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TEST DRIVE

Five things you need to know about the Jetour Dashing – First Drive

On April 9, 2025, another automotive brand from Mainland China made its official debut in the Malaysian market, namely Jetour.

For the readers’ information, Jetour is one of the brands under the large Chery group, focusing on crossover and SUV models for small families and young buyers.

However, Jetour Malaysia is operated by a different entity, so this new brand indirectly poses a challenge to Chery and its premium sub-brand, Jaecoo.

The first model launched for the Malaysian market is the Jetour Dashing, a C-segment SUV with a captivating appearance and a competitive price tag.

In Malaysia, the Dashing, or Dàshèng, which means “monkey king,” is set to compete with well-known C-segment SUVs such as the Honda CR-V, Proton X70, and Toyota Corolla Cross.

With a selling price below RM120,000, can the Jetour Dashing serve as a better alternative?

Here’s our early review based on a brief test drive from Ara Damansara to Sekinchan.

 

Exterior

While most models in the C-segment SUV category here have rather safe yet boring designs, the Jetour Dashing arrives to break that tradition with a bolder and more prominent design.

Should we call it eclectic?

This is because the Dashing showcases a blend of imagery reminiscent of luxurious SUVs like the Lamborghini Urus, featuring daytime running lights (DRLs) that evoke Iron Man’s eye, a sporty coupe SUV profile, and a rear with chequered flag elements.

In our view, to enhance the sporty image of this SUV, the chrome elements on the sides could be darkened, and the exhaust tips should not be hidden behind that aggressive diffuser.

Some might argue that the Jetour Dashing has hints of Porsche SUV elements.

Your viewpoint has merit.

This is because the design of the Jetour Dashing is crafted by Hakan Saracoglu, a former Porsche designer responsible for significant models such as the 918 Spyder, Boxster, and Cayman.

The result is a C-segment SUV with a design that truly captures attention on the road, clearly setting it apart from competing models that possess a more family-oriented SUV image.

 

Interior

The layout of the Jetour Dashing’s dashboard follows the typical setup found in any Chinese-made SUV, particularly from the larger Chery family.

According to Jetour, the Dashing employs a ‘wrap-around’ approach that adapts elements from traditional Chinese house designs, followed by touches of German luxury cars dominating that area, as seen in the steering wheel and engine start button.

There is a dual-screen setup housing a 10.25-inch digital cluster and a 10.25-inch infotainment screen, with specific controls for the air conditioning system located below the central vents.

For the driver and front passenger, bucket-style seats provide a sporty theme that matches the overall concept.

These front seats can hold the body firmly, preventing side slips, although the design might be a bit tight, particularly for larger individuals.

One commendation must go to the Dashing for offering second-row seats that are surprisingly plush and comfortable, while also not providing an overly upright seatback angle.

Even though the exterior of this coupe-style SUV may seem compact, there is still ample headroom, as well as a flat floor structure providing additional legroom.

Indeed, sitting in the back feels more comfortable and satisfying (and accommodating for a full stomach) during the trip back to Ara Damansara, thanks to a cabin that remains quiet without external noise intrusion.

You only need a bit of patience to enjoy the cold airflow from the second-row vents, which can be challenging to adjust for directional airflow.

For passenger convenience, there are several available USB charging ports and a 50W wireless charging slot located on the center console.

Inside the Dashing cabin, you can also experience the unique feature of storing small umbrellas in special compartments located on each door panel, reminiscent of a Rolls-Royce!

Returning to the driver’s seat, we found the digital cluster display easy to read; however, it is equipped with somewhat slow graphical responsiveness.

This can be noticeable during acceleration phases, where the RPM needle movement is not smooth and does not synchronize with the engine’s roar when the accelerator pedal is pressed.

Additionally, you need to access the driving mode options (Eco/Sport) through the central screen since no special function button is provided for that.

 

Driving Experience

The Jetour Dashing is powered by a 1.5-liter inline-four turbo engine that produces 154 hp and 230 Nm of torque. Yes, it is the same engine used in the B-segment Chery Omoda 5 SUV.

The power is transmitted to the front wheels via a six-speed dual-clutch transmission.

On paper, it seems powerful; however, in the real world, we find it difficult to achieve an exhilarating response for smooth acceleration from a standstill in this SUV.

In fact, during the acceleration test, the Jetour Dashing struggles to compete with the performance shown by B-segment SUVs that often dominate the right lanes of highways.

So, who is the Jetour Dashing for?

In our opinion, the Jetour Dashing, with its Urus-like appearance, is more suited for those who prefer a more relaxed driving experience and are not in a hurry to chase traffic lights as they turn red. It doesn’t need to be driven fast to attract attention.

The stopping aspect is also commendable; however, in terms of handling, the Dashing may disappoint some who are expecting an exciting driving experience from this sporty-looking SUV.

This is because the MacPherson and Multilink suspension tuning on the Dashing is more inclined to provide a comfortable ride all the time, successfully absorbing all forms of bumps and road irregularities without causing significant jolts.

In simple terms, it is not designed for aggressive driving.

The steering response is light and easy to control, although it lacks the feedback and input you might seek, especially when navigating bends.

