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Opinion: Did Perodua Really Mess Up Its First EV?

Now that the storm has somewhat settled, let’s talk about the Perodua QV-E pragmatically.

Did Perodua really mess it up?

Up until the mandate from the government, Perodua did not have any plans of its own to build its own EV. Whether this was discussed in boardrooms, I am not privy to that, but nothing was announced to the media nor public.

The mandate from the government under the New Industrial Master Plan 2030 (NIMP 2030) was clear though, Perodua was given the champion’s role among local automotive manufacturers to accelerate the growth of the local EV ecosystem.

It had a strict deadline too. Perodua had to introduce its EV by 2025. A cold, hard two years.

And there was a strict price ceiling, Perodua’s price ceiling had to be under RM100,000.

All things considered, and from what I saw with the QV-E, Perodua did not mess it up. Not. One. Bit.

Sure, the QV-E is far from perfect; the rear legroom is cramped. It also feels claustrophobic because of the small rear window and gigantic c-pillar.

Perodua also missed an opportunity to install rear air-conditioning vents, which is a pity because they built this car from the ground up and we live in a country where it can get more than just hot.

Some also say the interior feels cheap, but I don’t mind it.

I think the QV-E is a fantastic first effort from Perodua.

Keep in mind that Perodua has never built a car entirely of its own, not publicly at least. In its 32 years of existence, the QV-E is Perodua’s first 100% Perodua.

It is a brilliant first effort.

And before you chastise the QV-E as not entirely a Malaysian product simply because there was knowledge transfer from Magna Steyr, and components from BYD and Shanghai Electric, I would like you to name one car maker who builds everything by themselves.

And I mean everything from the seats to every single component of a car.

Some say the styling of the Perodua is not entirely original. Audi started with light bars at the rear of cars, don’t all cars have them now? Does that mean they are all unoriginal?

So where did it all go catastrophically wrong? What warrants netizens, key opinion leaders and such to aim their arsenal of keyboards at Perodua?

The Battery as a Service (BaaS) programme is what Perodua did. Simply said it was the straw that broke the back of a very fine camel.

During the product presentation for selected members of the media, a Perodua spokesperson said that they wanted to address three key concerns among EV buyers – resale value, battery degradation and high entry price.

And that is how BaaS came about. What Perodua perhaps did not expect was the very public backlash.

People did not see the point in paying monthly rental for a battery that they ultimately will not own. Even if Perodua provided a lifetime warranty on it and would replace it for free in just under 30 minutes if the state of health of the battery falls below 70%.

The public just does not seem to care about that. If they have paid for it, they want to own it. If the state of health of the battery falls below 70%, they want to deal with it in their own way.

The other thing was Perodua wants to be able to track the whereabout of the battery since it owns it. None of us like being tracked admittedly so that’s another nail in the coffin.

And then there is the remote disabling of a car, and this part I don’t understand the backlash.

Opinions posted online say that Perodua should not be able to disable the car even if payment for the battery is not made. But why would you not pay for it in the first place?

And if you can’t afford to pay for it already, shouldn’t you sell the car and reassess your finances?

There is also the case of the car being used for Syariah compliant purposes. Or so it may seem.

This was initially the source of many unwarranted jokes online with some saying that that meant they could not carry non-halal items since the car needed to be “syariah compliant”. But this is all nonsense and childish.

Perodua clarified that the BaaS programme itself is Syariah Compliant and operates on the Islamic concept of Ijarah.

Bank Negara defines Ijarah as a “type of lease that literally means the compensate and to give something on rent”. You can read the entire definition on Bank Negara’s website.

So based on this concept, Perodua as the owner of the battery, leases out the battery to the interested party at an agreed rental rate over an agreed lease period. The battery remains the property of Perodua while the leaser has the right of use (usufruct) of the battery.

At the end of the nine year period, the leaser may return the battery to Perodua or extend the leaser period of the battery for a secondary term.

And this is where the issue lays.

How can the person who has bought the car return the battery? Does that not render the car useless?

So that means the owner has no choice but to extend the lease period.

There are mentions that the owner can continue using the battery past the nine-year agreement period, but there is no such mention in Perodua’s Product Disclosure Sheet which it shared together with its clarification of the Syariah Compliance issue on its social media channels.

The disclosure sheet only mentions two possible scenarios once the lease term ends.

So did Perodua mess up then?

I maintain that Perodua did not mess up on the car, perhaps the execution of the BaaS. It’s a noble idea that offloads the headache of battery degradation but perhaps it is a little ahead of its time as no one is really talking about that at the moment. And you really can’t fix a problem that is not affecting the masses .. as yet.

Also, perhaps include another option for owner’s to continue using the battery for as long as they want, they did after all pay for it, and the car does belong to them. If they want to drive it till it no longer moves, let them.

But the QV-E is surely a great first try from Perodua. The platform it is built on is a modular one and can be shortened for smaller cars and elongated for bigger cars, so this chapter is not over for Perodua, it is just the beginning, and I am sure Perodua will learn from this and come back stronger.

Perhaps allow owners to own the battery outright? If they want to deal with degradation, then let them.

Honda’s Upcoming Tech Prioritises Joy Of Driving & Efficiency

Electric cars, hybrids or plug-in hybrids? That seems to be the golden question for all car makers these days, doesn’t it?

And while some car makers have thrown their weight behind EV’s, some have adopted a wait and see approach.

This cautious approach seems to have paid off as car makers who had initially announced an all-electric target by a certain year, are now back tracking and working on multiple powertrain options once again.

“Power of choice”, some call it. Did we not have this choice before? One can’t help but wonder if these slogans are a cover up for obviously disastrous future planning.

The cost of this backtrack has been monumental as well, with some European giants reporting losses in the billions of Euros.

Japanese car makers like Honda though, have been more cautious. The wait and see approach has benefitted the company even though their initial reluctance to adopt electric powertrains meant that environmental groups trained their crosshairs on the company.

It was not only these groups though, even car fans and buyers shied away, saying that Honda’s slow development meant that the company was lost and thus finished.

Even the seemingly unstoppable Chinese companies are now expanding beyond electric cars. BYD, the company that has championed EV’s for years is now moving towards plug-in hybrids.

BYD Malaysia recently previewed the Shark, a plug-in hybrid pick-up truck. Though it is unlikely to be launched here unless BYD locally assembles it, it does indicate that the company is toying with the idea of introducing plug-in hybrid powertrains for the Malaysian market.

What does all this mean for car buyers? Trust the company that seems to be taking it slow.

Like Lionel Messi’s field observation skills, Honda too observes and then decides where to place itself to maximise the chance of creating an impact in the industry. Or in this matter, introduce the right technology that car buyers will appreciate the most.

