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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.

Review: Chery Tiggo Cross – Small In Size, Big On Value!

If you don’t understand the automotive segments, don’t fret, it took me a while too. I have been reviewing cars and motorcycles for the better half of 20 years and sometimes I still get it wrong.

So just as a quick refresher, the A-segment generally refers to small cars such as the Perodua Axia. After that is the B-segment which are for sub-compact cars such as the Honda City and Toyota Vios.

Then there is the C-segment with more spacious interiors, better-equipped interiors and include cars like the Honda Civic, Toyota Corolla and the Mazda 3.

The D-segment are for larger sedans such as the Toyota Camry and Honda Accord. Past that is the E-segment for luxury sedans and of course it goes up to the F-segment.

But these days it is not as straightforward as it seems. You have the SUVs that are also defined by their segments and crossovers just muddy everything.

And then there are cars like the Chery Tiggo Cross, which sit in between segments because of its size and specifications. It is technically a B-segment SUV, but some argue that it could even nudge into the C-segment thanks to its features and generous size.

It’s not difficult to understand why some may say that because it really does have a list of features that more expensive cars struggle to match.

But let’s follow the rules and position it as a B-segment SUV, and it has its work cut out for it as the segment includes such heavyweights as the Perodua Ativa, Honda WR-V, Honda HR-V, and the new Proton X50.

We recently drove it to Terengganu and back.

The Chery Tiggo Cross is available in two variants – the Turbo and the Hybrid. And we drove both of them. We drove the Turbo to Tanjung Jara in Terengganu, and the Hybrid back to KL. The distance good enough to properly have a feel for what the Tiggo Cross has to offer.

For some context, the Tiggo Cross Turbo is powered by a 1.5-litre, four-cylinder, turbocharged aluminium engine producing 147PS and 210Nm of torque. Power is sent to the front wheels through a six-speed dual-clutch transmission.

The official fuel consumption figure for the Turbo is rated at 6.3-litres per 100km. (more…)

Review: Honda e:N1 – Done right!

An SUV, or Sport Utility Vehicle, is basically the all-rounder of the car world. What makes an SUV an SUV comes down to a mix of size, style, powertrain and practicality.

Stating the obvious here, but they sit higher off the ground than regular cars, which not only makes them look tougher but also gives drivers a better view of the road. Which is why SUV’s have become so popular.

Inside, you’ll find more space, whether it’s for passengers, luggage, or that last-minute IKEA run, making them a favourite for families and road-trippers alike.

Another big part of the modern SUV appeal is adaptability. Some come with different drive modes which allow them to handle everything from rainy highways to the occasional dirt trail. Even if most owners stick to city streets, it’s nice knowing the car could take more.

Honda has built a strong reputation worldwide for making cars that are reliable, practical, and efficient, and their SUV lineup is no exception. The brand started out producing small, economical vehicles, but as customer needs shifted toward bigger and more versatile cars, Honda quickly adapted.

Their SUVs are designed to combine everyday usability with comfort and style, while still carrying Honda’s trademark dependability.

Models like the CR-V have become global best-sellers, striking the right balance between size, fuel efficiency, and family-friendly practicality. In markets like Malaysia, the HR-V has also gained a huge following thanks to its compact footprint paired with surprisingly spacious interiors.

But of course, these come with an internal combustion engine. How about an electric powertrain? The first major leap came with the Honda Prologue, introduced in 2024 for North America.

Built on General Motors’ Ultium platform, it provided Honda with a quick and competitive entry into the electric SUV segment.

In Asia, Honda has launched its e:N series, starting with models like the e:NP2, e:NS2, and e:N1. These compact electric SUVs are designed for urban buyers, combining sleek styling with practical range figures up to about 545km in China and 412km (WLTP) for the e:N1.

What is the e:N1?

The Honda e:N1 is Honda’s first all-electric SUV that entered the Malaysian market, marking the brand’s serious step into the EV space. Built on Honda’s global e:N Architecture, the e:N1 blends modern styling with practicality, offering a familiar SUV shape while being powered purely by electricity.

Positioned as an accessible yet premium entry into the EV segment, it delivers a smooth, quiet driving experience with instant torque, all wrapped in a package that feels unmistakably Honda.

