Category Archives: TEST DRIVE

TEST DRIVE

The 2024 MINI Countryman S Electric is modernized and environmentally-friendly while retaining its sporty characteristics

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If your car is an expression of your style, the MINI is your perfect match. With its iconic design and sporty drive, it’s where fashion meets function.

These qualities shine in the latest MINI models like the new Countryman S Electric, combining iconic style and go-kart-like sportiness with a modern twist.

Eco-friendly material

In the latest generation, the MINI Countryman S Electric introduces fabric made from high-quality recycled materials, featured on the dashboard and door panels. This fabric, sewn with unique 2D techniques, offers a distinct, stylish appearance and a refined texture. The dashboard fabric also serves as a canvas for ambient lighting, transforming with each MINI Experience Mode to enhance the unique interior vibe.

If you’re concerned about maintaining this stylish fabric, rest assured—MINI designed it to be easy to clean. So, feel free to bring the kids along without any worries in your MINI Countryman.

Modern technology with classic look

The MINI Countryman S Electric is modernized with the first circular OLED display in any car. This high-resolution screen delivers crystal-clear information while seamlessly blending with MINI’s signature high-style aesthetic.

The OLED display also offers MINI Experience Modes, featuring themes like Vivid, Core, Go-Kart, Timeless, Balance, Trail, and Personal. Each mode creates a distinct atmosphere and driving experience to match your mood. For instance, if you’re feeling tired after work, you can switch to Balance mode for a more relaxing vibe.

If you love vintage and retro vibes, choose the Timeless mode, which features a display meter inspired by the classic MINI Cooper from Mr. Bean’s era. Plus, you’ll even hear sounds from the classic MINI through the audio system, adding to the nostalgic experience!

Agile like a go-kart

A MINI wouldn’t be a MINI without that signature go-kart-like handling, and the new MINI Countryman S Electric is no exception. Even as the largest MINI ever produced, it retains the iconic driving feel that makes every ride a thrill.

The suspension system and steering have been finely calibrated for agile and precise responses, ensuring a dynamic driving experience. The thick steering rims add to the excitement, inviting you to fully enjoy the drive in the Countryman S Electric.

With 313PS and 494Nm of torque from its dual electric motors, the ALL4 all-wheel drive system delivers instant acceleration and thrills. It rockets from 0-100km/h in just 5.6 seconds, ensuring a grin every time you accelerate from a traffic light or toll booth.

Overall, the MINI Countryman S Electric offers super-responsive acceleration, precise steering feedback, and a finely-tuned suspension, making it feel like a five-seater go-kart. You’ll find yourself eager to seek out corners where the regenerative braking system enhances the sporty handling, before effortlessly accelerating out with a smile.

Like other electric vehicles, the 66.5kWh battery pack in the Countryman S Electric is positioned under the chassis, lowering the center of gravity and enhancing stability in all driving situations.

Stylish, fun to drive, from only RM2,777 per month

Overall, I thoroughly enjoyed test driving the new MINI Countryman S Electric. It’s stylish, eye-catching, and effortlessly handles both traffic jams and highway cruising.

Heading to a campsite or beach is a breeze with the Countryman’s higher ground clearance and rugged bumpers and side skirts.

This vehicle adds joy and excitement to your daily drive, making it anything but boring. With sustainable materials in the cabin and an electric power system that offers up to 433km on a single charge, you can enjoy peace of mind knowing you’re driving a car that contributes to environmental preservation.

Interested in test driving the new MINI Countryman S Electric? Visit any MINI showroom nationwide. With Easy Drive Financing, you can own the Countryman for just RM2,777 per month, and for a limited time, receive a free Wallbox charger.

The MINI Cooper Electric is also available with Easy Drive Financing from RM2,021 per month and includes free Wallbox installation. For more details about MINI in Malaysia, follow their social media pages.

Instagram: mini_malaysia
FB: https://www.facebook.com/MINImalaysia
Youtube: https://www.youtube.com/@minimalaysia/featured

Click here to book your test drive now.

EV, TEST DRIVE

5 things we don’t like about the BYD Seal

The electric vehicle (EV) market in Malaysia is heating up with the presence of various attractive models from all over the world.

The two EV brands currently hotly discussed are Tesla and BYD. The former made its mark in the local market with the launch of the facelifted Model 3 last October.

Meanwhile, the latter has introduced three EVs so far, with Seal being the latest offering to compete directly with the popular Model 3.

During a recent test drive, this writer found that the Seal has the right formula to go toe to toe with its closest rivals, but like most other cars, it still has some weaknesses.

Here are five things we don’t like about the Seal:

Two badges is one too many

For this writer, the Seal is one of the best looking cars, if not the best looking, in its segment. It has a sleek, sporty four-door sedan shape, which is further highlighted by strong character lines, 19-inch wheels, and a rear diffuser, to name a few.

However, BYD unnecessarily placed two ‘BYD’ badges at the rear – one in the centre and another in the bottom corner of the tailgate. The automaker also put a ‘3.8s’ badge under the ‘BYD Seal’ lettering to let the tailgaters know how fast this car can sprint from 0 to 100 km/j. This isn’t necessary and makes the Seal look cheap.

There’s a large panoramic roof, but…

The Seal comes standard with a large panoramic sunroof, which offers great views at night but can turn the cabin into a sauna during the day when the sun is directly overhead.

Surprisingly, the car lacks a power sunshade for the panoramic sunroof. Instead, BYD provides two piece of sunshades that have to be manually placed, which is quite annoying for a car costing nearly RM200,000.

Overly sophisticated controls

This writer is aware that in order to design a clutter-free, minimalist cabin, automakers try to minimise the amount of physical knobs and buttons as much as possible, and integrate the functions into the infotainment system.

But it needs to be said that not all vehicle functions need to be digitised. One good example is the air-conditioning system. In the Seal, even the AC vents adjustment is done via the large display. Sometimes, less is more.

Slow charging

Despite using a 800V architecture commonly found in luxury EV models, Seal only supports fast charging up to 150 kW, which lower than many other 800V EVs on the market.

For AC charging, the Malaysian-spec Seal can only support up to 7 kW, taking approximately 15 hours for a full charge, whereas in Europe, this model comes with an 11 kW AC charger.

Limited boot space

Despite its longer and wider dimensions compared to most C-segment sedans, Seal has a relatively small boot space of only 400 litres. There’s an additional 53-litre storage space under the bonnet but it’s not that spacious.

In comparison, the Model 3 has a whopping 682 litres of boot space while the B-segment sedan Honda City offers 519 litres of storage space in the back.

TEST DRIVE

Toyota Corolla 1.8G, the ‘perfect’ companion for a balik kampung trip – test drive

As someone who isn’t particularly fond of SUV body types (except for a few models), the writer feels grateful that the majority of major automotive manufacturers in Malaysia are still trying to maintain sales of sedan models, despite their decreasing popularity on a global level.

Here, we have several options of sedan models, ranging from affordable prices to high-performance luxury sedan models with considerable prices.

Unfortunately, the competition in the sedan models segment is not as strong as it was decades ago.

For example, in the C segment, consumers are only presented with a few models, such as the Proton S70, Mazda3, Honda Civic, and the very popular name worldwide – the Toyota Corolla Altis.

The Corolla indeed needs no introduction, unless you were born during the Covid era and are only more familiar with those lifeless electric cars.

The Toyota Corolla 1.8G that we test drove is a facelift model launched last year.

Despite being a facelift, if you are expecting something ‘wow’, this 1.8G Corolla may disappoint those expectations.

This is because there are not many changes to the exterior of this sedan model, except for a unique bumper design, followed by new 17-inch rims wrapped in 225/45 profile tires.

The design of the front projector LED headlights and rear lights remain the same. Perhaps it’s already perfect, so there’s no need to change those aspects.

However, you need to enter the cabin to enjoy the changes brought by Toyota in this model.

The front seats have been redesigned for comfort, in addition to providing better support for the driver during spirited driving.

The major change is the presence of a 12.3-inch digital cluster screen, providing a concise interface, and most importantly still offering classic analog meter graphics.

In addition to wireless Apple CarPlay support, the Corolla also provides USB-C charging slots on the center console, as well as clips for holding smartphones in the wireless charging slot.

Apart from that, the basic specifications remain the same, such as a cargo space of 470 liters, MacPherson front strut and double wishbone suspensions, electric power steering system, and front and rear disc brake system.

The writer had the opportunity to test drive this Corolla further while on vacation to the East Coast a few weeks ago.

One main thing that the writer noticed was the quieter NVH levels compared to the pre-facelift Corolla.

The 137 hp and 172 Nm of torque produced by the 1.8-liter engine is sufficient to move this 1.3-ton body.

It is agile, and no lack of power was felt throughout the journey.

Perhaps it’s due to the mindset of drivers who consider the Corolla not a sports car, so the driving is done in a relaxed and straightforward manner.

However, you need to experience the magic of this TNGA platform when exiting the highway and entering winding federal roads.

There, you will find the MacPherson/Double Wishbone suspension setup in this Corolla working brilliantly with stable handling every time it encounters twists and turns.

Body roll is still felt, but at a controllable level even though this sedan is not equipped with a sportier suspension like the GR Sport variant.

Additionally, the electric power steering system also assists the driver in handling this sedan accurately without the need for constant correction.

Whatever the driver directs, the Corolla makes it happen.

Attempts to escape from the highway, sometimes with speed trap cameras, seem to have successfully made the writer fall in love with a rarely used road, through driving this Corolla.

Certainly, the cabin atmosphere is not disturbed by engine noise or the whistling of the wind, and even the noise of the Dunlop SP Sport Maxx tires is well-filtered.

For a standard factory sedan, the writer truly enjoyed a more enjoyable drive than a Corolla compared to the Honda Civic and Proton S70.