Honda’s cautious steps seems to have been the right move. But it does not mean that the company has shied away from development. Far from it in fact, the company has been quietly developing new tech in the background, and it will soon be ready to launch them all and claim its throne once again.

I was recently in Japan with Honda and visited the Honda booth during the 2025 Japan Mobility Show and even listened to Honda’s vision of the future, delivered by non-other than Toshihiro Mibe (above), the President and CEO of Honda Motor Company Limited.

After that, we visited Honda’s proving ground in Tochigi, where Honda presented its future electric and hybrid models.

So, what do they have in store?

New platforms that will bring back the joy of driving yet improve assembly time and cost.

Honda has thrown out the rule book for platforms and has rethought how they should work.

For years we have been told that body rigidity and suspension tuning is the key to improve the driveability of car. But Honda is now saying no!

Honda’s next generation medium sized platform that will underpin models like the next generation Civic and CR-V is set to be introduced in 2027. This new platform will focus on lowering weight, improving driving dynamics, lower cabin noise and vibration, as well as lower manufacturing cost.

But more importantly, it is going to achieve this by introducing flex. You read that right, Honda wants its platform to be able to twist and bend while cornering, particularly at the front of the car.

Engineers will usually stiffen a body around the engine and areas that are prone to deform when cornering. But now, Honda’s engineers have shifted rigidity to key areas around the front of the car.

How does this help? Imagine this. You are driving into a fast right-hand corner. With Honda’s new platform, the left front of the car will deform slightly to push the front left wheel down. This enlarges the contact patch of the tyre, thus stabilising the car and giving you more grip and confidence in that corner.

It is simple yet genius at the same time.

But besides giving you better handling, it should also be more comfortable as a flexible platform will be able to better absorb hits and bumps.

On top of that, this reduces the overall weight of the car by an incredible 90kg compared to the current platform, improving efficiency in the process.

Talking about efficiency, this new platform will also increase the percentage of parts that are shared among Honda models. In fact, Honda is aiming for parts commonality of more than 60% across all models that use this new platform.

This will then enable the efficient production of distinctive and diverse models while keeping cost down.

It is not all about flex and cost reduction though. Honda also plans to introduce clever new technologies that will also improve the joy of driving Honda cars.

These new technologies include Motion Management System that improves posture, and a new pitch control technology that will work concurrently with the current Agile Handling Assist system. The latter was introduced in the new Prelude and Accord and works to support smoother vehicle behaviour during cornering.

A new, large hybrid system.

Besides the new platforms, Honda is also working on the next-generation of its large, V6 engines. It is important to note that this engine is unlikely to be made available for Malaysian buyers due to the simple fact that the models powered by Honda’s V6 engines are all unavailable here.

Models like the Honda Pilot, Odyssey, Passport or even some of the Acura models all use a V6 engine, and none of those models are available in Malaysia.

Still, it is worth mentioning that Honda is refining this engine in the name of efficiency and joy of driving.

During its product presentation on the new engine, Honda’s engineers made no mention of the displacement of the engine.

However, we do know that this engine will be part of an elaborate hybrid powertrain with what looks like a rear-mounted electric motor, possibly for added towing and off-road grunt.

Honda did not share much in terms of the tech for the powertrain, but it did mention that the engine will power the next-generation large hybrid models and will have improved fuel efficiency by as much as 30%.

But this does not mean that performance will take a hit, instead Honda says that it is striving to improve full-throttle acceleration by more than 10% compared to existing large-sized hybrid models.

Honda wants to reintroduce the joy of driving, as well.

Among the many powerpoint slides that I sat through, there were three recurring themes, efficiency, electrification, as well as the joy of driving.

Honda is serious about all three elements and understands that EV’s and hybrids can be dull to drive. But it has figured out how to make driving them a lot more interesting.

And that is by introducing elements that we love from cars with an internal combustion engine to EV’s and hybrids.

Let’s get straight to the point, besides improving handling and power, Honda also wants to introduce the feel of gears shifting, even though there is no gearbox in any EV or hybrids.

Part of the programme at Honda’s Tochigi proving ground included driving a prototype model of what looked like the Honda Civic. When queried, Honda’s engineers were reluctant to confirm the model, but it was quite obviously a Civic from the taillights as well as from bits and pieces of the interior.

But it was just a Civic in body, because what lay underneath made it an entirely different machine. Unlike the current Civic, this model sounded sportier especially during acceleration, felt sharper during corner entry and just felt a lot more eager to be driven fast.

It felt like Honda had finally figured out the one thing that the current Civic does not have, character. And if Honda manages to programme such a character into all its car’s then we are in for a treat.

The other thing that I experienced is something called S+ Shift (pronounced as S Plus). This is basically a collection of drive modes as well as intelligent wizardry designed to make your mind believe that you are actually driving a fire breathing monster when all you’re doing is driving a Honda hybrid.

I experienced Honda’s S+ Shift in the new Prelude (I’ll detail my experience with that car in a different article) and was blown away by the experience.

The new Prelude is powered by Honda’s hybrid powertrain, which means that the wheels are driven directly by an electric motor and there is no gearbox. The 2.0-litre naturally-aspirated engine is not exactly spirited by itself either.

But the S+ Shift worked wonders by making the engine sound a lot sportier than it actually is. This sound is channelled into the cabin through the speakers. But before you say this is not new technology, this augmented sound is paired with simulated gearshifts.

Honda has managed to perfectly mimic gearshifts complete with power cuts (or fuel cuts if you are so inclined), downshift blips and such. The sound and the feel is intoxicating, and this is exactly what Honda means by joy of driving.

So, Honda may be adopting hybrid powertrains, but it has not forgotten to have fun, and it does not want you to forget the joy of driving either.

What about electrification though?

Honda believes in letting its customers decide which powertrain they want rather than dictate to them what they should be driving.

Hence Honda is busy building the next generation of electric cars using something called the 0 series platform. From this, there will be sedans, and large and medium sized SUVs as well.

In fact, we also drove the Super One Prototype, a small electric kei car that is also a joy to drive.

So Honda has all its bases covered and unlike some other car makers, it has not forgotten how to have fun along the way.

Review: Honda Super One Prototype – Super Fun!

China has undoubtedly taken the lead when it comes to electric cars. It has been so successful at it that it has forced giants of the car making business to follow suit.

Some of those giants have been good at emulating while some carmakers, particularly those from Europe and America, have lost huge amounts of money just to keep up.

The Japanese however have taken cautious steps.

