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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

Three things about the MG5 that we’re not fond of – Test Drive

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Recently, this writer had the opportunity to test drive the B-segment sedan that has been a hot topic of conversation among netizens for the past few months: the MG5.

To be honest, this writer didn’t have high expectations for the MG5, especially given the somewhat serious safety issues that have surrounded it.

However, after driving it for approximately 800 km from Kuala Lumpur to Desaru and back, this writer found that the car has its own advantages and is worth considering if you are in the market for a B-segment sedan.

That said, during the test drive session, this writer also encountered three less-than-ideal aspects of this car:

Rear Lights

Personally, this writer quite like the design of the front of the MG5, which resembles the Maserati Quattroporte or Ghibli. The coupe-like roof design lends the sedan an appealing side profile, though the 17-inch ‘Tomahawk’ alloy wheels appear somewhat small for a car of its size.

From the back, the wide hips (which are visible from the side mirrors) give the MG5 a solid and stable stance on the road.

However, this writer is not fond of the rear light design, which seems to be a clear imitation of Peugeot’s styling. They are not unattractive, but for some reason, the rear lights take the shine off the overall appearance of the car.

Ergonomic and visibility

Inside, the buttons and touchscreen are placed in a position that is easy to reach and directed towards the driver. However, due to the steering wheel lacking telescopic adjustment and the seat height being non-adjustable, this writer had to take some time to find the most ergonomic driving position before setting off.

Furthermore, this writer experienced some difficulty seeing traffic conditions through the rear-view mirror, as the coupe roof makes the rear window quite small. This issue is exacerbated by the three headrests in the back seats, which are rather high.

Air conditioning system

For a car priced at RM87,000 (after discounts), this writer believes the level of features included in the MG5 is fairly decent and capable of meeting customer needs.

However, this writer wasn’t keen on the fact that the fan speed for the air conditioning can only be adjusted via the touchscreen. Additionally, there is only one air vent for the rear passengers. This isn’t a problem for those with just one child, but for families with two or three children, it might lead to some competition for airflow.

TEST DRIVE

Kia Carnival is a worthy alternative to Alphard/Vellfire – Test Drive

In Malaysia, when discussing luxury MPVs, whether one likes them or not, the vehicles that invariably come to mind are the Toyota Alphard and Vellfire.

From time to time, names like the Mercedes-Benz Vito and Lexus LM may cross the lips of those with a penchant for the luxurious, but ultimately, the Alphard and Vellfire are consistently top of the list.

This is hardly surprising, as this writer is certain that both models are indeed impressive and worthwhile purchases. However, if you are seeking something different, their closest competitor, the Kia Carnival, proves to be a worthy alternative.

Why, you may ask?

First and foremost, it’s about size. In this writer’s opinion, those who purchase MPVs often rank size as one of the highest criteria before making a decision.

Therefore, if you desire a vehicle that is spacious and roomy, look no further than the Carnival, which is appreciably larger than the Alphard/Vellfire.

For comparison, the Carnival measures 5,155 mm in length, 1,995 mm in width, and 1,740 mm in height, with a wheelbase of 3,090 mm.

In contrast, the Alphard/Vellfire duo is somewhat smaller, with a length of 5,010 mm (5,005 mm for the Vellfire), a width of 1,850 mm, a height of 1,950 mm, and a wheelbase of 3,000 mm.

In terms of design, the Carnival boasts a sportier appearance that resembles a sleek long wagon due to its lower and wider body shape. This is further accentuated by 19-inch black alloy wheels replacing the previous 18-inch versions.

While the Toyota MPVs are not unattractive, their boxy design does come across as somewhat conventional when positioned alongside their Korean counterpart.

As for the interior, this writer can confidently assert that the quality and features offered by the Carnival are on par with those of the Japanese models, even though the price difference among these vehicles can be as much as RM300,000.

It’s true that the Alphard/Vellfire feel a touch more luxurious due to their Lexus-like touches and higher-grade materials such as genuine Nappa leather upholstery. However, the Carnival still impresses.

The materials covering the seats, dashboard, and door panels feel sufficiently high-quality, as do all the physical buttons present throughout.

The Carnival is replete with features, including a 12.3-inch digital instrument cluster, a 12.3-inch touchscreen, Apple CarPlay, Android Auto, a three-zone climate control system, heating and ventilation functions for the front seats, and a Bose audio system with 12 speakers.

Moreover, the High variant of the Carnival is now equipped with Blind Spot View Monitor (BVM) that displays video feed from the side mirror cameras on the digital instrument cluster, a feature that can be activated when you use the turn signals.

In summary, this writer can confidently say that the quality and features provided by the Carnival justify its price tag of almost RM250,000.

The unit that this writer recently test drove was the eight-seat variant featuring a 2-3-3 configuration. The centre seat in the second row is larger enough for adult passengers, and when not in use, it can fold down to create a small table complete with two cup holders.

What’s even more interesting is that this seat can be rotated backwards to face the third-row seats or can be completely removed if desired.

For any MPV, the best seat in the house is usually in the back, and the Carnival does not disappoint in this regard, ensuring passenger comfort with its individual climate control for the rear, as well as retractable sunshades and a sunroof.

Additionally, children need not dispute over charging points for their gadgets, as every seat in the Carnival comes with its own USB port.

It is common for three-row vehicles to have limited cargo space when all seats are in use, but with the Carnival, this is not a concern, as there is a generous, deep storage area located beneath the third-row seats.

Now, how does it perform on the road?

The Carnival is powered by a Smartstream 2.2-litre turbodiesel engine, paired with an eight-speed automatic transmission that drives the front wheels.

This engine generates 202 PS at 3,800 rpm and an impressive 440 Nm of torque, available from as low as 1,750 rpm. While the 2.4-litre turbo engine in the Alphard offers slightly more horsepower, the Carnival’s torque advantage (10 Nm more) does not go unnoticed.

As expected from a diesel engine, the torque is readily available in the lower rpm range, making the Carnival feel smooth from a standstill. In fact, its acceleration is fairly smooth and quick, which is not something you can always say about a vehicle weighing close to two tonnes.

On the highway, the engine remains exceptionally quiet. Should you find yourself needing to overtake, there’s no need for concern over power since it consistently feels adequate, even in Normal mode.

The gearbox is responsive, allowing you to quickly accelerate everytime the accelerator pedal is depressed. It also promptly downshifts to deliver the necessary power for easy overtaking.

With the recent diesel subsidy rationalisation, some may harbour concerns regarding the Carnival’s fuel consumption.

For your information, this writer recorded a fuel efficiency of around 15 km/l or 6.7 l/100 km during a mixed driving cycle that included both urban and highway conditions.

The Carnival boasts a 72-litre fuel tank, meaning that theoretically, the vehicle could be driven nearly 1,080 km before needing to refuel.

If you’re paying full price for diesel at RM3.35 per litre, a complete fill-up would cost approximately RM241.20. Is it worthwhile to spend RM241.20 for a driving range exceeding 1,000 km? That’s for you to decide.

Lastly, the Carnival’s suspension tuning and NVH (noise, vibration, and harshness) are noteworthy. The suspension is relatively soft, allowing for a confident ride over uneven surfaces without the constant need to apply the brakes.

Nevertheless, there is something about this suspension setup that instils a sense of confidence and stability, especially at higher speeds. This is what makes the MPV enjoyable to drive fast.

The NVH aspect has been carefully addressed, ensuring that as a passenger, you experience a comfortable journey, with wind and tyre noise significantly minimised. The sound of the diesel engine is only noticeable if you stand outside the vehicle.

In conclusion, there is little more that this writer can say about the Carnival except that it is exceptionally good, enjoyable to drive, and packed to the brim with features and tech to meet the needs of buyers in this segment. What’s even better is that its competitive pricing makes it accessible to a broader range of potential MPV buyers.

However, it cannot be denied that the rationalisation of diesel subsidy may lead some to reconsider their decision to purchase the Carnival.

But, for this writer, if you are in a position to spend over RM200,000 on a large MPV, you are likely capable of managing the fuel costs without subsidy.

Kia Carnival 8-Seater High Specifications

Price: RM245,888
Engine: Smartstream 2.2-litre, four-cylinder turbodiesel
Gearbox: 8-speed automatic
Power: 202 PS @ 3,800 rpm
Torque: 440 Nm @ 1,750 rpm

TEST DRIVE

Mitsubishi Xpander vs Alza, Aruz & Veloz: Which 7-seater MPV offers the best value?

