The BMW Nose Job - But Are The Fans Ready?

Recently, BMW got a written letter from 14-year old Zeno asking why the ‘kidney grille’ on the new (
G22) BMW 4 Series
 – and
M3 and M4 models
 – is so huge. Rather than formulate his own opinion (based on his love and immense knowledge of the brand) or take to the internet with colourful language – the first thing he thought to do was ask its creators, why? Exemplifying objectivity and maturity that is seemingly in short supply, even amongst people older than Zeno.

Instead of sending him a care-pack and a thank you note (they did this too), they obliged in a big way – by giving him a virtual guided tour of the hallowed halls of BMW Classic, to its current model showroom and finally BMW’s design centre. Throughout the tour, Zeno was accompanied by BMW Group Design’s straight-talking head, Domagoj Dukec, who famously said “you can’t please everyone when it comes to design, you can only explain it to them.”

The primary objective of Dukec’s tour was not just to highlight iconic BMW designs from the past, but to illustrate a defining principle of what drives the lines, curves and proportions of every vehicle to wear the famed Bavarian badge –
that constant need to evolve, and change
. Therefore, this goes beyond just the kidney grille, but the entire design constructs of the company, for this article, we will focus mainly on BMW’s kidney grille.

Many models, even before the controversial (G22) 4 Series have broken moulds and shaped BMW’s design trajectory in the years after. There has been no less than 13 major eras or interpretations of the kidney grille, and hundreds of more variations depending on model, and five different logos (not including the latest one) during its
100-year plus history.

Love it or hate it, BMW’s new big kidney grille era is here to stay, so it’s best to understand how we got here.

A grille that built a brand identity

Before it was ever known as the ‘Kidney Grille’ it was simply a grille – a functional component of the car, which would allow air to pass through it to cool the radiator, while still protecting it from rocks and other debris that could cause damage. The only thing BMW did differently was to split it down the centre, round off the top and bottom edges to create two halves, thereby giving it a detailed, sculptured look that integrated seamlessly with the rest of the car’s sheet metal.

In addition to being the first BMW with a six-cylinder engine, the BMW 303 was also the first model to feature the kidney grille. With every successive generation until World War 2 - the twin-kidney grille became ever narrower and more elegant on each BMW model – such as the legendary BMW 328 – but it always followed the shape established by the 303, and stretched almost top to bottom of the front fascia.

The mid-50s brought the earliest and more daring attempts to evolve the front grille – most notably in the “Baroque Angel” BMW 501/502 (below) and the transcendent BMW 507.

By now, the kidney grilles were completely plated ornaments but both were totally different from each other – the 501’s was slim and tall, the 507’s (below) were almost as if rotated 90-degrees to fill the entire width of the front fascia, giving it an elegant yet staggeringly beautiful front end.

The 507 also brought forward another design detail – the “Sharknose”, courtesy of the extended front hood edge which tapers backwards to meet the front bumper giving the 507 a forward-thrusting shape.

The kidney grille and shark nose were ultimately established in the BMW “New Class” of the 1960s. The New Class first represented BMW 1500 – and its sister models 1600, 1800 and 2000 later on – would go on to form the blueprint for the front end design for BMW’s core models (today known as the 3,5 and 7 series) till the early 1990s.

Commonplace now was the central kidney grille, flanked by secondary grille elements that stretched width-wise to meet the front headlights.

Quad headlights and Hoffmeister Kinks

The 1500 would also introduce what is today known as the Hoffmeister kink (courtesy of its designer Wilhelm Hofmeister) – a simple yet sculpted forward bend in the leading edge of the C-Pillar. It is believed that the kink stylistically suggested that the BMW model was rear-wheel drive.

The late 60s would also bring about another design detail, twin headlights at the front with the introduction of the 2500, and 2800 models – which marked BMW’s return to the full-size luxury sedan and coupe market.

The next big jump would come in the early 90s with the introduction of the (E36)
3 Series
. In the E36, the kidney grille is flat and horizontally positioned. The two halves were made rectangular with slightly rounded corners and – and for the first time, wasn’t separated from the headlight strips by other grills, only by surfaces in the body colour.

The E36 would also introduce an enclosed glass covering for the headlamps – a feature that would go on to dictate the designs of the larger 5 and 7 Series models of that era.

The Bangle Era

As a side note, it’s virtually impossible to gloss over BMW’s more controversial design efforts without a mention of Chris Bangle. Acting as BMW Head of Design between 1999 and 2009, Bangle was responsible for some of BMW’s most controversial models in recent times – which include the (E65) 7 Series, (E60)
5 Series
, and (E85) Z4.

Though, more than a decade on, the design elements he brought to the fore – such as angular lines, simplified “deconstructed” proportions and the affectionately known “flame surfacing” gave BMW a base template from which to work from decades into the future.

The (E60) 5 Series is perhaps one of his best works, which if compared to its period competitor from Mercedes-Benz, the (W211) E-class, manages to look far more modern and edgy to this day. Another crucial gauge of his work is the success of the cars he created.

It was in Bangle’s time that BMW stormed past Mercedes-Benz to become the leading premium manufacturer globally, with much of that success attributed to his most controversial works becoming more successful than ever thought possible, most notably with the (E65) 7 Series and (E60) 5 Series.

Look to the future by looking at the past

While BMW’s efforts with the (G22) 4 Series and its kidney grille will be talked about for years to come, it will be a point of discussion, curiosity and contention – it will remain evocative and play its part in moving forward BMW's design language as a whole.

As Dukec puts it –
“You can create something beautiful, and we also have cars which are just pretty. But there are some customers that, if you want to reach them, you have to stand out. You have to create something that is not in-line - but that’s exactly the reason.”

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Rich Kid Wanted A New Ferrari 488 GTB From Dad, So He Set His 458 On Fire

If there was a gulf between the rich and the human, this really does lay the down the reality - how ever skewed it might be. “Own a
Ferrari

458
 but envious of not owning the new
488 GTB
? Torch it,” seems to be the way this twisted logic went.
According to
20min.ch
, a 20-year old Swiss son of a Zurich-based millionaire set his 458 ablaze near the German town of Augsburg after devising a crafty plan to obtain a 488 GTB by scamming his insurance company. The idea, apparently, came to his as advice from a dealer.
The salesman pitched the fraud scheme to the wealthy young man, and the duo had hired accomplices and developed alibis for the owner to be at a massage parlour while arsonists “stole” the car and destroyed it.
Authorities, however, upon discovering the Ferrari on fire, searched through surveillance and intercepted calls, and managed to apprehended the accomplices. All four of them admitted to the scheme and led them right to the Swiss rich kid.
In court, the young man divulged how he received between 5,000 and 10,000 Francs (RM20,000 – RM40,000) each month. He also said to own no less than 15 cars, including a
Lamborghini
 that along with his now very crispy Ferrari, were paid for by his father. He had not been able to work up the courage to confess to his father that his 458 no longer pleased him.
He left court after being handed probation of one year and ten months and a fine of 30,000 Euros (RM129,000).


Ferrari Unveils Two New ‘Spiders’ In The Same Week - The 812 GTS, F8 Spider

The past month has definitely been a very eventful one for supercar fans as new and exciting models just keep on coming, one after another.
Right after Lamborghini took the wraps off the Sian, it was Ferrari’s turn to unveil not one, but two gorgeous new models – the F8 Spider and the 812 GTS.
The more interesting model out of the two is of course 812 GTS, which is the convertible version of the 812 Superfast.
The big news with the 812 GTS is that the car’s rear section has been completely redesigned, to make way for the retractable hard top and its stowage compartment.
The retractable hard top, which opens in 14 seconds at speeds of up to 45 km/h, does not impinge upon the interior dimensions, thus maintaining the donor car’s roomy cockpit.
Powering the 812 GTS is the same 6.5-litre naturally-aspirated V12 engine as the Superfast, which produces 800 PS and 718 Nm, paired with an F1 DCT seven-speed dual-clutch gearbox. Thanks to the powertrain, the 812 GTS does the century sprint in just under 3 seconds and clocks a top speed of 340 km/h, making it the most powerful Ferrari convertible ever.
The F8 Spider on the other hand, which was designed in parallel with the F8 Tributo berlinetta, is here to replace the 488 Spider.
Weighing 20 kg lighter than its predecessor, the F8 Spider is significantly more aerodynamically efficient too, and features the latest version of Ferrari’s Side Slip Angle Control system.
Power comes courtesy of the same twin-turbo 3.9-litre V8 engine as its coupe sibling, which makes 711 hp and 770 Nm of torque. In terms of performance, the F8 Spider does the century run in 2.9 seconds, and is able to clock a top speed of 325 km/h.
The F8 Spider’s engine also inherits highly efficient weight-reduction solutions from the 488 Pista which have cut the power unit’s weight by 18 kg compared to that of the 488 Spider.
On the exterior, the entire front end has been redesigned to highlight the extensive aerodynamic modifications made to this area of the car. The clearest example is the new, more compact, horizontal LED headlights.
The rear spoiler has also been entirely redesigned. It is now larger and wraps around the tail lights, visually lowering the car’s centre of gravity and allowing a return to the classic twin light cluster and body-coloured tail, another styling cue from the early 8-cylinder berlinettas like the very first in the legendary series, the 308 GTB.
The retractable hard top takes just 14 seconds to deploy, and can be closed or opened while the car is on the move up to 45 km/h.
Inside, the F8 Spider’s cockpit retains the classic, driver-oriented look typical of Ferrari’s mid-rear-engined berlinettas. A concept that creates a symbiotic relationship between driver and car, very much as happens in F1, with all controls mounted on the new generation steering wheel. The sporty seats are also new.
The dash incorporates an aluminium sail panel supporting the central satellite and continuing into the dash itself. Also to create a sense of visual lightness, a sliver of carbon fibre divides the upper and lower parts, streamlining the whole look. This section also incorporates the optional 7” touchscreen passenger-side display and the dash is completed by the classic instrument cluster with its central rev-counter.
The tunnel is clearly separated from the dash and set beneath it, once again to enhance the sensation of lightness that the car’s interior exudes. It features a new bridge, a prominent sculptural creation that seems to float and thus further streamlines the cabin.