Until recently, Honda has largely been absent from the electric vehicle segment, in Malaysia at least. The recently introduced e:N1 is a decent salvo at the segment but it hardly made a dent nor did fans of electric cars sit up and take notice.

But while Chinese car makers and perhaps even Tesla itself will tell you that electric cars are the “be all, end all” solution to world’s mobility and environmental problems, Honda has taken a completely different approach (though we all know that’s not true).

As I found out recently during a trip to the Japan Mobility Show (previously known as the Tokyo Motor Show) and subsequent question and answer session with Honda’s top management, the company still believes that hybrids play a big role in transport.

But despite that, it also believes that battery electric vehicles have their place in supporting a sustainable environment. Honda says it will continue its research and development programme for electric cars and already has a few cars set to be launched in 2026.

One of those cars is the Honda Super-One Prototype. It is a small and fun electric car that has Honda’s fun loving DNA very much in its circuitry. And I have driven it.

But first, what is it?

In terms of sizing, it reminds me of the Honda City Turbo from the 1980s. It has kei car like proportions and if you’re not familiar with that term, a quick Google search defines it as a “light vehicle that sits in a category of small, lightweight vehicles in Japan that must meet specific regulations for size, engine capacity and power”.

The regulations mentioned include a max length of 3.48 meters in length, 1.48 meters in width and a height of two meters, as well as a maximum engine displacement of 660cc.

The Super-One prototype does not meet all of the requirements of a traditional kei car since it is electric powered, but on first glance a kei car is exactly what it looks like.

During the product presentation for the Super-One prototype, there were two words that kept recurring – fun and joyful to drive! The presenter mentioned that the Super-One was developed to be “fun to drive, which is part of Honda’s fun loving spirit”.

*Honda N-One e, the base car for the Super-One Prototype.*

The Super-One is based on the N-One e: (that colon is weirdly part of the official name of the car but for the sake of good English, I will stop using it after this), which also shares its underpinnings with the N-Van e: (colon is again part of the name but I will stop now).

*The Honda N-Van e shares the same platform as the N-One e and Super-One Prototype.*

In fact, all three cars are built on Honda’s lightweight platform for N Series models.

And the N-One e and the Super-One prototype are also loosely based on the Honda N-one, a true kei car with a 658cc, petrol engine, first introduced back in 2020.

*The Honda N-One was introduced back in 2020.*

Back to the N-One e, it is powered by a 29.3kWh battery pack that gives it a WLTP range of 295km. This is important information to remember for later in this article.

So is the Super-One Prototype fun to drive?

It is built to be fun, and it definitely is, as what I experienced around Honda’s Tochigi proving ground.

A big part of the car centres around the augmented engine sound. This is precisely engineered to mimic the sounds of a sporty engine together with a seven-speed transmission.

The artificial sound also perfectly mimics the sound of rev-matching during down shifts.

Other members of the press who had also driven the car reported that they experienced “power cuts” in between these artificial shifts. This is also sometimes referred to as a fuel cut.

A power cut is what you experience during gear shifts when the engine cuts out, the clutch engages and a gear shift takes place.

Some car makers have learnt to artificially mimic this in their electric vehicles since these cars do not have a transmission box. This is done to add a touch of sporting character to a car that is otherwise too quiet and too vanilla in character. Both are aspects that matter for driving enthusiasts.

However, I personally did not experience this power cut. Perhaps I was not pushing the car hard enough.

But, I did experience it in the Honda Prelude I drove after the Super-One, and though that’s a different story I can say that it makes the car feel like a regular, fast, performance car.

Honda’s official press release on the Super-One prototype mentions that the car “simulated seven-speed transmission that reproduces the gearshift feel of a traditional multi-gear transmission.”

What else?

It’s size is a big part of its character. If you have ever driven a small, turbocharged car like a Perodua Kancil with a turbocharged engine swap, you will know what I am talking about.

It’s speed is not exactly brain numbing but the sound that you get when boost mode is activated just makes it feel like a proper pocket rocket.

I also really like that the steering mounted paddle shifters act like they are shifting gears and this just makes it feel like you’re piling on speed quickly.

But glance at the digital instrument cluster and you will realise you are not going anywhere very quick. The car just makes you feel that way and I really don’t mind it because what eventually matters is how the car makes you feel, and the Super-One prototype feels like a lot of fun.

The Super-One also differentiates itself from the base N-One e through a steering mounted Boost button.

It is unclear whether it adds more power when activated, but it surely makes the car sound and feel purposeful when pressed. Honda says that when the Boost mode is turned on, it “stimulates the driver’s senses – including visual and auditory senses, as well as a tactile sensation of acceleration and vibration.”

Let’s talk about the interior.

Before we get to the overall look and feel, let’s get one thing out of the way, the Super-One is a small car, the rear seats feel cramped, and the boot space can only be described in the most Malaysian manner – “boleh, lah”.

I am a tall and wide guy, and so was the Honda engineer sitting next to me during the test drive. And we were almost shoulder to shoulder.

Now that we have got that out of the way, the dashboard looks and feels simplistic, but you get hard buttons for all of the key controls. Honda may have taken its time with EV’s, but at least it has learnt from real world feedback what the Chinese and Tesla are still struggling with – hard buttons matter!

Besides that, all of the controls are from the usual Honda parts bin. The window switches look similar to the Honda City, as does the infotainment system. The gear selector buttons are from the Honda e:N1 but the two spoke wheel will be new territory for Malaysians. The buttons on the wheel? Not so much as they too are lifted from other Honda models.

The seats are similar to the ones in the N-One e, but here they are finished in different materials that include something that looks like denim, suede and what I am assuming to be faux leather. All held together by blue stitching.

Honda’s official press materials describe the interior as “a space that heightens anticipation for an excellent driving experience.”

What about tech?

Earlier in this article, I asked that you remember the battery and range of the N-One e, and this is where it is important because Honda is holdings its cards close to its chest with regards to all the tech that underpins the Super-One.

But since both cars are pretty much the same, though the Super-One has flared arches, an angrier stance, and some go fast bits, we can make some correlations.

The N-One e utilises a 29.3kWh battery pack which gives it a 295km WLTP range. In terms of charging, the base car can be recharged using a 6kW AC charger that will take 4.5 hours to fully recharge while a 50kW DC fast-charger will take 30 minutes to reach 80%.

Though there is little to no information regarding the tech underneath the Super-One, the fact that both cars share the same platform means that it would not be too far-fetched to assume that the powertrain is the same as well.

In fact, one could also be forgiven for thinking of the Super-One as the angrier sibling of the N-One e, one designed for a little bit of fun rather than a bland, characterless everyday EV.

Central to the Super-One prototype package is that aforementioned Boost button.

