feels less strained than the Myvi 1.5L when pushed to the same speeds, but we did not have the luxury of a back-to-back comparison.

    Perodua has yet to release official figures, but the JDM Rocky’s 1.0L 1KR-VET turbo triple makes 98 PS of power and 140 Nm of torque from 2,400 to 4,000 rpm. The twist, and where it’s made, makes the difference. Power goes to the front wheels – no 4WD here as that’s reserved for Japan’s snowy mountains.

    I have to admit that with just a short loop, I can’t share much about the SUV’s dynamics other than the fact that it doesn’t feel tall and clumsy (200 mm ground clearance, higher than Rocky) – and the drive experience is not very different from a regular hatchback.

    Compared to Perodua’s own best-selling hatchback however, there’s a greater feeling of stability and heft in the way the Ativa moves, including a better damped ride. We understand that the Ativa has a Malaysia-specific suspension setting, which is firmer than its comfort-focused JDM twin. Like spicy food, we like our cars on the sporty side, if you haven’t already realised.

    Any shortcomings? For what it is – a RM70k SUV – I can’t think of much really. A couple of years ago, we praised the Myvi for raising the level for Perodua (and budget cars in general), and the Ativa has now done the same. However, the leap this time is not just bigger, but more impressively, it can now be felt in the drive, and not just on the spec sheet. With the Ativa, there’s no longer a gulf between P2 and Toyota/Honda in powertrain and refinement.

    Driving aside, P2’s SUV has an interior (it’s similar to the Rocky’s, but the air con control panel is unique to P2, and there’s AC memory) that probably won’t wow many like how the Proton X50 does, but it’s still relatively funky and modern.

    For those who desire a taste of premium, the X50 does much better in this regard, both in design and materials. For the latter, it’s all hard plastics in the P2, but with some texture thrown in to liven things up. The gear lever surround has an interesting diamond-like 3D pattern, and top spec cars get red accents.

    Active cruise control, adaptive high beam were added to the Lexus NX in 2019; they’re now on a Perodua

    I managed to check out the base spec X as well, and finally, there’s some not so good news to share. Unlike the entry-level Myvi, the base Ativa does look very base indeed – its dashboard is a daily reminder that you couldn’t afford the higher variants.

    The lack of a touchscreen infotainment system is the most obvious because of the floating screen design (slim, unlike Toyota’s CRT TV-style housing), but that’s understandable – even style-conscious Mazda does this on lower variants. Similarly, the lack of a digital instrument panel and its four display themes is to be expected; that’s OK as the twin analogue dials are sunken and actually rather decent looking.

    What’s more jarring are the empty steering spokes. Unlike in the Myvi, they are very obviously designed for buttons, but only the Power button is left there, alone. With almost no brightwork and accents (the above-mentioned ‘3D diamond’ gear lever surround survived, thankfully) – it looks very dour.

    The D55L’s digital meter panel has four themes, and even birthday/anniversary reminders!

    Which is not what the Ativa is about, even the base X. The single-tone 16-inch wheels are OK to look at, and the spec list is very good. One gets LED headlamps, six airbags, the improved ASA 3.0 (which includes AEB), Auto High Beam, and even Lane Departure Warning and Prevention on the entry-level RM62,500 (est) variant. The base Ativa X – at nearly RM20k cheaper than the base X50 Standard – soundly beats the Proton in kit and safety. It just could have been presented better.

    Now that we’ve touched on safety kit, it’s the Ativa’s trump card. On top of ASA 3.0 and LDW/P, the mid-spec H adds on Adaptive Driving Beam. An upgrade on AHB (which is already a P2 first), ADB is a smart auto high beam that “cuts out” oncoming vehicles from the glare when high beam is on, instead of dipping the high beam completely. A visible and desirable bonus of ADB is sequential turn signals.

    The range-topping AV adds on Blind Spot Monitor (BSM), Rear Cross Traffic Alert (RCTA), Lane Keep Control (LKC) and Adaptive Cruise Control (ACC, follows vehicles ahead from 30 to 125 km/h). It’s amazing to think that adaptive high beam and ACC were added to the Lexus NX in 2019, and they’re now on a car that’s much lower in Toyota’s SUV hierarchy.

    Click to enlarge

    So there you go, our first impressions of the Perodua D55L SUV, also known by many as the Ativa. So much more than a “Myvi SUV”, this is a completely new level for P2 in terms of safety, equipment and surprisingly – driving performance. If before, going for a Myvi over a Japanese B-segment car means you had to sacrifice some refinement and powertrain sophistication, it no longer seems to be the case with the Ativa. We’ll need a longer drive, but Perodua’s latest model makes a good first impression.

    PS: There’s more about the Ativa to be shared, including pics, but only driving impressions are allowed at this point – full specs and details will have to wait until the March 3 launch. Stay tuned.

    Our coverage of the 2021 Perodua Ativa D55L SUV


    GALLERY: Daihatsu Rocky in Japan


    GALLERY: Toyota Raize in Japan

     
     
  • Perodua Ativa D55L SUV – virtual launch on March 3!