The standard seats are also comfortable enough to accompany us throughout the journey.

Although at times, this sedan needs to traverse roads with qualities similar to the surface of Mars, the passenger in the adjacent seat still sleeps soundly.

The 470-liter cargo space is sufficient to accommodate essential items during cross-country trips.

Unlike the Vios, you can fold the second-row seats to provide a larger space.

Fuel consumption is also satisfying, where the writer managed to achieve as low as 8.1 liters per 100 km, or approximately 680 km on a full tank.

Safety aspects need not be worried about, because this Corolla comes standard with Toyota Safety Sense.

Among the features included are the pre-collision system (PCS), lane departure alert (LDA), automatic high beams (AHB), blind-spot monitoring (BSM), rear cross-traffic alert (RCTA), and dynamic radar cruise control (DRCC), which is very useful on the highway.

Furthermore, there are also seven SRS airbags, seatbelt warning, as well as ISOFIX anchors for child seats in the rear.

At the end of the day, what the writer can conclude is that this Toyota Corolla 1.8G could be a worthwhile option for a family sedan to own and consider.

The facelifted Toyota Corolla offers a complete package for those who prioritize practicality and comfort without sacrificing enjoyable driving.

With a starting price of RM147,800 for the 1.8G variant, it’s not wrong for you to break away from the usual preference for the H logo, for this rather perfect companion for the return to the hometown.

 

Specifications of the Toyota Corolla 1.8G
Engine: 1.8-liter inline-four cylinder (2ZR-FE)
Power: 137 hp @ 6,400 rpm
Torque: 172 Nm @ 4,000 rpm
Transmission: 7-speed CVT
Suspension: MacPherson/Double Wishbone
Rim: 17 inches
Cargo: 470 liters

TEST DRIVE

BMW iX2 xDrive30 M Sport is a hoot to drive – Test Drive

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Like its main rival from Stuttgart, BMW has been actively expanding its range of electric vehicles in Malaysia.

After launching models such as the i5, i7, and iX1, to name a few, BMW Malaysia introduced the latest addition to the BMW i series, the iX2 back in May this year. It is offered in the single xDrive30 M Sport variant at a price of RM 297,000.

So what exactly is the iX2?

Just as the iX1 is the electric version of the X1, the iX2 is essentially an electrically driven X2. The difference between the iX1 and iX2 lies mostly in the shape and design, the latter looking almost eccentric thanks to a more angular design approach and a coupe-style roof.

Not only that, it also gains the Iconic Glow illuminated grille, larger wheels (20 vs 19 inches), and the M High-Gloss Shadowline package with extended content that brings black accents to the radiator grille, tailgate logo, and side mirrors.

However, under the stylish skin, the iX2 xDrive30 shares the same dual-motor electric powertrain as the iX1 xDrive30, which generates a total output of 313 PS (with boost) and 494 Nm.

On paper, the difference in performance between the two are not exactly night and day. The iX2 is capable of sprinting from 0 to 100 km/h in 5.6 seconds, while the iX1 does it in 5.7 seconds.

Despite using the same 66.5 kWh battery, the iX2 offers a longer WLTP driving range of 449 km compared to 438 km by the iX1. 11 km may not sound much, but it can make a big difference, especially when the range anxiety kicks in as the battery runs low.

So, for a price difference of almost RM12,000, you get a more stylish EV with a longer driving range. Is it worth it to spend the extra buck on the iX2?

For this writer, it heavily depends on the individual taste. Those who are more conventional and not exactly risk-takers will choose the iX1, while those who like to be distinct and stand out more will be drawn towards the iX2.

Folks who pick the iX2 will not only appreciate its voguish exterior but also take a fancy to its its modern and sophisticated cabin. Almost every touchable surface feels luxurious and premium, as they should.

The first thing that catches attention is the large curved display that actually houses two displays, a 10.25-inch digital instrument cluster and a 10.7-inch touchscreen for the infotainment system.

The BMW Operating System 9 provides bright, easy-to-read graphics and an intuitive, user-friendly interface, but there are some functions that need some ‘digging’ to be accessed. The infotainment system is commendable, but this writer personally prefers the MBUX.

In terms of comfort and practicality, the cabin of the so-called Sport Activity Coupe is comfortable enough for four passengers. The front seats are highly adjustable and have thigh support, while the rear seats are not too upright and offer ample head and legroom.

There is space for a fifth passenger, but they might not feel comfortable especially on long journeys because the middle seat is rather small.

To say the iX2 is spacious might be a little far-fetched but there is plenty of storage space in the cabin. Each door has a sizeable storage area and cup holder, while under the centre console, there is another decent-sized space for storing items like a wallet.

There is also a storage space located under the armrest, but it is only meant for small, flat objects like access cards.

In addition to USB Type C charging ports, passengers can charge their smartphone on the wireless charging tray that has a bar to hold the phone in place. That’s clever.

At the back, the iX2 offers a larger boot (525 litres) compared to the iX1, but due to its sloping roofline, fitting tall items can be a bit challenging.

But if you’re thinking of weekend trips with the family, the boot has enough space and can easily accommodate at least three or four luggages. The car is also suitable for your shopping trips to Ikea as the rear seats can be folded flat in a 40:20:40 configuration.

The driving character shown by the iX2 is as expected from a premium EV – it’s fast, comfortable on smooth roads, and quiet.

Perhaps it’s not all that silent seeing hard acceleration is accompanied by BMW’s IconicSound synthesised sound effect developed in collaboration with renowned composer Hans Zimmer. However, in terms of NVH, it is all good in the iX2.

Driving an EV can be a bit boring after a while so to make things more interesting, BMW has included a boost pedal that provides an additional push for 10 seconds. Though honestly, the output provided by the two-motor setup is good enough for most daily driving situations.

In addition, the iX2 can help reduce driver fatigue through the standard Driving Assistant Plus system, which includes features such as Lane Control Assistant, Automatic Speed Limit Assist, Autonomous Emergency Braking, and more.

During the four days of driving, this writer recorded an energy consumption level of around 15 to 16 kWh per 100 km with a normal driving style, involving 70% city driving and 30% highway driving.

Needless to say, achieving the claimed driving range is no easy feat, but with the iX2, you can at least extend the range by using the regenerative braking system that offers four modes, including Adaptive.

Navigating through winding roads is not a problem for this car because its suspension system is more on the firm side of things, meaning it excels in eliminating body roll. But sometimes you do feel that the weight of the battery is taking a toll on it its handling.

Despite its firmness, the suspension system shows it can be quite comfortable for highway driving. However, it is not too keen to be driven on bumpy and uneven roads in urban areas. Hitting a pothole will send a jolt to the entire car.

In the city, the iX2 is overall easy to drive. That being said, you have to be mindful when reversing as the rear window is quite small due to to the sloping roofline. Thankfully, the car comes with a 360-degree camera.

If that’s not enough, you can also make use of the Reversing Assistant and Lateral Parking Aid for easier parking maneuvers.

Conclusion

Does the iX2 xDrive30 M Sport make sense in the current market? Honestly, at a price of nearly RM300,000, you could actually get another EV that offers high power and a longer range, like the Volvo C40.

However, the iX2 has its own unique appeal. Looks are subjective but the iX2 does have a stronger visual impact than its closest competitors, and it handles really well on the road – probably much better than the Swedish EV or the Mercedes-Benz EQA. And that’s good enough for this writer.

BMW iX2 xDrive30 M Sport Specifications

Price: RM297,000
Power: 313 PS (dengan boost)
Torque: 494 Nm
Battery: 66.5kWj
Range: 449 km (WLTP)

EV, TEST DRIVE

5 things we don’t fancy about the Mercedes-Benz EQS 500 4Matic

For the Malaysian market, the Mercedes-Benz EQS 500 4Matic, along with the SUV version, represents the flagship offerings in the brand’s electric vehicle lineup.

It was first launched in Malaysia in July 2022 in the fully imported EQS 450+ guise. Less than a year later, Mercedes-Benz Malaysia (MBM) pulled the covers off the locally assembled EQS 500 at its manufacturing plant in Pekan, Pahang.

Undeniably, as the highest variant in its lineup, the EQS 500 offers luxury and top technology for its customers, but for this writer, it still has some discernible shortcomings.

It’s not an S-Class

Some may have thought that the EQS is the electric version of the S-Class. This may be true in some ways but it is worth noting that the EQS is based on the automaker’s dedicated electric platform known as Electric Vehicle Architecture (EVA), while the S-Class is underpinned by the Modular Rear Architecture (MRA2) platform.

This gives the EQS a slightly smaller footprint than the S-Class, with a length of 5,216 mm, width of 1,926 mm, and height of 1,512 mm. The wheelbase is also 6 mm shorter at 3,210 mm. The interior is spacious but not as roomy as the S-Class.

Unconventional design

Unlike the S-Class, which exudes elegance in its traditional ‘three-box’ shape, the EQS has a much more unique appearance highlighted by its oval-shaped body. According to Mercedes, the shape plays a significant role in helping the EQS achieve a drag coefficient of 0.20, making it one of the most aerodynamic cars in the world.

While most were intrigued by its futuristic appearance, this writer can’t help but think how the EQS looks like an egg on wheels.

The MBUX Hyperscreen takes the cake but…

Inside, the centrepiece is Mercedes-Benz’s impressive MBUX Hyperscreen infotainment system, which combines three displays: a 12.3-inch digital driver instrument cluster, a 17.1-inch OLED touchscreen in the middle, and a 12.3-inch OLED touchscreen for the front passenger.

It has to be said that the giant display does make the EQS look somewhat like a spaceship, but the glass panel picks up smudges and fingerprints easily.