What we like about the Jetour Dashing is its commendable noise, vibration, and harshness (NVH) levels, where wind noise and engine roars are effectively filtered to keep the cabin quiet throughout the journey.

 

Safety Features Could Be Improved

As standard, the Jetour Dashing comes equipped with four airbags, an anti-lock braking system (ABS), Electronic Brake Distribution (EBD), Brake Assist, Electronic Stability Control (ESC), and Traction Control System (TCS).

Switching to the Prime variant that we tested, you will receive additional features, including two extra airbags (for a total of six) and basic driver assistance (ADAS) features such as lane departure warning, blind-spot monitoring (BSM), rear cross-traffic alert (RCTA), and a surround-view camera system.

Unfortunately, this Prime variant does not come standard with autonomous emergency braking (AEB) functionality, which is a significant shortcoming for a new model being sold in 2025.

 

Jetour Dashing: For Whom?

In a market already flooded with various family SUV models, we believe that the Jetour Dashing is more suited for those seeking a stylish SUV at a more affordable price.

It not only boasts an attractive design but also offers a spacious cabin that is comfortable for the entire family, practical, and loaded with modern features.

Most importantly, with a selling price of RM116,800, you may think twice about previously considering a more expensive competitor model.

 

Specifications for the 2025 Jetour Dashing

  • Engine: 1.5-liter inline-four turbo
  • Power: 154 hp, 230 Nm
  • Transmission: Six-speed dual-clutch
  • Drivetrain: Front-wheel drive
  • Suspension: MacPherson strut front, Multilink rear setup
  • Cargo space: 486 liters, expandable to 977 liters
EV, TEST DRIVE

Porsche Macan EV: a more practical Taycan – first drive

199 Comments

The Porsche Macan has entered its second generation with the launch of this compact SUV in early 2024.

Like it or not, if you are interested in acquiring an entry-level SUV from Porsche, you will only be presented with the entirely electric Macan lineup.

This move is quite bold for Porsche, considering that the Macan was previously the best-selling model from the brand, surpassing its larger sibling, the Cayenne, globally.

The Porsche Macan EV—does it offer another EV experience just like any other electric vehicle on the road? Or does it still retain the distinctive Porsche identity?

Recently, we were invited by Porsche Malaysia to experience the driving dynamics of the Macan EV, specifically the Macan 4 variant, which carries a price tag of RM445,000.

 

Specifications

The Porsche Macan 4 is powered by two electric motors, producing 387 PS and a torque of 650 Nm, allowing for a 0-100 km/h acceleration in just 5.2 seconds.

The top speed is limited to 220 km/h, which is quite fast for an EV.

With a 100 kWh nickel manganese cobalt (NMC) battery pack, the Macan 4 can travel up to 613 km on a full charge.

The Macan EV also supports AC charging at 11 kW and DC charging up to 270 kW, enabling owners to charge the SUV’s battery in just 21 minutes (from 10% to 80%).

 

Exterior

Compared to the first-generation Macan, the Macan EV boasts larger dimensions (+58 mm in length, +11 mm in width, +26 mm in height), accompanied by a longer wheelbase (+86 mm).

These changes contribute to a more robust appearance, as well as a more spacious and comfortable cabin (which we will discuss later).

Moreover, we can describe the exterior design of the Macan EV as a larger Taycan, featuring stylish LED daytime running lights, a sporty roofline, and a full-width LED rear light strip.

Unlike the Taycan, entering and exiting the Macan cabin is easier, aided by the large frameless door openings.

 

Cabin

If the exterior resembles the Taycan, the layout of the Macan EV’s cabin is not significantly different from that of Porsche’s electric sedan.

For the Macan 4 variant we tested, it is equipped with a curved 12.6-inch digital cluster display, a 10.9-inch central screen, and an impressive head-up display featuring augmented reality technology.

What we appreciate about the Macan EV’s cabin is the similar driving experience to that offered by the Taycan sedan.

The steering wheel retains its round shape, complete with a rotary knob for changing driving modes and a small gear knob located adjacent to the central screen, along with separate climate control buttons positioned on the center console.

This means you no longer need to dive into the infotainment screen menu just to lower the temperature or increase the airflow.

A unique feature of the Porsche Macan EV is the presence of an analog-digital clock perched on the dashboard—a detail that many luxury car manufacturers have overlooked.

 

Practicality

As mentioned earlier, practicality is the main highlight of the Macan EV—especially when compared to the Taycan sedan.

In addition to easier entry and exit, the seating provided is also quite comfortable, holding the driver and front passenger securely, especially when this electric vehicle is pushed a bit aggressively.

The larger dimensions contribute to a more spacious and comfortable cabin, allowing for more headroom and legroom.

However, it is unfortunate that rear passengers may have to sit somewhat upright.

Most importantly, the Macan EV still offers a cargo space of 540 liters, or up to 1,348 liters when the second-row seats are folded down.

This is ample space for storing items, such as groceries during early-month shopping trips.

The absence of an internal combustion engine in the front provides a frunk (front trunk) of 84 liters—extra space for use if the rear cargo area is already filled.

 

Driving Experience

The Macan 4 comes equipped with two electric motors, meaning it features an all-wheel-drive (AWD) system.