So will we be getting it in Malaysia?

Honda says that its Super-One prototype “has undergone testing on various road surfaces and under diverse climate conditions in Japan, the UK and other countries across Asia to further enhance its driving performance”.

In fact, the Super-One has already been spotted being tested in Malaysia as well. And more importantly, Honda is not a company that will fly a group of journalists to Japan to test drive a car only for the car not to make it to our shores.

The real question is not if it will arrive in Malaysia, but when.

And when it does, keep in mind that the Super-One prototype was also showcased at the iconic Goodwood Festival of speed in the UK. And that itself shows that Honda wants to position it as a “unique car with new possibilities of a new joy of driving unique to Honda EVs.”

After what I experienced with it, I believe that driving enthusiasts will like it as much as I did. Sometimes you don’t have to go fast to have fun.

Specifications: Honda N-One e (base car)
Battery: 29.3kWh
AC charging: 6kW (4.5 hours, 0-100%)
DC charging: 50kW (30 mins, 10-80%)
Range: 295km WLTP
We like: Fun to drive character
We don’t like: Front mounted charging port

Review: New Proton X50 – This is Why We Like It!

The Proton X50 is undoubtedly the darling among Malaysians who want a medium sized SUV.

Over 140,000 X50’s have been sold since 2020, cementing its reputation as one of the go-to models for Malaysians.

The X50 has made quite a reputation for itself as a reliable, comfortable and easy to live with machine. An ideal partner for those who want just one car for their daily routine as well as to accommodate the needs of their family.

Building on this, Proton introduced the new X50 just a few months ago. It has several updates that arguably warrant the use of the word “all-new”, something that Proton has been harping on while some media outlets refuse to acknowledge.

The refusal stems from the fact that the underpinnings as well as some of the oily bits have been carried over from the previous X50.

However, I feel that Proton is entirely justified to use that word because the latest X50 is not just a facelift, but it offers an entirely new interior, new design and even a new engine.

So, in this article, I will share everything that the all-new X50 must offers, the good as well as the bad about the car.

Let’s start with the design of the car

One of the major talking points of the X50 during the launch was the design. It left fans and observers divided, some liked it and some don’t.

But that is usually the case with designs, it will never appeal to everyone and is always subjective.

The X50 though is not an original Proton design, it shares some of its styling with the Geely Binyue L, it’s Chinese cousin.

The front is all new and that large gape under the grille is one of the main points that has divided observers. I do have to agree that there’s too much open space there, but there’s nothing a body kit developed in Sunway cannot fix.

The lights too have been updated, new LED headlights replace the old projectors, while the three daytime running lights keeps it within the family as it looks similar to the ones on the S70.

Capping off the front is a uniquely Proton grille with the “ethereal bow” strip that Proton’s design team has been quite proud of, and for good reason. But I must ask the design team – what is up with those fake vents on the redesigned bonnet? It is 2025 already, fake vents belong in 1998.

The side profile is also new, with a seemingly longer A-pillar giving the car a more aggressive look. The side has also been split into two, particularly for the Flagship variant, which is what this review is based on.

For the Flagship model, the upper part of the side profile gets a black roof, while the bottom half offers a more pronounced shoulder line as well as black plastic body panels with what seems to be aerodynamic vents. It is uncertain if those vents play any purpose, but they do look good.

The rear is entirely new as well. I particularly like the taillights with LED light strip across the boot, and the rear also sports the one part that is not fake, the quad tailpipes.

Let’s move to the interior.

Despite its looks, this is the one part that is entirely Proton’s brainchild. I know what the looks suggest because every car that comes out of China seems to have one gigantic infotainment system, a small instrument cluster, and not much else.

So, while the design may not be all that original, but it is in line with Proton’s newer models such as the e.MAS 7 and the upcoming e.MAS 5 (yes, I have driven it and spent time with its interior), keeping it very much in the family.

I must mention though that it is much better than what the looks suggest. Quality feels top notch, ergonomics are spot on, and there are features in here which you will never find in more expensive cars that simply make a lot of sense on Malaysian roads.

This feature is the semi-transparent sun visor that helps keep glare to a minimum, something like the sunshades that pilots use in an aircraft cabin. This has been carried over from the Geely Binyue L, but still a very cool touch.

Back to the business ends of things – the infotainment system measures in at a gargantuan 14.6-inches with wireless Apple Carplay and Android Auto. While that is nothing new, the Bahasa Melayu voice control system is a nice touch.

Proton says that it took them over 330,000 man hours to develop the voice command system, and just to ensure it works everywhere in Malaysia, it can understand four dialects, including the notoriously difficult Kelantanese dialect.

What I like about the interior is that it offers hard buttons for air-conditioning controls (though the on-screen adjustability is surprisingly easy even when driving), and the centre console has been freed of clutter because the gear selector has been moved to the steering column.

This simple update has allowed the engineers slash designers to incorporate things like cup holders, the aforementioned hard buttons for the a/c, and even twin phone holders with one Qi wireless charger.

Some netizens have remarked that the steering column shifter can be accidentally mistaken for the indicator stalk and thus shifting from Drive to Reverse. I have tried it; it does not work and the most that it goes to is Neutral.

Even then it can very easily shift back to Drive and there is no chance of the gearbox exploding as some have suggested.

But besides that, the interior remains largely the same. I appreciate the massive panoramic roof, the seats are also the same as before, which means a touch of softer padding would have made them more comfortable over long distances.

Spaciousness all around is as decent as before as is the boot space, which despite its generosity, houses a space saver spare wheel.

Let’s talk about the engine.

You could almost feel a collective sigh of relief from fans of the X50 when Proton announced that it was ditching the old three-cylinder engine for a four-cylinder unit.

Not like there was anything wrong with the old engine, it’s just that it sounded like a diesel engine, quivered oddly during start up and shut down, and was not very smooth at times.

The new engine solves all those supposed issues.

The 1.5-litre displacement is the same as before, and it is also turbocharged as well, and slightly more powerful with 181PS and 290Nm of torque. That’s 4PS and 35Nm more than before and allows a 0-100kmh time of 7.6 seconds.

Power is sent to the front wheels through the same seven-speed dual-clutch transmission.

What is rather impressive is the fact that despite the engine gaining one extra cylinder, which in theory should make the engine thirstier since there is one extra mouth to feed. But the truth is quite the opposite, in fact fuel consumption is down by 4.7%.

The timing belt has also been swapped with a timing chain, which supposedly makes it more robust over the long term.

So, how does it drive then?

As you could probably imagine, it is a lot smoother than the previous model thanks to that one additional cylinder. I have never been a fan of three-cylinder engines as they always seem to be off balance and make an uninspiring rattle.