Isuzu Malaysia Donates A Truck To DRB-Hicom University

In an effort to help automotive students of the DRB-Hicom University understand the complexities of the latest diesel engines better, Isuzu Malaysia contributed a truck to the institution.
The truck is an Isuzu ELF NPR 6-wheeler, which is powered by a 5.2 liter engine paired to a 6-speed transmission, and equipped with an Electronic Control Unit (ECU) and a 5.125 final gear ratio.
The truck was handed over by Mikio Tsukui, the COO of Isuzu Malaysia to Prof. Dr. Abd Rahni bin Mat Piah, the Dean of the Post Graduate Faculty, DRB-Hicom University at a small ceremony.
According to the DRB-Hicom University, the truck will be used by students who are attending both Diploma and Degree courses to learn about the progression of the diesel engine technology in the automotive industry.
It is said that the acquisition of the truck will help the university produce graduates who are more hands-on; with greater insight and comprehension on the latest technology, which will result in technicians and engineers who are more knowledgeable and able to suit industry demands as required in the after-sales sector.
“The contribution will provide students a greater opportunity to understand Isuzu’s latest engine technology, which will in turn be impactful for the automotive after-sales sector in the long run,” said Tsukui.


It'll be difficult to lower road tax, provides RM3b annually to the government, says Anthony Loke

Transport Minister, Anthony Loke wants to study the current road tax structure, but admits that lowering it might be a difficult task.

It seems that Anthony Loke is trying to revolutionise another aspect of vehicle ownership in Malaysia, but this time, his attempt
might lead to a dead end
.

At a recent parliament meeting, the Transport Minister mentioned that the current road tax structure must be looked at once again.

Although he said that the road tax structure would be looked at, he also mentioned that
lowering road tax prices would be difficult
as it provides a steady stream of revenue for the government.

 "It is necessary to conduct a comprehensive study to see the road tax structure, but it is necessary to understand that the collection of road tax is a huge revenue for the government.

"The revenue we get from road tax is almost RM3 billion, so due to the current lack of revenue, any decision to lower the road tax will indeed have a negative impact," he said recently during a session at the Dewan Rakyat.

At the same time, Anthony said a comprehensive study for EV road tax would be carried out and that the price structure would be in line with the government's policy that promotes the use of that type of vehicle.

He said, in an effort to encourage the use of EV vehicles, there should be various incentives in terms of competitive tax prices, charging station facilities and facilities.


Toyota Develops New 2.0-litre Engine, Three Powertrain Solutions

Toyota has announced details of its new 2.0-litre naturally aspirated petrol engine which is based on the Toyota New Global Architecture (TNGA). The new engine will then have three different powertrain setup – a full-hybrid system, a continuously variable transmission, and a 6-speed manual transmission.
The newly developed 2.0-litre engine, whilst maintaining the long stroke design from the 3ZR (bore x stroke: 80.5 mm x 97.6 mm), adopts many new technologies from its larger 2.5-litre Dynamic Force Engine.
Through various high-speed combustion technologies and variable control system, the engine achieves world-leading thermal efficiency of 40%.  Output levels are high too, rivalling Mazda’s and Hyundai’s naturally aspirated 2,000 cc four-cylinder engines.
The availability of this new engine also allows Toyota to offer a medium-level system output in their hybrid line-up. Currently, there are only two four-cylinder hybrid systems, displacing 1.8 litres and 2.5 litres.
The new 2.0-litre hybrid system is aimed to improve the emotional driving sensation that the other two hybrid system did not offer. During full-throttle acceleration, the engine revolution will increase in a more linear method (does not shoot up to high rpm, and hold it there), while the electricity deployment is at its highest to deliver a lengthened sense of acceleration.
Compared to the 1.8-litre hybrid system, this new 2.0-litre hybrid system has a power control unit (PCU) that is 20% smaller and 10% lighter, which allows it to be placed directly above the new transaxle. The new transaxle features a 109 PS, 202 Nm electric motor and charges/discharges a new compact nickel-metal hydride (Ni-MH) battery.
The new Ni-MH battery occupies a smaller space with more number of cells and higher voltage.
Toyota has not disclosed the combined system output of the new 2.0-litre hybrid system, but we expect it to be in the region of 175 to 185 PS, just slightly more than its petrol-only powertrain.
Moving on to the newly developed CVT-type transmission, called ‘Direct Shift-CVT’, features the world’s first launch gear in a passenger vehicle CVT. The transmission utilizes a gear drive when starting from a full stop, resolving that sluggish feeling that many CVT tends to exhibit.
Having the launch gear also expands the CVT ratio coverage, which in turn contribute to better fuel consumption and acceleration time.
The new powertrains are expected to debut in the new generation of Toyota and Lexus models, with the all-new Toyota Auris and the Lexus UX being slated to have their global premiere at the Geneva Motor Show 2018.
By end of 2023, Toyota intends to install the new powertrain units in approximately 80 percent of Toyota vehicles sold annually in Japan, the U.S, Europe, and China, thereby reducing C02 emissions by 18 percent or more.
Learn more :
All-new Prius and the Toyota TNGA
All-new Camry with TNGA and new 2.5-litre Dynamic Force Engine


Ferrari Pop-Up Showroom Making A Quick Stop At Pavilion Mall KL

Naza Italia, the official importer and distributor of the Ferrari brand in Malaysia, has placed a unique experiential pop-up showroom at Pavilion Kuala Lumpur.
The Ferrari Pop-Up Experience, located at the main entrance until this Friday (28th September), is the first of its kind in Malaysia and part of a regional showcase that offers the public a taste of the Ferrari lifestyle.
Dato’ Samson Anand George, Group CEO, Automotive Group, Naza Corporation Holdings Sdn Bhd. said, “The Ferrari Pop-Up Experience, an expansive open-air showroom that greets the eyes with the brand’s signature red hue, invites the public to explore the lavish world of the Prancing Horse. Ferrari is known to be a very exclusive brand, however, on this occasion, we are making it more accessible.”
“Situated amongst other luxury brands at Pavilion KL, this experiential pop-up showroom really does offer customers insight into the lifestyle that complements Ferrari ownership,” added Dato' Samson.
Visitors can feast their eyes on two of Maranello’s latest’s products, the
Ferrari Portofino
 convertible and
Ferrari GTC4 Lusso T
 four-seater in the signature red paint. Both models feature the multiple award-winning 3.9-litre twin-turbocharged V8 engine that redlines at 7,500 rpm, mounted up front.
Apart from getting closer to the exotics, visitors can also take a break, as well as Instagram images at the trendily decorated reception space. Naza Italia’s Ferrari Malaysia Instagram page is
running a contest
 and the most creative caption with the Ferrari pop-up stand a chance to win official Ferrari merchandise.


First Impressions: 2016 Proton Persona – Last Chance Saloon

Launching an all-new car is no mean feat for any manufacturer, but faced with a backs-to-the-wall fight for its very survival,
Proton
 has opted to go on the offensive and go for broke by committing to launch no less than
four new models before 2016 draws to a close
.
First to come was the
Perdana
, but now comes arguably the most important member of the quartet – the all-new Persona B-segment sedan. Replacing one of Proton’s most popular models in recent history, the new Persona has very big shoes to fill. Along with the upcoming
new Saga
, it will be shouldering much of the company’s hopes for long-term survival.
Ahead of its upcoming launch, slated for 23 August, Proton invited members of the press for a quick preview drive at the company’s Shah Alam test track. Cameras were not allowed during the session, so all we have to show visually are a series of teaser images provided by Proton.
Specifications:
Engine: 1.6-litre, Inline-4, Transverse, VVT
Power:  107hp @ 5,750rpm
Torque: 150Nm @ 4,000rpm
Transmission: 5-speed manual / CVT, FWD
Safety: 2-6 airbags, ABS, ESC, Traction Control, Hill-Hold Assist, ISOFIX (rear)
Origins: Locally-manufactured at Tanjung Malim
Overview
Having realized there was too much overlap in its past product line-ups, Proton is fielding its models in the showrooms more smartly this time. Utilizing running gear developed for the
Iriz
, the Persona will be powered solely by Proton’s new 1.6-litre naturally-aspirated VVT engine, squarely occupying middle ground between the 1.3-litre Saga and the turbocharged
Preve 1.6
. Three trim levels will be on offer – Standard, Executive, and Premium. A fourth SE variant with enhanced bodykit is available in a limited run of 200 units for early takers.
Appearance
Like its predecessor, the new Persona is derived from hatchback origins. But whereas the previous Persona originated from the
Gen.2
 that in turn sat on a
Waja
 platform, the upcoming one is based on a vehicle that was developed from ground up as a hatchback.
As a result, it has slab-sided proportions mildly reminiscent of sedan variants of the previous-generation
Mazda2
 and
Ford Fiesta
. Compared to the predecessor, the new one immediately looks like a taller and lankier car.
All variants of the Persona come standard with 15-inch alloy wheels as per the outgoing model, but with narrower-section tyres – - 185/55 compared to 195/60.
Overall appearance of the vehicle immediately reminds us of its Iriz origins, but chief designer Azlan Othman tells us that only the front door, front windscreen, side mirror, and front three quarter glass panels are interchangeable between the two vehicles.
Interior also immediately reveals the identity of its donor car. The dashboard, as far as we can see, is carried over wholesale, but the cabin sports a more upmarket dual-tone colour scheme. Rear accommodations are commendable, with Proton notably fixing a major shortcoming of the predecessor – namely a lack of thigh support for rear passengers. As a regular user of the KLIA LIMO, I’d certainly be much happier seeing the fleet switch to the newer models.
Key Talking Points
1.
Safety for All
:
In line with Proton’s strong emphasis on safety, all variants will commendably be offered with electronic stability control; Standard and Executive variants get dual frontal airbags, with Executive and SE models additionally getting side and curtain airbags. If the Persona gets a five-star ASEAN NCAP rating as expected, it will be applicable for all variants.
2.
Stronger Brakes:
 Consequence of its use of the Iriz’s running gear, the Persona’s rear axle is, on paper, downgraded from having multi-link suspension and disc brakes to the current market norms of torsion beam and drums. Still, despite the seemingly inferior hardware, Proton engineers have learned to make more of what they have. The current setup stops the car from 100km/h over a distance of 41.4 metres, significant improvement from the all-disc predecessor’s 44.6 metres.
3.
15% More Efficient Than Predecessor:
 Proton’s previous-generation Campro engines are notoriously thirsty, but application of variable valve timing in the newer powerplants has made them far more parsimonious. The new Persona is claimed to be 15% more fuel efficient than the outgoing model.
4.
510-litre boot:
 An impressive piece of packaging work here. The Persona matches the more expensive Preve for its cargo carrying room despite occupying a smaller footprint. Proton is, of course, also very happy to point out that it’s two litres more than what the
Perodua Bezza
 offers.
5.
Improved Refinement:

A major change made to the Iriz platform for the Persona is a switch from four engine mounting points to just three. This may seem like a cost-cutting measure, but there is logic to it. Think of those tables and chairs at your neighbourhood mamak that rock about because their legs are uneven in length. By reducing the number of engine mounts, Proton ensures that the engine is always pressing on the mount, thus reducing overall vibrations. Each individual mount is made bigger, however, to accommodate the added load.
How does it Drive?
There is still much for us to discover from the Persona, but in our limited runs around the close confines of Proton’s test track, the company’s famed prowess in ride and handling appears undiminished. In fact, it felt more stable and planted at high speed around the curved banking than the Perdana, which ran on the standard setup provided by Honda.
Weightage of controls felt more natural, in fact, than the Iriz. In the manual version, heel-and-toe changes felt easier to execute than it was in its hatchback sibling, thanks to more linear modulation of the brake pedal. The 5-speed ‘box from Getrag can be rowed through its gears with decent precision at each gate.
More relevant to most urbanites, however, is the significant improvement felt in the Punch CVT in both refinement and response. Notably, there is less whining than there was in the Iriz and earlier applications of this transmission. Kick down response also seemed more urgent
Conclusion
There was a lot to like about the previous Persona. It was a practical three-box sedan that did not dull us with a boring drive.
We also liked that the Persona was, for a time, the most affordable vehicle in the market with rear disc brakes and multi-link rear suspension. This little detail no longer applies to the current model, but Proton wants to capture and maintain the essence of the outgoing Persona which is a decently-sized, practical, yet fun to drive vehicle. The aim was to create a vehicle which current Persona owners can look at and see a potential upgrade.
The jury’s still out on whether this is the car that can rescue Proton’s fortune, but the initial signs are promising. This car, like its predecessor, still offers enjoyable driving characteristics whilst packaged with a decent size and competitive equipment levels..