Say auf Wiedersehen to physical buttons

Save for the start stop and hazard light buttons, the majority of the vehicle’s functions, including the air conditioning system, can only be accessed through the central touchscreen. Needless to say, this will increase driver distraction.

On top of that, the touch panels on the steering wheel are not exactly user-friendly, and it will take some time getting used to.

Air suspension is supple but a little too soft

On the highway, the EQS demonstrates why Mercedes-Benz’s air suspension is among the best in the market. It absorbs every undulating surface so smoothly that long journeys are hardly felt.

However, on normal roads, this writer needs to be careful as the suspension is quite soft and tends to bottom out if the car is driven too fast over bumps. The suspension can be raised to increase the ground clearance but that means having to fiddle with the infotainment menu while driving.

TEST DRIVE

Suzuki Gixxer 250, a simpler machine for fun riding – Test Ride

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The selection of an affordable streetfighter machine that resonates with one’s soul is something that should not be taken lightly.

Otherwise, you might end up having to sell the bike because it does not match your personal taste.

Fortunately for B2 license holders in Malaysia, we are presented with various models of motorcycles under 250cc displacement, from Japan, Sweden, India, and there are even motorcycles made in China!

The Suzuki Gixxer 250 entered the Malaysian market at the end of last year, with a price tag that caught attention – around RM14,500.

Although its arrival might be somewhat late, the writer believes that the Suzuki Gixxer 250 is capable of posing a strong challenge to other 250cc models out there.

The following is a brief review after spending several days with the Suzuki Gixxer 250:

1. Streetfighter with average styling

Compared to other competitors in the market, the Gixxer 250 does not have an aggressive look.

The oval-shaped LED main headlight with three-layer lighting does look modern, but it is not complemented by LED turn signal lights, only traditional bulbs.

The same goes for the rear section.

However, the lighting aspect of this motorcycle is quite bright when ridden at night.

 

2. Natural riding position

One thing the writer appreciates about any naked bike is the rider’s more back-friendly riding position.

After all, reaching the age of 30, a sporty riding position is not a choice for cross-regional journeys.

Thus, with the Gixxer 250, it offers a more natural riding posture thanks to the upright handlebar position, along with a saddle height of 795mm that is comfortable for individuals of shorter stature and a relatively wide seat dimension.

As a result, it is more comfortable for long-distance rides.

The footpeg position is also satisfying, but its proximity to the side stand makes the left foot feel obstructed when trying to kick it out.

 

3. Fun horsepower to unleash

As standard, the Suzuki Gixxer 250 is equipped with a 249cc single-cylinder engine capable of producing 26.7 hp @ 9,300 rpm and a torque of 22.2 Nm @ 7,300 rpm.

Its sound might not be as aggressive as other competitors, but based on experience, the Gixxer 250 is capable of offering a fairly agile and powerful ride, especially when entering the mid-range of the engine revolution.

For urban use, it is not a problem at all, and the writer also enjoys riding this machine across the regions to breathe in the breeze of the Malacca Strait.

It’s a shame that it doesn’t come with a clutch assist & slipper feature, but there’s no need to worry as every gear change feels so smooth throughout the journey.

The Gixxer 250 also comes with gear shift indicators that will provide warnings to the rider.

 

4. Corner-friendly machine

There is no urge to test the highest speed of this machine, considering that the Gixxer 250 is actually more enjoyable to ride on roads away from the highways.

Even though it comes with standard conventional telescopic front fork and single shock absorber, this setup makes the Gixxer 250 suitable for the road conditions in Malaysia.

All vibrations and road irregularities are absorbed well, and it is still able to maintain stable movements when maneuvering through corners.

The standard tire size of 110/70 front and 150/60 rear also somewhat helps the Gixxer 250 to grip well on the asphalt, coupled with the dual-channel ABS braking system that enhances the bike’s stopping ability.

On paper, there may appear to be shortcomings in this machine, but not when you take it out of the garage to enjoy real routes.

 

5. Comfortable? Yes!

One thing that makes the writer satisfied with the Gixxer 250 is the effectiveness of its engine cooling system.

As standard, the Gixxer 250 comes with the Suzuki Oil Cooling System (SOCS) to ensure that both feet remain comfortable throughout the journey.

This is very different from another 250cc machine the writer has tested before, where the heat generated can make the feet feel burnt even on short journeys.

But not with the Gixxer 250, where the writer can go much further than usual without having to frequently stop just to cool down the feet.

 

6. Not many additional features

At a selling price of around RM14,500, the Suzuki Gixxer 250 indeed has some noticeable shortcomings.

Desired features such as inverted front fork, quick shifting capability, LED turn signals, color TFT display screen, and keyless start system are completely absent from this bike’s specifications list.

What you will get is a 250cc motorcycle friendly for B2 license holders that is quite simple but still suitable for enjoying commuting to work or relishing fresh air with friends on weekends heading to Lemang To’ Ki shop.

With a fuel tank capacity of 12 liters, it is sufficient to ensure you reach distances of up to 400 km before needing to stop at the next gas station.

In conclusion, the Suzuki Gixxer 250 can offer good riding and handling experience, while maintaining comfort aspects within a more affordable price range.

Should you consider buying another motorcycle? That is entirely up to personal opinion. However, this is one of the 250cc bikes that is very enjoyable to ride.

 

Specifications of the Suzuki Gixxer 250

Engine: 249 cc single-cylinder air/oil-cooled
Power: 26.7 hp @ 9,300 rpm
Torque: 22.2 Nm @ 7,300 rpm
Transmission: Six-speed gearbox
Fuel tank capacity: 12 liters
Saddle height: 795 mm

TEST DRIVE

Steer clear of the Suzuki Jimny unless… – Test Drive

For this writer, the Suzuki Jimny is an inherently unique vehicle. Its extremely angular and boxy body makes it look rugged, yet with smaller dimensions compared to the Perodua Axia, it also appears rather cute at the same time.

Not only that, its relatively high ride, wide fenders, and rear-mounted spare tyre indicate that the Jimny is ready to tackle any terrain, anytime. However, is the price tag of RM158,900 justified by what it offers?

If you compare it with other vehicles in that price range, the answer is a big NO as for that price, you can land yourself a much larger, more practical vehicle equipped with more modern technology.

But if you look at what the Jimny can actually do, you might change your mind. As aferomentioned, it was conceived to be driven on rugged paths, even rocky or muddy roads. The Jimny, from then until now, is a true off-roader.

There are many factors contributing to Jimny’s off-road prowess. First and foremost, like most pickup trucks on the market, the Jimny is built on a ladder frame construction that is tougher and more suitable for off-road driving.

The frame is paired with front and rear rigid axles, which is simpler in construction but more robust in nature. It also offers better grip in rough conditions by pressing the other wheel down when the other tyre is being pushed up by an obstacle.

Of course, a true off-roader is not a true off-roader without a four-wheel drive system with a low range transfer case that allows you to crawl out of challenging situations easily.

Not all Jimny owners will use this feature, but at least they will feel more confident knowing that their vehicle is equipped with one.

Yes, the Jimny has it all if you are an outdoorsman who goes out camping in Janda Baik every now and then, but is it the perfect fit for city dwellers?

This writer can’t stress this enough but the Jimny is a tiny SUV, so don’t expect practicality to be one of its strengths like other SUVs on the market.

The cabin is cramped and if you and your passenger are considered ‘large’ (not to body shame, mind you!), rubbing shoulders is a common occurrence in the Jimny. Thankfully, the narrow interior is offset by the tall roof so you don’t feel like sitting in a literal sardine can.

In the rear, there are two seats but as expected, they seem more suitable for children. If the seats are in the normal position, you have virtually no space to put items such as luggage or a stroller.

So if you plan on going on a weekend trip, for instance, you have no choice but to fold the rear seats flat or add a roof rack. Without the latter, you only have space for one rear passenger or none at all, depending on how much luggage you bring.

With a 1.5-litre NA engine making only 100 hp and 130 Nm, you might think that the Jimny will struggle when driven with a full load. It’s not fast, but based on this writer’s experience, the Jimny was more than willing to climb hilly roads like the Karak Highway and Genting Highlands road—provided you don’t push it too hard.

This writer found the most ideal speed for the Jimny to be 110 km/h maximum. As soon as the speedometer needle exceeds that figure, it will start to feel unsettled. With its soft suspension and a rather numb steering, this is not a vehicle you want to use to carve tight corners.

On normal roads, the Jimny is comfortable, but with the ladder frame, the entire cabin will shake quite violently if you hit a pothole. The NVH level is satisfactory, which is somewhat surprising for an old-school vehicle like this, but it should be noted that it was driven at speeds below 100 km/h most of the time.

The Jimny is old school in spirit but it is young at heart, meaning it comes with some modern features to attract younger customers.

These include automatic LED headlights, a seven-inch touchscreen with Bluetooth, wired Apple CarPlay and Android Auto, a USB port, a reverse camera, Cruise Control, and audio control buttons on the steering wheel.

As for the safety front, it is equipped with ABS, Electronic Stability Program (ESP), Brake Assist, Hill Hold Control, Hill Descent Control, ISOFIX, and two airbags. Basic but should be enough for most users, this writer reckons.

However, aside from the mentioned features, the Jimny has virtually zero premium features. Every surface, except for the leather-wrapped steering wheel, is hard plastic, while the seats are upholstered in fabric and can only be adjusted manually.

Alternatively, there is the Jimny Black Edition that offers leather upholstery and various other accessories, but you need to fork out an additional RM13,000. There is also the more stylish Jimny Rhino, but it is RM16,000 dearer than the standard variant.

Going back to the earlier question, is the Jimny worth the money? If you’re someone who loves the great outdoors and is in the market for a vehicle that is not only rugged but also iconic, the Jimny is as a sensible choice if you can get over the somewhat high price.