But not here, the X50 comes with four driving modes – Eco, Normal, Sport and a new Adaptive mode. The latter learns your driving style and adapts to it accordingly, I just left it in adaptive for most of my drive to Melaka and back.

The suspension is firm yet comfortable while refinement is surprisingly decent, until you hit upwards of 110km/h. After that point, you begin to hear some roar from the Continental tyres and some hints of the wind hitting the screen.

But that’s not a deal breaker, there are not many cars in this segment that remain quiet at that speed.

Once you get used to that, you will notice that the Proton X50 is more than happy to be cruising at about 140km/h and can manage it all day without taking a toll on you.

Adaptive cruise control with stop and go function is a nice touch as well and makes managing traffic a much simpler task.

The final verdict?

I don’t say this very often but the Proton X50 is one of the few cars that justifies a lateral move. If you own a previous generation X50 and want something new, the new X50 feels like a genuine trade up.

The new X50 can even make life difficult for the likes of the Honda HR-V, and with a price tag starting from RM89,800 all the way up to RM113,300, it feels like a true bargain considering everything you are getting.

It even comes with comprehensive list of active and passive safety systems including Advanced Driver Assistance Systems (ADAS). In fact, I am in awe of the fact that it comes with a feature called Door Opening Warning, you don’t usually get this feature in this price category, and I can only think of the Chery Tiggo Cross Hybrid to have the same system.

This warns you of oncoming obstacles when you want to open the door, so you don’t accidently hit a pedestrian, cyclist or worse, a motorcyclist.

At the current price tags (which is slightly cheaper than before), the new Proton X50 genuinely feels like a bargain.

Specifications
Engine: 1.5-litre, four-cylinder, turbocharged
Power: 181PS @ 5500rpm
Torque: 290Nm @ 2000rpm
Transmission: 7-speed, dual-clutch
Price (as tested): RM113,300

We like: Interior feel, smooth new engine
We don’t like: Some plasticky design bits

Review: The New Hyundai Santa Fe – Bold, Boxy and Fast

The Hyundai Santa Fe stands as one of Hyundai’s most iconic models and a cornerstone of the brand’s SUV legacy. First introduced globally in the year 2000, it marked Hyundai’s official entry into the SUV segment, a bold move that set the stage for the company’s transformation into a serious global automotive contender.

Over five generations, the Santa Fe has evolved from a modest family utility vehicle into a sophisticated, technology-laden SUV that competes confidently with premium rivals.

In Malaysia, the Santa Fe has enjoyed a long and steady presence, resonating with buyers who value comfort, reliability, and practicality. It was first introduced locally in the early 2000s, and since then, each generation has brought significant advancements in safety, design, and powertrain options.

The third and fourth generations, in particular, elevated the Santa Fe’s image from a rugged family SUV to a more refined and premium offering. Malaysian buyers were drawn to its combination of powerful diesel engines, generous seven-seat capacity, and impressive safety credentials.

Hyundai Motor Company has taken a major step in its expansion strategy with the establishment of Hyundai Motor Malaysia (HMY) and has taken the latest iteration of the Santa Fe even further upmarket—incorporating bold, boxy styling inspired by modern adventure vehicles, a luxurious interior, and cutting-edge hybrid and plug-in hybrid powertrains that cater to the growing demand for efficiency and sustainability.

Commanding presence on the road

For those who are not aware of the existence of the current generation Santa Fe, you will definitely need to look twice and wonder what this abomination is. The latest iteration of the brand’s D/E-segment SUV makes a commanding entrance with a striking, boxy silhouette and a host of modern enhancements.

The redesigned exterior introduces a more upright and muscular profile. A wide stance, high-set bonnet and flared fenders lend it a rugged appeal, while sophisticated design elements such as the dark chrome-finished grille, a hidden rear wiper, and the signature H-shaped LED lighting give it a futuristic edge.

With the right body colour, this SUV will look menacing in your rearview mirror at night.

Hybrid or Petrol?

Hyundai has tailored the Santa Fe’s powertrain offerings to appeal to a wide spectrum of drivers, launching three distinct variants in the local market. The Prime and Prestige trims feature hybrid powertrains built around a 1.6-litre turbocharged four-cylinder engine. Mated to a six-speed automatic transmission and driving the front wheels, these variants generate 235PS at 5,500rpm and 367Nm of torque between 1,000 and 4,000 rpm. This setup delivers a balanced blend of efficiency and performance, making it ideal for daily commutes and long-distance travel.

At the top of the range is the Calligraphy variant, which takes performance up a notch with a 2.5-litre turbocharged engine. Producing 281PS at 5,800 rpm and 422Nm of torque from 1,700 to 4,000rpm, it offers a more dynamic driving experience. This variant comes equipped with an 8-speed dual-clutch transmission and features all-wheel drive as standard.

So, which is better? Well, at the end of the day, it all comes down to personal preference. The hybrid variants have a calm and collective feel while driving. The power delivery feels seamless and smooth, with less engine noise spilling into the cabin.

However, while driving, we did notice that you will not feel the speed that you are actually driving. For example, on the highway, we thought we were at a steady 80 – 95km/h; however, when we looked at the speedometer, we were at a whopping 130km/h!

This can be dangerous in the wrong hands, as hitting the brakes and bringing the car to a stop at that speed will take time. If you are unable to estimate the stopping distance and the amount of time needed to hit the brakes, you are bound to crash, unless you somehow manage to do some hard braking and manoeuvring. But then again, this is just a user error.

Step into the Calligraphy variant, and you will not notice the difference in the front until you put your foot down on the throttle.

I found this powertrain to be much more suitable for the SUV because it felt at home. I could feel the power when pushing it. The engine sounds roaring through the cabin when flooring it enhanced the whole experience.

This was a whole new world compared to the hybrid variant. Yes, unlike the hybrid variant, there is a little bit more turbo lag when flooring this 2.5-litre from a standstill. However, it feels natural, and I have no complaints about that.

This powertrain will feed your ego while driving it. It makes you feel more commanding and asserts dominance over other cars on the road. During our drive and stay in Desaru, we noticed that there was a blacked-out version of the Calligraphy that belongs to the Managing Director of Hyundai Motor Malaysia. With this powertrain and that blacked-out look, people are bound to stay away from you on the road.

Though it is big and boxy, the stability during corners and high speeds impressed us. The Calligraphy variant felt lighter and more agile during tight corners. There is no need for you to be testing this on public roads but if ever there is a situation where quick manoeuvres are needed, this will definitely do the job.