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The Mitsubishi Xpander, despite arriving late to the market, has managed to maintain its position as the best-selling non-national MPV model.

With the launch of its facelift model just a few months ago, Xpander is poised to further strengthen its influence, particularly among the ‘cool dad’ demographic.

For those seeking a family car, a 7-seater MPV is one of the suitable options in Malaysia.

Aside from the Xpander, which other MPV models can be considered?

The Xpander directly competes with three other MPV models, namely the Perodua Alza, Perodua Aruz, and Toyota Veloz, all within a price range of around RM100,000, following the discontinuation of models such as the Honda BR-V, Nissan Grand Livina, and Proton Exora.

So, what sets the Xpander apart from its three competitors?

 

1. Price

Here is a comparison of the selling prices for the Xpander, Alza, Aruz, and Veloz:

  • Mitsubishi Xpander: RM99,980
  • Toyota Veloz: RM95,000
  • Perodua Aruz: RM72,900
  • Perodua Alza: RM62,500

 

2. Dimensions

In terms of size, the Xpander has an advantage due to its larger dimensions compared to its competitors.

Here are the dimensional comparisons for the four MPV models:

  • Xpander: 4,475 mm x 1,750 mm x 1,720 mm (WB: 2,775 mm)
  • Veloz: 4,475 mm x 1,750 mm x 1,700 mm (WB: 2,750 mm)
  • Aruz: 4,435 mm x 1,695 mm x 1,705 mm (WB: 2,685 mm)
  • Alza: 4,425 mm x 1,730 mm x 1,670 mm (WB: 2,750 mm)

Based on this comparison, the Xpander excels in width and height, as well as having a longer wheelbase, contributing to a more spacious cabin.

 

3. Cargo Space

All MPV models come with a three-row seating arrangement, but the cargo space provided in the back is relatively limited, and you may need to fold down the third-row seats.

The Xpander offers a standard rear space of 495 liters, whereas other competitors like the Aruz provide only 213 liters.

Alza and Veloz share a similar cargo space of 137 liters each.

 

4. Engine Performance

In terms of power, all four models are equipped with a 1.5-liter naturally aspirated engine.

Except for the Aruz, which comes with a rear-wheel drive (RWD) setup, the other three models utilize a front-wheel drive (FWD) configuration.

Which model is more powerful?

  • Xpander: 105 PS/141 Nm, 4-speed automatic transmission
  • Veloz: 106 PS/138 Nm, CVT
  • Aruz: 102 PS/133 Nm, 4-speed automatic transmission
  • Alza: 106 PS/138 Nm, D-CVT

 

5. Safety Features

The three listed MPV models have advantages regarding safety features, leaving a significant gap in comparison to the Xpander.

As standard, the Aruz, Alza, and Veloz are equipped with six airbags, not to mention advanced safety features such as Autonomous Emergency Braking (AEB), collision warnings, and seatbelt reminders.

Both Alza and Veloz come with additional features like steering correction, front vehicle movement warnings, pedal malfunction warnings, and rear cross-traffic alerts, making these two models particularly appealing.

In contrast, the Xpander offers basic safety features, including two airbags, without any advanced safety technologies.

Regardless of the advantages and disadvantages of each model, we are confident that you have your own reasons for making your choice that aligns with your budget and needs.

TEST DRIVE

Can Nissan Kicks e-Power help Tan Chong get back on its feet? – First impression

The official distributor of Nissan in Malaysia, Edaran Tan Chong Motor (ETCM), has been rather quiet in recent years.

The last all-new model launched by the company was the second-generation Almera, which made its debut somewhere late 2020. Since then, it appears as though Nissan has vanished from the radar.

But ETCM appears to be far from defeated; having been the custodian of the Nissan brand in Malaysia for over 60 years, the company is determined to maintain its presence in the market.

The first step in ETCM’s revival strategy is the introduction of the long-awaited B-segment crossover, the Nissan Kicks e-Power.

The Kicks e-Power for the Malaysian market will be fully imported (CBU) from Thailand, which means we will be getting the facelifted version of the first-generation model that was originally launched in The Land of the Smiles four years ago.

While this car may not be the freshest offering on the market, it does present something new for the Nissan brand in Malaysia: the e-Power powertrain.

What’s even more exciting is that this facelifted model features the second-generation e-Power system, which is lighter and more powerful.

But before delving deeper into the e-Power, you might be wondering how big is the Kicks? It measures 4,290 mm in length, 1,760 mm in width, and stands 1,605 mm tall, making it nearly 100 mm shorter than the Honda HR-V.

In terms of design, some say it resembles a mini version of the Nissan X-Trail. Whatever the case is, this writer can’t help but feel that the Kicks appears somewhat ‘aged’ despite yet to hit the market.

Don’t get me wrong; its appearance is certainly appealing, yet it lacks the ‘X’ factor that would make it stand out in a showroom.

As you might already know, beauty, design, and aesthetics are subjective— not everyone desires a flashy car; some prefer a more understated and casual look, which is exactly what the Kicks offers.

The interior of the Kicks is tidy and simple, but much like its exterior, it is starting to show signs of age.

The layout is approximately 95% identical to that of the Almera’s cabin but Kicks comes with a more sophisticated gear knob that feels somewhat awkward to use due to its shape.

The level of standard equipment is decent. The Kicks is fitted with Zero Gravity seats, an eight-inch touchscreen with Apple CarPlay and Android Auto, a seven-inch TFT display, three USB ports, and manual adjustments for the driver and front passenger seats.

The top-of-the-range VLT variant adds a premium touch with two-tone leather upholstery adorning the seats and dashboard.

Nevertheless, there are elements that make the Kicks appear and feel somewhat inexpensive, one of which is the hard plastic trim on the door panels. Additionally, the air-conditioning control switches look like it came out 10 years ago and could benefit from a redesign.

Although the wheelbase is 5 mm longer than that of the HR-V, the rear passenger space in the Kicks feels a touch cramped, exacerbated by the somewhat upright seating position.

However, the boot space is fairly generous, offering a capacity of 423 litres. According to Nissan, it can accommodate two standard-sized golf bags, a large suitcase, and a medium-sized luggage. Sounds perfect for a weekend of golf.

The Kicks may have arrived fashionably late to the market, but as this writer has mentioned, it does bring something intriguing to the table: the e-Power powertrain.

So, what exactly is e-Power?

Nissan insists on not labelling it a hybrid, although the system integrates an internal combustion engine (ICE), an electric motor, and a battery. Thus, technically, it is a hybrid.

However, unlike conventional hybrid systems, the ICE in the e-Power setup does not drive the wheels. Its sole purpose is to charge the 2.1 kWh lithium-ion battery located in the middle of the frame. The wheels are powered entirely by the electric motor fed by this battery.

In essence, the wheels are propelled 100% by the electric motor, offering a driving feel akin to that of an electric vehicle, but with the added benefit that you need not worry about charging, ever.

How does it perform in the real world?

As soon as the accelerator pedal is depressed, the car pulls almost instantly and this is done without the roar of an ICE engine familiar in traditional vehicles.

Similar to a real EV, the powertrain delivers responsive acceleration and instant torque, allowing this writer to overtake other vehicles with ease, even when space was limited.

Yet, let’s not set our expectations too high, as the Kicks e-Power’s acceleration won’t melt your face like some high-performance EVs do. It delivers a modest 129 PS and 280 Nm—not particularly impressive, but still adequate to meet the needs of consumers in this segment.

The Kicks e-Power features three driving modes: Normal, Eco, and Sport. In this writer’s experience, the Normal mode is perfectly suitable for everyday driving, while the Sport mode can provide that extra power when needed.

Another advantage of the e-Power system is its single pedal driving capability known as e-Pedal Step. This feature is activated only in Eco and Sport modes, where the regenerative braking force is heightened, allowing the driver to slow down without depressing the brake pedal.

Moreover, with stronger regenerative braking, the battery charges more quickly. With a full battery, the EV mode can be activated, enabling the vehicle to travel up to 2.5 km on electric power at a speed of 40 km/h, with the engine completely turned off.