With precise and quick throttle response, the 387 PS and 650 Nm of power can easily deceive the driver into thinking they are handling an SUV weighing over 2 tons.

What makes the Macan EV significantly better is its sharper and more precise handling, offering more feedback that communicates directly with the driver, making the driving experience feel more assured.

Driving the Macan EV often reminds me of the experience with the Taycan and Taycan Cross from some time ago.

Finally, the Macan 4’s suspension—even without the adaptive air suspension found in the Macan 4S and Macan Turbo—still provides a good balance between sporty handling and comfort for everyday use.

It remains stable on straight highways and does not make the driver feel uneasy when encountering winding roads.

 

Extra: Experience Losing Control at Sepang

After enjoying a drive across several highways, we were taken to the Driving Experience Center (DEC), located right next to the PETRONAS Sepang International Circuit.

Here, two sessions were provided: a slalom session with a high-speed handling session, along with another session to test driver skill on a hydraulic skid plate.

For a vehicle branded as Porsche, it was not difficult for us to maneuver the Macan EV through the slalom course.

The precise and sharp steering feedback, combined with the effective throttle pedal that controls power delivery from the battery to the wheels, and the suspension’s effectiveness in keeping the SUV stable during minimal body roll—even when driven aggressively—contributed to this ease.

However, during the second session, we experienced a loss of control in a Porsche valued under half a million for the first time.

This was the opportunity for the Porsche Macan EV to demonstrate the effectiveness of its stability control system when faced with a sudden loss of grip.

In my first attempt, I could manage the SUV’s loss of control at low speed, but I failed in my second attempt, which was conducted at a higher speed.

Why did I fail? Because the Macan EV I was handling hit the ‘barrier wall’ represented by a row of water fountains.

Despite feeling dissatisfied, it was a valuable lesson learned.

For drivers who are cautious like myself, the likelihood of experiencing a loss of control on the road is nearly zero.

However, such situations can still occur, especially when faced with heavy rain and slippery roads.

This underscores the need for every driver to possess the knowledge and skills to handle their vehicle in emergency situations.

 

Who Is the Macan 4 Suitable For?

Among the four main Macan variants offered in Malaysia, we believe the Macan 4 is more suitable for those looking to venture into owning a Porsche SUV.

While it features a twin electric motor setup, the power of 387 PS and 650 Nm is not excessively high; it remains reasonable and easy to control for a daily-use vehicle.

Furthermore, the standard AWD system not only contributes to handling and stability at high speeds, but it also ensures the required grip for all four wheels in various weather conditions and road surfaces.

With a range of 613 km and a reasonably light foot on the accelerator, you wouldn’t need to stop frequently to charge the Macan 4, even for trips that exceed two marhalahs.

Most importantly, for an electric SUV, the Macan 4 still manages to offer a balance between dynamic and sporty driving while not sacrificing comfort and practicality for everyday use.

 

Specifications of Porsche Macan 4

Configuration: Two electric motors
Power: 387 PS/650 Nm
Acceleration: 0-100 km/h in 5.2 seconds
Top speed: 220 km/h
Battery pack: NMC 100 kWh
Range: 613 km
DC charging: 270 kW, 10-80% in 21 minutes
AC charging: 11 kW, 0-100% in 10 hours
Price: RM445,000

EV, TEST DRIVE

Leapmotor C10: a spacious electric SUV for family – first drive

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As a prominent name that encompasses popular brands like Alfa Romeo, Citroën, Maserati, and Peugeot, it may seem rather odd to see Leapmotor under the Stellantis umbrella.

For clarification, Leapmotor (or Ling Pao) is a Chinese automotive company founded in 2015.

In 2023, Stellantis acquired a 20% stake in Leapmotor, aligning it with the previously mentioned European brands.

Without further ado, Stellantis Malaysia announced the introduction of Leapmotor to the local market in April 2024, positioning it as an affordable EV brand.

The first model for sale is the D-segment SUV, the Leapmotor C10, which was officially launched six months later with a selling price of RM159,000.

Recently, Stellantis Malaysia invited automotive media practitioners to experience the Leapmotor C10 on a drive to Gambang, Pahang.

Here’s our notes after driving this SUV for two days:

 

1. Dimensions

Unlike other EV models (mostly hatchbacks, SUVs, or sedans) available in the market, the Leapmotor C10 is more suited to be classified as a family-oriented electric vehicle.

Its relatively large size measures 4,739 mm in length, 1,900 mm in width, 1,680 mm in height, with a wheelbase of 2,825 mm.

Within the same price range, the Leapmotor C10 competes with combustion-engine models such as the Chery Tiggo 8 Pro and Proton X90.

While the sizes are similar, the C10 comes with a five-seat configuration, compared to the seven seats found in the two previously mentioned models.

 

2. Power

Only one variant is offered in Malaysia, featuring a single rear-wheel drive electric motor producing 215 hp and 320 Nm of torque.

Though the figures appear high, after testing the drive of this electric SUV, the acceleration is not as aggressive as that of many EVs available on the market.

However, this doesn’t mean the C10 is an “elephant baby” reluctant to move; rather, you can expect smoother power delivery to ensure no family members complain of neck pain at the start of the journey.