    We’ve been waiting a while for Perodua’s forthcoming compact SUV – its codename, D55L, first surfaced back in 2019. Well, the wait will soon be over, as the national carmaker has confirmed that the car will be revealed in exactly a week’s time, on March 3!

    UPDATE: We’ve driven the new Perodua Ativa! Read our first impressions review here.

    Perodua opened bookings for the car last week and released preliminary specifications and pricing. The one thing we’re still waiting on is the D55L’s finalised name, but even this we’ve pretty much nailed down – soon after the order books were opened, a legitimate-looking leaflet surfaced on social media containing the Ativa moniker. It hasn’t been officially confirmed, however, so we’ll wait and see if it ends up on the car.

    Whatever it will be called, the D55L will be based on the Daihatsu Rocky and Toyota Raize, riding on the Daihatsu New Global Architecture (DNGA). Sharing much of its componentry with the Japanese partner’s latest and greatest, it will offer several Perodua firsts, not least of which concerns safety.

    For the first time, all models will come standard with the Advanced Safety Assist (ASA) system, including autonomous emergency braking and the brand’s first lane keeping assist, lane departure warning and auto high beam. The AV version, however, will get several new goodies under the Driving Assist banner, such as adaptive cruise control, lane centring assist, blind spot monitoring and rear cross traffic alert.

    Other bits of new kit include matrix LED headlights, seven-inch digital instrument display and nine-inch freestanding infotainment touchscreen on the H and AV variants. The D55L will also mark a new chapter for Perodua as the company embraces downsizing for the first time.

    All models will be powered by a 1.0 litre turbo engine, almost certainly the 1KR-VET three-cylinder from the Rocky and Raize. That mill makes 98 PS at 6,000 rpm and 140 Nm of torque from 2,400 to 4,000 rpm, sent to the front wheels through a new D-CVT that adds gears and a planetary gearset for high-speed driving.

    Prices are expected to range from RM62,500 to RM73,400 on-the-road without insurance. As such, the entry-level model will undercut the larger seven-seat Aruz by some margin, but will be more expensive at the top of the lineup. However, the car’s significant advantage in terms of equipment should provide recompense.

    Now that you know when the D55L is going to be revealed, all you have to do is sit back and wait. As usual, we’ll be bringing you comprehensive live coverage of the launch, so stay tuned. In the meantime, what are your thoughts of the new car? Sound off in the comments after the jump.

    Our coverage of the 2021 Perodua Ativa D55L SUV


    GALLERY: Daihatsu Rocky in Japan


    GALLERY: Toyota Raize in Japan

     
     
  • Perodua Ativa – how D-CVT is different to other CVTs

    Welcome to part three of our deep dive series into the Perodua Ativa (also known as the D55L), where the focus this time is on the transmission that will be used by the compact B-segment SUV.

    UPDATE: We’ve driven the new Perodua Ativa! Read our first impressions review here.

    Based on all the information we have so far, it’s known that the Ativa will have quite a bit in common with the Daihatsu Rocky and Toyota Raize. This includes the use of the 1KR-VET 1.0 litre turbocharged three-cylinder petrol engine and the Daihatsu New Global Architecture (DNGA), the former of which is paired with a D-CVT.

    We’ve already talked about the 1KR-VET and DNGA in parts one and two, so if you want to know more about either of them, just click on the links above. In this post, we’re discussing the Ativa’s D-CVT, which is not only the first for a Perodua model, but is different from a conventional CVT. What does the “D” stand for? How does it operate? Read on to find out.

    D-CVT – Dual mode CVT, world’s first split-gear system

    Daihatsu’s full marketing term for its D-CVT is Dual mode CVT, and the transmission first made its debut alongside the DNGA platform with the fourth-generation Tanto kei MPV back in July 2019. At the time, the company claimed the D-CVT was the world’s first split-gear CVT system that combines belt drive with a gear drive, resulting in improved fuel efficiency, acceleration feel and quietness.

    The Raize, which shares the same transmission, was publicised as the the very first Toyota model to use D-CVT technology in 2019.

    Why a CVT is ideal for small cars

    Before getting into what Daihatsu is on about, let’s start with the fundamentals. In a typical CVT, there is an input pulley that is connected to the engine crankshaft through a torque converter (or clutch pack) and an output pulley that sends power to the wheels. A belt (or chain) connects the two pulleys, which can alter their diameters to provide an infinite number of gear ratios.

    Without any gears, the stepless transmission allows for smoother acceleration and efficiency, while being smaller in size compared to transmissions that do have gears. This is a good set of characteristics for Daihatsu, as it allows for better packaging in its kei and compact cars.

    But there are downsides to a traditional CVT

    However, there are some downsides, as CVTs typically experience energy losses due to friction (of the belt or chain) as compared to geared transmission. That’s not all, as CVTs bring with them a normal whining sound due to all that belt-on-pulley action, which is more profound when it has to deal with heavy loads like during hard acceleration or high speeds.