Safety

For a big car, safety most definitely plays a crucial role, and the Santa Fe is not lacking. It comes equipped with a comprehensive suite of advanced driver assistance systems as standard. These include autonomous emergency braking with front cross-traffic alert, adaptive cruise control with stop-and-go capability, lane centring assist, and blind-spot monitoring with active collision avoidance.

It also features front and rear cross-traffic alert with automatic braking, a door opening warning, rear seat reminder, and automatic high beam.

Stepping up to the Prestige variant enhances safety further with second-generation AEB that detects oncoming vehicles and provides evasive steering assistance, reverse AEB, dual blind-spot view cameras, and a convenient remote parking feature that can be activated via the Hyundai “H” logo key.

The airbag count has also been increased to ten, now including a driver’s knee airbag, centre airbag, and rear side airbags, while stability control remains a standard feature across the range.

Spacious enough for giants

There are some cars out there that look big from the outside, but step into them and you might feel a little claustrophobic. The Santa Fe, however, is spacious enough for giants to travel.

The expanded body dimensions translate to noticeably greater interior space, especially in the second and third rows. Both legroom and headroom have been improved to better meet customer expectations for comfort.

The third-row seats now recline an additional ten degrees, offering what Hyundai describes as best-in-class spaciousness, while entry remains effortless thanks to a convenient one-touch tilt-and-slide mechanism for the second-row seats.

So it is safe to say that comfort during long-distance travelling will not be an issue.

Final thoughts

Although priced at RM270,000, it is worth buying. I do not mind paying a little bit more for comfort and quality, which most SUVs lack nowadays. People would rather choose cheap options and compromise on quality, and then complain about how bad it is. The Santa Fe offers comfort, quality, luxury and does not compromise on safety and performance.

Specifications:

Calligraphy

Engine: 2.5 litre T-GDi

Power: 281PS

Torque: 422Nm

Transmission: 8-speed dual-clutch

HEV Prestige

Engine: 1.6 litre turbocharged

Power: 235PS

Torque: 367Nm

Transmission: 6-speed automatic transmission

Price (as tested):

RM270,000 (2.5 T-GDi HTRAC Calligraphy)

RM245,000 (HEV Prestige)

We like: Performance, looks, comfort and quality
We don’t like: Not parked in our garage

Review: Jaecoo J8 AWD Redefines Premium Cars

Chinese cars are many things but if there is one thing they deserve credit for is bringing technology to the masses.

There used to be a time when certain features were reserved only for the upper segment cars. You could never find suede trimming, massage seats or even captain seats in any car below RM200,000.

But the Chinese have completely changed that, specifically Jaecoo.

Jaecoo has only been in Malaysia for a little over a year, but it has already made an impact that other car makers have struggled to match despite their years of being in the market.

The first model launched in Malaysia was the J7, and it was an immediate success thanks to its design, interior trimming and advanced technologies. But more than anything else, it was a success because of its price.

Suddenly, Malaysians realised that they could have more for less. Much to the horror of legacy car makers who were getting too comfortable for too long.

But Jaecoo is not a company that sits comfortably, it is on a roll and has introduced more models such as the J8. (more…)

Review: The smart #3 Brabus – A Head-Turner

The smart brand has always been about rethinking mobility. Back in the late 1990s, it started out with quirky two-seater city cars that were perfect for tight European streets.

Born from a collaboration between Mercedes-Benz and Swatch, the company made its name with the smart fortwo – a tiny, efficient runabout that quickly became iconic in cities like Paris and Berlin.

Fast forward to today, smart has evolved into a pure electric brand under the joint venture between Mercedes-Benz and Geely. By 2025, the brand’s image is no longer tied to compact oddballs, but instead stylish, high-tech EVs designed for global appeal.

In Malaysia, smart is represented by Pro-Net, and the line-up currently includes the smart #1, the larger smart #3 and the soon-to-be-launched smart #5.

The #3 is a coupe-styled SUV aimed at those who want something more dynamic and sporty, and the Brabus version takes it up another level.

I recently had the chance to drive it, and here’s how it felt from behind the wheel.

Bold First Impressions

When I first saw the smart #3 Brabus in the metal, it was clear this car is designed to turn heads. Compared to the more upright smart #1, the #3 looks lower, sleeker, and sportier.

Although others have told me that the car looks too “bubbly” or “round,” to me, the coupe-SUV silhouette works really well in person, especially in the bold Photon Orange paint. The sculpted lines, slim LED headlights, and muscular rear arches all carry hints of Mercedes-Benz design DNA, which makes it look like it is about to pounce.

The Brabus touches give it that extra dose of attitude. The larger 20-inch ‘Synchro’ wheels fill the arches nicely, red brake callipers peek through, and the slightly more aggressive bumpers add a sense of purpose.

Step inside, and the cabin feels properly special. Alcantara-style upholstery with red stitching, ambient lighting, illuminated Brabus logos, and even sport pedals. It’s premium, it’s sporty, and it feels like a step above the regular versions.

Behind the Wheel

But looks are only half the story – what’s the Brabus like to drive? In a word: quick. With dual motors sending power to all four wheels, the Brabus packs 428PS and 543Nm of torque.

The numbers say 0-100km/h in 3.7 seconds, and it feels every bit as fast. The instant torque shoves you back into the seat, and “Rocket Launch Mode” makes those hard launches addictive.

Around town, the car is effortless. The throttle response is sharp, overtaking is instant, and it makes commuting feel fun instead of a chore. On the highway, it pulls strongly and stays composed at higher speeds. There’s a confidence in the way it puts power down that makes you want to push it.

That said, the performance focus does mean trade-offs. The suspension is on the firm side, and with the big 20-inch wheels, you definitely feel bumps and imperfections on Malaysian roads.

It’s not uncomfortable, but it’s less forgiving than the Premium variant. On longer drives, the firmness can get tiring, especially if the road surface isn’t great.

Steering is accurate but not as communicative as I’d hoped for in a car carrying the Brabus badge. It’s easy to place the car where you want it, but it doesn’t quite deliver the sharp feedback that would complete the sporty experience.

Living with It

One thing that impressed me was how well the Brabus balances performance with range. Despite the power, it still manages a WLTP-rated 415km on a full charge, which is plenty for daily use.

Of course, it doesn’t match the 455km range of the Premium variant, but for a performance SUV, it’s still a solid number.

But, with 428PS on tap, I could not keep from flooring it. Every open road meant putting its speed to the test. This will obviously drain the battery faster, so I found myself charging the car more than a normal person would.

The 66 kWh nickel cobalt manganese (NMC) battery supports 22 kW AC charging for home or office setups, and when you need a quick top-up, 150 kW DC fast charging takes it from 10–80% in under half an hour. That’s convenient enough for most scenarios.