Review: 2017 Volkswagen Tiguan Highline – Traditional In A Good Way

It’s a great time for consumers who are looking to buy a car. We are in the age of two particular automotive trends: the incorporation of various high end tech and luxuries in mass market products, and the widespread push for compact SUVs and crossovers. In the case of the latter, both compact crossover and compact SUV markets have been booming over the last few months and years, with more buyers opting for these kinds of cars over the more traditional hatchbacks and sedans.
While many companies have been scrambling to develop models for these segments, Volkswagen has had a horse in the race for a number of years now: it’s the Tiguan, and it’s arguably one of the best-rounded compact SUVs out there. In many ways it has a traditional feel to it, and yet it also has a premium feel that comes in subtle forms, much like how the Polo and Vento feel premium even for entry-level products.
The Tiguan was a product that was born not particularly out of necessity, since at the time it was introduced there wasn’t much in the way of competition or a crazy amount of demand. But that didn’t change the fact that it was a well thought-out product, despite being little more than a Volkswagen Golf adapted for SUV ride heights and with a slightly classier interior. It was still a great, practical product- and while the more powerful 2.0 TSI variant didn’t catch on as well, the 1.4 TSI models were fairly well received by a number of customers.
But this second generation Tiguan is more than merely a reworked Golf. While it is based on the same MQB platform, there are enough changes and tweaks to justify it as a proper standalone model, one that is resoundingly developed with the segment requirements in mind. It’s larger and roomier, and more practical than ever. It’s worth remember that buyers in this segment don’t necessarily have brand preference; purchase decisions are based largely on what a car offers, and how well it drives and functions in everyday life.
Specifications for the Volkswagen Tiguan 1.4 TSI Highline:
Price: RM169,578.00 (OTR without insurance)
Engine: 1.4-litre, Inline-4 transverse, Turbocharged Petrol
Power: 150 PS @ 5,000 – 6,000 rpm
Torque: 250 Nm @ 1,500 – 3,000 rpm
Transmission: 6-speed dual-clutch DSG, FWD
Safety: Brake Assist, 6 Airbags, ABS, Electronic Stability Control, ISOFIX
Origin: Locally-assembled in Pekan, Pahang
Overview:
The Volkswagen Tiguan is based on the MQB platform that underpins most of Volkswagen’s range. It’s a scalable platform that can go as long as the Passat, or as compact as the Polo- but no matter which application you see it in, you can be guaranteed a comfortable ride coupled with exemplary handling dynamics.
The sole powertrain on offer for our local Tiguan models is the 1.4 TSI, which is a turbocharged 1.4-litre 4-cylinder petrol engine. It produces a good 150 PS between 5,000 and 6,000 rpm, but the strong point of this punchy little engine is its torque range: 250 Nm is available between 1,500 and 3,000 rpm, giving it great off-the-line performance and allowing you to accelerate up to highway speeds without hassle.
Power is sent through a 6-speed wet-clutch DSG dual clutch gearbox to the front wheels; there are no 4Motion all-wheel drive variants for Malaysia as of yet, and even the previous generation model only came equipped with 4Motion if you opted for the more powerful 2.0 TSI. That being said, the added benefit of leaving it as a front-wheel drive model is better fuel efficiency by virtue of less rolling resistance.
The Tiguan is offered locally in two different variants: Comfortline and Highline. What we have here is the Highline variant which is offered with a fair amount of extra kit, such as Park Assist 3.0, full LED headlamps with DRLs, an electric tailgate, a full leather interior, 3-zone Climatronic air-conditioning, navigation, and perhaps most important of all is the 12.3-inch Active Info Display that replaces the meter cluster. You can read more about the specification differences
in our launch story here
.
Exterior:
As we mentioned earlier, the Tiguan was traditionally more like a repurposed Golf than anything else. This time around, it has a more serious, SUV-oriented design that looks rugged yet completely at home in an urban setting. The lines are sharp and angular, without being too simple as to look cheap or unrefined.
The proportions are very much that of a traditional two-box SUV design, while the ride height isn’t so high as to make it look ungainly or narrow versus the track width. Volkswagen’s current styling elements are incorporated nicely as well, although it’s worth noting that the 18-inch wheels of the Highline variant fill the wheel arches a lot better than the 17-inch wheels of the Comfortline.
Interior:
Volkswagen interiors are fairly standardized across the range, although this isn’t a bad thing by far. The dashboard is dominated by a touch-screen head unit that is intuitive and straightforward to operate. The standardized layout of Volkswagen’s switchgear also makes it easy to operate climate controls and the like, and rarely does the Tiguan leave you wanting for storage space.
It’s true that modern car interiors are largely dark and sombre tones, and the Tiguan is no exception. While a little bit of dark brown would be a welcome change, there is absolutely nothing wrong with a black-on-black colour scheme for the interior. The materials make up for the lack of contrast, and the leather seats feel premium to the touch. For the driver, the large 12.3-inch Active Info Display makes the car feel a lot more high-end than the price may indicate, and the flexibility of display from mere meters to full on navigation provides a level of convenience that we can’t wait to see adopted by other manufacturers.
There has definitely been work put in to provide more legroom and elbow room as a proper SUV model, as was the case with the previous Tiguan. Rear legroom also sees a large improvement, and rarely do rear passengers find themselves wanting for more space to stretch out. Fold out tables in the back of the front seats are a classic feature that, while not so practical on the move, definitely help to keep children occupied and keep food or drink off the seats.
What is it like to drive?
While it has fairly average exterior dimensions for an SUV, the Tiguan doesn’t feel unnecessarily large in most situations. It may be a little cliché to say this, but the Tiguan is an SUV that drives much like a regular passenger car. This is afforded by the great MQB platform on which it sits, but even so we have seen examples of manufacturers taking great platforms and screwing them up with poor chassis tuning. .
For those days when you absolutely need to hurry because your child is late for school, the Tiguan can stand and deliver. The body pitches and rolls as you apply throttle and steering respectively, but it does so in a controlled manner that doesn’t catch you off guard. It has predictable characteristics, and of course should you find yourself stepping beyond the limit, the Electronic Stability Control will kick in and reel you back.
As for real-world performance, it is as you would expect from a small-capacity turbocharged engine in a heavier SUV body. It moves quickly and without fuss up to just over the national speed limit, beyond which you have to start working for your speed. In a nutshell, you won’t find it underpowered when nipping around town, but you may find your right foot buried in the carpet when trying to reach higher cruising speeds out on the highway. Thanks to the longer gearing, it also allows you to cruise at higher speeds while keeping the engine speeds low for better efficiency.
How comfortable and practical is it?
For everyday duty, the Tiguan sits well on the road and takes up bumps and potholes in its stride, damping away jolts and shocks easily. Even rear-seat passengers rarely experience discomfort; most SUVs are a little stiff at the rear to cope with potential high loads in the boot. Again, this is one of the virtues of the MQB platform, but it also goes to show that merely equipping a car with long-stroke suspension and high profile tyres is not necessarily enough to cope with Malaysian roads and driving conditions.
In terms of practicality, the Tiguan is as usable as you would expect. The boot floor loading height isn't particularly high off the floor, allowing you to load and unload cargo with ease. Quick release latches in the boot allow you to quickly drop the seats if you find yourself needing more space lengthwise for longer items. The electric tailgate adds an extra level of convenience as well, operating fast enough to prevent frustration but slow enough to let you get out of the way if you find it closing on you.
How efficient is it?
During our time with the Tiguan, we experienced a variety of conditions- from really horrible stop-start jams to high speed cruising down open highways. What it eventually returned was an average efficiency of 11.0 litres per 100 kilometres. Granted, this isn’t the best efficiency you could achieve with a car that’s quoted as returning a possible 6.7 litres per 100 kilometres, but we did find that at its peak efficiency, 8 litres per 100 kilometres was possible.
Conclusion
We stand by the Volkswagen Tiguan as a great contender within its segment, and that’s even if you only compare it with its rivals on paper. We may eventually see safety systems like Autonomous Emergency Braking and the like being introduced with a facelift depending on how commonplace it becomes within segment, but this also depends on how receptive the market is of such systems. Where the Tiguan’s strong points lie are in its engineering and refinement: it feels like a well put together product with thoughtful consideration of the needs of its target market, and in the SUV segment, traditional is as strong a selling point as any.
It may not have an absolutely eye-catching design, but there is beauty in simplicity. We hope Volkswagen Malaysia will eventually introduce the faster 2.0 TSI variant, we also understand there is little demand for such a product given how sales of the previous generation were distributed. In any case, the Tiguan 1.4 TSI provides more than enough performance for the everyman looking for a compact SUV with a premium touch, yet one that remains true to traditional SUV requirements and design.