In addition to its addicting eagerness, the Kicks is a joy to driver, particularly on winding roads. Whatever magic the Nissan engineers have conjured for the suspension tuning, the crossover proves incredibly adept when tackling sharp bends.

Sound, vibration, and harshness (NVH) levels are also highly commendable. At higher speeds, wind and tyre noise are effectively suppressed. However, during aggressive acceleration, one may occasionally hear the engine working hard to recharge the battery.

Conclusion

Whether this model will help ETCM back on its feet is still uncertain, but in the Kicks, the company has a solid product, albeit one that is a touch aged.

This writer believes that by hyping up the strengths of e-Power and having an effective pricing strategy, ETCM may well find an opportunity to win back the hearts of consumers in this country.

TEST DRIVE

Three weaknesses we found on 2025 Mitsubishi Triton

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Honestly, I’m not someone who enjoys driving pickup trucks, but my recent experience with the 2025 Mitsubishi Triton is still fresh in my memory.

Apart from its more refreshed appearance, the new Triton now features a new platform and engine, a tuned suspension system, and a more user-friendly cabin layout.

In short, this new Triton offers impressive on-road performance, while still being capable of tackling tougher and more challenging off-road routes.

However, in my opinion, there are three shortcomings that Mitsubishi should address to make the Triton a more valuable offering, justifying every ringgit spent.

 

1. Absence of a 360-Degree Camera

Did you know that the 2025 Triton uses a new platform that provides larger dimensions—longer, wider, and taller?

This means that this sixth-generation pickup truck is the largest model ever produced in Triton’s history.

Unfortunately, this increase in size does not come with a 360-degree (or 540-degree) camera feature.

The lack of this feature makes driving a bit challenging, especially when navigating narrow areas or winding through overgrown paths that lack clear routes.

The fairly high front bonnet structure at times makes me feel less confident when driving in tight spaces.

 

2. Subtle Steering Vibrations Can Make Driving Fatiguing

Based on my experience, I found that the steering response of the new Triton is very easy to handle, even though the Triton has grown in size.

The Lane Change Warning (LCA) feature enhances driving safety, as it only vibrates when the driver is detected not using the turn signal to change lanes.

The absence of Lane Keeping Assist (LKA) isn’t a significant issue. However, what I noticed is that the steering system of the Triton produces subtle vibrations while driving on the highway.

For short-distance driving, this slight vibration is not a problem, but it can become tiring for the driver over longer distances.

 

3. Rear Headrest Structure Is Not Passenger (or Driver) Friendly

When I switched to the rear seats, I found that the rear bench of the 2025 Triton offers a comfortable reclining angle that isn’t too upright.

However, this comfort is hindered by the headrest structure, which does not adequately support a comfortable head position.

If you observe, the second-row passenger headrests are tilted forward. Therefore, rear passengers may feel slightly more upright than usual.

The position of the center headrest can also obstruct the rearview mirror’s field of vision, so it’s advisable to remove that headrest if your pickup truck isn’t carrying extra passengers.

You can read our findings and review of the 2025 Mitsubishi Triton at the link below:

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

2024 Proton X50, still worth it? – Test Drive

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Last year, Proton updated its popular B-segment SUV model, the Proton X50 2024.

At first glance, you might find it difficult to guess what changes have been made, as its appearance remains largely the same as the original model released in 2020.

The engine offerings are also unchanged, with this flagship version we tested equipped with a 1.5-liter TGDi engine producing 177 PS @ 5,500 rpm and torque of 255 Nm @ 1,500 rpm – 4,000 rpm.

The original suspension system has also seen no changes, meaning it still offers handling characteristics nearly identical to the previous model.

So, what has actually changed?

Based on a drive from the Klang Valley down south a few weeks ago, I found one positive aspect of the X50 – improved NVH (Noise, Vibration, and Harshness)!

NVH was one of the criticisms when this model first launched.

However, after driving for several days, I acknowledged that the noise from the tires meeting the road surface has been effectively filtered, making the cabin quieter.

Wind noise is also less noticeable at lower speeds but still exists when the X50 is driven beyond the legal highway speeds.

In the cabin, the Proton X50 has been given an upgraded infotainment unit with more powerful and faster processing capabilities.

The 360-degree camera system has also been improved, now displaying live three-dimensional images of the vehicle whenever the turn signal lever is activated.

Lastly, the Proton X50 comes standard with a powered tailgate for the flagship variant, making daily driving tasks easier and more pleasant.

It has now become an almost perfect SUV model to consider, except for a few factors that might make you think twice:

 

1. Still Not a Fuel-Efficient SUV

I’ve tested various SUV models that are not high-performance but come with turbocharged engines. Some of those models can offer reasonable fuel consumption rates, but not the X50.

Even when driven normally without sudden acceleration, I found myself needing to refuel every 400 km.

For long-distance driving, this is not very convenient, especially when heading to areas with few fuel station facilities.

 

2. Still Lacks Apple CarPlay and Android Auto

ONLY FOR 2025 PROTON X70!

Yes, for now, the Proton X50 still lacks standard support for Apple CarPlay and Android Auto.

As an alternative, you can use the MirrorLink function with a charging cable; however, this system is somewhat complicated and inconvenient. If you turn off your phone’s screen, the MirrorLink connection will disconnect.

You will then need to go through the entire process again to reconnect the infotainment system with your smart device.

A more economical alternative would be to purchase a smartphone holder that can be attached to the windshield.

It’s a shame that a car costing RM100,000 still lacks the AACP features that would make driving easier.

If you recall, the Proton X70 2025 facelift was officially launched last August, about two months after the Proton X50 2024 was released.

The difference in launch timing is only a few months, so why hasn’t the Proton X50 been equipped with Apple CarPlay and Android Auto like the Proton X70 facelift?

 

3. 360-Degree Camera Not Very Helpful on the Road

The presence of a 360-degree camera certainly helps drivers avoid scratching body panels when entering parking areas.

The clearer and sharper display makes the X50 feel more upscale, even though it is an SUV in the RM100,000 price range.

However, I’m not too fond of the default camera angle displayed when the turn signal lever is used, as it doesn’t fully showcase the blind spots on the left and right sides of the vehicle.

You can change the 3D Live Feed display angle by accessing the menu on the touchscreen, but this action is discouraged while the vehicle is moving quickly.

In this regard, I believe Honda’s LaneWatch feature offers more assistance, even though it only covers the left side of the vehicle.

Perhaps in future updates, Proton could adjust the default angle of the 3D Live Feed display to provide a better field of view as a driver aid to prevent unwanted incidents.

With the selling price remaining relatively unchanged at RM103,000, I still consider the X50 to be one of the more worthwhile B-segment SUV models to own.

That is, if you can accept and compromise on the three shortcomings I’ve mentioned above.

It’s your money, your choice.

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

EV, TEST DRIVE

3 things we don’t particularly like about the Volvo EX30

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Launched in Malaysia last September, the Volvo EX30 is, without a doubt, an exciting electric vehicle. Firstly, it is a small car (it’s the smallest Volvo to date) and this makes it perfectly suited for urban driving.

Secondly, with its pixelated Thor hammer lights, short front and rear overhangs, and wide stance complemented by large wheels, the EX30 presents a modern and sporty appeal that is sure to attract younger buyers.

Thirdly, if you opt for the top variant, the Ultra Twin Performance, you can outperform most modern sports cars and supercars in 0-100 km/h acceleration without breaking a sweat. The EX30 achieves this impressive feat in just 3.6 seconds but first, you’ll need to activate the Performance AWD mode buried somewhere in the infotainment system.

However, there are still three aspects of the EX30 that the writer finds less than ideal. Let’s take a look at them:

Overreliance on the screen

Similar to other Volvo models, the EX30’s cabin design emphasises a minimalist concept. However, unlike the C40, XC90, and several other Volvo models that still feature physical buttons for audio controls and gear levers, the EX30 has no physical buttons apart from two power window switches on the center console.

This means that control for the infotainment system and climate control must be done through the touchscreen. While this isn’t unusual for an EV, as many other manufacturers follow suit, with the EX30, users may find it awkward since they also have to use the touchscreen to adjust the side mirrors and open the glove box.

Lack of head-up display

Perhaps in an effort to maintain a clean and tidy dashboard consistent with its minimalist design, the EX30 lacks a digital instrument panel. One might expect Volvo to offer a head-up display (HUD) as an alternative, but strangely that’s not the case.