But if practicality, comfort, and luxury are on top of your list, steer clear of the Jimny because there are many other vehicles on the market that are more well suited to your needs.

@engear.tv Suzuki Jimny ni boleh ke naik Genting Highland? #suzuki #jimny #suzukijimny #gentinghighlands #family #engeartv #malaysia #reels #fyp #carsoftiktok #tiktokmalaysia ♬ original sound – Engear TV

Suzuki Jimny AllGrip Specifications

Price: RM158,900 (OTR without insurance)
Engine: 1.5-litre, four-cylinder VVT
Transmission: Four-speed automatic
Power: 100 hp @ 6,000 rpm
Torque: 130 Nm @ 4,000 rpm

TEST DRIVE

2024 Mercedes-Benz GLE 450 CKD: Good & Bad Things We Learnt – Test Drive

While the writer has yet to experience driving the GLS or G-wagen models, the 2024 Mercedes-Benz GLE 450 remains the largest SUV the writer has ever driven in his lifetime.

This luxurious SUV with a three-row seating configuration has been updated for the 2024 model year a few months ago.

It features several cosmetic changes on the exterior, followed by updates in the cabin space and an upgrade in power for the existing powertrain unit.

At first glance on the road, it might be difficult to distinguish it from the previous version. However, after test driving it for several days, there are a few things that make the writer find the GLE 450 CKD difficult to consider for purchase.

 

Simple, but too minimalistic lighting unit

Believe it or not, lighting actually plays a crucial role in ensuring the SUV’s appearance is more elegant on the road.

While the previous GLE model came with boomerang-shaped DRL graphics, this GLE 450 now comes with a more compact design. The same goes for the rear lights, where the LED graphics have become thinner.

It still looks sleek and elegant on the road, but its image might fade when parked next to the older GLE 450.

 

Same exterior appearance

If you were expecting the GLE 450 to bring more dramatic changes, forget about that expectation, as the 2024 GLE 450 still maintains an almost similar external appearance.

Yes, you can see the front bumper now looks more aggressive, and the front grille structure is more refined, but those are the only changes present.

The design of the 21-inch AMG rims is still unchanged from the previous model, and even the layout of the front fascia remains unaltered.

 

Steering wheel now dust and fingerprint friendly

Among the things the writer is less fond of regarding the GLE 450, other than the two points mentioned above, is the design of the steering wheel.

The GLE 450’s steering wheel now looks sportier and more sophisticated with touch-based operation, but it’s not the main point being emphasized.

The writer merely hopes that Mercedes-Benz would bring back a more premium finish on the steering wheel of any model to replace the use of black plastic. This is because the writer notices that the black plastic tends to trap dust and fingerprints, requiring the owner/driver to frequently wipe that area with a cloth.

 

Powerful engine, but jerky transmission

The Mercedes-Benz GLE 450 still retains its inline-six 3.0-liter turbo engine, but with an increase in power to 375 hp @ 5,800 rpm and torque of 500 Nm @ 1,800-5,000 rpm.

It also has a 48-volt mild hybrid system, featuring the second-generation ISG system capable of providing an additional 20 hp and 200 Nm of power.

On paper, it looks impressive, but there are times when the 9GTronic automatic transmission slightly disappoints when the traffic light turns green. Starting from first gear, it doesn’t pose a problem, but the drive feels not very smooth and slightly jerky when the gearbox is set to shift to the next gear (from first gear to second gear).

 

More expensive, despite being a CKD model

What’s certain is that the Mercedes-Benz GLE 450 CKD doesn’t come with a lower price. This SUV model assembled in Pekan, Pahang, is sold starting from RM528,888 on the road without insurance, which is RM13,000 more expensive than the previous model.

If you can compromise on the above five points, the following five aspects might make you consider this SUV for your family.

 

Comfortable for the whole family

The GLE 450 brings advantages that are hard to match – comfort aspects for the whole family, especially when sitting in the second row.

This is because the GLE 450 offers almost the same comfort functions as the front passengers, such as separate air conditioning vents for the left, center, and right, separate climate control, adjustable seats, as well as ample head and legroom!

The sufficiently large panoramic roof allows rear passengers to enjoy beautiful surroundings when returning home. Additionally, USB-C charging slots are provided for charging smart devices throughout the journey.

 

Heavy but agile

It should be noted that the Mercedes-Benz GLE 450 has always been an SUV weighing over two tonnes.

Certainly heavy, but with efficient engine and all-wheel drive systems, you may often forget that it is a heavy SUV. With its 381 hp engine and 500 Nm of torque, it only takes 5.6 seconds for a 0-100 km/h sprint, making it a fairly agile SUV, especially when pushed through winding roads.

The standard provision of Continental SportContact6 tires from the factory also helps ensure that this SUV grips well on various road surfaces.

Based on data, the author managed to achieve a fuel consumption rate as low as 9.0 liters/100 km.

 

Adjustable height suspension

As standard, the Mercedes GLE 450 is equipped with the Airmatic air suspension system assisted by the adaptive ADS+ damper system.

Depending on the selected driving mode, this system will raise or lower the ground clearance, besides facilitating loading cargo into the 630-liter cargo space.

Overall, the writer prefers to maintain the Comfort mode more suitable for Malaysia’s imperfect road conditions; it provides comfort and absorbs all road irregularities without any negative effects on the driver and passengers.

However, you can also customize the driving mode by adjusting the engine response, ESP, and suspension to be more sporty.

 

Off-road driving mode

One thing that makes the GLE 450 unique is the presence of the new Off-road driving mode.

In addition to the higher suspension setting and emphasis on an optimal grip, it also warns users not to use this mode on public roads, with the speed limited to only 110 km/h. This Off-road mode also provides an under-vehicle display so the driver can check for any obstacles in front of the vehicle, shielded beneath its bulky body.

 

From the driver’s perspective

Overall, the 2024 GLE 450 doesn’t bring significant changes. It offers comfortable seating that provides good support for the driver throughout the journey, with adequate steering response – not too heavy and not too light.

The NVH aspect is also quite good for a Mercedes-Benz, effectively deflecting and filtering out external noise. Engine noise is only evident when harshly revved, but not to the extent of being disruptive, and the same goes for wind noise.

Compared to other Mercedes SUV models using similar dual iPad-like setups, the writer particularly likes the conventional-looking dashboard design used in the GLE 450. It retains physical function buttons necessary on the dashboard and center console, assisted by the presence of a touchpad to facilitate menu searching on the screen without needing to touch it more often.

To avoid confusion, Mercedes-Benz Malaysia only offers a single variant for the GLE-Class, so one needs to carefully consider before deciding to invest over half a million in getting a comfortable family SUV.

 

2024 Mercedes-Benz GLE 450 4MATIC CKD

Engine: Inline-six 3.0-liter turbo
Power: 381 hp, 500 Nm
Hybrid system: 48V mild, 20 hp/200 Nm
Transmission: 9GTronic Automatic
Drive System: All-wheel Drive 4MATIC
Acceleration: 0-100 km/h in 5.6 seconds
Top speed: 250 km/h
Price: RM528,888

EV, TEST DRIVE

2024 Lexus RZ 450e Luxury – First Drive Impression

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

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

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

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

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

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

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

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

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

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

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

 

First Drive Impression

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

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

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

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

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

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

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

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

 

TEST DRIVE

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

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

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

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

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

Here are our five discoveries:

 

1. Toyota Platform, but with Identical Lexus Exterior Design

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

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

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

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

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

 

2. Three-Cylinder Inline Hybrid Engine

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

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

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

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

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

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

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

 

3. Simple Suspension Setup, but Suitable for Malaysian Roads

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

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

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

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

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

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

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

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

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

 

4. Tazuna Concept for the Driver

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

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

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

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

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

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

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

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

 

5. Lexus LBX, suitable for whom?

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

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

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

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


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

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

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

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

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

 

TEST DRIVE

Mazda CX-5 2.5T is great and fast and all, but there’s 3 issues – Test drive

6 Comments

WE have driven the performance variant test of the CX-5, with the 2.5T turbo petrol engine delivering 228hp and 420Nm of torque, alongside the all-wheel drive (AWD) system.

Undoubtedly a unique offering from Mazda, with no clear close competitors, it provides more options besides naturally aspirated petrol and diesel.

However, due to demand, we also list some issues or problems with this Mazda CX-5 2.5T. Yes, as good as the car is, even though it’s advanced and powerful, issues can still arise. We have identified three main issues.

You’ll be loved by petrol station owners

Being loved is usually a positive thing, right? But that’s if you’re loved by your parents, loved by your wife. If you’re loved by petrol station owners, it’s not so great.

With the CX-5 2.5T, you will often visit petrol stations because this SUV truly gulps down petrol, unlike most of its competitors that just sip petrol. Throughout the writer’s experience driving this turbocharged CX-5 for over 1,000km, the writer could only achieve an average of 9.4km per liter. The writer tried very hard to achieve 10km per liter but failed.

It’s also enjoyable to experience the strong 420Nm torque, similar to a diesel, available as early as 2,000rpm, but with great power comes some sacrifices. Oh, the struggles…

The addition of the AWD and only six gears in the gearbox doesn’t help with fuel efficiency. Perhaps if Mazda offered this variant with an 8-speed gearbox, it would help achieve better fuel economy.

2. It looks too similar!

The second issue is that this 2.5T AWD turbo petrol version looks too similar to the other CX-5 variants. Obviously, we identify a car by its design and external identity.

With the CX-5 2.5 turbo, only the rear emblem with the red letter “T” indicates that this is the high-performance turbo petrol version. If you see this red “T”, just forget about poking fun at this CX-5, you’ll be way off the mark.

For owners who want to stand out a bit, they might feel unsatisfied with the too modest appearance of this CX-5 2.5T. Perhaps it should have larger rims with a unique design, additional red stripes on the front grille, or a rear roof spoiler. Anything that can make this performance SUV stand out more, Mazda knows better; the writer is not a designer.