One-Off Ferrari F12 Berlinetta For Singapore's 50th Birthday

Singapore celebrated its 50
th
 year of independence (SG50) recently and to mark the occasion, Ital Auto, the official importer for
Ferrari
 cars in the country, unveiled this unique, one-off F12 Berlinetta Singapore 50
th
 Anniversary Edition.
Incorporating the red and white colours of the Singapore national flag in its design, the SG50
F12
 gets a bespoke “Rosso Singapore” (yes, that’s real) metallic red paintjob with racing stripes in the colours of the country’s flag.
Inside, the cabin receives several touches for that added Singapore-only exclusivity beginning with a ‘Singapore 50th Anniversary Edition 1/1′ plaque located on both the steering wheel and inner door sills. Additionally, the headrest of the black, white, and red sport seats feature Singapore’s Lion embroidered onto it. The colour scheme extends to other parts of the interior as well with a white background for the tachometer and air-conditioning vents.
Aside from the visual changes, the SG50
F12
 retains the 6.3-litre naturally aspirated V12 engine from the standard car with its 740hp and 690Nm of torque. 100 km/h is reached from a standstill in just 3.1 seconds with a top speed in excess of 340 km/h. A seven-speed dual-clutch transmission handles the transfer of power to the rear wheels.
No pricing has been announced for this incredibly rare F12, made together with the Ferrari Tailor Made team.
Image source:
Luxury Insider


BMW Malaysia Introduces The New BMW 320i Sport - RM 243,800.00

The elegant G20 3-Series was first introduced in Malaysia way back in April 2019 and was only available in 330i form. After seven months of only having this variant, BMW Malaysia today announced the arrival of the CKD 320i Sport, making it the most affordable 3-Series (G20) to date.

Adding to their growing arsenal of CKD cars, the 320i Sport can be had for RM 243,800 and comes with 5 Years Unlimited Mileage Warranty, Free Scheduled Service Programme and BMW Tyre Warranty Programme.

Interested parties can purchase the 320i Sport through conventional ways or BMW Group Financial Services' Balloon Financing Plan, which offers the car through a monthly instalment plan of RM 2,788.00, based on estimates of an 80% loan on a five-year tenure.

The CKD BMW 320i Sport comes with an exciting front end, featuring a t-shaped fog light / Air intake combo. This design was initially developed by the National Advisory Committee for Aeronautics (NACA) for the intake air in jet engines and later became a feature of classic racing cars.

The variant is further equipped with sporty 18-inch light-alloy wheels in V-Spoke Style 780 Bicolour. Owners can also look forward to a lighter, more rigid vehicle as the total weight has been further reduced by 30 kg (kerb weight of 1,460 kg) thanks to its lightweight framework.

Powering the sedan is a 2.0-litre TwinPower Turbo petrol engine, which is paired with an 8-speed Steptronic Sport transmission. The sports sedan is capable of generating a top speed of 235 km/h, with a maximum output of 184 hp and a peak torque of 300 Nm. The century sprint can be achieved in just 7.1 seconds. The New BMW 320i Sport only consumes 6.3 litres of fuel per 100 km and generates 144 g/km of CO2.

The cabin of the New BMW 320i Sport features three-zone automatic climate control, interior trim finishers in Aluminium' Mesheffect', complete with the exclusive Sport leather steering wheel which adds to the thrilling driving experience.

BMW's Live Cockpit Plus is also included in the premium sedan, which combines an analogue instrument cluster with a 5.7-inch display and 8.8-inch touch-sensitive control display.

A first in its segment, the new BMW 320i Sport offers an innovation called the Reversing Assistant. Through the assistance of sensors and Rear View Camera, the sports sedan can reverse itself through narrow streets which adds convenience when tackling those tight paths in reverse.

This feature is powered by the BMW Operating System 6, which also powers the BMW Digital Key for next-level vehicle security and management. The BMW Digital Key employs Near Field Communication (NFC) technology that allows the new BMW 320i Sport to lock and unlock and even start the engine with the newest compatible cell-phones without needing a physical key. This feature is another first in class technology in the Malaysian premium automotive industry.

Adding onto the premium ownership experience, the BMW ConnectedDrive equips owners with Intelligent Emergency Call and Teleservices which reacts automatically if an accident occurs, quickly getting help for you and your passengers.

The New BMW 320i Sport is offered in five colours, namely Mediterranean Blue, Black Sapphire, Alpine White, Mineral Grey and Sunset Orange, paired with premium Black Leather Vernasca upholstery.

The New BMW 320i Sport will be available at the pop-ups, and all authorised BMW dealerships nationwide from 10th January 2020.


Proton Sales Surge In June

With less and less restrictions in place, Proton sees a surge in sales for the month of June and it looks like the industry is finally getting back on track.

Along with the fear of infections and clusters and a general uncontrollable spread, there was a lingering sense of dread among Malaysians regarding the state of our already fragile economy. With the MCO dragging on seemingly forever, it was difficult to see an end to this slump of economic activity with many pundits fearing that it would take much longer to recover.

And yet, Proton seems to have bounced back for the most part even with RMCO not quite over. Through the month of June they moved 9,623 units of their vehicles – not merely a 69.5% increase month-on-month, but part of a TIV increase of 9.3% compared to June of last year. These are certainly impressive numbers, and promising for investors and businessmen alike.

As you would expect, the X70 maintains its stranglehold on the SUV segment with 1,909 units sold, which also makes it the overall best-selling SUV for the first half of 2020. The Persona, meanwhile, retains its top spot in the B-segment sedan category for the second month running. The Iriz managed third in its category, which is impressive considering how long it has been in the market.

“PROTON’s sales in the first full month of business since February have been encouraging. While we remain cautiously optimistic for the second half of 2020, the demand for Malaysian cars in general and PROTON vehicles in particular points towards increased consumer confidence in our products. This interest has also been buoyed by the recently announced sales tax holiday which in our opinion, has stimulated demand”, said Roslan Abdullah, Chief Executive Officer, PROTON Edar.


Patut Ke Tukar Syarikat Insurans Setiap Kali Perbaharui Cukai Jalan?

Memandangkan ada banyak syarikat insurans di Malaysia, patut ke kalau kita tukar-tukar syarikat insurans setiap kali
perbaharui cukai jalan
?

Insurans kereta
 adalah sejenis perlindungan jangka masa panjang yang boleh dibeli oleh pemilik kereta untuk melindungi kereta dengan mengurangkan kos yang berkaitan
kemalangan
 kereta. Insurans turut memberikan perlindungan kewangan terhadap kerosakan fizikal atau kecederaan badan yang disebabkan oleh kemalangan jalan raya.

Malah insurans juga menawarkan perlindungan seperti apabila kereta anda dicuri serta kerosakan kenderaan yang disebabkan oleh sebarang kejadian selain dari kemalangan jalan raya, seperti cuaca atau
bencana alam
.

Memandangkan ada banyak syarikat insurans di Malaysia yang menawarkan pelbagai pilihan insurans, boleh ke kalau kita tukar syarikat insurans setiap kali perbaharui cukai jalan?

Tukar Syarikat Insurans

Untuk menjawab soalan tersebut, anda dibenarkan untuk menukar syarikat insurans mengikut pilihan anda berdasarkan apa yang ditawarkan oleh sesebuah syarikat itu. Malah, anda disarankan untuk berbuat demikian setiap kali
memperbaharui insurans
 untuk menikmati kelebihan yang terbaru pada harga yang berpatutan daripada syarikat-syarikat insurans.

Ketahuilah bahawa tiada syarikat insurans yang meletakkan syarat yang melarang pelanggannya untuk menukar kepada syarikat insurans lain. Jadi, pilihan mutlak berada di tangan anda!

Sebab Tukar

Tidak dinafikan, kebanyakan pemandu menukar syarikat insurans untuk mendapatkan harga yang lebih rendah tanpa menghiraukan kelebihan yang ditawarkan oleh insurans yang sedia ada mereka. Untuk langkah yang lebih baik, anda disarankan untuk merujuk perkara ini dengan ejen insurans anda terlebih dahulu. Sebagai contoh, ambil satu polisi insurans yang mempunyai nilai pasaran yang sama dengan insurans anda sekarang dan minta ejen anda untuk bandingkan kedua-dua insurans tersebut.

Bukan apa, ini bagi mengelakkan anda daripada mengalami kerugian. Walaupun insurans yang anda mahu tukar itu lebih murah sedikit berbanding insurans sedia ada, tapi mungkin polisinya lebih terhad berbanding syarikat insurans anda. Walaupun harganya hanya berbeza beberapa ringgit, tapi kelebihan yang ditawarkan mungkin jauh berbeza. Sebagai contoh, syarikat
Etiqa
 kini menawarkan khidmat trak tunda sejauh 200km berbanding hanya 50km sebelumnya.

Selain daripada mencari insurans dengan harga berpatutan, antara sebab pemandu gemar menukar kepada syarikat insurans lain adalah atas sebab urusan yang lebih pantas dan mudah. Ada sesetengah pemilik yang menukar syarikat insurans kerana mendapati sedikit sukar atau lambat untuk menerima tuntutan insurans daripada syarikat sedia ada.

Sebenarnya, semua syarikat insurans ini bagus dan mudah untuk memberikan pampasan. Cuma kadangkala dokumen yang diperlukan tidak lengkap atau tidak tepat dan itu merupakan sebab utama
tuntutan insurans anda mengambil masa ataupun ditolak
. Yang paling penting, rajin-rajinlah membuat
survey
 sebelum memperbaharui insurans kereta untuk memastikan anda sentiasa menerima tawaran terbaik pada harga yang berpatutan.

Cara Tukar Syarikat Insurans

Penukaran syarikat insurans ini mudah sahaja bagi insurans yang telah tamat tempoh. Beli sahaja insurans daripada syarikat yang berbeza apabila anda ingin memperbaharui insurans anda. Sebagai contoh, jika anda membeli
Myvi baharu
, cukai jalan dan insurans kereta anda diuruskan oleh Perodua menggunakan syarikat Takaful Malaysia. Selepas tamat tempoh insurans berkenaan, tiada masalah untuk anda membeli insurans daripada syarikat berlainan seperti Etiqa Insurance & Takaful pula.

Tetapi jika anda mahu tukar syarikat insurans ketika insurans sedia ada masih aktif, anda dinasihatkan untuk guna dahulu insurans tersebut sehingga tamat tempoh. Bukan tak boleh tukar, tapi rugilah kalau tukar sekarang memandangkan anda sudah bayar insurans tersebut.

Perlu diingatkan, jika anda ingin menukar syarikat insurans atau takaful anda, NCD kereta anda tidak akan terjejas. Ini bermakna anda tetap akan dapat menikmati kadar NCD yang anda telah tercapai walaupun dengan syarikat insurans yang berbeza.

Kesimpulannya, pilihlah insurans yang memberikan anda perlindungan terbaik dengan harga yang berpatutan!