    Furthermore, a CVT will always want to keep the engine operating within its peak output rpm by varying its gear ratio accordingly, which is why the engine sounds “tortured” as the vehicle gets up to speed, even if it isn’t – that’s just the way it works.

    At higher speeds like while highway cruising, the CVT is at its highest possible ratio, which might still result in the engine being at a high rev point that isn’t good for fuel economy. One method to expand the gear ratio range of a CVT is by increasing the size of the pulleys, although this is counterintuitive if the unit has to be small.

    D-CVT shifts from belt to gears on higher load

    Unlike conventional CVTs, Daihatsu’s D-CVT doesn’t just rely on belt drive, but introduces split gears into the mix. As you can see from the cutaway of the D-CVT, there are additional gears and a planetary gear set fitted to the input and output shafts of the pulleys, with a clutch pack to engage or disengage the latter.

    In normal operation, when you’re pulling off from a stop and travelling up to low to medium speeds, the D-CVT functions like any other CVT, with the engine’s torque going through a torque converter and into the input pulley, before being transferred to the output pulley via a belt and to the wheels.

    However, when you get up to higher speeds (Daihatsu says between 40-90% driving force in its presentation), the D-CVT shifts into its split mode, engaging the gear drive that provides a more efficient (less energy loss) means of power transmission, while the rotation to the belt drive is decreased significantly.

    You can see this transition between normal and split mode in a video by Japan’s Web Cartop above. At low to medium speeds, the belt drive is fully engaged, but at higher speeds, the D-CVT’s clutch pack brings the gear drive into operation, relieving the belt drive.

    Not Toyota’s Direct Shift-CVT, but an entirely different Dual mode CVT

    While both the D-CVT and Direct Shift-CVT have additional gears in them, Toyota’s approach is totally different as it adds on a launch gear that acts like a first gear in a conventional transmission. The launch gear is used when setting off from a stop, before the transmission switches to belt drive like a CVT instead.

    Toyota’s Direct Shift-CVT was first revealed in February 2018 and was designed to offer a more direct drive connection at low speeds. It is not the same as their older CVTs used in the Vios and Yaris, and not all models get it (even the newer Corolla Cross). In Malaysia, you’ll find the Direct Shift-CVT on the Lexus UX as well as the base RAV4.

    In a way, the D-CVT is like a “flipped” version of the Direct Shift-CVT, as gear drive is used at higher speeds rather than for setting off. So, why not just adapt Toyota’s technology then? Well, adding a gear selector to engage the launch gear increases the complexity of the transmission, which could be costly and wouldn’t be suitable for budget vehicles.

    Better transmission efficiency, lower rpm, gear ratio range equivalent to an eight-speed automatic

    It’s all facts and figures at this point, as Daihatsu says the split gears allow the gear ratio range of the D-CVT to be extended on both low and high sides from 5.3 to 7.3. On the low side, it has a higher number of short ratios to handle acceleration, while on the other end, high ratios allow it to be better suited for high-speed cruising.

    The company notes that a conventional CVT’s gear ratio range is typically equivalent to that of a normal six-speed automatic, but the D-CVT in split mode is closer to an eight-speed unit instead. This is achieved purely thanks to the split gears, as there’s no need to make pulleys larger for a wider gear range ratio.

    Compared to a regular CVT, the D-CVT in split mode experiences less energy losses as the friction that comes with the belt drive in play is removed. This results in improved transmission efficiency by 12% at 60 km/h and by 19% at 100 km/h.

    The engine speed is also reduced by at those speeds by 200 rpm and 550 rpm respectively, so you hear less of the engine at work and benefit from better fuel consumption too. Daihatsu also claims that drivers will have 15% better acceleration feel, which should reduce the “sluggishness” that people feel when using normal CVTs.

    Ultra compact, smallest in the world, but with max torque limit of 150 Nm

    For more figures, the company says that the distance between the centre of the input and output pulleys in the transmission is only 136 mm, while the distance between the centre of the transmission’s input and output points is just 168 mm, both claimed to be the smallest in the world.

    Limitations? Like other CVTs and normal transmissions, the D-CVT is can only handle a certain amount of torque, which is up to 150 Nm. Daihatsu says its transmission is optimised to be used in all models from mini (kei cars) to vehicles with engine capacities of up to 1.5 litres.

    Since kei cars are limited to 660 cc by regulation, with a max output of 64 PS (63 hp), the D-CVT is more than up to the task. As for the 1KR-VET in the Ativa, it makes 98 PS (97 hp) and 140 Nm, which is well within bounds of the D-CVT, so the pairing is well within the limits.

    So, the effect on driving experience?

    To summarise, the D-CVT should offer smooth acceleration up to medium speeds, but with better fuel consumption and a quieter drive at high speeds. It’s more compact, has a wider range of ratios and allows for lower rpms at cruising speeds, with reduced belt friction/slip losses. Perodua claims a class-leading fuel consumption figure of 18.9 km per litre.

    However, as you will see in the video above, it still behaves like a traditional CVT on full throttle situations, where it holds on to a very high rev (between 5,500 to 6,000 rpm) under hard acceleration. It does not simulate any gear changes like certain newer CVTs from Toyota and Nissan. Now this is something users will have to get used to, especially if they’re coming from a normal torque converter automatic like Perodua’s own 4AT.