Instead, all driving-related information (speed, gear position, and ADAS functions) is displayed on the touchscreen. This arrangement has two drawbacks: first, you have to divert your attention from the road to check this information; and second, all of it is displayed at the top of the screen in relatively small font.

Soundbar not as good as we expected

The EX30 does not come with conventional speakers on the front and rear door panels to create additional storage space. Instead, Volvo has placed a Harman Kardon soundbar that covers the entire width of the dashboard.

While it certainly looks appealing— and as we know, Harman Kardon audio quality is among the best in the industry— the absence of speakers in the rear diminishes the overall music listening experience, as the sound is concentrated only at the front of the cabin.

TEST DRIVE

2024 Mitsubishi Xpander facelift, 3 things we dislike – Test Drive

265 Comments

For the information of our readers, Mitsubishi Motors Malaysia has recently launched the facelifted version of the Xpander a few weeks ago.

A test drive review has also been published by us, and you can read the details through THIS link.

However, behind the positive aspects that we highlighted in the test drive article, there are a few shortcomings that can be improved and enhanced for the benefit of users in Malaysia.

 

1. Lackluster Acceleration

The Xpander facelift maintains the four-cylinder in-line 1.5-liter MIVEC engine producing 105 PS and 141 Nm of torque, paired with an automatic gearbox – similar to the pre-facelift model.

Therefore, the driving dynamics have not changed significantly, and the acceleration aspect is not the most powerful in its class.

For those with a heavy right foot, this Xpander facelift may not live up to expectations, especially when navigating hilly terrains.

However, for casual driving, it is more than sufficient, especially since the Xpander is fuel-efficient if driven correctly.

 

2. Headlights Look More Modern, but…

One thing the writer appreciates about the Xpander facelift is its updated and aggressive exterior design.

The headlights now feature a horizontal T-shaped design, while the daytime running lights are more advanced and brighter compared to the previous model which used fog lights as DRLs.

However, the downside is that the DRLs are integrated with the turn signals.

When the turn signals are activated, it may be difficult to see, especially for oncoming drivers, due to the DRLs not being dimmed together.

 

3. Price Factor and Included Features

The pricing factor might also make some users hesitant to acquire this latest Xpander model.

Its competitor, the Perodua Alza, starts at RM62,500, while its counterpart, the Veloz, is priced at RM95,000.

For budget-conscious consumers, this Mitsubishi Xpander might be overlooked due to its relatively higher price tag compared to its competitors, priced at RM99,980 even though it is assembled in the Pekan, Pahang plant.

Another aspect that we find challenging to deny is the standard safety factor present in this MPV model.

For the facelift version, the Xpander only offers very basic specifications, with just two airbags, while other competitors offer up to six airbags and more advanced ADAS features.

Regardless of the weaknesses listed in this article and the advantages present in the Xpander facelift, it is up to the readers to assess and choose the best option for their family’s use.

At the end of the day (and month), it is you who must take money out of your pocket, right?

TEST DRIVE

Three things the 2025 Proton X70 could improve on

77 Comments

I personally like the 2025 Proton X70, which was launched to the market back in August. It is more than just a mere facelift; the changes introduced are extensive, covering both the exterior and interior.

Firstly, the C-segment SUV now features a more appealing front design compared to its predecessor. Secondly, a recent media test drive in Kota Kinabalu demonstrated that it is a notably comfortable SUV. Not the best in the market but it’s certainly up there.

The suspension feels slightly firmer than that of the original CBU version but it soaks up bumpy roads and uneven surfaces en route to Kundasang really well.

Moreover, the low-speed rumble of the three-cylinder engine is less pronounced than before and the noise from the many trucks and lorries on the roads around KK and Kundasang is also well suppressed.

However, there are still a few aspects of the car that I did not favour:

Identical rear design

As mentioned, the 2025 X70 boasts a more attractive front end carried over from the Geely Boyue facelift released two years ago. One might argue that it is already outdated but in the eyes of this writer, the front fascia still looks fresh.

Unfortunately, the rear of this SUV appears untouched. While Proton has added horizontal reflectors (which were previously vertical) and fake air vents to make it appear wider, the tailgate and lights remain unchanged, quite possibly due to constraints from Geely.

That being so, whenever you see the new X70 on the road, you are likely to mistake it for the old version.

Odd gear shift pattern

In addition to the Stone Grey Nappa leather upholstery and ambient lighting system, another new feature in the 2025 X70 cabin is the gear lever.

The design remains the same; however, in this facelift model, the ‘P’ button has been repositioned. This is not an issue though and, in my opinion, makes it even easier to use.

What is rather peculiar, however, is the new shift pattern for the manual mode. Typically, you would pull the gear shift down to upshift and push it up to downshift.

In the X70 facelift, the ‘-’ and ‘+’ symbols are positioned to the left and right, meaning you must push the gear lever left to downshift and right to upshift in manual mode.

There’s a new Auto Open function for the tailgate but…

To enhance user convenience, Proton has added an Auto Open feature to the tailgate. This means you no longer need to press a button or kick your foot under the bumper to open it.

All you need to do is stand near the tailgate (with the key in your pocket, of course), and it will open automatically. This feature is indeed very practical, especially when your hands are full.

However, in my opinion, it could be improved further, as the tailgate takes a noticeably long time—over five seconds—to open.

@engear.tv 3 Benda Aku TAK SUKA Dengan Proton X70 2025 #fyp #carsoftiktok #proton #protonx70 #protoncars #protonmalaysia #suv #engeartv #malaysia ♬ original sound – Engear TV
EV, TEST DRIVE

3 things we don’t like about the Ora 07 Long Range – Test Drive

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The electric sedan Ora 07, or also known as Ora Lightning Cat, may well be a unique EV package in the Malaysian market at this time.

It brings a package of aesthetics inspired by million-dollar models, while still being fairly affordable.

We’ve already shared a test drive review before, but in this article, we will discuss three things that are less favored in this model.

 

1. The ‘most red’ tail light housing

The exterior design of this Ora 07 is indeed feminine and looks simple, complete with an adaptive spoiler.

However, the less favored aspect is the entirely red tail light housing structure.

During daytime driving, other road users may find it difficult to guess whether the driver has already signaled to turn or is intending to enter an intersection using ‘niat’.

 

2. No analog meter theme options

We quite like the ‘cluster’ of Porsche 911-style meters present in the Ora 07’s cabin space.

It looks classic and modern at the same time.

However, its shortcoming is that it does not offer analog meter theme options to suit the masculine driving spirit of this Ora 07.

But honestly, the display of these meter graphics is much neater compared to other Chinese-made sedans in the market.

 

3. Easy but complicated-to-use convenience

As someone who doesn’t want driving focus disrupted on the road, the writer greatly appreciates the presence of a manual fan speed button in the center console for the air conditioning system.

This means it’s very easy to adjust the temperature and the speed of the cool air in the cabin.

However, that’s it.

Other functions such as the direction of the air need to be adjusted through a hidden menu on the infotainment screen, and there are no manual stalk available on the air vents!

You can read the full Ora 07 test drive report at the link below:

Ora 07 Long Range, feminine EV with masculine personality – Test 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

TEST DRIVE

We drove Proton e.MAS 7’s twin, the Geely Galaxy E5

86 Comments

Last week, the Proton Centre of Excellence (COE) served as the final destination for Geely’s Galaxy E5 world tour, which kicked off in China.

Despite being dubbed a ‘world tour’, the convoy, consisting of several left-hand drive Galaxy E5 units, actually traversed just three Southeast Asian countries: Laos, Thailand, and Malaysia.

Nevertheless, the 3,700 km journey was deemed sufficient to showcase the Galaxy E5’s capabilities and durability in real-world conditions.

According to a representative from Geely, the convoy successfully completed the journey without issues, with each unit arriving at the COE in good condition, despite having to face floods in Laos caused by Typhoon Yagi.

Taking advantage of the cars being here, Proton invited media representatives to test drive the Proton e.MAS 7 twin on its famed test track at the COE. Additionally, select media personnel were also given the opportunity to drive the EV on public roads for a more realistic driving experience.

From my observation, the test drive session provided clear hints as to the design, technology, and performance of the e.MAS 7, which will soon be launched in the local market.

Is the Exterior Design Similar?