Honda Opens Up An 800,000 Square Meter Proving Ground in Thailand

Perhaps this is the beginning of something interesting. Honda has had a long held tradition of letting different regions work autonomously: Honda Europe and Honda of America aren't tied up by red tape and bureaucracy from Honda Japan, and it is this structure that allows them to really develop products which cater to various regions. The idea of producing "global" products is something more recent as an effort to streamline production and reduce costs, but having a product that works globally isn't quite as good as one that's tailored for a region.
This can even be down to things like material quality and insulation. For example, European products tend to have better build quality but that comes at a cost. Where these aspects are not as important, such as in ASEAN, it makes more sense for a company to trade this away in exchange for more features or options that speaks more to the consumer. The most recent development is the launch of a new proving ground facility in Thailand, by Honda R&D Asia Pacific Co. Ltd. (or HRAP for short).
The center is unique and comprehensive, featuring 8 different courses to really test the ability of their products. The courses have also been tailored to meet the requirements of the Asian and Oceania region, spanning 800,000 square metres and making Thailand the third country in the world to have such a centre. It caters to both automobiles and motorcycles, assessing handling and stability as well as overall performance. There's even a special section that will be used to test lawn care products in the future.
The test courses include the following:

1) The Oval Course:
A 2.18 kilometer oval course.  To be used to test a vehicle’s performance while driving at high speeds, plus other tests such as noise levels from wind in the cabin and steering while controlling.

2) The Winding Course:
A 1.38 kilometer winding course. To be used for general performance testing, including the effectiveness of braking systems and vehicle stability. The Winding Course simulates terrain of varying elevations, and incorporates 17 turns and blind spots.

3) The Vehicle Dynamics Area:
An extended area from the Oval Course. To be used to test stability control at high speeds and braking efficiency during sharp turns.

4) The Wet Course:
A course which simulates wet and slippery road conditions.  To be used to test the impact of wet roads on a vehicle’s performance. The Wet Course features the Pool Road, a test road alongside the Splash Road and the Wet Brake Road, which can adjust the water level from 0 to 1,000 millimeters to simulate flooding which is common in Asia, and also test water resistance and any effects on the engine.

5) The Ride Road Course:
A course which simulates road surfaces from different countries in Asia & Oceania. To be used to test general performance on different road surfaces. The Ride Road Course has eight roads including the Concrete Highway, the Noise Road using damaged asphalt, and the Camber Road.

6) The Special Surface Course:
A test course which was designed to model rough road surfaces with 3D technology. To be used to test the durability of the underbody of a vehicle. The course has eight roads, which include the Speed Breaker and the Concrete Rough Road.

7) The Slope Course:
A slope course to be used to test engine strength and braking performance.

8) The Straight Course:
A 1.2 kilometer course to test fuel economy and acceleration.
With this in place, you can expect to see more interesting products- perhaps even products designed specially for our region- even things like the India-only Honda WRV. There's an exciting future ahead for Honda in this region, and it shows their commitment in developing products tailored specifically for us.


Review: 2015 Toyota Avanza – New Engine, Familiar Basics

At the recent global press conference where
Toyota
’s takeover of
Daihatsu
 as a
wholly-owned subsidiary
 was officially announced, a Japanese journalist asked Akio Toyoda what is his favourite Daihatsu model.

Interestingly, the Toyota President responded by saying Daihatsu Xenia, a model better known in our part of the world as the
Toyota Avanza
.

Toyoda’s answer was coloured somewhat by his personal involvement in the model’s history. Earlier in his career, when serving as General Manager of Toyota’s Asia business, it was Toyoda who approached Daihatsu on Toyota’s behalf to co-develop an MPV catering primarily for the
Indonesian market
 and the Asian market at large.

The first generation Avanza was launched here in the mid-2000s and became an instant success. Its offer of seven-seater practicality, near-national car pricing, and the allure of Toyota badging resonated very well with Malaysian buyers who bought the Avanza in droves.

Today, the Avanza no longer boasts the same level of popularity it used to enjoy in its heyday. Being built on the same mechanical basics as the original, the Avanza in its current guise is a vehicle a decade and a half in the making. Question we ask here is whether that longevity has brought us a car that can be regarded as a proven performer or outdated antique.

Specifications:

Variant Tested: 1.5S A/T

Price: RM83,890

Engine: 1.5-litre, inline-4 longitudinal, DOHC

Power: 105PS @ 6,000rpm

Torque: 136Nm @ 4,200rpm

Transmission: 4-speed torque converter automatic, RWD

Safety: Dual airbags, ABS, EBD, ISOFIX (2
nd
 row), Reverse Sensor, Reverse Camera

Origin: Fully imported from Indonesia

Overview?

The first generation Avanza, if you remember, was made locally by Perodua in Rawang. These days, the Avanza is now sourced from Toyota’s production facility in Indonesia, an arrangement that has been put in place since the second generation model was introduced in 2012.

A
major facelift
 implemented in 2015 sees the introduction of new 1.3- and 1.5-litre powertrains from the NR family replacing carryover engines of the same capacity from its predecessor. Equipped with variable valve timing for both intake and exhaust (Dual VVT-i in marketing speak), both engines offer improved outputs and are claimed to be between 5 and 15 percent more efficient than before.

Mechanically, the Avanza has no direct competitor. Instead of using a monocoque like everyone else, Toyota is unique in its approach persisting with the use of a ladder frame to underpin its entry-level MPV. As a result, the Avanza’s engine sits lengthwise and powers its rear wheels. No, we don’t recommend that you try any drift action.

As tested, the Avanza 1.5S is the most expensive member of a four-variant line-up that starts with a basic 1.3E manual at RM72,280 (OTR with insurance) and featuring a further two 1.5-litre automatic models.

Potential buyers can nevertheless be expected to cross-shop the Avanza against
similarly-priced seven-seaters
 such as the
Nissan Grand Livina (RM84k – RM97k)
,
Proton Exora (RM67k-RM83k)
, and higher variants of the
Perodua Alza (RM52k-RM65k)
. From within the Toyota family, the
Rush SUV
 is a similarly-sized platform mate. The upcoming
Honda BR-V
 can potentially count itself as a rival of sorts.

Exterior

Marking the installation of an all-new powertrain, the Avanza’s aesthetics were the subject of a comprehensive refresh. Revisions to the front end notably bring it in line with the sharper and more dynamic looks worn by recent Toyota models such as the
Vios
 and
Corolla Altis
.

But looking closer past the fanciful new curvy lines, however, are items that are very basic by today’s standards – no LEDs anywhere in sight, halogen reflectors for the headlights, and an extendable A-pillar-mounted antenna.

The key hole detached from its door handle is a throwback to an earlier era of motoring; it has been quite a while since we reviewed a car with an alarm remote that hangs separately from its key.

Interior

The familiar compact seven-seater cabin layout that has served Avanza well over the years is largely untouched save for the usual trim enhancements that you would expect from a facelift. There is a more generous insertion of faux silver trim inserts to inject a more premium ambiance to the cabin.

Rear-seated passengers will appreciate dedicated roof-mounted blowers and, provided the second-row passengers are not too large in size, there is enough space in the third row to accommodate adults comfortably for short journeys.

Ingress and egress take some effort though, Toyota’s seat-folding mechanism operates with nowhere near-enough slickness as what
Honda
 effortlessly achieves with theirs. Getting the second row seats to fold forward to gain third row access often required more than one attempt.

We are also less than impressed with the centre tunnel. The sole storage bin ahead of the gear lever is too shallow to be of practical use, area around the handbrake lever is underutilized, and the centre console box is oddly-shaped. If you’re carrying a lot of items in your pockets, there aren’t very many cubby holes to swallow your phone and keys.

Our test car came fitted with the optional 2DIN DVD-AVN head unit that features a 7-inch capacitive touchscreen and a range of multimedia features. Boot-up of the system was surprisingly slow, but overall, we appreciate that it includes a reverse camera integration. Alternatively, the lower-cost DVD-AVX unit also comes with a reverse camera.

How does it drive?

Just because it’s rear wheel drive, don’t expect the Avanza to deliver any sort of thrills behind the wheel. The Avanza is built of body-on-frame construction and the result is a high centre of gravity that makes itself felt very acutely if you get overenthusiastic around corners. A
Toyota 86
 it isn’t.

Introduction of Dual VVT-i technology has given the Avanza a more free-revving engine, but serious progress still requires heavy workout of the throttle pedal. There is adequate mid-range punch to keep up with the hustle and bustle of urban traffic, but don’t expect to be blazing the fast lane on highways.

You also won’t be stringing any series of fast corners around back roads, but there is a pleasingly uncorrupted feel to the steering that you simply don’t get in front-wheel drive cars. Another piece of good news is that if you find yourself in tight surroundings, the Avanza is a perfectly good car to wiggle your way out with a tight turning radius of just 4.8 metres.

How comfortable is it?

The main reason why Toyota insists on utilizing ladder frame construction and a live rear axle to underpin the Avanza is durability and higher load-bearing capacity. The flipside of this rugged setup is that the Avanza is never known to be a pliant riding vehicle.

This latest iteration of the compromised formula has evidently benefited from continued refinement and practice. There is notably improved composure over poor surfaces and Toyota had good sense to engineer generous suspension travel to ensure good absorption of sharp disturbances.

Noise levels are commendably suppressed too, provided you don’t overwork the engine (which gets trashy if you do).

How economical is it?

The Avanza’s mechanical simplicity repays you over the long run. Even though we clocked mostly urban kilometres in this review, our test car’s trip computer returned an impressively frugal 8.33 l/100km. Expect to go below 7.5 l/100km on a smooth highway.

Maintenance is easy on the wallet as well. At 10,000km intervals, Toyota expects to charge in the region of RM200 each service. Over the course of five years, UMW Toyota Motor’s internal data estimates that you will need to set aside in the region of RM2,800 for your scheduled services.

Conclusion

The original Avanza was a runaway success. It was a well-conceived product for its time and built on solid fundamentals. Toyota’s evident confidence in its own handiwork has seen the same formula carry on unchanged over the last decade and a half.

So, the Avanza remains the same dependable and versatile as it always was, but the harsh reality it faces is that the market and the competition have both moved on. Monocoque-based alternatives such as the
Grand Livina
 and Perodua Alza offer comparable internal volume with the kind of driving refinement which the body-on-frame Avanza, despite its superior robustness, cannot match.

Whilst there will always be place in the market for the Avanza’s brand of dependable simplicity. It is a highly appealing choice of a workhorse – reliable, easy to use, and affordable to maintain
 –
 but don’t expect much beyond that.


Five Reasons Why You Should Get the Toyota Camry in 2023

SUVs might be the in thing when it comes to status, there are some sedans that can deliver the same premium aura to evoke style, wealth, and performance.

One of the best ones available right now just so happens to be the
Toyota Camry
. If you love fancy sedans without breaking the bank and you don't want to jump onto the SUV bandwagon, here are five reasons why you should set your sights on the Toyota Camry in 2023.