    Interestingly, the Rocky and Raize have a Power button on the steering wheel, which remaps the engine and gearbox for quicker throttle response. It’s unclear, however, if the Perodua version will come with the same function.

    CVT is the way forward for Perodua

    With all this information, it is clear that D-CVT is the way forward for Daihatsu and Perodua. It’s a brand new transmission technology designed alongside the DNGA platform, and it will be used in most, if not all new product launches from now on. So, like it or not, D-CVT is here to stay.

    While it is unlikely that the current Perodua models will shift from 4AT to D-CVT anytime soon, the next generations models will very likely feature the new transmission, starting with the rumoured DNGA-based new D27A Alza.

    So, armed with this info, what do you think of the Perodua Ativa’s D-CVT?



    GALLERY: Daihatsu Rocky in Japan

    GALLERY: Toyota Raize in Japan

     
     
  • Perodua Ativa D55L SUV – DNGA platform explained

    The biggest, or perhaps the most important car launch of 2021 happens to be yet another SUV, and this time it’s from the Perodua camp. That’s right, the D55L SUV, believed to be called the Ativa, will be launched in just a matter of weeks, and it’s the automaker’s first model to be based on the DNGA platform.

    UPDATE: We’ve driven the new Perodua Ativa! Read our first impressions review here.

    What is DNGA, you ask? It’s short for Daihatsu New Global Architecture, much like parent company Toyota’s own TNGA. It’s a brand new platform that entered the Japanese market as recently as 2019, and this is significant to us as it means that Perodua is getting the very latest platform, engine and transmission from Daihatsu. For your reference, the current Myvi runs a modified version of the second-gen Myvi’s platform, which had its roots from the 2010 Daihatsu Boon/Toyota Passo.

    The fact that the Daihatsu Rocky and the Toyota Raize is sold in Japan is also worth noting, as we are now getting a bonafide JDM twin in the Ativa. In contrast, the Aruz is a model designed for emerging markets, i.e. Indonesia and Malaysia. You won’t find its seven-seater Indonesian twins Daihatsu Terios and Toyota Rush in Japan, that’s for sure. DNGA is also a unibody/monocoque base, which is a lot more sophisticated than the Aruz’s more utilitarian rear-wheel drive ladder frame architecture.

    Modular and CASE-ready (connected, autonomous, shared, electric)

    Like most modern platforms, DNGA was designed to meet a number of criteria, which includes connectivity and autonomous driving technologies, as well as future electrification plans. Modifying existing Daihatsu platforms to be CASE-ready would be too costly and time consuming, so a brand new solution was deemed necessary “to swiftly launch products in emerging markets, where competition is expected to become increasingly fierce,” according to the Japanese carmaker.

    DNGA is a modular platform that will be used to underpin Daihatsu’s entire range of cars, specifically JDM kei cars, as well as A- and B-segment models (designated DNGA-A, DNGA-B) for domestic and international markets. Having mastered the “smallest details” of small car manufacturing, Daihatsu came up with a redesigned concept to have as many shared parts as possible between new models, which will lead both to high quality at affordable prices and greater development efficiency.

    Faster, cheaper development of new models

    Key components such as suspension, underbody, engine, transmission and seats were all developed from scratch and updated at the same time. Daihatsu says the modularity of DNGA allows parts sharing between models to exceed 75%, shortening the development time of new models by 50%. The capital investments of developing and launching a new product is also reduced by 30%.

    This significantly reduces operational costs over time, and whatever savings made can be used to add more features to the cars, benefitting customers. Shorter development times also mean the brand can offer fresher, more up to date products, reacting quicker to any changes in market trends. Now equipped with the new platform, Daihatsu intends to release 15 body types and 21 models by the end of 2025, with a targeted annual production volume of 2.5 million vehicles by then. That’s a massive target to say the least.

    Goal: class-beating stability and comfort

    Daihatsu’s development of the new platform started with the suspension, with an updated geometry that prioritises stability and comfort, optimising vehicle behaviour and responses on various road surfaces. The total number of moving parts have also been reduced, which results in a lighter chassis.

    The Rocky and Raize use a brand new MacPherson setup up front and a torsion beam for the rear. These were developed from scratch with optimised mounting points and reduced weight, yet at the same time offer a stable ride with minimal body roll, Daihatsu says. Vibrations experienced on undulating surfaces are also neutralised more quickly with this setup. The platform’s noise, vibration and harshness (NVH) levels will be up to class standards for the next 10 years, Daihatsu claims.

    Lighter but safer – increased chassis rigidity, ultra high-tensile steel mix

    A major change for Daihatsu chassis design is the linking of force-application points at the front and rear of the vehicle, smoothening the transmission of force through the frame. This improves the underbody’s collision safety performance and strength, and more significantly allows the chassis to be both more rigid and lighter than before. Using the Tanto kei-car as an example, the latest DNGA model is 30% more rigid and 80 kg lighter than its direct predecessor.