3. A bit of identity confusion

The third and final issue is a slight identity confusion with this 2.5T CX-5. It’s not a significant problem, just that to the writer, this CX-5 is not quite an SUV, and not quite a sports car either.

It’s not as efficient (in fuel consumption) as other SUVs or other CX-5 variants, but it also doesn’t provide maximum satisfaction like driving a Mazda MX-5 Miata or Mazda3. This 2.5T CX-5 is too in the middle. No SUV satisfaction, nor true sports car satisfaction. Hence, the writer says it has a bit of identity confusion, not knowing which one it wants to be.

Conclusion

Those are the three issues the writer has experienced during the test drive of the Mazda CX-5 2.5T AWD. But there are many other great aspects about this model, which you can read about here.

And the writer still wants to thank Mazda for producing this unique performance SUV, even though there may not really be a need for it. It demonstrates Mazda’s capability and their identity of not caring about others; just producing enjoyable cars that will be appreciated by their fans.

TEST DRIVE

Mazda CX-5 2.5T AWD: The letter T that makes it all – test drive

79 Comments

The writer did not expect that the 2024 Mazda CX-5 facelift would still be offered with the 2.5T variant, or its full name, the CX-5 2.5G Turbo AWD. It’s not that the writer didn’t want or like it, but there wasn’t really a need for a high-performance variant for the CX-5.

However, high-performance vehicles usually show up uninvited and unexpectedly, which is what makes them intriguing.

The writer had driven the old CX-5 2.5T a few years ago, but had not yet shared the experience here, so let’s follow the writer’s journey. We will also examine the updates and determine if it’s worth buying.

Simple appearance with hidden weapons

Interestingly, it is difficult to determine whether the CX-5 you see is the regular version or the turbo petrol one. From the outside, there is only an emblem at the back that reads “2.5T”. No fins, spoilers, decals, stickers, or large markings.

It’s like a hidden weapon. Looks ordinary, but if you mess around, here you go! Some people may like this, but not the Type R FK8 owners. It’s a ‘you know it if you know it’ situation.

The CX-5 still receives the facelift updates like the other variants, including a new front end, grille, paddle shifters, and the most noticeable change, the DRL graphics shaped like two Ls on each side.

It still looks sleek like the CX-5 we all know, just the mentioned updates make it slightly fresher for 2024. Is it enough to compete with the CR-V?

The 2.5T variant is also equipped with a 7-inch instrument display with new graphics, seats with cooling functions, Android Auto and Apple Carplay connectivity (wireless), a 360-degree camera, and wireless charging.

The writer also noticed a new Off-Road driving mode, in addition to the existing Normal and Sport modes. However, the infotainment screen in the middle with an 8-inch size feels a bit ‘stingy’, too small for a car like this. A 12.3-inch screen would be more fitting.

Power in mind all the time

Driving this Mazda CX-5 2.5 turbo petrol, the writer frankly admits that power is at the forefront of their thoughts. The 4-cylinder DOHC engine produces 228hp at 5,000rpm and 420Nm at 2,000rpm.

This is generous power, ladies and gentlemen. While the infotainment screen may be lacking, the power is abundant, surpassing the 2.5 naturally-aspirated (192hp and 258Nm) or the 2.0 (162hp and 213Nm) engines.

The 420Nm torque of the 2.5 petrol engine is almost on par with the 450Nm torque from the 2.2 diesel engine. However, the diesel model is only 2WD, while the 2.5 petrol is AWD, which the writer finds more balanced. The power is distributed more effectively, with both the front and rear axles receiving engine output.

Driving the CX-5 2.5T is quite straightforward. It’s quiet, can stay in any gear, even in 4th gear at 2,000rpm, and when you gently press the accelerator, it doesn’t need to downshift. The car continues to move forward smoothly.

The writer tested it on high-speed twisty roads in Karak and low-speed twisty corners around Jengka, Pahang. This high power can be seen as a safety feature, providing the confidence to overtake on highways. Less time is needed to be in the opposite lane. What do you think?

The handling is not as sporty as the Mazda MX-5 even though the CX-5 is much more powerful. It’s still an SUV.

However, it’s enjoyable to control the heavy and large body smoothly with braking while downshifting, steering inputs while releasing the steering, keeping the right foot on the pedal for positive traction in corners, and then gradually pressing the pedal to the floor when the road straightens.

Upshift as the rpm approaches redline, then repeat as the next corner approaches.

Yes, Mazda is equipped with G-Vectoring Control Plus (GVC Plus) and the Jinba-Ittai philosophy. Both these elements provide controlled, precise, calm, and non-fatiguing driving, in the writer’s opinion.

Even though it ‘only’ comes with a six-speed gearbox, all gears are sufficient for powerful acceleration even with a heavy load (passengers and cargo), while allowing the engine to operate at reasonable rpms when cruising on highways.

However, the compromise for the abundant power is its fuel consumption. The writer can report that the Mazda CX-5 2.5T is not fuel-efficient. The writer struggled to achieve over 10km per liter. After around 1,10km of driving, the writer only managed 9.4km per liter (and a smile). AWD becomes more significant.

Earlier, the writer mentioned that the CX-5 2.5T now comes with an Off-Road driving mode. Although the pre-facelift version also had AWD, it did not have an Off-Road mode.

The writer had the chance to briefly test this mode on a sandy beach. The delivery of its power can be felt smoother and more relaxed. This mode should assist you in crossing mild off-road terrains without any incidents of tires ‘digging’ into the ground/sand.

Is it worth buying?

If you desire an SUV that appears modest but has the ability to outshine hot hatches at traffic lights, you should consider checking out this CX-5 2.5T AWD. It is a unique offering by Bermaz Auto Berhad, with hardly any close competitors.

It still maintains its power and capability, but the upgrades make it more current, sophisticated, easier to use daily, and safer.

All variants of the Mazda CX-5 2024 in Malaysia come with a 5-year or 100,000km warranty, with a complimentary maintenance package for the same duration and distance.

TEST DRIVE

smart #3 tested ahead of 21 May unveiling, here’s our verdict

176 Comments

Recently, smart Malaysia conducted a preview session for its latest model, the smart #3, exclusively at the Pro-Net headquarters. We had the opportunity to get a closer look and even test drive the smart #3 on the Proton test circuit in Shah Alam. But first, a little background.

Background

For those who are uninitiated, smart is now owned by Geely and Mercedes-Benz, focusing solely on producing fully electric vehicles (EVs) at the moment.

The smart #3 is not just a sportier coupe version of the #1; it comes with several technical differences. Firstly, it is built on the Sustainable Experience Architecture (SEA) platform shared with the #1 and several models under the Geely group.

In broad terms, the smart #3 is longer and wider than the #1 but lower, with approximately an 80mm difference between the two. Therefore, theoretically, the smart #3 is expected to offer more stable handling, right? We’ll discuss this further.

Unique features of smart #3

One distinctive feature of the smart #3 is its curved coupe-style roof, unlike the straight roof of the #1. The roof of the smart #3 has unique color play on the A-pillar and C-pillar, giving it a ‘floating roof’ effect.

Other features include front and rear LED lights, flush door handles, frameless windows, and illuminated logos. The smart #3 is also more aerodynamic than the #1, with a drag coefficient of 0.27 (0.29 for the #1).

Specification details

The lineup offers variants similar to the smart #1: Pro, Premium, and Brabus. The Pro variant has a 49kWh battery, while the Premium and Brabus variants come with a 66kWh battery.

The Pro and Premium variants have a single rear electric motor with an output of 272hp and 343Nm of torque, achieving 0-100 acceleration in 5.8 seconds.

On the other hand, the smart #3 features two motors on the front and rear axles, delivering a total power of 428hp and 543Nm of torque.

As the #3 Brabus is an AWD vehicle, its 0-100 acceleration is much quicker, around 3.7 seconds. The maximum speed for all variants is 180km/h, with a driving range of approximately 455km for Pro and Premium, and 415km for Brabus.

Initial impressions

So, how was the initial drive of the smart #3? From our experience on Proton’s high-speed oval track, the smart #3 accelerates smoothly.

The Premium variant reaching 100km/h in 5.8 seconds is more than sufficient. Imagine cruising this smart #3 on the highway; a smooth acceleration means easier lane changes and smoother traffic flow. Agree?

We also tested the dynamics at Pro-Net’s provided dynamic section, including figure-8, slalom, and straight-line acceleration. The smart #3’s chassis felt sturdier and agile due to its stiffer springs, shock absorbers, and anti-roll bars compared to the #1, giving it a sportier character.

The technical changes seem crucial and complement the sporty appearance of the #3. Turning in the figure-8 felt stable, with smooth torque delivery at low speeds.

This makes it suitable for everyday city driving by regular motorists. Among our experiences, the slalom tested the chassis stability, tire grip limits, and power delivery. The smart #3 easily reaches grip limits due to its rapid torque delivery, following your right foot’s commands.

However, the safety systems and strengthened chassis ensure the car remains in control and assists the driver in navigating through various situations. Body roll is noticeably reduced, making the smart #3 more nimble and agile when changing directions while accelerating and braking.

Overall, the smart #3 exhibits a distinct character compared to the #1, suitable for young buyers seeking an enjoyable EV for daily driving. Stay tuned for our extensive daily test drive report in both city and long-distance driving once we receive the smart #3 test unit shortly.

In the meantime, you can visit the Malaysia Autoshow 2024 from May 22 to May 26, 2024, as the smart #3 will make its debut appearance there. smart Malaysia representatives will be at Hall A2 (Premium Hall), MAEPS, Serdang.