Even on the highway, I had no issues ensuring that this electric SUV could safely overtake any slow-moving trailers in the left lane without causing fast-moving cars behind to flash their high beams—even when fully loaded with passengers.

With a 69.9 kWh battery pack, the Leapmotor C10 can travel up to 420 km on a full charge.

Based on our drive, we reached our destination with about 112 km of range remaining, averaging an energy consumption of around 20.1 kWh/100 km, slightly higher than the official figure of 19.8 kWh/100 km.

 

3. Driving Experience

We took the opportunity to test the handling of this SUV while traversing the KL-Karak highway and Genting Highlands.

It was surprising to find that this large-sized SUV handled well through every turn and uphill stretch of the very popular road.

Returning to the desired speed posed no problems, without causing passengers to feel dizzy from sudden acceleration.

However, although the C10 features a suspension system that excellently absorbs impacts and Dunlop e-Sport Maxx tires that keep this SUV grounded in curves, it is not matched by a satisfying steering response.

Most of the time, the vehicle obeyed every command made by the driver, but conditions became less enjoyable when the Advanced Driver Assistance Systems (ADAS) such as Emergency Lane Keeping Assistance (ELKA) and Lane Centering Control (LCC), started to intervene.

These systems would aggressively attempt to correct the steering direction if they detected that the driver was not maintaining proper control of the vehicle.

This constant ‘interference’ could make driving more exhausting than usual, as the driver must counteract the corrections attempted by the system.

Therefore, I found it easier to simply disable these functions from the start, allowing the more critical systems to operate to ensure this SUV’s safety on the road.

I would prefer if the system could remember the initial settings so that the driver wouldn’t have to waste time staring at the screen every time they needed to drive the C10.

One aspect that made driving the C10 less reassuring is the feeling of a spongy brake pedal.

This issue wasn’t as noticeable during high-speed driving, where the braking system operated effectively, but at lower speeds, there were times when it felt as if the SUV didn’t want to stop, even when the brake pedal was pressed firmly to the floor.

It felt as though there was no bite from the brakes—completely unresponsive. Surely, we can’t rely on the emergency braking system every time we need to stop, right?

4. Interior

For this test drive session, I began my journey as a passenger in the second row.

Typically, I experience dizziness and nausea when I’m not behind the wheel; however, this time I was able to relax (and even take a nap) comfortably throughout the ride.

This is because the rear seats feature adjustable backrests (with two angles) for added comfort during the journey.

Perhaps the use of silicone leather upholstery, known as Oeko-Tex, significantly contributes to a more comfortable ride due to its soft and back-friendly material.

It also has waterproof properties and does not contain any toxic substances that could be harmful to infants—a highly beneficial feature for many families in Malaysia with small children.

In addition to ample legroom, rear passengers won’t feel cramped as there is generous headroom, thanks to the spacious panoramic roof, which also has a shade to block out the intense midday sun.

While black upholstery may sound somewhat conventional, there is an option for a brighter Criollo Brown finish, should you be interested in that beautiful Glazed Green color.

The NVH (Noise, Vibration, and Harshness) aspects are also satisfactory, with wind noise from outside being well-filtered, and tire noise is less noticeable from within the cabin.

Another advantage is the cargo space of 435 liters, which can be expanded to 1,410 liters when the second-row seats are folded flat.

 

5. Overly Minimalist Dashboard

For someone used to a plethora of buttons and controls in a vehicle, entering the Leapmotor C10 creates a somewhat uncomfortable feeling.

This discomfort stems from the dashboard layout, which is overly simplistic and minimalistic, relying heavily on the menu embedded in the display screen, making it easier for the driver’s focus to be distracted on the road.

Therefore, if you’re interested in the C10, it’s best to avoid driving alone, so you can appreciate all the assistance provided when you wish to change a setting.

For example, adjusting the direction of the air conditioning, temperature settings, turning off the headlights, or simply disabling specific functions in the ADAS.

It is also unfortunate that side mirror adjustments must be accessed through the main screen.

Fortunately, Leapmotor has not adopted Tesla’s approach of eliminating the turn signal stalk entirely in favor of a button on the steering wheel.

Additionally, if you’re accustomed to pressing a start button, you will need to learn a new method on the C10, which involves scanning a card-shaped key on the center console before shifting the transmission lever to the D position.

Yes, you must do this every time before you begin your journey.

Another drawback that we find hard to accept is the absence of Apple CarPlay/Android Auto support.

 

6. ‘Healing’ mode inside

An interesting feature that can be beneficial for drivers after each trip is the Nap Mode.

When this mode is activated, you can enjoy ambient sounds such as rain, flowing river water, crickets, and ocean waves while you relax.

You can also set the desired nap duration, and the system will wake you up once the session ends.

With the ventilation function in the seats, your brief nap will be more comfortable while you wait for prayer time or for your spouse to finish shopping.

At the end of the day, in a market flooded with various EV models, the Leapmotor C10 certainly stands out with its spaciousness, making it suitable for everyday family use.

That is, if you don’t mind the overly minimalist dashboard design and the routine needed every day before starting your journey.

With a selling price below RM160,000, is it a worthwhile purchase? Perhaps, yes.