Inside, the car feels properly high-tech. The big infotainment screen dominates the dashboard, and the Mercedes influence is obvious in the design language and materials.

Adaptive cruise control, parking cameras, lane-keeping assist – all the safety and driver-assist tech you’d expect at this price point is included. Space is also surprisingly good. Even with the coupe roofline, the rear seats are usable for adults, and boot space is practical enough for daily life.

However, this is where some frustrations start to creep in. Almost every single control has been shifted to the screen.

Adjusting the air-conditioning, tweaking the side-view mirrors – all of it requires navigating through menus. It looks futuristic, but in practice, it slows you down and makes simple tasks unnecessarily fiddly.

I really wish smart had left at least a few physical buttons for these everyday functions.

Another issue I noticed is the panoramic sunroof. While it’s impressive in size and really brightens up the cabin, there’s no proper shade to block out the sunlight. On hot Malaysian afternoons, the glare and heat pouring in can get overwhelming.

Yes, the glass is tinted, but it’s not enough. For a car at this price point, I expected a retractable cover or an electrochromic dimming system. Instead, it feels like form was prioritised over comfort.

As much as I enjoyed driving the Brabus, there are some areas where it doesn’t quite hit the mark. The firm ride is the most obvious trade-off. It gives the car stability and keeps it planted through corners, but over uneven city streets, you do get bumped around more than I’d like in a daily driver.

Another minor issue is the tyre choice. Despite the Brabus badge, some versions come with tyres that feel more eco-focused than performance-oriented. It’s not a dealbreaker, but with this level of power, I found myself wishing for more grip when cornering hard.

Range is good, but if you’re chasing maximum distance, the Premium variant does better. And then there’s the price – at RM255,000, expectations are naturally very high.

For that money, I expected everything to be flawless, from infotainment responsiveness to app connectivity. Most of it works very well, but a few small quirks and niggles stand out more because of the price tag.

Since it is an electric car, you will not be able to do any “pops and bangs” at car meets. So to compensate for that, the smart has a feature called “Light Show” where, well, the front lights, including the ones on the grille, put on a show with loud music. Not a necessity, but a fun and funky feature to turn heads.

Final Thoughts

Driving the smart #3 Brabus left me with mixed feelings – but mostly positive ones. On the one hand, it’s one of the most exciting EVs you can buy right now in Malaysia.

It looks fantastic, the interior feels premium, and the performance is genuinely thrilling. It makes every drive feel a bit more special, and in the EV world, that’s not something you can say about every car.

On the other hand, the firm suspension, over-reliance on the touchscreen for basic controls, the lack of a sunroof shade, and the premium price tag mean it is not going to be perfect for everyone.

If comfort and simplicity are your priorities, the Premium or even the Pro variant might make more sense.

But if you want your EV to stand out, go fast, and make a statement every time you hit the road, the smart #3 Brabus does exactly that. It’s not perfect, but it’s a car that puts a smile on your face, and for me, that’s what driving should always be about.

Specifications

Motor: Dual Electric Motors
Power: 428PS
Torque: 543Nm
Range: 415km
AC Charging: 22kW; 10-80% in 3 hours
DC Charging: 150kW; 10-80% in 30 mins

Price (as tested): RM255,000

We like: Performance and looks
We don’t like: Lack of physical buttons and sunroof shade

Review: The 2025 Honda HR-V – Refinement Meets Everyday Practicality

The Malaysian SUV market is one of the most competitive automotive battlegrounds, and Honda has been a consistent front-runner thanks to the enduring popularity of the HR-V.

Since its first introduction in 2015, the HR-V has built a strong reputation for combining style, practicality, and reliability in a compact package. According to Honda Malaysia, they have sold more than 171,000 units of the HR-V!

With the arrival of the refreshed 2025 Honda HR-V, Honda Malaysia has taken the opportunity to refine what was already a winning formula.

This updated model promises not only subtle styling tweaks but also improvements in comfort, technology, and safety. We spent time evaluating what makes the latest HR-V stand out and whether it retains its place as one of the top choices in the segment.

A Subtle Evolution in Design

Visually, Honda has not drastically altered the HR-V’s well-established coupe-inspired profile, and that is deliberate. The silhouette, one of the defining features of the model since its introduction, remains intact. Instead, the design team has concentrated on details.

The front grille now has a bolder and wider design, flanked by slimmer LED headlamps that give the SUV a more assertive face. The new alloy wheel designs – 18 inches across all variants – provide a balanced mix of presence and practicality.

The changes may be subtle, but they collectively sharpen the HR-V’s look and ensure it keeps pace with newer rivals. It feels more premium without losing the familiarity that has endeared it to its existing fanbase.

For buyers stepping into the showroom, the refreshed model appears like a natural evolution rather than a radical departure, which is likely exactly what Honda intended.

A Cabin Built for Daily Life

Inside, the HR-V remains one of the strongest in its class for cabin design and usability. The third-generation interior layout, carried over from the 2022 model, continues to impress with thoughtful ergonomics, well-placed controls, and the use of higher-quality materials.

Soft-touch surfaces across the dashboard and door trims lift the overall ambience, while the two-tier centre console demonstrates Honda’s knack for delivering clever storage solutions.

The Ultra Seat system – a longstanding Honda hallmark – once again sets the HR-V apart from many competitors. The ability to configure the rear seats in multiple ways, whether folding flat for bulky loads or flipping up to carry tall items, transforms the HR-V into a far more versatile vehicle than its dimensions might suggest. Boot space is generous, and the low loading lip makes it genuinely practical for family use.

The Honda HR-V also has an Air Diffusion System that delivers a smoother and more comfortable cooling effect inside the cabin. By combining conventional airflow with a softer, diffused mode, it gives occupants flexible control over how air circulates. Paired with the uniquely designed L-shaped vents, the system distributes air naturally throughout the interior, enhancing overall comfort and setting it apart as one of the SUV’s signature features.

Connectivity and Convenience

In an era where buyers expect their cars to keep them seamlessly connected, the HR-V delivers with an updated infotainment system. A crisp 8-inch touchscreen comes with Apple CarPlay and Android Auto integration. The system itself is more responsive and intuitive than before, reducing distraction when navigating through menus.

The higher-spec V and RS trims further enhance the experience with premium features such as dual-zone climate control, a wireless charging pad, and a more sophisticated audio system.

Collectively, these additions push the HR-V closer to premium SUV territory, offering equipment levels that rival more expensive competitors. It’s a sign that Honda understands the changing expectations of Malaysian buyers, who are increasingly unwilling to compromise on technology even in compact SUVs.