1. 'Dynamic Force' performance

UMW Toyota elevated the Toyota Camry last year when they introduced the enhanced eighth-generation Camry here in Malaysia. One of the biggest updates it received is the 2.5-litre Dynamic Force four-cylinder engine with VVT-iE that produces 209hp and 253Nm of torque.

Even the transmission was replaced with the Direct Shift eight-speed automatic transmission. The engine and gearbox combination makes the new and improved Toyota Camry a worthy adversary when it comes to outright performance as well as fuel efficiency. In other words, more power and less fuel usage.

Mounted within the Toyota New Global Architecture (TNGA) platform with double wishbone rear suspension, the Toyota Camry gets the job done in outstanding fashion when you consider things like stability, responsiveness, agility, and overall handling.

2. Upgraded safety specs

The latest Toyota Camry offering also comes with the upgraded Toyota Safety Sense (TSS) 2.5+. The new additions to the safety features available on the new Camry are Rear Cross Traffic Auto Brake (RCTAB) and Intelligent Clearance Sonar (ICS).

If driving safety is of a concern, then there's really nothing to worry about when it comes to driving the Toyota Camry which also comes with:

Seven SRS airbags

Toyota Safety Sense Pre-Collision System (PCS)

Dynamic Radar Cruise Control (DRCC)

Lane Departure Alert (LDA)

Lane Tracing Assist (LTA)

Panoramic View Monitor (PVM)

3. Enhanced features for ALL occupants

It's not every day that you get to say that a car is excellent for the driver as well as all of the occupants, but you can definitely say this about the Toyota Camry. For those looking for a respectable driver's car, the Toyota Camry is indeed exhilarating thanks to some enhanced features like paddle shifters and selectable Drive Mode (ECO, Normal & Sport).

For the rest of the passengers, the nine-inch Capacitive Touch Screen with Apple CarPlay and Android Auto is intuitive to use and the nine-speaker JBL Audio System takes the music levels up to a new height with Clari-Fi technology.

Perhaps the best seats in the Camry are the ones at the rear. There are a number of reasons why people love the Camry's rear seats (including our Prime Minister) thanks to features like Power Reclining Rear Seats and a three-zone auto air conditioning system.

Those sitting at the back don't even have to tell the ones at the front to adjust the AC temperature because the 'bosses' at the back have direct access to the centre armrest that comes with a control panel. Through this, they can adjust their seat positioning, air conditioning, power sunshades, and audio system. Truly a 'boss' move.

4. Sporty & stylish design

While the older Camry models might be referred to as vehicles for uncles, it's an entirely different story with the new and improved eighth-gen Camry. Sporting a front aggressive design, the Camry is truly a presence on the road thanks to the new lower grille ornamentation, Bi-LED projector headlamps, and sleek-looking Daytime Running Lights (DRL).

Even the rear is just as sporty with smoked rear taillights to add up to its exterior aggressive facade. To tie everything together, the Toyota Camry comes with a new set of 18-inch 'twisted dark spoke' alloy rims that just look great even at a standstill.

5. Competitive pricing

The updated Toyota Camry is currently priced at
RM219,800
 (on the road excluding insurance). UMW Toyota Motor also offers a five-year vehicle warranty with unlimited mileage from the date of the first registration for greater peace of mind.

As for exterior colour options, you can opt from different colours - Platinum White Pearl Mica, Silver Metallic, Graphite Metallic, Burning Black Crystal Shine Glass Flake, and Red Mica. Head over to the nearest UMW Toyota showroom to place your bookings.


BMW 2002 Hommage – 50th Anniversary Tribute to Munich’s Icon

The BMW 02 series is, to many fans of brand, one of the most iconic and important models of the Bavarian car maker’s history. It is commonly regarded as the direct ancestor of today’s
3 Series
 and its design philosophy is said to still influence the make-up of modern
BMWs
 namely its balanced rear-wheel drive chassis and lightweight construction.
The 02 series turns 50 this year, and the most recognizable members of the range are the 2002 models, of which the most desirable variant today is the 2002 turbo. BMW had steadfastly followed the naturally-aspirated route until 2006 after that, but the 2002 turbo was noteworthy for being the first European series-production car to be powered by a turbocharged engine.
Celebrating the notable milestone of one of its most famous models, BMW has turned up at the Concorso d’Eleganza Villa d’Este with the BMW 2002 Hommage, essentially a modern day
BMW M2
 reskinned to pay tribute to the legendary 2002 turbo.
“Exactly 50 years ago, the 02 range kick-started an era of success for BMW. This compact coupe is one of the vehicles which made the brand what it is today,” explains Adrian van Hooydonk, Senior Vice President BMW Group Design.
From the front, the 2002 Hommage recalls a long-lost BMW styling cue, the iconic shark nose that adorned not only the 02 series, but also many other iconic models of the brand from the 1960s to 1980s era.
The 2002 Hommage sports two single headlights, recalling not only the 02 series, but also the E21 3 Series that followed. Looking closer, the headlights are borderered by gold reflectors, pointing to the golden 50
th
 anniversary of the 02 series.
A styling touch that pays homage to the 2002 turbo specifically is the word “turbo” emblazoned on the front apron in ambulance-style mirrored fonts. It recalls the mirrored “2002” and “turbo” decals applied to either side of the 2002 turbo’s front bumpers that is supposed to let drivers in front to see what’s coming from the back on their rear view mirrors. The actual production cars never had this styling touch, however. It was only applied on pre-production cars that were photographed for BMW’s official promotional materials for the model.
The signature chrome strip that surrounded the 02’s body like a belt is re-interpreted in the 2002 Hommage as a wraparound carbon band. The corner-mounted front indicator lamps that sit on the 02’s chrome strip is similarly revived in the Hommage vehicle.
Finally, the BMW roundel at the rear of the Hommage sits not at along the centreline like modern BMW’s, but to the right of the number plate just like in the original 02 models.
In line with BMW’s ongoing centennial celebrations, the 2002 Hommage appears at the Concorso by the full line-up of Hommage vehicles unveiled by the BMW Group in recent years. They include the M1 Hommage (2008),
3.0 CSL Hommage (2015)
, Motorrad Concept Ninety (2013),
328 Hommage (2011)
, Concept Coupe Milla Miglia (2006), and MINI ACV 30 (1997).
Meanwhile, if you're on the look out for an actual BMW 2002, here's a listing that might interest you.....


Will the 5-door Suzuki Jimny come with a more powerful powertrain?

More space, more doors and more power? Will the 5-door Jimny come with a more powerful powertrain?

Set for an
official unveiling on January 13, 2023
, at India's Auto Expo, it has been said that the much-anticipated 5-door Suzuki Jimny can be had with a more powerful and fuel efficient setup.

Japan's Best Car Web brought this scoop, as they suggest that the five-door Jimny in Japan could come with a hybrid powertrain.

The electric motor will apparently produce an additional 33 horsepower and 60 Nm of torque, giving the Jimny a total output of 133hp and 190Nm of torque if paired with the same K15B 1.5-litre engine on the 3-door.

The 3-door which comes with the K15B 1.5-litre engine
, currently only produces 100hp and 130Nm of torque. It has also been said that the non-hybrid variant of the 5-door Jimny could come with a new K15C 1.5-litre DualJet engine which is said to offer more power and torque compared to the current K15B.

We will keep a close eye on the updates of the 5-door Jimny as we hope Suzuki's official distributors in Malaysia, Naza Eastern Motors Sdn Bhd, will bring the more spacious Jimny into the country.