Proton previously emphasised that the e.MAS 7 is not merely a rebadged Galaxy E5. This claim holds true on a technical front, as the e.MAS 7 was developed concurrently with the Galaxy E5. According to Proton, over 100 of their engineers were involved in this project.

However, in terms of exterior design, it is fair to say that Proton may not have all the freedom to make significant changes to the e.MAS 7, aside from altering the logo and badges. Elements like the Infinite Weave design found in other Geely-based models are also absent, as the e.MAS 7 lacks a front grille.

It is also interesting to note that the Galaxy E5 that we test drove came with 19-inch wheels, one inch bigger than that of the e.MAS 7.

A Spacious Yet Luxurious Interior

Similar to its exterior, the cabin design of the e.MAS 7 is expected to be quite similar to that of the Galaxy E5. This is a good thing, as the interior design of this Chinese EV is quite impressive in terms of layout and materials used.

The leather upholstery appears luxurious and feels soft to the touch. Importantly, it is applied extensively, not only on the seats but also covering a substantial part of the dashboard and door panels.

In addition to white, Geely offers choices in brown-red and dark blue. Will Proton offer the same colour options with the e.MAS 7? We look forward to finding out.

Roomy and Practical—Perfect for Malaysians

With a wheelbase of 2,750 mm, the Galaxy E5 offers a spacious and comfortable cabin. I was quite impressed with the rear legroom, which is comparable to that of D-segment vehicles, even though this is a C-segment SUV.

The rear seats provide adequate thigh support, but what’s more intriguing is the front passenger seat, which comes with Ottoman functionality—a feature typically found only in luxury MPVs.

For those who often carry a lot of items, fret not: the Galaxy E5 includes 33 storage compartments, including a drawer beneath the rear seats. Although the trunk space is modest (461 litres) for an SUV, there is an additional 51 liters of storage under the trunk floor.

Packed with Technology

Both the Galaxy E5 and the e.MAS 7 are powered by the same operating system, Flyme Auto, driven by the 7 nm Longying One Chip, which is touted as the first smart cockpit chip from China. Besides smartphone integration, this OS also offers voice command features for various tasks—think of it as your personal assistant.

The EV also boasts a Flyme Sound audio system with a capacity of 1,000 watts and 16 speakers, including those in the headrests. Additionally, there are external speakers useful for playing music during a gathering.

You can also use the external speakers to issue warnings to pedestrians or other road users. Notably, the sound choices available are quite unconventional, featuring sounds like “Hi,” roar of a tiger, a cat’s meow, supercar engine revving, and more.

The Galaxy E5 is Designed for Comfort—What About the e.MAS 7?

While brief, the driving session on both the Proton test track and public roads effectively revealed the character of the Galaxy E5. It was clear that the EV is tuned for a more relaxed driving experience, unlike other Chinese EVs I have tried, such as the smart #1.

The Galaxy E5 is equipped with a single electric motor at the front axle, generating 218 PS and 320 Nm of torque, enabling it to accelerate from 0 to 100 km/h in 6.8 seconds and reach a top speed of 184 km/h.

In today’s landscape, where EVs can easily match supercars, these figures may not seem impressive. However, I believe that the Galaxy E5 is sufficiently fast for the average driver. The throttle response is calm and unhurried, even when depressed aggressively.

Moreover, the Galaxy E5’s suspension system is very soft. During our drive to Puncak Alam, the vehicle proved adept at soaking up bumps from uneven surfaces almost seamlessly within the cabin. Nevertheless, the Galaxy E5 tend to bounce when cruising at high speeds or being driven on undulating roads.

Conclusion

As mentioned, the test drive session was valuable as it provided considerable insight into the upcoming Proton e.MAS 7.

In terms of exterior and interior design, as well as infotainment systems and technology, I personally do not expect significant changes, as the Galaxy E5 package is already appealing.

However, regarding driving dynamics—particularly throttle response and suspension tuning—Proton will undoubtedly apply its expertise to ensure the e.MAS 7 is well-suited for Malaysian road conditions while meeting the expectations of local EV buyers.

TEST DRIVE

Volvo EX30 first impression: small on the outside, BIG on the inside

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Developed on Geely’s SEA platform, which also underpins the smart #1 and Zeekr X, the EX30 is the smallest vehicle from Volvo to date.

That being said, don’t let its compact size fool you. The EX30 encompasses everything buyers in this segment desire—style, technology, practicality, and of course, performance.

Thanks to the well-thought-out though (though slightly unusual) activities organised during a recent media test drive by Volvo Car Malaysia, we gained a clear insight into the true capabilities of the EX30 and why it stands out in the market.

But before delving into the whole experience, let’s first explore the exterior and interior of this rather interesting EV. With dimensions of 4,223 mm in length, 1,837 mm in width, and 1,555 mm in height, it is indeed smaller than both the #1 and X.

Nevertheless, the EX30 boasts well-balanced and sporty proportions, featuring equally long front and rear overhangs, a lengthy wheelbase of 2,650 mm, and large wheels to complete the look.

Even though the test units were wrapped in camouflage, it’s easy to pinpoint it as a Volvo at first glance, thanks to the prominent Thor’s Hammer LED daytime running lights. Of course, the brand logo is also clearly displayed on the front of the car.

As one would expect from the Swedish marque, the interior of the EX30 is stylish and well-organised. In line with its sustainability efforts, Volvo has chosen to apply generous amounts of renewable and recyclable materials throughout nearly every nook and cranny of the cabin.

Aside from the window controls on the center console, you won’t find any physical buttons in the EX30. In fact, there’s no traditional gauge cluster in this vehicle. All functions and information—like vehicle speed and gear position—must be accessed through a 12.3-inch portrait-oriented touchscreen.

The minimalist approach effectively creates a spacious cockpit; however, those accustomed to conventional controls will take some getting used to. Even adjusting the side mirrors and opening the glovebox must now be done via the touchscreen.

While the interior of the EX30 is undeniably compact, I don’t believe most users will struggle to store their belongings. This is because Volvo has creatively maximised storage space. Firstly, instead of conventional door-mounted speakers, you’ll find a Harman Kardon soundbar covering the entire width of the dashboard to make room in the door panels.

Furthermore, the cupholders in the center console can be slid out fully. Located below this is another substantial storage area where you can place items like a wallet. Interestingly, the floor of this compartment can be opened to create a deeper space, right behind which is a removable tray.

Now, returning to the previously mentioned media test drive. From Volvo Malaysia’s headquarters in Petaling Jaya, we departed for the old airport in Sungai Besi where we did two driving activities: a drag race and a slalom run.

While slalom isn’t new to me, this time it was a bit different as we had to perform it in reverse. The bright and clear video feeds from the exterior cameras helped me avoid the cones.

Next, racing against a Volvo V60 T8 demonstrated the true potential of the EX30 on a straight line. The Twin Motor Performance variant we drove has a ‘secret’ Performance All-Wheel Drive mode that, when activated, generates a maximum power output of 428 PS and 543 Nm.

Just like that, the EX30 blasts from 0 to 100 km/h in a scant 3.6 seconds, surpassing the plug-in hybrid wagon that is actually significantly more powerful.

After the activities in Sungai Besi, we moved to Bamboo Hills for a demonstration of the Park Pilot Assist feature. The feature is incredibly user-friendly and can instantly detect available parking spaces. You simply need to select your desired spot, and the car will handle the rest for you.

Next, we headed to Ikea Damansara for a unique shopping experience. Each team, composed of six media members, was given a budget of RM2,000 to buy as many items as possible to cram into the tiny EV.

Thanks to the boot space, which can accommodate up to 904 litres (when the back seats are folded), a 61-liter compartment beneath the boot floor, and a 7-litre frunk, our team successfully packed several chairs, a futon mattress, pillows, and many other items without a snag.

It is uncustomary for car manufacturers to let motoring media run wild in a mall as part of a media drive but this activity showcased that even though the EX30 is compact, its interior is versatile enough for weekend getaways in the Klang Valley and surrounding areas.

From Kuala Lumpur, we then headed to Janda Baik as the final stop of the media drive. The journey from the capital to this popular resort was enjoyable, especially when cruising along the Karak Highway, given the EX30’s stable and solid handling.

Even after an aggressively spirited day of driving, including the drag race earlier, we arrived in Janda Baik with about 45% battery power remaining. Just imagine the range if driven more conservatively.