 

Leapmotor C10 Specifications

Electric Motor: Single, rear-wheel drive (RWD)
Power: 215 hp, 320 Nm
Acceleration: 0-100 km/h in 7.5 seconds
Top Speed: 170 km/h
Battery: LFP 69.9 kWh
Range: 424 km (WLTP data)
Suspension: MacPherson/Multi-Link
Ground Clearance: 180 mm
Cargo: 435 liters/1,410 liters

 

Leapmotor C10 in Glazed Green

TEST DRIVE

2025 Mitsubishi Triton: Five new things we found – First Drive

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The new generation Mitsubishi Triton has been officially launched for the local market last week after being introduced at the global level for over a year.

It can be said that almost every aspect of this pickup truck has been extensively redesigned, including the platform, engine, suspension system, cabin layout, and most importantly, a more rugged and bold appearance.

So, do the aforementioned changes have a significant impact on this Triton pickup truck?

Earlier this month, the writer and other media colleagues were invited to test drive the Mitsubishi Triton 2025 from the capital heading towards the East Coast.

Here is an overview of our experience after driving this pickup truck for two days:

 

1. More stable and confident driving

The Mitsubishi Triton 2025 utilizes an all-new platform with larger dimensions, making it appear more rugged on the road.

The new Triton also features a sturdier ladder-frame chassis, emphasizing the use of high-strength steel (1,180 MPa) to minimize weight gain.

Additionally, the new Triton is equipped with a suspension system with longer travel distance and thicker stabilizer bars, along with an electronic power steering (EPS) system, all contributing to a more stable and confident driving experience.

Based on our experience, the Triton offers easy-to-handle steering response, not too heavy or too light, making it easier for the driver to navigate throughout the journey.

In addition, the journey is more comfortable due to less vibration and noise perceived from inside the cabin throughout the journey, even when traversing various types of road surfaces.

 

2. More powerful new engine

In addition to the platform, the Triton 2025 now also features an all-new diesel engine.

Although the capacity has not changed much, the 2.4-liter turbo MIVEC engine (code name 4N16) now produces a high output of 204 PS and torque of 470 Nm.

Coupled with a 6-speed automatic transmission, the Triton does not require much effort to overtake cargo trailers or those seeking rental properties in the middle of the highway.

At standard highway speeds, driving the Triton felt agile and powerful, resembling the feeling of driving an SUV.

The typical Active Yaw Control (AYC) feature found in high-performance Mitsubishi models is also offered in the new Triton, providing more confidence, especially when navigating winding roads.

However, it should be noted that the Triton is still a pickup truck, and one must be aware of the limits and capabilities of a pickup truck, as well as the driver’s skills in handling a vehicle with a high center of gravity.

 

3. More confident off-road driving

We had the opportunity to test the handling of the Triton pickup truck on off-road routes in Janda Baik, followed by a special off-road driving session provided during the recent official launch.

To us, the combination of the platform, engine, suspension system, and the 4WD Super Select II system also provided advantages to the Triton in tackling more difficult and challenging routes.

Based on our experience, it was difficult for us to feel significant roughness inside the cabin even when the pickup truck was driven at high speed on dusty roads or over rocky terrain.

The power derived from the 2.4-liter diesel engine was also smoothly transmitted to the wheels to ensure the truck continued to move forward or overcome obstacles as directed by the driver.

With the use of EPS steering, handling on off-road routes also felt more assured, especially for those who may not be accustomed to handling larger vehicles.

The 4WD Super Select II system with on-the-fly mode selection operation is also very easy to use for adapting the pickup truck to various road surface conditions.

As standard, the Triton provides up to seven drive modes that can be selected through drive mode settings such as 2H, 4H, 4HLc, and 4LLc, not forgetting the Hill Descent Control (HDC) feature that allows the driver to control the vehicle while descending a slope without having to rely on the brakes..

 

4. Beast Mode makes the Triton look more rugged

Initially, it was difficult for the writer to accept the visual changes present in this new Triton.

When placed alongside the previous generation Triton, many may be inclined to choose the Triton with the sharper design of the Dynamic Shield.

For the new Triton, the Dynamic Shield element has been renewed with the Beast Mode theme, making the appearance of this Triton look more rugged.

The L-shaped LED daytime running lights are intentionally designed to resemble sharp eagle eyes, while the rear lights with T-shaped graphics further accentuate the breadth of this pickup truck.

Additionally, the somewhat boxy body design makes this Triton resemble an American pickup truck.

 

5. More modern, user-friendly cabin space

The new Triton incorporates the Horizontal Axis design element to make the layout of the dashboard neater and less obstructive to the view.

The writer greatly appreciates the combination of analog meters and a digital screen with a black background that is very easy to read and devoid of distracting fancy colors that could disrupt driving focus.

The new Triton also features large and easy-to-use physical buttons and controls.

This is an important feature because most old-school drivers, like the writer, rely on muscle memory to adjust settings such as temperature, fan speed, or simply change the direction of airflow without needing to frequently divert their attention while driving.

The central screen also does not need to be excessively large to the point of obstructing the field of vision, it is adequate and at the same time still offers the desired functions of most users – Apple CarPlay and Android Auto.