TEST DRIVE

5 things we don’t like about the Toyota Vios

105 Comments

Launched back in March 2023, the fourth-generation Toyota Vios is a fairly capable B-segment sedan in its own right.

There are several things that I like about the Vios, but like many other cars that I have had the opportunity to test drive, it also has some weak points which hopefully can be addressed in the future.

So, without further ado, here are five things I don’t particularly like about the Vios:

Limited rear passenger headroom

Honestly, I’m not what you would call a tall person, but during the Vios media drive in Langkawi last year, I found that the rear passenger headroom for rear passengers was rather limited. This is due to the fastback-style sloping roofline. It seems that in the pursuit of style, some comfort had to be sacrificed.

No rear folding seats

It’s quite unusual for a new car to have non-foldable rear seats, but according to Toyota engineers, this feature was omitted in the Vios because market research showed that users rarely use this function. Not only that, the 475-litre capacity is also considered large enough. Bad news for frequenters of Ikea, I guess.

No spare tyre

One of the most talked subjects during the Vios launch was the absence of a spare tyre. I was told that this important feature was sacrificed to reduce weight (they managed to shave off 110 kg, fair enough) and save some space. Users do get a tyre repair kit, though.

Underpowered engine

Although the Vios’ 2NR-VE 1.5-liter four-cylinder Dual VVTi engine is found to be very smooth in most driving situations, it falls short compared to its closest competitor, the Honda City, in terms of output.

The City has 119 hp and 145 Nm, which is 15 hp and 7 Nm higher than the Vios. In fact, the 2NR-VE engine is actually less powerful compared to the previous 2NR-FE engine.

Overloaded with features

There are simply too many features in the Vios. In terms of driver convenience, there’s a 9-inch touchscreen with wireless Apple CarPlay and Android Auto, wireless charger, a push-start system and many more.

When it comes to safety, the Vios is riddled with Toyota Safety Sense (TSS) features such as Pre-Collision System, Lane Departure Prevention, Lane Departure Warning, and Front Departure Alert, to name a few.

TEST DRIVE

Audi e-tron GT feels at home in Sepang – Test Drive

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IF you were a wealthy individual looking to own an electric vehicle (EV), you’ll be delighted to see the wide range of options you have. Naturally, at a higher price range, most of the choices are tempting to say the last but dare I say that none stand out like the Audi e-tron GT.

At first glance, you know that the e-tron GT is an EV designed specifically for elegant and well-to-do individuals like yourself.

People around you will be saying you should’ve bought the Porsche Taycan because it’s a Porsche and it’s much faster. True, on paper, its Zuffenhausen twin is faster, but it won’t make you feel like Tony Stark with its space-age design.

Great looks aside, as a four-door sedan with a driving range of 458 km on a full charge, the e-tron GT can serve as a daily, whether you are single or happily married with kids.

However, you should also know that this car is always ready to perform on the track. Recently, this writer was invited by Audi Malaysia to experience the e-tron GT quattro and RS e-tron GT’s on-track capabilities at the Sepang International Circuit.

The Audi Driving Experience event was limited to the souther section of the circuit (South Paddock). The driving activities were divided into two parts: a drive around the circuit and an acceleration test on the straight after Turn 14.

For the first round, I was given the opportunity to get behind the wheel of an e-tron GT quattro, the entry-level variant equipped with two electric motors producing a total output of 476 PS and 630 Nm.

As soon as it left the pit, a firm step on the throttle pedal brought the car to life and from that point, it accelerated like a true track weapon. My head was pushed back slightly against the headrest, indicating the e-tron’s strong pulling power.

The brochure says this model only takes 4.5 seconds to reach 100 km/h from a standstill but it definitely felt much faster than that. Not that it matters to most buyers but it’s certainly good to know that your EV is capable of doing earth-shattering accelerations.

One of the advantages of driving an EV is that torque is always readily available. In a high-speed circuit like Sepang, this comes in very handy as it allows you to exit corners quickly. And what’s amazing is that this can be done repeatedly.

In addition, Audi’s proprietary quattro all-wheel drive system plays a crucial role in providing high levels of grip on the tarmac, especially when facing chicanes at Turn 12 and Turn 13.

Next, the writer had the opportunity to try the RS e-tron GT, which is essentially a more powerful variant of the e-tron that also comes with higher equipment levels.

Like the base version, it also has an electric motor on each axle, but the power output is higher at 598 PS and 830 Nm. The difference in power can be felt clearly, and for tis writer, this variant feels more ‘wild’ when unleashed on the circuit.

However, it comes with several additional features that make it more formidable dynamically compared to the base version.

First up is the air suspension system. With adaptive dampers at the front and rear axles, the system is capable of lowering the car by 10 mm at 90 km/h and another 12 mm when the car is traveling at speeds of 180 km/h and above.

Not only that, the RS e-tron GT is also equipped with a rear-wheel steering system. At around 50 km/h, this system will turn the rear wheels in the opposite direction of the front wheels to provide a smaller turning radius.

At 80 km/h, the rear wheels will turn in the same direction as the front wheels, which in turn makes the car more stable, especially when taking corners at high speeds.

Another advantage of the RS version is the differential lock on the rear axle. In the context of circuit driving, this component uses torque vectoring to make the car more agile when entering sharp corners in addition to increasing the grip when exiting.

For the acceleration test session, the writer only did it with the RS e-tron GT. Here, the overboost function plays a significant role as it increases power to 646 PS for a temporary period to allow the car to come off the line as quickly as possible.

On paper, the RS model accelerates from 0 to 100 km/h in a mere 3.3 seconds, but the writer managed to do it in 3.2 seconds, based on the acceleration gauge displayed on the instrument panel.

In fact, some media members were able to achieve this acceleration in just 3.1 seconds, showing that in certain conditions, the RS e-tron GT is actually faster than what’s claimed.

Conclusion

Nobody buys an EV for track driving but if you happen to purchase an Audi e-tron GT or RS e-tron GT, keep in mind that you have a versatile, track-capable EV at your disposal.

You might be wondering if driving range pose a hindrance for spirited driving on the track. For an EV that can be driven for over 400 km on a single charge, I think it’s safe to say that a track day session at a racetrack is definitely doable. Taking into account the length of the Sepang circuit, which is 5.543 km, you can actually drive the e-tron GT for dozens of laps before the battery charge comes down to an alarming level.

Audi e-tron GT quattro Specifications

Price: RM588,790
Power: 476 PS (530 PS with overboost)
Torque: 630 Nm (64o Nm with overboost)
Battery: 93.4 kWh

Audi RS e-tron GT Specifications

Price: RM793,790
Power: 598 PS (646 PS with overboost)
Torque: 830 Nm
Battery: 93.4 kWh

TEST DRIVE

The Mazda CX-30 2.0G High+ is not for everyone – Test drive

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AS the Mazda CX-30 began making its way into the Malaysian market towards the end of 2019, the majority of us in the media deeply admired it. Not only does it look beautiful and sleek with curves and lines reminiscent of Italian SUVs, the CX-30 is also a joy to drive.

If you’re a driving enthusiast, the CX-30 will quickly win you over. However, the pricing of the CX-30 at that time was quite steep, causing concern for many potential buyers. This resulted in somewhat lackluster sales.

However, last year, Mazda Malaysia introduced a locally assembled CKD (completely knocked down) variant for this compact B-segment SUV, making its pricing more appealing. The CX-30 2.0G starts at RM131,000 and goes up to the 2.0G High+ Premium at RM159,000. This represents a discount of approximately RM13,000 compared to the 2019 2.0G model.

However, for this CKD version, all four variants now use only a 2.0-liter petrol engine, with no more option for the 1.8-liter diesel SkyActive-D as before, which used to cost over RM170,000.

Recently, we test drove the high-end mid-range variant, the CX-30 2.0G High+, priced at RM149,000. Is it worth it compared to models like the Honda HR-V and Toyota Corolla Cross? And who is the CX-30 for?

One class higher

Upon closer inspection, the Mazda CX-30 seems to occupy a class above other models in its segment. For example, the chrome strip under the front grille that extends to the left and right front lights is actually expensive to manufacture because it’s a large piece of thin chrome.

Then, the body panels from the fender, doors, to the rear of the car lack clear lines; instead, they curve and play with light in a captivating manner. It’s contoured and gives the CX-30 the image of a creature, not just a machine or object.

Such organic surfaces require a higher level of quality care and attention compared to conventional lines. The rear design is also quite elegant and sporty, resembling the more expensive Italian SUVs, like the Alfa Romeo Stelvio.

Inside, you’ll notice that the gas pedal in the CX-30 is an organ type, i.e., a hinged type on the floor. This automatically makes this SUV feel more expensive compared to models that use hanging pedals.

The same goes for the rpm and speedometer display. Only the rpm display is physical, while the speedometer is actually digital. However, Mazda has successfully made both of these look very similar. When you turn off the engine, you realize that the speedometer is a screen.

These are things we can’t see in brochures or specifications. So, it’s normal for us to have difficulty justifying the higher price of the Mazda CX-30. But after a test drive or spending a few days with it, then we can understand.

Sports car ‘compromises’

Beneath the front hood of the Mazda CX-30 lies a 2.0-liter SkyActiv-G naturally-aspirated petrol engine, capable of generating 162hp and 213Nm of torque. Although these figures may seem ordinary and not overly impressive, Mazda teaches us that sporty doesn’t solely mean high power output. Yes, the Mazda CX-30 is among the most sporty SUVs in its class, if not the sportiest.

Numbers aren’t everything when it comes to being sporty; it’s the way this SkyActiv engine revs up, responds, and sounds that gives you the feeling of being closely connected to the car.