For your information, the Twin Motor Performance variant features a 69 kWh Nickel Manganese Cobalt (NMC) battery, promising a driving range of approximately 450 km based on the WLTP cycle.

The battery can be charged from 10% to 80% in just 30 minutes using a 153 kW DC fast charger, while AC charging at 11 kW takes about 7.5 hours for a full charge.

Conclusion

For an electric vehicle, the Volvo EX30 offers numerous advantages. Its modern and attractive design—both exterior and interior—is eye-catching, yet never overwhelming.

While the lack of physical buttons might lead to potential buyers feeling a little hesitant, based on my experience, all functions and features can be easily accessed. It just takes a bit of time to learn how to use them.

For me, the key strengths of the EX30 lie in its performance and practicality, making it an ideal choice for young individuals with an active lifestyle.

EV, TEST DRIVE

Ora 07 Long Range, feminine EV with masculine personality – Test Drive

The first time this model stormed into memory was when attending the Auto Shanghai 2023 event last year.

Ora 07, or better known as Ora Lightning Cat in the international market, indeed brings a controversial design, reminiscent of the Porsche Panamera sedan and Porsche 911 models.

To place it on par with million-dollar models may be an unfair assessment.

Ora 07 is the second electric vehicle (EV) model introduced by GWM Malaysia after the cute Ora Good Cat hatchback, with a price offer below RM200,000 (RM169,800).

Compared to closest competitors like BYD Seal and Tesla Model 3, is the Ora 07 just an ordinary EV?

Based on a recent test drive experience, the definitive answer we can give is, “No!”

 

1. Feminine Design

BYD Seal and Tesla Model 3 present a more traditional sedan body design.

The Ora 07, on the other hand, is more reminiscent of the Porsche Panamera body, with a more tapered roof line, followed by a quite long body dimensions.

The rear also features an electrically powered adaptive spoiler that can be raised or lowered as needed, and the front lights, when viewed from any angle, resemble the 911.

Overall, this is not a negative aspect of the Ora 07. It is suitable for those with a feminine spirit and individuals looking for something different in the electric sedan segment.

However, the all-red rear light design may confuse road users and make it difficult to determine whether the signal is for turning or not.

 

2. Bugatti, Porsche Inspired Interior

Not content with just the exterior, the interior layout also draws much inspiration from famous models.

The high central console seems to take inspiration from Bugatti, while the front digital cluster screen clearly brings Porsche elements.

At the very least, the layout shown in this space is much better and more elegant compared to cars that simply place an iPad screen on the dashboard during development and then sell it to the public.

The writer particularly likes the design of the Ora 07’s digital cluster screen, it looks fresher.

However, the downside is that it does not come with theme options that match its round design. Moreover, there are no options for available analog meter graphics!

 

3. Easy to Operate, but Still Troublesome

One thing the writer appreciates about the Ora 07, apart from the support for Apple CarPlay/Android Auto, is the presence of manual control buttons in the central area for the air conditioning system.

It offers controls for fan speed and cabin temperature. Easy to operate using muscle memory. However, that’s the only benefit provided.

There are no physical fan speed controls included on the air conditioning vent. This means that if you feel bothered by the cold air blowing into your nose, you will have to delve into additional menus for climate control on the infotainment screen.

Yes, the Ora 07 includes several types of air flow mode on the screen for use during the summer, but it’s not a feature that can make daily driving more pleasant.

Fortunately, the Ora 07 is equipped with an engaging 11-speaker Infinity audio system, so you can enjoy your favorite songs after fiddling with the climate control settings.

 

4. Comfortable Cabin, but…

The use of premium materials dominates the Ora 07’s cabin space. It looks luxurious.

The standard factory-installed sports seats also contribute to the comfort aspect, as do the quite cushy rear seats.

Apart from the long wheelbase, one thing that makes the space look more spacious is the fairly wide and elongated panoramic glass roof.

Because of this, rear passengers can enjoy more headroom. Just avoid long-distance travel for extended periods when the sun is directly overhead.

There are no switches available to open the glass panel structure, and no sunshades provided in that area to filter out the sunlight that can burn your hair.

 

5. Limited Cargo Space Access

This sedan offers a cargo space of 333 liters, sufficiently enough for daily use.

Although the Ora 07 comes standard with a fastback sedan body shape, it does not provide the ability to open the rear extensively like any other aeroback model.

The somewhat limited opening may make it difficult for you to load larger items.

Fortunately, the second-row seats can be folded, allowing you to place longer items in the rear.

Additionally, there are several small storage spaces available in the cabin, further enhancing the practical aspect of the Ora 07.

 

6. Masculine Driving Experience

As standard, the Ora 07 comes with a single powerful electric motor setting of 201 hp and 340 Nm that drives the front wheels.

The power is sufficient to propel the electric sedan in urban routes, with no issues of power shortage.

Aggressive acceleration can also be achieved in a manner that is quite smooth and seamless, without resulting in the usual power surge effect experienced in other electric cars.

What makes the writer excited about this electric sedan is the delightful driving experience package that is hard to find in any other electric car.

Despite featuring various feminine characteristics, the driving aspect of the Ora 07 is more masculine. It’s like a car with dual personalities.

For a moment, the writer completely forgot that the Ora 07 is a heavy electric sedan (2.5 tons) when testing its handling on winding roads.

The steering response is good enough to ensure the car stays on the right track, in addition to the chassis tuning and suspension system that make the driving experience of this electric sedan quite enjoyable on the winding roads of Negeri Sembilan.

Body roll is also felt at a minimum level, making the writer more enthusiastic to continue pressing the accelerator pedal every time a straight road is connected to a curve.

The use of Hankook Ventus S1 Evo3 tires also helps the sedan grip well on the asphalt surface.

Adding vibrancy to the Ora 07’s driving experience is the simulated sound of a fake engine that can be activated through the infotainment screen.

At the very least, it can satisfy your longing for the sound of an engine, and the writer believes this feature is way much better than the spaceship-like sound found in more expensive EV models.

There are several driving modes included that can be accessed through the central manual button, including the Well Being mode, which will deactivate the regenerative braking function and allow the car to continue coasting when the foot is removed from the accelerator pedal.

Like an ICE car, isn’t it?

 

7. Concerns about Range Anxiety?

We tested the Long Range variant paired with an 83.5 kWh battery pack.

According to NEDC data, the sedan can travel up to 640 km on a full charge, a figure that may be challenging but not impossible to achieve.

Based on our usage, we managed to record a driving range of 470 km before the battery reached 15 percent state of charge (SoC), with an estimated remaining range of about 102 km.

In our opinion, the Ora 07 is suitable for use as a daily commuter car or occasionally for intercity travel beyond two stages.

DC charging up to 88 kW allows the battery to be charged to 80 percent in just half an hour, meaning you won’t have to wait long if you need to undertake a long journey in the Ora 07.

 

8. Safety

As standard, the Ora 07 comes with advanced driver-assistance systems (ADAS) Level 2, which includes several key functions such as adaptive cruise control, blind-spot monitoring, autonomous emergency braking, smart lane keeping, and lane centering assistance.

The adaptive cruise control feature proves effective when on the highway to maintain a safe driving distance.

However, the way the lane centering assistance operates on the other hand may be perceived as slightly aggressive, especially for those who are confident in their driving skills.

 

Conclusion

With a starting price of RM169,800, this Ora 07 Long Range could be an alternative electric sedan that caters to the preferences of buyers who seek something different and want to stand out from the norm.

Although it has some shortcomings, all those issues may fade away when you are able to enjoy the very satisfying driving experience this sedan offers.

Don’t believe it? Even now, the writer still can’t believe it!

Specifications:

Electric Motor: Single, front-wheel drive
Power: 201 hp, 340 Nm
Acceleration: 0-100 km/h in 7.9 seconds
Maximum Speed: 170 km/h
Battery: 83.5 kWh
Range: 640 km (NEDC data)

TEST DRIVE

2025 Proton X70 first impression: now that’s more like it

79 Comments

The X70 may not be a bread-and-butter model like the Saga, but it will forever be remembered as the vehicle that arguably played the most significant role in Proton’s transformation.

As you may already know, the X70 is the first vehicle conceived under the Proton-Geely partnership that started back in 2017.