One thing the writer likes about the Triton is the air conditioning vent positioned on the ceiling, which requires cool breeze from the front to make the rear passengers comfortable.

The second-row seats are also comfortable to use with a less steep angle, but the structure of the headrests themselves makes the passengers sit a little more upright than usual.

One significant drawback present in the new Triton is the absence of a 360-degree surround camera feature, which may make you feel the driving experience with the Triton especially on narrow roads or slightly challenging off-road routes a bit difficult due to the increased dimensions of the Triton, which have become larger, wider, and taller.

The turning radius of this pickup truck has also increased due to the longer wheelbase compared to previous models.

If there are no third-row passengers, it is recommended to remove the center headrest as its position could disrupt the rearview mirror’s field of vision.

2025 Mitsubishi Triton, new platform & engine, five variants, starting from RM102k

So, what is your opinion on the all-new 2025 Mitsubishi Triton? Do you think it is a worthwhile purchase for this year?

We will share more information and details with you if given the opportunity to further test the Mitsubishi Triton in the future.

 

2025 Mitsubishi Triton First Drive

NEWS, TEST DRIVE

2024 Mitsubishi Xpander facelift, 5 things u need to know – First Drive

Despite arriving to the Malaysian market quite late, the Mitsubishi Xpander has managed to become the best-selling non-national MPV, with over 40,000 units sold.

We believe the influence of the Xpander will strengthen here with the introduction of the Xpander 2024 facelift model, which was launched last month.

Especially for fathers looking for a suitable vehicle for family use.

Last week, Mitsubishi Motors Malaysia invited media practitioners to experience the driving experience of the Xpander facelift heading towards Malacca.

Based on the drive, what we can conclude is that the Xpander facelift can still be an ideal vehicle for contemporary family use.

Here are 5 things u need to know after driving the Xpander facelift:

 

1. More modern exterior appearance


Overall, the design of the Xpander has not changed much, except for the front fascia that now features a more modern and sleek Dynamic Shield design.

The T-shaped LED headlamps are enhanced with a cluster of LED lights that combine daytime running lights (DRL) and turn indicator lights.

The grille design also looks sleeker on the facelift model.

For the rear end, the redesigned lamp shape now features a T-shaped graphic that contributes to the changes in the rearview mirror shape.

Those opting for the Xpander Plus variant will receive additional features such as window visors and a black rear spoiler that is not overly aggressive but still manages to provide a sporty image.

Lastly, all four wheel arches are fitted with 17-inch rims wrapped in Bridgestone Ecopia tires.

 

2. More refined cabin space

Significant changes have been made to the cabin space, where the layout of the dashboard is now more refined.

As standard, the Xpander facelift still offers a 9-inch infotainment screen, a 4.2-inch TFT cluster screen with analog meter display, climate control with a digital display, and a steering wheel inspired by the Evo X sedan.

Despite coming with basic functions, the leatherette-wrapped seats remain comfortable to use, especially for long journeys.

The writer’s favorite feature is the available space provided when the new Xpander facelift replaces the physical handbrake with an electronic brake button.

It looks more organized and at the same time does not make the driving experience of this Xpander less practical.

You should know that the Xpander facelift now comes with several advanced features like wireless Qi smart device charging slot, front and rear driving recorders, and most importantly a 360-degree camera.

The use of soft-touch materials in certain areas also enhances a premium driving experience.

 

3. Practicality for the whole family

Compared to its competitors, the Xpander facelift has its own advantages, namely a more spacious cabin due to its larger dimensions.

There are no issues accommodating passengers in the third row seats as they are indeed comfortable to use.

If there are no additional passengers, the seats can be folded to provide a space of 837 liters, in addition to three additional hidden storage spaces in the cargo area.

Furthermore, there are plenty of small storage spaces provided around the cabin, especially in the door panels, small trays on the dashboard, a drawer under the front passenger seat, and small pockets behind the front seats.

 

4. Driving dynamics


What hasn’t changed with the Xpander facelift is the inline four-cylinder 1.5-liter engine producing 105 PS and 141 Nm of power, mated to a 4-speed automatic transmission.

Yes, it sounds somewhat outdated, considering that the average competitor is equipped with CVT or DCT transmissions.

It’s not the most modern gearbox, but it is retained to ensure owners need not worry about the durability and reliability of this component.

As a result, it can be said that the driving experience of the Xpander has not changed much in terms of power delivery and acceleration offered.


It still manages smooth gear changes, and at the same time, the issue of gear hunting does not haunt the driver during downshifts or hill climbs.

We experienced this on winding roads around Hulu Langat, but for regular highway driving, the engine and gearbox combination is more than sufficient.

At the same time, we can feel that the noise, vibration, and harshness (NVH) levels in the Xpander facelift cabin have improved compared to the previous model.

The engine noise is effectively filtered, while wind noise is only noticeable after exceeding 160 km/h.

 

5. Handling

Another aspect that makes the writer understand why the Xpander is the top choice is the comfort it offers.

If the previous Xpander already proved its own comfort for long journeys, this Xpander facelift takes it up another notch.

According to Mitsubishi, the rear suspension of this MPV has been retuned with larger shock absorbers to ensure a more comfortable driving experience.