From the ultra-fast response when you touch the gas pedal, to the smooth rise of the rpm needle to the 6,800rpm redline in manual mode, the sporty nature of the Mazda CX-30 shines through. The 6-speed SkyActiv-Drive gearbox used is a real 6-speed, not a virtual speed from a CVT like most of its competitors (except for the X50, which uses dual-clutch).

This means that the sensation of gear shifting is ‘real’ and genuine, not simulated. Shifting doesn’t need to be overly quick; what’s important is the adequate response, making you feel closely connected and familiar with this CX-30 powertrain.

As the revs approach the redline, your heartbeat quickens, accompanied by a pleasant sound at high revs, and when upshifting, your heartbeat subsides slightly, only to rise again when accelerating in the next gear.

The downshift also feels like a true sports car. Whether in automatic or manual mode, you can feel the clutch disengaging, the engine blipping for rev matching, and the clutch reengaging smoothly, yet sportily.

Don’t believe that output isn’t the determinant of a sporty feel? Well, consider the Lotus Elise with 217hp from a supercharged 1.8-liter engine, compared to the 255hp in the Mercedes C300 with a 2.0-liter turbo engine. Which one is more sporty?

So, this underscores the point that the ‘way’ an engine delivers its power or its character is more important than the numbers that we can just Google.

However, when driving a sporty vehicle, you might make some sacrifices in terms of space and practicality. In the case of the Mazda CX-30, I have to be honest and say that it’s not the most spacious in its segment. Adding to the issue is the black-brown color scheme in the cabin, which doesn’t help in this regard.

The seating is indeed comfortable and supportive, but when I had a stout passenger seated next to me and a rather tall one at the back, the cabin felt a bit tight. And if you sit in a low driving position, it’s somewhat difficult to see the left side and the rear corner of the car.

The dashboard panel and all switches and buttons are easily accessible, which is great as it gives us a sense of confidence and the feeling that the car is focused on the driver.

Not for everyone

Simply put, the Mazda CX-30 is not for everyone. It offers a delightful driving experience, suits dedicated and sporty drivers, but it may not be the best fit for most people.

If you’ve previously driven the Mazda MX-5 when you were single, the CX-30 is highly suitable for building a small family before transitioning to a larger vehicle when you have more than three children.

For the writer, I truly enjoy driving the Mazda CX-30 because its size is ideal for daily use, in addition to its responsive aspect and the precise driving feel offered by the Jinba Ittai concept. The CX-30’s design remains elegant and evergreen even as it approaches four years old, and Mazda has yet to provide any visual updates, which isn’t really necessary.

The CX-30 still looks fresh and new in the market. To answer the earlier question, the Mazda CX-30 may not appear worthwhile when compared to regular cars in its segment, but you will see better value when compared to models such as the MINI Countryman, Lexus UX, or Mercedes A-Class hatchback.

Specification of Mazda CX-30 2.0L High+

Price: RM149,000
Engine: 2.0-litre SkyActiv-G 4-cylinder, naturally-aspirated
Gearbox: 6-speed automatic SkyActiv-Drive
Power: 162hp @ 6,000rpm
Torque: 213Nm @ 4,000rpm

TEST DRIVE

iX3 is a ‘traditional’ BMW EV being RWD – Test drive

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BMW is one of the manufacturers in Malaysia that offers a wide range of electric vehicle (EV) models, including the i4, i7, iX1, iX3, and iX. This time, Engear was given the opportunity by BMW Malaysia to spend the weekend with the iX3.

There is a secret, although the iX3 is a relatively new, futuristic, and state-of-the-art EV model, it possesses the characteristics of a traditional BMW. Why? Because it is a true rear-wheel-drive vehicle.

Yes, the BMW M3 now has all-wheel drive with the xDrive system, but the iX3, an EV SUV, is rear-wheel drive. Truly, it’s a strange world we live in now.

RWD Configuration

The BMW iX3 has a rear-wheel-drive configuration because it is powered by a single electric motor installed on the rear axle, with an output of 282hp and 400Nm of torque. This motor draws power from a 73.8kWh battery that gives the iX3 a driving range of up to 453km.

We insist on talking about RWD; why is it so important? Perhaps most drivers don’t care. It’s an interesting fact because when the front tires don’t need to deliver power and only bear the responsibility of steering, it results in a very precise and direct steering feel.

So, does this mean the car is fast? Not necessarily. It just means that the iX3 has the “feel” or sensation of a true sports car; 100% power at the rear tires, 100% steering by the front tires. When was the last time you drove a car like this?

But to say this BMW iX3 is slow, not quite. The performance is still solid. Despite weighing 2,200kg, it’s still capable of accelerating to 100km/h in 6.8 seconds, faster than most cars. The maximum speed is capped at “only” 180km/h, as is common with EVs.

However, it’s true that throughout the writer’s experience driving the BMW iX3, handling in corners was quite balanced and satisfying. Its weight is centered, the steering provides plenty of feedback, and the 400Nm of torque is accessible most of the time.

Driving at night is accompanied by BMW Laser Light, which not only looks sophisticated but also provides strong visibility for the driver. Indirectly, this also adds to the safety aspect.

Luxurious and practical for everyday use

The BMW iX3 we drove is an M Sport Impressive variant, so it gets a sporty body kit despite the presence of blue EV elements.

The blue elements can be seen on the closed grille, air intakes on the front bumper, and rear diffuser. However, the sporty elements dominate the exterior design of this iX3 M Sport, such as the 20-inch rims, aggressive side bumpers, and prominent rear diffuser design, in addition to the roof spoiler.

The side profile of the BMW iX3 is still classic SUV, and resembles the X3, signaling its familial aspect with other models. It should also be noted that the lower floor of this iX3 is nearly flat like a sports car, and it works in conjunction with the rear diffuser.

Only the overall cabin area feels ordinary and not too special. Its dashboard displays a design that we are already familiar with, not bad, just perhaps a bit dated.

However, if you diligently delve into its central screen, there is a lot of exclusive content for the electric model. This includes power distribution menus, regenerative mode, and charging planning.

The writer quite likes the 464-watt Harman Kardon audio system in this iX3, which can make you enjoy driving this car because it can play your favorite songs with a very pleasant sound. Even if your spouse asks you to buy a packet of sugar, you will be eager to drive the BMW iX3 even for short distances.

Space is not an issue for the iX3, it is quite spacious with sufficient leg and headroom for five adults.

Travel data

Well, now we shouldn’t forget the fact that the BMW iX3 is an EV, so how about its performance and daily practicality? Is 453km sufficient? In all honesty, when we got the car, its battery was at 95 percent with only 313km of driving range. Oh dear! How did that happen?

It should be noted that the EV car’s range reading is calculated based on the previous driving behavior. Perhaps the previous driver of the iX3 didn’t hold back, enjoying the 400Nm torque it offers.

From the writer’s experience, despite the displayed range being 313km, the writer managed to drive over 350km with 25km of range left when returning the iX3. How so? The writer did a lot of city driving at speeds below 120km/h, with frequent stop-and-go situations.

So, the car’s 2.2-ton weight gave momentum for the regenerative system to replenish energy back into the battery every time the writer slowed down. It can be said that in 90 percent of the writer’s driving situations, the brake pedal wasn’t pressed; simply lifting the foot off the accelerator pedal, and the iX3 used regen to stop, rather than the disc brakes.

Its regen system can also be adjusted at various levels, depending on the conditions and suitability. From the writer’s experience, you can use maximum regen in the city and for slow driving, while minimum regen for faster highway driving.

So, the writer didn’t run out of battery over several days of driving the iX3 around Kuala Lumpur, which is a good thing, isn’t it? But for your information, the iX3 will take seven and a half hours for a full charge if using AC. If using fast DC charging, it supports up to 150kW, meaning 80 percent of the battery can be reached in just 32 minutes.

Should I buy it?

The EV market in Malaysia has indeed been disrupted by the presence of Tesla, offering models with a driving range of over 500km at prices below RM200,000.

So, how about the BMW iX3? The M Sport Inspiring variant starts at RM307,160, while the M Sport Impressive variant that we tested is priced at RM328,160.

In the writer’s opinion, true car enthusiasts don’t mind all that, especially BMW enthusiasts. The iX3 is suitable for BMW owners who want EV technology after having a 5-Series or X3 at home.

The iX3 will be a practical EV for urban use, while maintaining a sporty image and appeal to “petrolheads”. In fact, it doesn’t immediately look like an EV at first glance, if that’s what you prefer.

Specifications of BMW iX3 M Sport Impressive

Price: RM328,160
Battery: 73.8kWh
Power: 282hp
Torque: 400Nm

TEST DRIVE

2022 Perodua Alza: Best bang for your buck – Test Drive

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WITHOUT any doubt, the new Perodua Alza was the most talked-about car for the year 2022. This was evident from the discussions among netizens on social media and the significant traffic and engagement generated whenever we post anything about this model.

This phenomenon was not a surprising one, considering that the first-generation Alza has been on the market since November 2009, so it’s only natural that many were eagerly anticipating the arrival of its successor.

In July 2022, the second-generation Alza was finally launched, featuring comprehensive updates covering not only the exterior and interior design but also the platform, engine, and technology.

The majority of the motoring media were actually invited to take a closer look at the model several weeks before its launch date. However, this writer only had the opportunity to familiarise himself with it during a recent media test drive trip to Kota Bharu, Kelantan.

It was a trip to look forward to, not only because of the somewhat ‘unusual’ destination but also to personally check out the seven-seater MPV people have been raving about since it was first teased in June 2022.

In terms of design, the new Alza is clearly more stylish and fresh compared to its predecessor. Some might say it looks a bit cluttered, but this writer feels the aggressive lines give the Alza a rather modern look capable of enticing a younger group of buyers.

The journey started from the Perodua headquarters in Rawang, passing through Batang Kali to reach the Karak Highway. From there, the convoy followed the East Coast Expressway 1 and 2 before exiting via the Kuala Terengganu exit. The total journey distance was about 650 km.