Two Distinct Personalities Under the Bonnet

We tested out two variants, the Turbo V and the e:HEV RS. The Turbo V is powered by a 1.5-litre turbocharged four-cylinder engine delivering 181PS and 240Nm of torque, paired with a CVT. On the road, it provides brisk and linear acceleration, making highway overtakes effortless.

Switch into Sport mode and the throttle sharpens, giving the SUV a livelier feel that keen drivers will appreciate. While fuel economy is respectable at between 6.5 and 7.5 litres per 100km, it is clear that efficiency is not the Turbo V’s strongest suit. Instead, this variant appeals to those who prioritise performance and responsiveness in their daily drive.

The RS e:HEV hybrid takes a different approach, combining a 1.5-litre Atkinson-cycle petrol engine with an electric motor that acts as a generator. The result is a system output of 131PS and 253Nm. Around town, the hybrid is a revelation, gliding almost silently on electric power at low speeds and delivering remarkable smoothness. Its trump card is efficiency: fuel consumption averages an excellent 4.0 to 4.5 litres per 100km, making it ideal for urban commuters.

However, when pushed hard, the hybrid’s limitations show. The e-CVT produces a noticeable drone under full throttle, and while acceleration is adequate, it lacks the outright punch of the Turbo V. For highway driving or spirited runs, it feels less satisfying, though its refinement in city use is undeniable.

Both variants share the HR-V’s well-sorted chassis. The suspension strikes a fine balance, being firm enough to control body roll yet compliant enough to absorb bumps, potholes and some light off-roading. Steering is light and precise in town, becoming reassuringly weighted at higher speeds. The Turbo V feels more engaging during spirited drives, while the RS e:HEV excels in urban comfort.

Safety at the Core

Safety remains a cornerstone of Honda’s philosophy, and the HR-V continues to reflect that. Both variants come equipped with the Honda SENSING suite of advanced driver assistance systems. This includes adaptive cruise control, lane keeping assist, collision mitigation braking, and traffic jam assist.

The Turbo V includes Honda’s LaneWatch camera, offering a live feed of the blind spot when indicating. The RS e:HEV, meanwhile, comes with more advanced Matrix LED headlights with active cornering, enhancing night-time visibility. Both variants also feature six airbags, stability control, and ISOFIX mounts as standard, ensuring strong occupant protection across the board.

Value for Money

The HR-V 1.5 Turbo V is priced at RM137,900, while the RS e:HEV comes in at RM143,900. For the additional RM6,000, the hybrid brings greater efficiency, advanced lighting, dual-zone climate control, and enhanced refinement. The Turbo V, however, offers more engaging performance, a lower purchase price, and the practicality of a spare tyre instead of just a repair kit.

Ultimately, the decision between the two comes down to priorities. Drivers who enjoy performance and seek a more connected feel behind the wheel will gravitate towards the Turbo V. Those who value refinement, efficiency, and premium features will find the RS e:HEV the smarter long-term choice, particularly for urban commuting.

Refinement Over Revolution

The 2025 Honda HR-V is not a radical reinvention of the model. Instead, it is a careful refinement of an already successful formula. The exterior updates freshen its appearance without alienating loyal fans, the interior continues to impress with its versatility and quality, and the technology and safety features meet the expectations of today’s buyers.

Crucially, the two powertrains offer distinct personalities, giving customers a genuine choice depending on their lifestyle. Whether you want the lively punch of the Turbo V or the smooth efficiency of the RS e:HEV, the HR-V remains a benchmark in the segment.

In a market where new rivals emerge regularly, the HR-V’s ability to adapt and evolve ensures it stays relevant. It may not break new ground, but it reaffirms why Honda’s compact SUV has become such a staple of Malaysian roads – a blend of style, substance, and everyday usability that continues to strike the right balance.

Specifications:

Turbo V

Engine: 1.5 litre DOHC VTEC Turbo engine

Power: 181 PS at 6,600 rpm, 240 Nm from 1,700 and 4,500 rpm

Transmission: CVT

Suspension: MacPherson strut (Front) / Torsion beam (Rear)

Price: RM137,900

We like: Power delivery and comfort

We don’t like: Fuel consumption could be better

e:HEV RS

Engine: 1.5 litre DOHC i-VTEC engine i-VTEC (Atkinson Cycle) with electric motor

Power: 107 PS from 6,000 to 6,400 rpm, 131 Nm from 4,500 to 5,000 rpm

Transmission: e-CVT

Suspension: MacPherson strut (Front) / Torsion beam (Rear)

Price: RM137,900

We like: Driving range and comfort

We don’t like: Droning noise during hard acceleration

Review: Mazda CX-60 – Driving Perfection?

There are a few cars from Japan that represent the joy of driving. I am not talking about sports cars because we all know there are plenty of those from the land of the rising sun.

But before going down this path for this article, I must acknowledge the greatness of the Honda Civic Type R, Nissan GT-R, Mazda MX-5, Toyota Supra and GR86. Even the Lexus LC and its glorious V8 deserves to be mentioned. Among many others of course.

Not acknowledging them would be tantamount to blasphemy.

I am instead talking about SUVs. When was the last time anyone spoke about SUVs from Japan that were fun to drive? There are many that are built well, have space age technology with immaculate craftsmanship and generally do what SUV’s do really well.

But a Japanese SUV that is fun to drive? That can only be a Mazda. (more…)

Video: Chery Tiggo Cross – Should You Buy The Turbo or Hybrid?

The Chery Tiggo Cross is a b-segment SUV that has defied expectations.

Even though it counts the Perodua Ativa and Honda WRV as direct competitors, it offers features that can put more expensive cars to shame.

Priced at RM88,800 for the Turbo variant and RM99,800 for the Hybrid, the Tiggo Cross offers a well-built interior and driving dynamics that just about anyone can appreciate.

The Tiggo Cross Turbo is powered by a 1.5-litre, turbocharged, inline-four cylinder aluminium engine making 147PS and 210Nm of torque.

Power is sent to the front wheels through a smooth shifting six-speed dual-clutch transmission.

The Hybrid on the other hand is powered by a 1.5-litre, naturally-aspirated, inline-four engine that makes 102PS and 125Nm of torque by itself.

However, it also features two electric motors – one to drive the wheels and another to power the driving motor as well as to charge the 1.8kWh battery. Combined, the powertrain makes 204PS and 310Nm of torque.

Though Chery says the Hybrid has an electronic CVT, the truth is power is sent directly to the wheels and there is no transmission in the traditional sense.

So which should you spend your hard earned money on? We answer that question in the video below, or if you prefer to read, you can find our full review here.