    The DNGA upper body also utilises thicker, high-tensile-strength steel plates (10% more than before), further aiding rigidity and safety. Meanwhile, the crumple zones have also been redesigned to increase the efficacy of the absorption and dissipation of kinetic energy during a collision.

    The Rocky scored the full five star Japan New Car Assessment Programme (JNCAP) crash safety rating in 2019, being only the second Daihatsu model to do so. You can watch the JNCAP crash safety test videos below. We’re expecting the Perodua Ativa, with all its passive and active safety features, to bag the full five-star ASEAN NCAP crash safety rating as well.

    As a recap, the Ativa will get six airbags, electronic stability control, autonomous emergency braking (AEB) and Lane Departure Warning and Prevention as standard. The range-topping Ativa AV will add on Lane Keep Control, Blind Spot Monitor, Rear Cross Traffic Alert and Adaptive Cruise Control to the mix.

    Designed together with newly-developed engine and transmission

    DNGA was developed together with new engines and transmissions, as to achieve significant improvements in all aspects. In the case of the Rocky, it gets the 1KR-VET 1.0 litre turbocharged three-cylinder engine and a D-CVT drivetrain. We’ve already covered the engine in a deep dive story, and we’ll do the same for the transmission soon.

    Suffice to say, DNGA, together with the entire package, is a pretty substantial generational leap forward from Perodua’s existing platforms and vehicles, and clearly a step in the right direction.

    More DNGA models to come from Perodua?

    Theoretically, all DNGA-based models, regardless of body type or size, can be built along the same production line. It’s the backbone of modular engineering anyway. By that logic, the Ativa SUV will be the first of many DNGA-based Perodua models to come. In 2020, P2 invested the better part of RM500 million on the modernisation and expansion of its plant in preparation of the Ativa, so you best bet there’s more DNGA-based models to come with that kind of investment.

    Next in line should be the next-generation D27A Alza, perhaps with the hybrid technology already previewed at KLIMS 2018, or a turbo option if the Ativa’s boosted engine gets good response. So there you have it, the bigger picture that is the Daihatsu New Global Architecture. Like we said, the Ativa is only just the beginning.





    GALLERY: Daihatsu New Global Architecture (DNGA)


    GALLERY: Daihatsu Rocky Japan NCAP crash test
    GALLERY: Daihatsu Rocky in Japan

    GALLERY: Toyota Raize in Japan

     
     
  • Perodua Ativa SUV: 1KR-VET 1.0L 3cyl turbo deep dive

    Perodua’s long-awaited compact SUV, the Ativa, is the talk of the town. Based on the attractive Daihatsu Rocky/Toyota Raize and utilising more of its Japanese partner’s technology than ever before, the D55L promises to be the most advanced Perodua ever – marking a new era for the national carmaker.

    UPDATE: We’ve driven the new Perodua Ativa! Read our first impressions review here.

    So far, we’ve looked at the specs, name and pricing; here, we’re taking a deep dive into the Ativa’s new engine, the 1KR-VET. Utilising just three cylinders and 1.0 litres in displacement, it will mark Perodua’s first foray into the world of turbocharging, making it bang up to date with the industry trend of downsizing.

    Same block as Bezza and Axia, simple turbocharger setup

    As the name suggests, the 1KR-VET is part of Toyota’s KR engine family, which also includes the 1KR-VE naturally-aspirated mill found in the Bezza and Axia. The lineup shares the same aluminium block, cylinder count and 71 mm cylinder bore, but the unit in the Ativa will have a scant 0.1 mm shorter piston stroke than the rest at 83.9 mm. This knocks two cubic centimetres off the displacement, dropping it down to 996 cc.

    The engine’s stroke has likely been shortened to reduce the compression ratio, which has fallen from 11.5:1 on the Bezza and Axia to 9.5:1. This facilitates the addition of the already-compressed air from the turbo, which would otherwise cause knocking.

    As is typical for a simple turbo engine, the 1KR-VET features a single-scroll turbocharger and a front-mounted intercooler. It’s this intercooler placement, not an additional oil cooler, that was being tested on a Daihatsu Thor mule on local roads in late 2019. That car originally came with a top-mounted intercooler; the Rocky’s longer front end allowed engineers to reposition it for greater efficiency.

    New head with twin intake ports and injectors, multi-spark ignition, combined exhaust port

    To keep costs down, the 1KR-VET gets multi-point injection rather than the more expensive direct injection technology. To compensate, this engine variant gets dual intake ports (meaning there are eight ports on the intake side), each with their own low-penetration injectors. This design increases the atomisation of the fuel, allowing for more complete combustion – which, in turn, improves both performance and fuel economy.

    As part of the Daihatsu New Global Architecture (DNGA), the combustion process has been further improved with multi-spark ignition. No, the engine doesn’t come with twin spark plugs – instead, it fires each spark plug twice in quick succession. This adds power to the flame kernel initiated with the first spark and allows the flame to propagate more quickly, allowing the mill to run leaner at low revs.