Not only that, the X70 is also responsible for leading Proton into the a new battleground that is the SUV segment. Therefore, it can be said that the car holds a special place in the history of the national car manufacturer.

The X70 has been on the Malaysian market for almost six years now, during which the C-segment SUV underwent one update in 2022, where it gained the three-cylinder engine from the X50 and a handful new features to stay relevant.

Now, nearly two years after said update, the X70 has once again been given a makeover but this time around, the changes are more comprehensive as it involves both exterior and interior.

The facelifted version of the X70 showcases a new face carried over from the Geely Boyue facelift released two years ago. One might argue that it is already outdated but in the eyes of this writer, the front fascia still looks fresh.

With sharper and sleeker LED headlights and a wider grille adorned with Mercedes-Benz-style diamond-shaped chrome pins, the X70 now looks far more alluring than before.

You will have no trouble identifying the facelifted model on the road. However, it may be a bit challenging to pick it out from the rear, as aside from slight modifications to the rear bumper, the rear of the new X70 is virtually unchanged.

The interior has also received a fresher look. The first thing you’ll notice is the Stone Grey Nappa leather upholstery wrapping the seats, door panels, and armrest.

Although it’s not as luxurious as the brown leather upholstery offered previously, the lighter shade does offer a more spacious feeling.

Additionally, the X70 gains an ambient lighting system with 72 colour options and a rhythmic function that changes the colours according to the beat of the music played. Although quite unfortunately, the X70 no longer comes with the nine-speaker Kenwood audio system.

The most significant change, in my opinion, is the introduction of wireless Apple CarPlay and Android Auto, making the X70 Proton’s first vehicle to offer this system.

However, the feature will not be available from launch. Proton stated that when it does become available, it will be integrated into the 12.3-inch touchscreen via over-the-air (OTA) update.

In addition to new looks and features, many other improvements have been incorporated into the new X70. According to the automaker, the SUV features 360 new components, with R&D taking a total of 290,000 man hours.

This is probably why Proton held a media test drive session in Kota Kinabalu. The diverse terrain and road conditions, which are reportedly not as good as those in Peninsular Malaysia, make KK the ideal location to test the overall performance of the X70.

First things first, comfort. I can confidently say that the X70 is a comfortable SUV. The suspension feels slightly firmer than that of the original CBU version but it soaks up bumpy roads and uneven surfaces en route to Kundasang really well.

The handling also feels more responsive compared to before, but it is somewhat disappointing that the steering remains relatively light. Strangely, switching the EPS mode from Comfort to Sport does not yield a noticeable change in feel.

Nonetheless, I was quite satisfied with the car’s NVH (Noise, Vibration, and Harshness). Not only is the rumble of the three-cylinder engine less pronounced at low speeds, but the noise from the many trucks and lorries on the roads around KK and Kundasang is also well suppressed.

Those expecting increased performance from the new X70 may be disappointed, as the 1.5-litre three-cylinder TGDI engine still produces the same output of 177 PS at 5,500 rpm and 255 Nm of torque from 1,500 to 4,000 rpm.

However, this does not mean the engine has been left untouched. According to Proton, several aspects such as combustion efficiency, thermal management, and friction reduction have been improved.

As a result, the engine is now capable of achieving a fuel consumption figure that is 4% lower than before, at 7.3 litres per 100 km. No matter how you slice it, a 4% reduction is minimal but for this writer, it’s certainly better than nothing.

In terms of power, the X70 successfully demonstrates that it has no trouble accelerating and overtaking other vehicles even when climbing steep hills with four adult passengers onboard.

There are still no paddle shifters available, so to shift gears manually, you need to use the gear lever. But this will take some getting used to as you will need to push the level to the left or right rather than up or down like most other cars.

In my opinion, the X70 is far from perfect but thanks to the more attractive exterior design and various new features introduced in the latest update, it has grown to be a much a better offering than before.

2025 Proton X70 Specifications

Price: RM98,800-RM126,800
Engine: TGDI 1.5-litre, three cylinders
Transmission: 7-speed dual-clutch
Power: 177 PS @ 5,500 rpm
Torque: 255 Nm @ 1,500-4,000 rpm

TEST DRIVE

Haval H6 HEV, the most worthwhile hybrid SUV? – First Drive

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A few days ago, GWM Malaysia invited us to experience firsthand driving an upcoming hybrid SUV, the Haval H6 HEV.

Priced at an estimated RM145,000, it may very well be a very worthwhile purchase for those looking for a fuel-efficient, spacious, and comfortable SUV for the whole family.

Let’s briefly discuss the specifications of the Haval H6 HEV SUV.

Starting with the powertrain unit, the Haval H6 HEV is powered by a 1.5-liter turbocharged four-cylinder engine, paired with a single electric motor and a Dedicated Hybrid Transmission (DHT) with two-speed ratios.

The engine is capable of producing 150 PS/230 Nm, while the electric motor can generate an additional 130 PS/300 Nm of power.

Overall, the Haval H6 HEV boasts 243 PS of power and 530 Nm of torque, making it one of the most powerful in its class.

During a brief two-day drive across south borders that didn’t require a passport, the writer found that the power delivered by this SUV was consistent, especially when extra power was needed to overtake trucks ahead.

On paper, the 530 Nm figure might seem high, but during our drive, we didn’t feel any sudden surges of power that could cause neck discomfort.

This is because the power delivered when the accelerator pedal was pressed was smooth and seamless, unlike the aggression often experienced with most electric cars.

The hybrid system is also very efficient, as the writer and colleagues hardly felt the engine start-up process. There were no noticeable engine vibrations, and the engine noise was well-filtered from entering the cabin.

With a fuel consumption rate of around 5.8 liters/100 km, GWM claims that the Haval H6 HEV can cover a distance of up to 1,000 km on a full tank.

Perhaps we can test this further if given the opportunity to drive this SUV in the future.

The NVH aspect is also satisfactory, as we were able to chat comfortably inside the cabin without raising our voices or using a microphone.

The wind noise attempting to penetrate the cabin didn’t disrupt our conversation; only the tire noise was audible. This was partly due to the unsatisfactory quality of the tires used in some areas.

Equipped with a suspension system consisting of MacPherson struts at the front and a multi-link setup at the rear, this SUV didn’t pose any significant handling or comfort issues.

For Malaysian highway networks, it offers a balanced suspension setup for slightly aggressive driving while maintaining comfort for the whole family.

Additionally, the body roll generated during cornering was acceptable, not making the SUV sway excessively.

In terms of dimensions, the Haval H6 HEV offers a much larger size compared to popular C-segment SUVs like the Honda CR-V and Proton X70.

The long wheelbase also contributes to a more spacious cabin to accommodate five people at a time.

Furthermore, the Haval H6 HEV provides a cargo space of 560 liters, or up to 1,485 liters when the second-row seats with a 60:40 ratio are folded.

The layout of the dashboard is quite neat, but the combination of three colors (black, white, and rose gold) may not be favored by some.

There is a 10.25-inch cluster screen (with somewhat limited theme options) and a 12.3-inch infotainment screen that supports Apple CarPlay and Android Auto.

With a starting price below RM145,000, along with a package of specifications, the Haval H6 HEV could indeed be a very worthwhile purchase, especially for those who don’t have the budget to buy a hybrid SUV priced over RM200,000.

We will share more details and insights once given the opportunity to further test drive the Haval H6 HEV in the future.

Haval H6 HEV Specifications:

Engine: Four-cylinder in-line, 1.5-liter turbo
Power: 150 PS/230 Nm
Electric motor: 130 PS/300 Nm
Total power: 243 PS/530 Nm
Transmission: Dedicated Hybrid Transmission (DHT) two-speed
0-100 km/h acceleration: 7.7 seconds
Maximum speed: 175 km/h

TEST DRIVE

Peugeot 408 GT, the lion for the brave – Test Drive

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A bitter fact that we must digest at present is that everyone now wants a car with flood-resistant specifications.

SUV. Crossover. Or whatever three-letter acronym introduced by every manufacturer to distinguish their products from others.

As a result, we can now see various types of crossover SUV models in the local market, and the victims, of course, are the sedan models.

The latest Peugeot 408 available in the Malaysian market is no exception to falling victim to the SUV frenzy.

Is it a model worth buying? Feel free to read our brief review until the end.