Review: New Mitsubishi Triton And Why Its Super Select 4WD II Is The Best Around

The Mitsubishi Motors brand has seen better days. The fallout of Japan’s bubble economy and the ’97 Asian Financial Crisis hit the tri-diamond brand harder than others. Gone are the Lancer and Galant, and along with it the illustrious Ralliart world rallying program - all done so the company can have a chance of recovery by concentrating a laser-like focus on 4x4 vehicles – the one area where nobody, not even the mighty Toyota could match it, at least not in terms of technology.
In fact one of the reasons used by the Renault Nissan Alliance to justify taking Mitsubishi Motors under its wings was its clear leadership in 4x4 vehicles, something that Nissan couldn't achieve despite having bigger budgets.
In fact, in some markets like Indonesia, it is the Mitsubishi Triton rather than the Toyota Hilux that reigns supreme. Closer to home, the Triton still has some catching up to do before it can challenge the Hilux - a product so popular in East Malaysia that it refers to not just a Toyota pick-up truck but an entire genre of vehicles.
So during the planning of this new model, Mitsubishi Motors Malaysia pulled out all the stops to provide Malaysians with the best Triton ever, equipped in the same equipment levels as Tritons sold in bigger markets like Thailand. Gone is the previous Easy Select 4WD. Finally, our local Triton gets Mitsubishi’s famed Super Select 4WD II.
The mechanical superiority over its peers is stark. As a part-time 4WD vehicle, pick-up trucks typically can only operate in two-wheel drive (rear) 2H mode on dry tarred roads. The new Triton’s Super Select 4WD II however, is able to operate almost like a premium full-time 4WD SUV, capable of driving in four-wheel drive 4H mode even on normal roads - the only pick-up truck in the market with such capability.
The 4N15 2.4-litre turbo diesel MIVEC doesn't match the bi-turbo Ranger Wildtrak's power output but it still outguns the larger 2.8-litre Hilux. Compared to many of its rivals, the MIVEC engine runs quieter and sips rather than drinks fuel thanks to lightweight aluminum construction, low 15.5:1 compression ratio, and variable valve timing - all of which are unique only to the Triton.
Safety features have also been significantly upgraded. On top of the previous Triton’s seven airbags and electronic stability control (ESC), the new model now adds:
Forward Collision Mitigation (FCM)
Blind Spot Warning with Lane Change Assist (BSW with LCA) – warning alerts only, no corrective steering action
Rear Cross Traffic Alert (RCTA)
Ultrasonic Misacceleration Mitigation System (UMS)
Auto High Beam (AHB)
Hill Descent Control
Hill Start Assist
It’s an extensive list but it’s still not quite at the level of the more expensive RM 144,888 Ford Ranger Wildtrak, missing out on Lane Keeping Assist and Adaptive Cruise Control.
On the upside, prices are lower and you get better peace of mind from Mitsubishi’s class-leading 5-year/200,000 km warranty. Pick-up trucks lead a hard life and most of its fellow Japanese rivals only offer 5-year/150,000 km warranty, while the Ranger comes with just 3-year/100,000 km warranty. It speaks a lot about the Triton’s proven durability.
Segment rivals will be the Toyota Hilux and Ford Ranger. There is also the Nissan Navara and Isuzu D-Max, but both are aging models.
A week prior to the
official launch of the new Triton
, we were invited by Mitsubishi Motors Malaysia to sample the new Triton in a drive across the challenging terrain of Sabah – ranging from steep ascents up Kundasang to muddy trails in the outskirts of Tamparuli.
Specifications for Mitsubishi Triton Adventure X
Engine: 2.4-litre MIVEC common rail turbo diesel (4N15)
Power: 181 PS at 3,500 rpm
Torque: 430 Nm at 2,500 rpm
Transmission: 6-speed automatic, Part-Time 4WD (Super Select 4WD II)
Safety: 7 airbags, ESC, Forward Collision Mitigation (FCM), Blind Spot Warning with Lane Change Assist (BSW with LCA), Rear Cross Traffic Alert (RCTA), Hill Descent Control (HDC), Hill Start Assist
Origin: Imported from Thailand
Price: RM135,200 excluding insurance
Parked along the streets of Kota Kinabalu where pick-up trucks are more common than Perodua Myvis, the new Triton’s chunky styling clearly stands out in traffic. The angular lines give it a very industrial yet progressive image – less like a Black & Decker tool, but more like a design icon, like a Transformer.
Inside, the interior is all new but at the same time, it’s more of the same and keeping the previous Triton’s pros and cons too. We will start with the cons.
Compared with archrivals like the Toyota Hilux and Ford Ranger, the Triton’s interior doesn’t look as pretty, which is a disappointment considering what a big leap its exterior styling is. As before, the infotainment is below average; resolution is low compared to the Ranger’s Sync 3 but at least it closes the gap by offering support for Android Auto and Apple Car Play.
Material selection however, has been improved. The leather wrapped steering wheel is shared with the far more expensive Outlander Plug-in Hybrid (not offered here), and soft leather padding can now be found on the sides of the centre console stack, so your knees no longer rub against plastics.
The door panels are now trimmed in nicely stitched leather too.
The Triton has always been the class leader in comfort. The early L200 was the first pick-up truck with an automatic transmission, while the previous Triton was the first with tilt and telescopic steering and keyless entry. Mitsubishi’s extensive experience in rally races is also apparent in the Triton's suspension tuning – balanced but yet comfortable even when the rear is not loaded.
This new Triton raises the bar further with the addition of rear air-conditioning vents. However unlike the ones used in the Nissan Navara, the Triton’s vents are installed flushed into the roof lining, just like premium SUVs.
As cold air is denser and thus tend to stay low, mounting the air vents on the roof significantly improves cooling performance and air circulation, as opposed to floor mounted vents that merely aim cold air at your nether regions.
The Triton’s signature J-line cabin design continues to set new benchmarks in offering the most comfortable rear seat in its class. Instead of an upright seat back, the Triton’s rear seat is angled very similarly to a passenger car.
It also flips forward to reveal a small storage compartment too! It effectively solves the biggest problem I have with pick-up trucks – just where am I supposed to keep my bag so it’s hidden from prying eyes? Even if you have a tonneau cover for the deck, climbing up one or stretching into the deep deck to reach for your bag is just silly.
The front seats provide excellent support and we especially appreciate the ‘spinal column’ that has been shaped into the seat back. It gives you the right support while at the same time promotes ventilation for your sweaty back.
On the move, our expectations were high as the previous Triton (4N15 engine) was famed for its best in-class acceleration. This new Triton retains the same engine, which was introduced here only in late 2016 so we won’t even call it ‘old’ but it’s now paired to a new 6-speed automatic transmission.
However for reasons that we cannot fully confirm, the new Triton just doesn’t feel as eager as the previous one despite having one extra forward ratio. On paper, the vital stats remain the same – 181 PS at 3,500 rpm and 430 Nm at 2,500 rpm.
Climbing up Kundasang, there were many moments where the gap between the second and third ratios were ill-suited for the steep ascent, while the engine’s very limited 4,000 rpm redline meant frequent swapping between the second and third gears as neither ratios were suitable. The only consolation was the paddle shifters, which eased our troubles a bit.
It could be that the combination of steep ascent and high altitude that was limiting the engine’s breathing, and also the fact that our car had less than 1.000 km on the odometer so the engine internals were still tight. The mountainous terrain that we drove on had very few flat and straight roads for us to evaluate it further and conclusively say that it’s (oddly) slower than its 5-speed automatic predecessor.
As it had been raining earlier, the steep climb up Kundasang was done mostly in 4H, which in other trucks, would have damaged the transmission. However because the new Triton uses a Super Select 4WD II drivetrain rather than the previous car’s Easy Select 4WD, a viscous coupling differential compensates for differences in the individual tyres rotational speeds front to rear, thus allowing us to maximize the usage of 4WD even on tarred roads, just like a high-end full-time 4WD SUV.
Switching back to 2H however, will yield slightly better fuel economy, and we suspect, marginally better acceleration too (this is not a 300 PS car so four-wheel grip won't shave acceleration time). Shifting between 2H to 4H can be done at speeds of up to 100 km/h but for mechanical longetivity, lift off the throttle pedal when making the switch, just like how you would change gear on a manual transmission car.
Hitting the rougher, muddy trails in the outskirts of Tamparuli, we switched between 4HLc and 4LLc (both modes must NOT be used on tarred roads, car must come to a complete stop before switching). The suffix Lc refers to locked centre differential, which keeps all four wheels spinning at the same speed (but uneven torque), useful for uneven, rough terrain.
Switching to 4LLc disables FCM because as you can imagine; leaving these on-road safety systems on will create problems when car is driven at extreme off-road angles. Engaging either 4HLc or 4LLc also opens up four selectable off-road modes, a feature unique to the new Triton. Pressing the button above the Super Select 4WD II’s rotary dial toggles between Gravel, Mud, Sand, or Rock – pretty much like some of more sophisticated systems used by a Land Rover.
Each mode allows for varying levels of wheel slip. For example, you might want the wheels to spin a bit more in mud to dig in slightly for traction but not when you are crossing a rocky riverbed.
The new Triton has a water wading depth of 700 mm, equaling the Hilux but still 100 mm less than the Ranger.
There’s also a Hill Descent Control (HDC) feature, which we used with varying levels of success. As we were running on Highway Terrain tyres and the trail we were supposed to follow had been washed out by mud, HDC did little to rein in our descent speed but on drier slopes, it worked smoothly with none of the jerky motion that’s common in other makes. It just goes to show why having the right tyres is far more important than electronic aids.
When engaged, HDC allows the driver to keep his/her feet off the brakes, allowing you to focus on steering while the vehicle creeps forward very slowly. Descending a steep, slippery slope can be tricky because too much braking can unbalance the vehicle or cause it to skid. The trick is to keep the tyres rolling forward, but at just the right crawling speed, and HDC makes the task easier.
The previous Triton was known for its best in-class 5.9 metre turning radius, and the new model retains that distinction. It’s still the easiest to maneuver around tight spaces, whether it’s off-road or at some city scape.
After covering over 210 kilometres with a mix of muddy trails, gravel, and tarmac, we came to the conclusion that the new Triton is staying true to its core values of durability and class-leading comfort but some questions - such as how will it fare on the highways of Peninsular Malaysia - can only be answered at a later time.
The
Ford Ranger Wildtrak
 remains the lifestyle truck icon, with snazzier looks inside and outside, and comes with more fancy toys. However it is the simpler Triton that does a better job at meeting the needs of those who rely on their trucks for both work and play – the Super Select 4WD II and a class-leading 5-year/200,000 km warranty sets it apart. It’s also another way of saying that the new Triton is pitted closer against the Toyota Hilux rather than the more expensive Ford Ranger Wildtrak.
For details of the other lower priced variants of the new Mitsubishi Triton, go
here
.