Three drivers were assigned to each car, meaning this writer only had the chance to take over the steering wheel after a lunch break in Kuantan.

The 200-km drive was done entirely on the straight stretches of the LPT, which felt a little dull after a while. But the highway’s bumpy and uneven surfaces turned out to be a proving ground for the Alza’s Daihatsu New Global Architecture (DNGA) platform, which performed superbly throughout the journey.

It is fair to say that the performance shown by the 2NR-VE 1.5-liter naturally aspirated four-cylinder engine was quite commandable despite the lack of a turbocharger. More importantly, the combination of the engine with the D-CVT transmission felt seamless as the RPM was maintained at around 2,000 to 2,100 at speeds of 110 km/h and above.

In short, for highway driving situations, the RPM remained below the 2,500 mark even when the vehicle exceeded the national speed limit. This shows that the Alza is the perfect car for those who want a comfortable and fuel-efficient people carrier.

Speaking of fuel efficiency, the fuel consumption level shown on the display dropped sharply due to aggressive driving by our fellow media friends, but with light-footed driving (and some patience), this writer managed to achieve a reading of 19 km/l before reaching the Kuala Terengganu exit. This is not far from the figure claimed by Perodua, which is 22 km/l.

When it comes to ride and handling, the DNGA platform felt comfortable despite facing the bumpy and uneven conditions of LPT2. Some degree of vibration managed to seep into the cabin, but it wasn’t to the extent of causing discomfort.

The use of the new platform also resulted in a larger rear space, which is exactly what most Alza buyers look for. For this writer, who stands at 167 cm tall, there was still ample legroom even when the driver’s seat was pushed back. The backrest angle was also not too upright.

The third-row seats, as expected, are more suitable for children due to their relatively small size. However, when not in use, they can be folded flat to achieve maximum cargo space of nearly 500 liters.

If that’s not enough, the new Alza also comes with a host of creature comforts including rear air conditioning vents located on the ceiling, complete with a control panel, two USB charging ports and cup holders in the second and third-row seats.

In conclusion, this writer thinks that the Alza is the best bang for your buck if you are looking to buy an affordable, fuss-free family car. But what it lacks in performance it more than makes up for in practicality, comfort, and features.

Perodua Alza Specifications

Price: From RM62,500 to RM75,500
Engine: 1.5-litre four-cylinder Dual-VVTi
Gearbox: D-CVT
Power: 105 hp
Torque: 138 Nm

TEST DRIVE

2023 Toyota Vios 1.5 G: More modern, better to drive, best value? – Test drive

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THE segment-B sedan category is quite critical in our country as these cars are considered affordable and serve as the main vehicles for many families. Therefore, it is important for manufacturers to be sensitive to users because even a small ‘deviation’ could invite criticism. However, by adding premium or new features to this segment, manufacturers can receive high praise for several weeks after the launch news is still hot.

The 2023 Toyota Vios, launched last March, represents an entirely new generation with a completely new interior and exterior. We will discuss its performance later.

Three major issues

However, if you are looking into or researching cars in this segment, you would know that the new Toyota Vios has two major issues – the rear seats cannot be folded, and there is no spare tire.

Why? Well, regarding the non-folding rear seats, the Toyota Vios development team shared with the media that according to their market research, most users do not use this function. MOST. Are you among this group, or are you a minority who will complain? So, they did not include this function, and as a result, the car is 10kg lighter due to the absence of a folding mechanism.

For the lack of a spare tire, they stated that it is to provide more storage space. If you look under the boot floor, there is Styrofoam storage space for small items. The absence of a spare tire also further reduces the car’s weight.

Overall, this new generation Vios is about 110kg lighter than the previous model. This time, the 1.5 G variant weighs only 1,035kg.

In fact, there is a third issue, which is the lower engine power. Compared to the previous Vios, which had 105hp and 140Nm from the 1.5-liter 2NR-FE engine, the new Vios is powered by the 2NR-VE engine with an output of 104hp and 138Nm of torque.

These figures decreased by 1hp and 2Nm, but in all honesty, you won’t feel the difference. But considering the lighter weight as mentioned earlier, the new Vios actually has a better power-to-weight ratio than before.

So, overall and theoretically, the new Vios is definitely more fuel-efficient. According to Toyota, the Vios has a fuel efficiency of up to 5.2 liters per 100km or 19.2km per liter.

Regarding major issues like non-folding rear seats and the lack of a spare tire, we should look at it this way: Toyota may be in a dilemma choosing between facing criticism from many people for not having a spare tire, or a few people complaining about the non-folding rear seats. We also believe fuel efficiency is more important for cars like this. So, let’s move on to the next topic.

Becoming more upmarket

One crucial aspect for Segmen-B sedan cars is style and appearance. In this regard, the new Toyota Vios does not disappoint. Its overall look can be described as more ‘upmarket.’ The front end now resembles larger Toyota sedans (such as the Toyota Corolla), featuring larger 17-inch rims (in the G variant) and a rear roof design akin to a fastback, which is currently on-trend.

The front appearance with its slanted LED headlights is still challenging for the writer to grasp, but, importantly, it gives a fresh image, markedly different from before. The larger rims not only complement the overall shape but also have a positive impact on handling.

This upmarket feel extends to the interior, where the Vios dashboard now looks modern and not cheap. If it used to be filled with hard gray plastic, the 2023 Vios now boasts softer touches, different color tones, and textures.

Simultaneously, the button and switch layout is still neat, easily accessible, and more pleasant to the touch. Additionally, the instrument display is now fully digital, with electronic parking brakes coming standard.

An interesting touch for the writer is the positioning of the window switch surfaces on the left and right door panels. They are glossy black, like most cars, but instead of being plain, they feature a diamond texture and a slightly recessed surface.

This is an easy and cost-effective solution, yet effective in adding a sense of premium and sophistication to the Vios. This is important because many buyers of cars in this category are upgrading from budget cars.

Have you been driving the Myvi since you started working, and now with a family and a promotion, you’re upgrading to the Vios? A common scenario, isn’t it?

Oh, we know that because the Vios is built on the DNGA platform (Daihatsu New Global Architecture), it shares the dashboard with models like the Axia and Alza. So, one way to position the Vios in a higher tier is the inclusion of wireless Android Auto and Apple Carplay integration.

Solid look, solid driving?

For driving dynamics, perhaps not many Vios buyers emphasize this aspect, even though UMW Toyota has used this car for the Vios Challenge event for several years.

Nonetheless, the fact is that this all-new Toyota Vios has seen an improvement in terms of driving dynamics, whether you need it or not. The first thing the writer noticed is the more precise and responsive steering with increased feedback.

It doesn’t feel unnecessarily heavy, but just enough for a natural feel. This makes the new Vios more enjoyable to drive, whether cruising slowly in the city or taking corners at triple-digit speeds.

The 205/50 tire profile and 17-inch rims also contribute to a better steering feel; it’s not just for looks. However, it’s worth noting that the cost of replacing tires will increase, so this is something to keep in mind. Approximately RM380 to RM400 for one tire of this size.

For a delightful driving experience, some investment is necessary, right? Most importantly, this ‘delightfulness’ comes from the factory’s R&D, not just a gimmick by the car enthusiasts.

The chassis is now more robust and stable, thanks to the use of DNGA. When taking S corners while descending from Genting Highlands, the suspension and tires work more consistently and clearly, a result of the sturdy chassis.

The writer honestly no longer enjoys ‘testing’ cars in Genting because there are too many wannabe ‘racers’ there now, but happened to have work there, so took the opportunity to drive the Vios.

Sufficient power? 104hp and 138Nm of torque is more than enough even when driving up to the peak of Genting Highlands. The new D-CVT gearbox with a combination of physical gears and a belt assists in efficiently transmitting the overall power to the front wheels. You feel the full force of the 104hp without any power wastage.

The engine noise will enter the cabin when revved beyond 4,000rpm, which is normal. But when the rpm stabilizes and you’re cruising at a constant speed, the Vios is fairly quiet and comfortable to drive for long distances.

Even when pushed, we will begin to reach the limits of the engine, tires, and gearbox. The tires supplied are Continental PremiumContact 7, not performance tires, so they start to struggle when you’re not smooth enough with steering inputs. This doesn’t mean the tires are not good; they are perfect for daily use in the Vios.

The engine and gearbox also work hard to keep up with the writer’s accelerations and climbs, then brake into corners, then accelerate again. The TCU (Transmission Control Unit) tries to provide the best gear ratios according to speed, rpm, and right foot input. But there are no issues with the chassis.

Additional information: Toyota already has a unit for the use of the Vios Challenge based on this new platform. Surely, it uses semi-slick tires and a manual transmission, so maybe next season we will be able to see how the performance of this new generation Vios holds up in actual races.

Not races at the Genting International Circuit, of course. Always drive carefully on public roads!

Safety features are not forgotten; the Vios now comes standard with Toyota Safety Sense (TSS), which includes systems like Pre-Collision System, Lane Departure Warning, and Front Departure Alert. The G variant also includes Lane Keeping Control, Auto High Beam, and Adaptive Cruise Control. For the writer, the G variant is the way to go as these three features are highly useful for everyday driving. Additionally, the price difference in monthly installments isn’t significant.

In conclusion, the 2023 Toyota Vios is indeed a significant shift in all aspects compared to the car it replaces. It is now more modern and dynamic to drive, and most importantly, it makes you feel it offers better value for money.

Specification of Toyota Vios 1.5 G

Price: RM95,500
Engine: 1.5-litre 4-cylinder 2NR-VE
Gearbox: D-CVT with 7-virtual speeds
Power: 104hp @ 6,000rpm
Torque: 138Nm @ 4,200rpm