    On the exhaust side of the cylinder head, the exhaust ports are combined into a single opening, which increases the temperature of the exhaust gases. The catalytic converter, positioned just downstream in the exhaust manifold, needs to be heated up to work properly, so the consolidation of the ports helps reduce emissions upon startup. The engine retains the Bezza/Axia’s variable intake valve timing, double overhead cams, timing chain and four valves per cylinder (12 in total).

    Click to enlarge

    In a bid to save weight and cost, the KR engines do not have a balance shaft to smoothen out the inherently unbalanced three-cylinder layout, unlike the more sophisticated 1.5 litre unit in the Proton X50. Instead, like the HR10DET in the Nissan Almera, the engine relies on a counterweights on the crankshaft alone. The 1KR-VE in the Bezza and Axia wasn’t especially successful in tuning out the vibrations, and it remains to be seen if things are any better with the 1KR-VET.

    Significant power and torque increase, good fuel economy

    Naturally, with a turbo in place, the 1KR-VET is significantly more muscular than the 1KR-VE, with outputs of 98 PS at 6,000 rpm and 140 Nm of torque from 2,400 to 4,000 rpm. Against the Bezza and Axia, the Ativa will have an advantage of 30 PS and nearly 50 Nm, which is not to be sniffed at. Those figures are also not a world away from the Almera, which has a similar 1.0 litre turbo triple and CVT configuration.

    To enhance the sensation of speed, the Rocky and Raize get a Power button on the steering wheel, which remaps the engine and gearbox for quicker throttle response; it’s unclear, however, if the Perodua version will come with the same function.

    But the turbo isn’t just good for power – Perodua is claiming an impressive fuel consumption figure 18.9 km per litre for the Ativa. That’s even better than the Daihatsu and Toyota’s 18.6 km per litre with front-wheel drive, although that number was achieved on the stricter WLTP cycle.

    The downsized engine and stepless transmission go some way towards improving efficiency, but the Rocky and Raize also benefit from a start-stop system. The Bezza and Myvi already come with this feature, but the one in the Daihatsu and Toyota has been improved slightly, switching the engine off when decelerating from 9 km/h (up from 7 km/h).

    Looking at the technologies, output figures and efficiency numbers on offer, we’re pretty sure most of you can’t wait to try out the Ativa for yourselves (and we can’t, either!). But what do you think – is turbocharging the right path for Perodua, or would you have preferred it to stick with a more conventional naturally-aspirated engine? Sound off in the comments after the jump.


    GALLERY: Daihatsu Rocky in Japan


    GALLERY: Toyota Raize in Japan

     
     
  • Perodua Ativa D55L – cheaper in Malaysia compared to the Daihatsu Rocky and Toyota Raize in Japan

    Believe it or not, the Perodua Ativa D55L is priced cheaper here in Malaysia compared to its Japanese counterparts in their home market. Made official yesterday, Perodua’s new compact SUV has an estimated price range of between RM62,500 and RM73,400. In Japan, the Daihatsu Rocky goes for the equivalent of RM65k to RM82k, while the Toyota Raize is surprisingly slightly cheaper at RM64k to RM80k.

    UPDATE: We’ve driven the new Perodua Ativa! Read our first impressions review here.

    This is definitely a unique situation, as it’s not something that we can say often, with Malaysian car prices and taxation being the way it is. Usually, we report the opposite: model X launched in country Y at (a ridiculously low) RMxxk. Unless of course, we are talking about car launches in Singapore and more recently, Thailand as well (though that has more to do with the weakening ringgit than anything else).

    The Ativa’s price announcement has been met with surprisingly polarising reception. While those in the industry (us included) are generally impressed by Perodua’s high specs-affordable price game, plenty more complained on the Internet that they expected the new SUV to be cheaper still. Malaysians, we are a hard bunch to please, aren’t we?

    Looking at the prices in detail, the case gets even stronger for Perodua. The Rocky starts from 1,705,000 yen (RM65,300) in Japan for the base L variant, and that’s a kosong model with steel wheels and plastic caps, and no radio even! The Rocky X at 1,848,000 yen (RM70,800) appears closer to our base Perodua Ativa X (RM62,500).

    The top Rocky Premium that goes for 2,145,000 yen (RM82,200) is the closest model that comes to matching the RM73,400 Ativa AV’s specs, being equipped with Lane Keep Control, Blind Spot Monitor, Rear Cross Traffic Alert and Adaptive Cruise Control. And even then, you’d still have to add another 99,000 yen (RM3,800) for the 9.0-inch head unit (standard on Ativa H and AV).

    Speaking of add ons, we can again consider ourselves lucky when it comes to the premium colour options. On the Ativa AV, opting for the two-tone special metallic (black roof) will cost you an extra RM800 over the standard metallic colours. For the Rocky, it’s a 77,000 yen (RM2,950) option!

    It’s pretty much the same deal with the Toyota Raize in Japan. The entry price is slightly lower compared to the Rocky only because the base Raize X (1,679,000 yen, RM64,300) is not equipped with the Smart Assist pack, which includes Pre-collision Warning, Pre-collision Braking (AEB), Front Departure Alert and Pedal Misoperation Control. The Raize X”S” adds that back on, priced at 1,745,000 yen (RM66,800). As we now know, all that is standard across the Ativa range.