Honda Type R – Origins And How Malaysia Succeeded When Others Said No

February 1989 in Suzuka circuit with F1 legend Ayrton Senna behind the wheel of a prototype Honda NSX. "I’m not sure I can really give you appropriate advice on a mass-production car, but I feel it’s a little fragile," commented Senna to Honda engineers.
A hero-car project for Honda to bridge the gap between its regular passenger cars and the F1 car that Senna was driving, the Honda NSX was aimed at Porsche and Ferrari. Honda intends to not just build a faster car but also to deliver better comfort and ease of use, attributes which are not common to supercars of that era.
Soon, it became apparent that an F1 circuit like Suzuka is not enough to fine tune the NSX. The team moved to Germany, setting up an office just outside the famous Nurburgring Nordschleife circuit. It was here that the NSX was honed, at the deepest end of what racers refer to as the Green Hell.
A 20.8 km long tarmac loop that snakes deep into the Eifel forest, over 200 corners and 300 metres change in elevation, the Nurburgring Nordschleife would reveal shortcomings that Honda didn’t even know existed with the NSX.
The rest is history as we know it today. Launched on September 1990, the NSX would later serve as a reference for Gordon Murray in developing his McLaren F1, which went on to hold the world record for the fastest production car between 1998 and 2005.
“The NSX is a landmark car. It awoke not only a lazy Ferrari, but Porsche as well and sparked advances in usability, ergonomics, and handling,” said Murray of the NSX.
The NSX culminated in the NSX-R, a street legal racing version of the NSX, and like the standard car, was also honed on the Nurburgring. This is where the Type R's lineage began and why Nurburgring, rather than Suzuka, is the Type R's ancestral home.
The ‘R’ represents Racing Spirit. Some say the Type R’s lineage should be tied to Honda’s NSR racing bikes. Officially, Honda’s archivists won’t make that link but the typeface used for earlier Type R logos were very similar to the ones used on the NSR bikes.
While it is true that the Type R philosophy originated with the NSX-R, the first Honda to spot a Type R logo was actually the DC2 Integra Type R, launched in 1995.
However awareness of the Type R logo only reached the masses in 1997, when Honda applied the Type R treatment to the humble EK9 Honda Civic, partly due to the fact that the Civic was cheaper and available in more markets than the Integra.
The intense sibling rivalry between the Civic Type R and Integra Type R also energised an entire generation of adolescents. In Japan, Honda also organized a one-make race for the Civic Type R, which further boosted the Civic Type R’s popularity.
The Civic Type R would eventually become the most important and iconic Type R model. It would be another ten years before Europe got its act together again with the Mk5 Volkswagen Golf GTI and Renault Megane RS.
Like most mythical super heroes from legends, Honda didn’t set out to make a hero out of the Type R, no more than Thomas Wayne groomed Bruce Wayne to be Batman. The original plan was for the NSX Type R to be in production for just three years but obviously that didn’t happen.
Sixteen years after Honda took the NSX to the Nurburgring and later penned the Type R legend, the FK2 generation Civic Type R pushed out the Renault Megane RS 275 Trophy for the ‘Ring’ record for front-wheel drive cars , with a time of 7:50.63. Two years later in 2007, the all-new FK8 generation model pushed the limits further to set a new record of 7:43.80, ousting the Volkswagen GTI Clubsport.
By then, the Civic Type R’s lineage have split into two – a UK-made Europe-only FN2 hatchback and a Japan-made Japan-only FD2 sedan (often referred to as the FD2R). For purists, only a Champion White FD2R is a worthy successor to the legendary EK9 model.
On August 2007, Malaysia became the only country outside of Japan to officially sell the FD2R. Not even consumers in other bigger Honda markets like USA or even right-hand drive UK were given the privilege to buy one of the most coveted forbidden fruits from Japan.
How did this small Honda distributor operating from a refurbished warehouse in Petaling Jaya (at that time), whose annual sales equals only to the monthly sales of a giant dealer in USA and China was able to achieve something that no Honda office in any right-hand drive market in the world could?
Prior to this, fans of the Civic Type R can only buy one from a grey importer.
In the eyes of Japan’s Honda Motor Co., the FD2R was developed only for the Japanese market and was not meant for driving conditions in other countries. Every Honda distributor worldwide accepted the status quo except for Honda Malaysia.
As expected, Honda Malaysia’s proposal to their counterparts at Honda’s overseas sales office in Aoyama, Tokyo ruffled quite a few senior Honda associates. The most obvious question that the Malaysian team had to answer was Honda Malaysia’s lack of experience in selling high performance cars. Complicating matters is Malaysia’s punitive taxes on imported cars. How many Malaysians are going to pay that BMW money for a Honda?
Mr. Akkbar Danial, currently the Group Vice-President of Honda Malaysia, had often told his product planning team responsible for the FD2R, “Without Trying – You Will Never Know.” The team conducted very extensive market research into this entirely new market for Honda Malaysia. While there is no doubt that the Type R brand has a huge following globally, Honda Malaysia has to be certain of the expectations of Malaysian customers before it could commit itself to importing the FD2R.
The FD2R was sold in Malaysia from August 2007 until April 2010. The last FD2R rolled off Honda's Suzuka plant in August 2010. A total of 420 units found home among Malaysian fans, contributing to the 12,000 plus units sold in Japan and Malaysia.
The latest FK8 generation Civic Type R now makes 310 PS, pushing it well into the Volkswagen Golf R and Mercedes-AMG A45 territory, and with a 6-speed manual transmission, bereft of complex all-wheel drive and electronic driving aids, it’s a clear choice for purists.
Today, the legacy of the FD2R and the hard work done by Honda Malaysia nearly 10 years ago is starting to deliver its results.
The FD2R might not have been a major volume contributor, but the feat that Honda Malaysia had successfully pulled off did raise the profile of Malaysia in the eyes of Honda Motor Co., in Japan. Honda associates in Japan are now convinced that Malaysia is ready for better products and they ought to pay more attention to us.
In recent years, many Honda engineers have made it a point to make frequent visits to Malaysia as our market is known for its unique combination of extremely demanding customers and challenging driving conditions, characterised by high ambient temperatures and sustained high driving speeds on some of the longest highway networks in the region.
The results are obvious in the newer generation of Honda products like the Civic and CR-V – class-leading Honda Sensing driving aids (only country in the SEA region to have it), quieter ride, German-like driving dynamics and effortless turbocharged engines for highway cruising, CVTs tuned to cope with high temperature, dual-clutch transmission adapted to intense hot and humid weather stop-go driving (improvements made here were subsequently rolled out to Japanese market models) and Malaysia is also the only market outside of Japan to introduce the Jazz Hybrid and City Hybrid.
Success begets success. Today, Malaysia is Honda’s second biggest market worldwide by market share, behind Indonesia (Jan – Sept. 2017). Even if one is to look at sales volume, Malaysia still ranks among the top-10, an incredible feat considering our the size of our population relative to other countries on the list.
This, combined with Malaysia’s early success with the FD2R, contributed to the launch of the FK8 Civic Type R here, an event which was important enough for
Hideki Kakinuma
, the Assistant Large Project Leader of the all-new Civic Type R, to attend.
While Toyota pays little interest to the 86 in Malaysia and Nissan is reducing the prestigious Nismo brand to a maker of accessories, Honda Malaysia has proven that when done correctly, low-volume halo cars can contribute to the overall success of mass-market brands in the longer term. The advice "Without trying you will never know," rings true today more than ever before. Sometimes it takes 10 years of hard work before the benefits are apparent. For those who were part of the initial Type R project at Honda Malaysia ten years ago, R doesn’t just mean Racing Spirit, but also Resilience.


Review: Volkswagen Polo Hatchback 1.6 MPI – Back To Basics

The Volkswagen Polo has been a success story for the VW brand over the past 42-years. Volkswagen’s mascot of cheap and cheerful will soon add another feather in its cap when the
sixth-generation model
 takes centre stage later this year.
So one might wonder, what’s with the harebrained idea of reviewing the aging fifth-gen model, now?
Well, over in Malaysia when the locally-assembled Polo arrived in 2014, the retail prices, save some generous promotional periods, was a scratch over RM86k, and if you remember
Polo Trophy
 from 2015, suggestively designed to honour VW’s World Rally Championship (WRC) success, cost some RM90k before insurance charges.
Volkswagen Passengers Cars Malaysia (VPCM) have since rationalised their prices, across the range – and with newer additions such as the
Vento
,
Passat
 and
Tiguan
, the Polo hatchback remains the entry point to the VW brand and indeed the cheapest way to access German automotive engineering in Malaysia.
Overview
So in essence, we perhaps have to employ an entirely new optics when judging the VW Polo hatchback, the mathematics are sound, priced at RM69,888 - Volkswagen want you to think of the Polo hatchback as not just as your first Volkswagen but your first ’Continental’ car, for roughly RM10k more than what it would cost for a top-spec
Perodua Myvi 1.5 Advance
.
It’s exceptional value. Especially when you consider the Polo’s
B-Segment’s competitors
 – namely the Honda Jazz and Mazda 2 prices start at RM71,193 and a whopping RM87,296 respectively.
The facelift model, launched in 2015 brought about tasteful aesthetic changes on the outside and upgrades to the steering wheel and infotainment system on the inside.
Specifications for Volkswagen Polo 1.6 MPI
Engine: 1.6-litre, transverse four-cylinder, multi-point injection
Power: 105HP @ 5,250rpm
Torque: 153Nm @ 3,800rpm
Transmission: 6-speed conventional automatic
Safety: 2 airbags, ABS, EBD, ISOFIX
Origin: Locally-assembled at Pekan, Pahang
Price: RM69,888 excl. Insurance
Exterior
While it may seem like the fifth-generation VW Polo has been around for quite a while – yet one would be hard-pressed to call it old or aged. Despite changing very little over the years – it still offers an elegant and handsome exterior.
When compared to its peers – such as the Honda Jazz and Mazda 2, the Polo offers simpler, sedate body contours. In contrast to the bold angular cuts of the Jazz or the swoopy lines of the Mazda 2, the Polo offers a more grown up look and feel – undoubtedly, there are buyers out there that will appreciate the subdued proportions of the Polo as well.
The facelift brought about the sharp looking bumper and front grille design – both components of which make do with a sharp looking chrome bits to highlight the width of the front fascia. At the rear, the Polo offers up updated graphics on the tail lamps and the revamped rear bumper now features reflector strips at its edges.
The latest version of the Polo, dubbed the
ALLSTAR
, was unveiled at the recent
Carlist.my MAA Drive event
 – brandishing an attractive accessory package and remains competitively priced.
Interior
On the inside – the Polo is decidedly German in every sense of the word. Besides the subtle dash highlights, the interior is largely made up of either lighter or darker shades of grey and black. The dashboard layout is superb, with most functional items and toggles within ergonomic reach.
There’s a useable cubby space allocated all around the cabin space – deep pockets in the doors and in the centre console will swallow everything from the Starbucks Grande cup, SmartTag and coin purse with ease.
The Honda Jazz remains the king of space and practicality, but the Polo remains a close second – being very accommodative for four passengers. An added note here – is the suppleness of the seats, front and back, they’re comfortable on long city jams and likewise the longer highway journeys.
The newly updated infotainment system which now features Bluetooth and USB connectivity works intuitively – not taking much longer than five seconds to reconnect to a paired device. The simple layout of the RCD 330 head unit is also easy to understand and get to grips with.
The highlight of the interior is perhaps the “flat” bottom shaped steering wheel, which is leather wrapped and tactile to the touch.
Driving experience
I’d have to say I was slightly underwhelmed by the Polo’s driving experience this time around. Admittedly, I’m being overly fussy but much of it has to do with the slightly dull throttle response of the engine.
I have always known and remembered this little 1.6-litre four-cylinder to be very eager and rev strongly right up to the limiter – yes, the power is still there, but there’s a slight mismatch (as I remember it) between the amount of pedal travel and the resultant engine effort. I wonder if VW has tweaked the throttle response in the interim for better fuel economy.
Otherwise, the Polo remains the charming performer it has always been. The chassis setup makes light work of soaking up bumps and road irregularities. It’s softer at the front than it is at the rear and this grants the Polo some impressive ride comfort and composure at high-speed, albeit doing without the overall sharpness, the likes of the Mazda 2 – but granted it’s a city car, I believe it’s a worthwhile tradeoff.
The steering system, both in feedback and effort is a charm to work around town, requiring very little effort when parking or around tight city confines. The system weighs up nicely at speed once on the highway, and helps build confidence – up to speeds of 170km/h, the Polo is surefooted.
The gearbox is talented as well dispatching shifts smoothly up and down the ratios. The response tightens up considerably when Sport mode is engaged, but for the most part, one would rarely find the need for it. The Polo is about relaxed cruising, if you want sporty driving dynamics – the Mazda 2 or Ford Fiesta is the car to be in.
Another point to note is the unavailability of Electronic Stability Control (ESC), which has become a commonplace offering amongst the current crop of B-Segment cars.
Fuel Economy
During my stint with the Polo, I completed some 485km for a full tank over mixed driving conditions – which included some greater KL-Putrajaya highway stints, and the other half in typical KL city driving. Perhaps, a gentler foot would have seen that number rise above 500km – a figure I have previously achieved with the Polo sedan.
Based on the onboard telemetry – the Polo hatch will return between 8.4-litres/100km on the highway and up to 9.9-litres/100km when plugging along in town.
Conclusion
While the current-generation Polo may have been around for a while, I can assure you it's anything but tired or dated. The Polo remains a charming alternative to the mainstream B-Segment rivals and at the current price, represents very good value for money.
What it may lack in terms aesthetic pizzazz, it makes up with a "grown-up" charm that is very appealing too. Sometimes going back to basics can be a good thing.