It’s not surprising that we struggled to feel any significant roughness when the tires met uneven road surfaces.

To say the handling is on par with the Evo X would be a lie. But the Xpander facelift can be well-controlled on straight roads as well as on winding roads without disturbing the comfort of passengers in the back.


However, due to the higher ground clearance (225 mm), stability is felt to be somewhat lacking, especially when traversing crosswinds on the highway.

This may also be due to the use of Bridgestone Ecopia tires, which were felt to have less grip compared to the Toyo Proxes CR1 tires used in the previous model, although they are quieter.

One thing for sure, as a driver of the Xpander facelift, you need not worry about traversing uneven routes in rural and suburban areas, thanks to the higher ground clearance package compared to other competitors.

Based on the test drive conducted recently, the Mitsubishi Xpander 2024 facelift seems to be a viable choice for families in Malaysia, especially for those who prioritize comfort and practicality.

 

Mitsubishi Xpander 2024 (facelift) specifications
Engine: inline four-cylinder 1.5-liter MIVEC
Power: 105 PS @ 6,000 rpm
Torque: 141 Nm @ 4,000 rpm
Transmission: 4-speed Automatic
Drive: Front-Wheel Drive
Price: from RM99,980

EV, TEST DRIVE

2024 Lexus RZ 450e Luxury – First Drive Impression

Lexus Malaysia has officially launched its first electric SUV, the Lexus RZ 450e 2024, in the local market.

Offered in limited units, the Lexus RZ450e comes with a single Luxury specification, featuring dual electric motor setup as standard.

The front motor is capable of producing 204 hp/266 Nm of power, while the rear motor delivers 109 hp/169 Nm. Overall, the Lexus RZ 450e can generate up to 308 hp of power, driving the all-wheel-drive DIRECT4 system.

The 71.4 kWh battery pack allows for a driving range of up to 440 km on a full charge, supporting 11 kW AC charging with a full charging time of 6.5 hours, or fast DC charging up to 150 kW (shortened to 30 minutes).

Notable features in the Lexus RZ 450e include MacPherson/Double Wishbone suspension system, Electronic Power Steering (EPS), 20-inch aluminum wheels, Bi-AHS LED projector headlights with adaptive high-beam function, L-Bar design taillights, exterior and interior e-Latch door handles, and Lexus Spindle grille at the front.

The cabin is equipped with a 7-inch TFT instrument cluster screen, a 14-inch infotainment screen with Apple CarPlay and Android Auto support, Ultrasuede-wrapped seats with eight-way driver and passenger adjustments, synthetic leather-wrapped steering wheel, three-zone air conditioning, and shift-by-wire gear selector buttons.

During your journey, you will be accompanied by music from the Mark Levinson Premium Surround Sound system with 13 available speakers.

In addition to passive safety features such as 7 airbags, ABS, Brake Assist, Vehicle Stability Control (VSC), Traction Control System (TCS), and more, the Lexus RZ 450e is also equipped with the Lexus Safety System+ which includes features like:

• Pre-Collision System (PCS)
• Dynamic Radar Cruise Control (DRCC) with Stop & Go and Curve Speed Reduction functions
• Lane Keeping System (LKS) with Lane Tracing Assist (LTA) and Lane Departure Alert (LDA) functions
• Adaptive High-Beam System (AHS)

There are also two Lexus-specific features, Lexus Parking Assist Monitor and Lexus Teammate Advanced Park with Surround Panoramic View Monitoring (PVM) function.

The starting price of the 2024 Lexus RZ 450e is RM429,888.

 

First Drive Impression

During a test drive session offered for the Lexus LBX 2024 the other day, we were also given the opportunity to experience driving this electric SUV ourselves.

Our first impression is that the Lexus RZ 450e can be considered as an alternative if you are not interested in getting a German-made electric SUV in the same price range.

The acceleration performance offered by the Lexus RZ 450e is also what you would expect from an SUV with a dual electric motor configuration.

It may not be as aggressive as electric cars tuned for performance, but it is sufficient for you to outpace any fossil fuel-powered car at traffic lights.

Based on highway driving, you can feel that the NVH level of the Lexus RZ 450e is comfortable.

However, the 308 hp power output is not balanced with suspension tuning suitable for winding roads, and you can feel the body roll of this 2-ton SUV as the front end leans out of corners.

The writer understands that the Lexus RZ 450e is not a high-performance F-Sport SUV, so these weaknesses can be forgiven, as similar feelings were also experienced when the writer test drove a German-made electric SUV before this.

Not much can be shared at this time due to the very short test drive period. More information will be reviewed if there is an opportunity to test drive the Lexus RZ 450e in the future.

 

TEST DRIVE

2024 Lexus LBX First Drive: 5 Things You Should Know About The Smallest Lexus

This may very well be the smallest and most affordable Lexus ever offered in the market for a new Lexus car.

Despite featuring characteristics typically associated with everyday cars, the 2024 Lexus LBX still offers its own identity to become part of the renowned Japanese luxury vehicle family.

Recently, we were given the opportunity to experience firsthand the first drive of the LBX crossing the Selangor-Pahang state border.

Although the distance given was quite short, the designated route included the necessary ingredients for us to evaluate the driving experience of the Lexus LBX on real roads, rather than just circling around exhibition centers.