    Mind you, the Rocky and Raize ceiling prices mentioned earlier (RM80k-RM82k) are for the top 2WD variants to maintain parity with the FWD Ativa. As is the norm in Japan, both models have 4WD options (for snowy areas), pushing their prices up to 2,367,200 yen (RM90,700) for the Rocky Premium 4WD and 2,282,200 yen (RM87,400) for the Raize Z 4WD.

    Do note that the Ativa’s prices here also include the current SST exemptions and of course, ever-changing (and currently favourable) foreign exchange rates are at play here, but at the time of writing, all figures are accurate.So, still think the Perodua Ativa D55L SUV is overpriced?


    GALLERY: Daihatsu Rocky in Japan

    GALLERY: Toyota Raize in Japan

     
     
  • VIDEO: Perodua Ativa D55L SUV versus Proton X50

    Now that we have the official name, pricing and key details of the upcoming Perodua Ativa D55L SUV, the internet has gone wild, really. There’s plenty of discussions or rather, arguments regarding Perodua Ativa versus the Proton X50.

    UPDATE: We’ve driven the new Perodua Ativa! Read our first impressions review here.

    That’s to be expected of course, there are a lot of questions out there. Should you really compare these two models to each other? Are they even in the same class or market? Should you cancel your X50 booking for the Perodua? What is the deal here? The answer is really quite complicated, so let’s talk about it.

    First of all, I do agree that this is not a fair apple-to-apple comparison. The price range is the most significant factor here. The Perodua is priced between RM62k and RM73k, while the Proton goes for RM79k to over RM100k. There’s no overlap here, and crucially the most expensive Ativa is still significantly more affordable than the cheapest X50. So, you might think that these cars have completely different target markets, no one is going to be cross shopping between the two, so perhaps any comparisons are not relevant at all.

    But here, I’d have to disagree. Of course you should be comparing the two. Car buyers should always look around, see what’s available in the market, not just zero in on one brand and buy it straight away.

    Yes, there’s no overlap, but think about it. If you’re a guy who is sitting on a booking of the X50 Standard, waiting for your allocation, and now there’s a new option in the market. If you get the Ativa AV instead, you can save some money, get better safety features and yes, probably get the car earlier at this rate.

    Same goes for those who are looking at the X50 Flagship because, you know, you really want your next car to have advanced driver assist systems (ADAS), for example. Now, there’s a much cheaper option that meets your criteria.

    And it goes both ways too. Those considering the Ativa should definitely go out and test drive the X50 too. Now, I haven’t driven the new Perodua yet, but I think it’s safe to assume the Proton will have a big advantage in terms of performance and of course, ride and handling. Life isn’t all about specs and numbers after all, the subjective things sometimes matter so much more.

    And if, like me, you’re hooked on the Proton’s looks and driving dynamics, you might want to consider spending that little bit more for the X50. My point is, it’s always good to consider all your options, and comparing the two are 100% relevant.

    Now let’s talk about the size difference, because this is pretty significant too. The Ativa is clearly smaller than the X50, and even though it’s marketed here as a compact B-segment SUV, in some markets the Daihatsu Rocky is even considered as an A-segment SUV. The Proton is a proper B-segment SUV.

    But at this point, do classes or segments even matter anymore? The Aruz is technically a B-segment SUV too, but you wouldn’t compare it to these two, right? Looking at dimensions, the X50 is over 300 mm longer and 100 mm wider than the Ativa. The Proton also has a much longer wheelbase – 75 mm longer, to be exact. That’s a lot.

    But as usual, pure numbers don’t always tell the whole story. My colleagues who have seen the Daihatsu Rocky all say that it’s pretty big inside. I haven’t been in one myself, but I would guess that the Perodua SUV will be at least as spacious the X50 inside. And we already know for a fact the Rocky has a bigger boot than the Proton.

    It’s a similar story if you look at the Perodua Axia and Proton Iriz too. The A-segment Axia is obviously smaller than the B-segment Iriz, but actually it’s the Axia that has a more spacious cabin and a bigger boot. Exterior size can be misleading.

    So what is my point then? Those of you who are completely dismissing any comparisons just because the X50 is bigger, or the Ativa is a lot smaller, I don’t think that’s fair. I’ve seen people saying “oh, the Perodua is too small, sure cramped inside. Cannot lah.” That’s just not right.

    But I get it, though. Size does matter, sometimes. The X50 does look bigger on the road, carrying more road presence and prestige, sure. It looks like the more expensive car, and of course it is. If that matters to you, sure, I can’t argue with that. Just remember, always consider all your options.

    Next, let’s move on to engines. Both models have a downsized three-cylinder turbo engine. So all of you who questioned Proton’s use of a three-pot in the X50, now Perodua has joined the party too.