 

Exterior design

If the two previous generations featured sedan body shapes, the new generation Peugeot 408 is now a modern mishmash car built for those who dare to drive it on the road.

Fundamentally, the 408 still retains the sedan body shape, but with a liftback rear design before being embellished with crossover elements around the body.

This is not a new thing, as several other manufacturers also use the same design format, such as Citroen with the C3X, and Toyota through the Crown Crossover model.

Not everyone likes this format, but it could be a suitable model for those seeking something different.

On the road, the Peugeot 408 GT looks aggressive with its lion fang-shaped main headlights, rear lights with claw graphics, and 20-inch black Monolithe rims with a slightly… peculiar design.

With slightly higher dimensions compared to sedans in its segment, along with a ground clearance of 189 mm, it’s difficult to classify this Peugeot 408 as a crossover SUV. The writer prefers to call it a crossover sedan.

As emphasized, the design delivered by this Peugeot 408 is not for everyone, only for the brave.

 

Modern cabin, but…

The Peugeot 408 GT brings the Peugeot i-Cockpit 3D, which is far more modern than the previous 408.

It features a flat top and bottom steering wheel, a 10-inch digital cluster screen with a three-dimensional display, a 10-inch infotainment screen, and i-Toggles screen where the driver can set up to five different shortcut functions according to personal needs.

In standard, the Peugeot 408 GT variant we test-drove also comes with Nappa leather-wrapped seats that have been recognized by the Aktion Gesunder Rücken (AGR) independent body, which promotes back health.

There is also a built-in massage function with several modes inspired by animals such as cats and snakes available for the driver and front passenger.

With these mentioned modern features, comfort is indeed not a major issue.

Despite the presence of customizable shortcut function buttons, the writer still believes that frequently used functions such as climate control don’t need to be integrated into the main screen.

The infotainment screen from the factory offers a fairly clear and sharp graphic display, but could be improved with faster and smoother graphic movements.

It can be quite annoying when one wants to quickly lower the cabin temperature, but have to wait a few moments for the ‘loading’ graphic to finish playing.

Fortunately, the Peugeot 408 comes standard with wireless Apple CarPlay and Android Auto support, so most of the time, the driver’s eyes only need to focus on the navigation map display and the appropriate music selection played by the Focal Audio system with its 10 speakers.

 

Powerful Engine

For the Malaysian market, the Peugeot 408 is only offered with one engine option, which is the 1.6-liter turbo PureTech inline-4.

It is capable of churning out a high power of 218 hp @ 5,750 rpm and a torque of 300 Nm @ 2,000 rpm, delivered to the front wheels via an 8-speed automatic transmission.

Accelerating at traffic lights is not a weakness for this crossover sedan; in fact, on highways, the Peugeot 408 can outperform any naturally aspirated sedan.

For a full tank, the writer successfully recorded a mileage of 510 km.

 

Driving Experience

From the driver’s seat, one actually needs time to get used to the layout of the Peugeot 408 GT’s 3D i-Cockpit. This is because compared to other cars, you need to read the digital cluster screen from above the steering wheel. If set too high, you may struggle to see the meter panel.

Just like the infotainment screen, this digital cluster screen also displays graphics movements somewhat slowly for a modern car. It still offers an analog-style meter display but with a more concise interface.

Despite the asymmetrical steering wheel design, the Peugeot 408 still offers adequate handling responses, not overly sporty but still enjoyable, particularly when maneuvering around corners.

The Peugeot 408’s suspension components, consisting of MacPherson struts at the front and a multilink setup at the rear, are adequate when driving on well-paved surfaces where body roll is at an acceptable level. However, the high body style of the car is its main downside.

The main enemy of the Peugeot 408 is uneven road surfaces, especially when encountering potholes or road debris.

It’s even more frustrating when you’re enjoying a corner, and there are potholes or road debris scattered on the road where this sedan is quick to jump and ‘veer off course’ set by the driver.

Not all negative aspects are felt in the Peugeot 408. The most appreciated aspect is the cabin’s NVH (Noise, Vibration, Harshness) level, where any roughness and engine noise are effectively filtered to ensure the driver’s and passengers’ comfort throughout the journey.

 

Practicality

The Peugeot 408 GT still offers a practical cabin space for the whole family, even with its bold crossover sedan body style.

For instance, on the center console, there is a special slot for wireless smart device charging, followed by space below for other smart devices and a dedicated hole for placing your SmartTag device.

The cute transmission tunnel also contributes to a more spacious cabin. There is also storage space below the central armrest with separate openings, while for rear passenger comfort, second-row air conditioning vents are provided.

Although it may seem narrow from the outside, the Peugeot 408’s cabin actually provides sufficient headroom and legroom for adult passengers. However, the relatively small rear mirror structure makes it difficult for any old-school driver to look back when parking the car.

Fortunately, the Peugeot 408 comes with a clear 360-degree surround-view camera that allows us to observe the presence of obstacles in the surroundings.

Moreover, the Peugeot 408 offers a cargo space capacity of 536 liters, expandable to up to 1,538 liters when the second-row seats are folded down.

 

Price… a bit expensive

Behind the bold exterior and the aforementioned modern features, one thing that makes the Peugeot 408 not as appealing is the price tag.

For the Malaysian market, you can get the basic Allure version of the Peugeot 408 with pricing starting from RM146,055. Sounds reasonable, right?

However, for the GT variant equipped with additional premium features, the starting selling price is from RM196,055. Wise buyers may suggest adding a bit more money and buying a much larger and more comfortable D-segment sedan.

Therefore, the writer likes to reiterate the argument mentioned at the beginning of the article, “Peugeot 408: A ‘French Lion’ for the Brave.”

 

Peugeot 408 GT Specifications

Engine: 1.6-liter turbocharged inline-four
Power: 218 hp @ 5,750 rpm, 300 Nm @ 2,000 rpm
Transmission: 8-speed automatic
Drive: Front-wheel drive
Suspension: MacPherson Strut (Front)/Multilink (Rear)
Tire Size: 245/40 R20
Price: RM196,555 OTR

TEST DRIVE

4 areas the Range Rover Evoque facelift could improve on

Since entering the market for the first time in 2011, the Range Rover Evoque has been elevated to an icon of luxury SUVs, especially among female drivers.

If you think about it, the Evoque can be likened to a designer handbag. It is beautiful and attention-grabbing but there’s more than meets the eyes – it is also practical and versatile.

The Evoque is now in its second generation with better chassis, design, and technology. The facelift version launched in Malaysia earlier this year brings forth sharper looks and a minimalist cabin space.

In other words, Land Rover has made the Evoque a more tempting proposition than before but the compact SUV does have some drawbacks, somewhat spoiling its reputation:

Tight cabin space

The Evoque is a compact-sized SUV, evident in its relatively small interior space, particularly in the back. There’s enough room for two adult passengers in the rear, but it will start to feel a little cramped should another passenger decide to hop in.

As for the boot space, 591 litres may sound ample but for some reason, it doesn’t feel as spacious. Clearly, this is not meant for those with large families.

Inferior infotainment system

Apart from the more minimalist interior design, the most recent revision gave the Evoque a new 11.4-inch curved touchscreen.

It provides users access to the Pivi Pro infotainment system, which looks quite aesthetically pleasing, but fails to impress when it comes to speed and smoothness. Fair to say it’s not as remarkable as what the Germans offer.

Additionally, users control the temperature and fan speed of the air conditioning system through the touchscreen and only the touchscreen. This is how you cause driver distraction.

Somewhat lethargic engine

The beating heart of the Evoque is the Ingenium 2.0-litre turbocharged four-cylinder engine paired with a nine-speed automatic transmission and an all-wheel-drive system.

The engine generates 249 PS at 5,500 rpm and 365 Nm of torque from 1,300 to 4,500 rpm – neither impressive nor disappointing but the powertrain could use a lot more vigour especially when accelerating. Its reluctance to show urgency often leads to aggressive inputs on the accelerator pedal.

Fuel efficiency

With a rather aggressive driving style, the Ingenium mill unsurprisingly shows a relatively high fuel consumption rate for both city and highway use.

Throughout several days of driving, this writer could only achieve readings around 10.3 to 10.5 litres per 100 km. That’s quite high but it should be kept in mind that the Evoque weighs around 1.8 tons and has an AWD system.