Here are our five discoveries:

 

1. Toyota Platform, but with Identical Lexus Exterior Design

This is the first Lexus model to use the TNGA-B platform, making the Lexus LBX a ‘non-identical twin’ to the European market Toyota Yaris Cross crossover model.

While the dimensions of the LBX are not much different from the Yaris Cross, the LBX looks more imposing on the road with more prominent shoulder structures, followed by the aerodynamic spindle grille.

Moreover, the LBX’s appearance is more elegant and compact; the wheel arch protectors are more rounded compared to the angular design of the Yaris Cross.

For the rear design, the LBX features a sleeker tail lamp structure connected by a horizontal LED bar. The L Lexus logo has been replaced with the word L E X U S.

The shape of the LBX’s side mirrors actually reminds the writer of another more expensive Lexus model that shares the three-letter naming format, the Lexus LFA.

 

2. Three-Cylinder Inline Hybrid Engine

As standard, the Lexus LBX is equipped with a three-cylinder inline engine (code M15A-FXS) paired with a hybrid system.

The engine alone produces 90 hp and 120 Nm of torque, while the electric motor contributes 93 hp and 185 Nm, with a total output of around 136 hp.

Many may be skeptical about a three-cylinder engine, but the Proton X50 enthusiasts likely have long discarded that feeling. If you don’t believe it, check which model dominates the right lane of the highway apart from the low-power Perodua models.

Despite having only a three-cylinder inline engine, for us who experienced driving the LBX the other day, we can say the response provided is very satisfying.

You can enjoy a fun acceleration moment when the car moves away from a toll booth or when the traffic light turns green at intersections.

The power delivery is always there when needed at low speeds, aided by the efficiency of the eight-speed eCVT transmission that ensures the front wheels follow the driver’s direction.

Similar to any Toyota (and Lexus) hybrid model, the Lexus LBX also has an EV mode to allow the crossover to move without using any fuel at low speeds.

 

3. Simple Suspension Setup, but Suitable for Malaysian Roads

As standard, the Lexus LBX is fitted with MacPherson struts in the front and a torsion beam in the rear.

It is somehow similar to B-segment crossover models in the market.

Nevertheless, the tuning of the LBX suspension system makes it enjoyable to push through winding routes, like the ‘high-speed favorite circuit of many,’ the KL-Karak Expressway.

Throughout the drive, this small SUV feels stable and grips every corner, with body lean occurring when pushed aggressively.

For regular driving, the body roll produced is quite minimal, making it suitable and comfortable for those who do not fancy spirited driving.

Most importantly, the steering response itself is very obedient to every driver input, and it is what the writer expects from a Lexus after testing larger and more expensive models before – the Lexus ES, Lexus RX, and Lexus NX.

To delve further, we need to borrow this LBX again for a more comprehensive review. In short, the LBX is one Lexus that is enjoyable to drive!

With a chassis, engine, transmission, and suspension system that work in harmony, the writer is looking forward to testing the MORIZO RR variant, which comes with a more special recipe – the three-cylinder inline pulse of the GR Yaris and manual transmission!

Hopefully, Lexus Malaysia will consider this variant in the future.

 

4. Tazuna Concept for the Driver

Similar to any Lexus model in the market, the Lexus LBX prioritizes the Tazuna concept in the driver’s cockpit design.

In this section, Lexus has minimized the presence of function buttons and only focused on essential operation buttons, aiming to maximize the driver’s focus on the road.

The 12.3-inch digital cluster screen offers easily readable information, similarly to the 9.8-inch central screen that also supports connections to Apple CarPlay and Android Auto.

When the writer holds the steering wheel, it offers an indescribable feeling, as if it’s designed for those who appreciate and enjoy driving a Lexus.

The front seats are also quite comfortable and can hold the driver firmly throughout the drive, aided by the power-adjustable function.

Unfortunately, the front passenger seat only has manual adjustments. This isn’t a big issue, as it is still comfortable when sitting next to the driver.

The NVH (Noise, Vibration, Harshness) aspect of this crossover is also very good, with minimal vibrations, reduced wind noise, and tire roar that seeps into the cabin.

Let’s not pretend that the engine noise isn’t audible; it still exists, but a more aggressive growl only occurs when the accelerator pedal is pressed firmly to the floor. Even then, it’s not as loud as one might imagine.

 

5. Lexus LBX, suitable for whom?

One thing that makes the LBX less suitable for family use is the fairly cramped rear seats.

This situation may be influenced by the somewhat bulky structure of the front seats, resulting in limited legroom for rear passengers.

It might be suitable for small children, or adults with the physique of teenagers.

The cargo area provides a space of 315 liters, large enough to accommodate daily necessities.


So, if the LBX isn’t suitable for family use, who is it more suitable for?

For us, it might be considered as a second car used specifically for urban purposes by those who do not prioritize space, or given to children and young wives who are just starting to learn driving.

Its small size, along with its ease of driving, makes the Lexus LBX a luxurious car worth considering.

At the end of the day, not everyone wants a large luxury car, right?

For the Malaysian market, the Lexus LBX is sold starting from RM238,888 and is available in two variants, Premium and Luxury.