    But beyond having the same layout, the two engines are so, so different. The Perodua Ativa gets a 1.0 litre turbo with multi-point injection, and it’s basically the same 1.0 litre engine already used in the Axia and Bezza, just that it’s turbocharged now. Hence the T suffix in the 1KR-VET engine code.

    The Proton, meanwhile, has a bigger 1.5 litre turbo engine, and the Flagship version has direct injection too. It’s also clearly a far more modern, more advanced engine seeing that it’s shared with the Volvo XC40, following the premium brand’s very high standards.

    That’s clear to see by looking at the power outputs too. The Perodua’s 1.0 litre turbo makes 98 PS and 140 Nm of torque, compared to 177 PS and 255 Nm for the direct-injection X50 Flagship. So, the Proton engine is 50% bigger, but makes 80% more power and torque.

    At the same time though, you do have to consider that the X50 weighs 400 kg, or 40% more than the Perodua, so the D55L will have an edge in term of fuel economy. Perodua claims a fuel consumption figure of 5.3 l/100 km vs 6.4 litres for the X50.

    As for refinement and engine vibration, I sure hope the Ativa is a huge improvement over the same engines in the Axia and Bezza. If not, then that will be a massive advantage for the X50.

    UPDATE: Click here to check out a more detailed report based on this leaked brochure

    The Ativa also uses a CVT compared to the Proton’s dual-clutch transmission, so the driving experience will be very different between the two. CVT is a thing that you either love or hate, so we’ll see if the Perodua CVT is any good. If it’s anything like the ones in Toyotas, it will be about a million times better than Proton’s Punch CVTs.

    But still, I find it interesting how Perodua is adopting both turbocharging and CVT for the first time here – two things that a lot of Perodua fanboys have made fun of with Protons as being expensive to maintain and with the CVT, no fun to drive. Well, at least they will still have the timing chain to shout about.

    Moving on to safety, Perodua has pulled an absolute stunner here with the Ativa. Autonomous emergency braking (AEB) is standard on all models, motorcycle detection, Adaptive Cruise Control, Level 2 semi-autonomous driving – it’s incredible that you can have all that for around RM70k.

    I remember not too long ago that we called out Perodua for not having basic safety features like extra airbags and electronic stability control and now, the brand is setting new industry standards. Well done, Perodua, well done indeed.

    The Ativa’s safety features put the X50 to shame. Here we have AEB on all variants, while Proton insists on taking airbags out from the X50 Standard. AEB is only available on the top-spec X50 Flagship at over RM100k, which may have been fine a year or two ago, but now with the Ativa and the new Nissan Almera, the game has moved on. The new Perodua will have Level 2 semi-autonomous driving features too, matching the X50, but at a much lower entry price.

    The one thing the Proton has over the Perodua is Auto Park Assist, which as I’ve mentioned many times over, is really not that useful. It’s slow, and if you really can’t do simple parking manoeuvres, I would suggest this app called Grab. The Daihatsu Rocky actually does have an auto park feature, but we’re assuming Perodua has skipped it, since there are no mentions of it in the official details. But, we could be wrong on this one.

    Now let’s talk about rebadging for a minute. Both of these cars are basically rebadged versions of other cars. The Ativa is based on the Daihatsu Rocky, and the X50 is the same as the Geely Binyue.

    Before you cry foul, saying the Malaysian car industry has regressed, both local car companies really have done quite a fair bit of work here. Perodua claims to have been involved in the design and development of the Daihatsu Rocky, with 30 Perodua employees based in Japan. That’s why it looks so much like the Myvi, because Perodua had a hand in designing it.

    As for the X50, Proton led the R&D work in converting it to right hand drive, and the local engineers have completely transformed its ride and handling characteristics to better suit Malaysian roads. I dare say the Proton X50 now is a better car than the Geely Binyue because of it. And yeah, Proton designed the grille too, of course.

    So that’s about it for this video. A not-so-short discussion on comparing the upcoming Perodua Ativa D55L versus the Proton X50. Long story short, these two cars are not exactly natural rivals to each other.

    It’s not like how the Mercedes-Benz C-Class is a direct rival to the BMW 3 Series, exactly same kind of car, bang on in terms of size, similar pricing, and so on.

    But that shouldn’t stop you from comparing them anyway, because as I’ve explained, if you’re looking to buy one of these models, you should at least consider the other one too. Having options is never a bad thing.

    At the same time, as online commenters or industry observers, you should not force your own personal preference on others. Just because you prefer one brand over the other, doesn’t mean others must agree with you. Different people have different tastes and preference, guys.

    Me, most of you know I have a Proton X50 Flagship myself, and having looked at the specs, I think I would have considered the Perodua as an alternative. I’m not saying I would have gotten the Ativa instead, not likely because I love the way the X50 drives, but I would have at least given the Perodua a chance.

    Just, keep an open mind, people, and be nice to each other. Nobody likes extreme fanboys, so don’t be one. If you’ve made it this far, do let me know what you think of this video, whether you agree or disagree with my views. I’d love to read your comments. Thanks for watching, and stay safe, everyone.

    Click to enlarge

     
     
 

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Last Updated 27 Feb 2021