The e:N1 is designed not only to appeal to eco-conscious buyers but also to those who want an easy transition from traditional petrol-powered SUVs into the world of electric mobility.

But of course, on paper, any car will look good. So, we put it to the test.

Difference between the e:N1 and HR-V

At first glance, the Honda e:N1 and the current HR-V in Malaysia look very similar, but underneath, they’re built quite differently. The e:N1 sits on Honda’s dedicated e:N Architecture F platform, which is purpose-built for EVs. This setup gives it a lower centre of gravity and better aerodynamics.

Power comes from a front-mounted electric motor pushing out 204PS and 310Nm, allowing it to hit 100 km/h in just 7.7 seconds.

Dimension-wise, both SUVs are nearly identical in size, with the same 2,610 mm wheelbase. But because of its underfloor battery pack, the e:N1 rides much lower with just 142 mm of ground clearance compared to the HR-V’s 196 mm (RS) or 183 mm (non-RS).

This lower stance improves stability but sacrifices some of the HR-V’s SUV-like ride height. The e:N1 also has a slightly wider turning radius at 5.7 m versus the HR-V’s 5.5 m.

Sufficient driving range for short getaways

Range anxiety is something we all fear when buying an electric vehicle (EV). Does it have enough range for my daily routine? Can I balik kampung with this range? Are there enough charging stations on the way? These are questions that run through our heads when considering buying an EV.

To be honest, when we got into the e:N1, we had around 297km of range with 94% of battery. We were heading from Mangala Estate Boutique Resort, Pahang, to Pineyard, Bentong, for a quick bite, then back to Honda Malaysia, Petaling Jaya.

The total travel distance was around 226km, according to the GPS, but we still had to take into consideration our driving style and be prepared for unwanted situations.

But at the same time, we had to put it to the test. So we drove like our fellow Malaysians and tried out the different drive modes (Normal, Eco and Sport). There were three drivers, so three different driving styles.

We went through highways, small town roads and winding back roads. So, were we able to make it back without stopping to juice up? Yes, yes, we did. When we parked at Honda Malaysia in Petaling Jaya, we still had 68km of driving range and 21% of battery! This is with an average speed of 125km/h and 7.6km/kWh.

In Honda we trusted, and it did not let us down. But of course, if you are planning to drive longer distances, you will have to dedicate some time to charging it up. Which is why owning an EV means changing your lifestyle. You will have to properly plan your routes and drive accordingly to the percentage of your battery.

The e:N1 can be fast-charged from 10% to 80% battery in about 45 minutes using a DC CCS2 charger with a 78kW output.

Honda with no LaneWatch and a huge touchscreen?

If you have read our previous reviews on Honda models, you will know that we had a love-hate relationship with Honda’s Lane Watch, but eventually got used to it. So, driving the e:N1 that does not have the LaneWatch felt a little weird. Instead of Lane Watch, Honda has replaced it with a Blind Spot Monitor.

Why do we say it feels weird? Because if you are familiar with the Lane Watch system, you know that it will override your screen, which means you will not be able to see your navigation screen. Of course, you can override it via the signal lever, but that takes some getting used to.

The e:N1, however, has a huge 15.1-inch Advanced Touch Display Audio touchscreen panel! This is brilliantly done because it splits into three different sections. At the top, you have your CarPlay details, which include Spotify and navigation controls. In the middle, you have the information section, which allows you to enter the settings menu, power flow and EV menu.

Finally, at the bottom part of the screen are your air conditioning controls. Which means, you will not have to navigate through menus to get to the controls!

So, we were thinking that Lane Watch would have been perfect for this layout because it would not have to override your navigation screen. But of course, a high-definiton camera compared to the ones in the market now would be a nice touch.

And a note from the editor also pointed out that having Lane Watch on the right of the car instead of only on the left would be welcomed as well.

Honda has always made its tech very accessible and user-friendly, even with the smaller screens that you get in other models. So, take that, add a high-def camera on the left and right of the car and incorporate it into this massive screen, and you have the perfect marriage.

Of course, you still get Honda Sensing, which features Adaptive Cruise Control with Low-Speed Follow, Lane Keeping Assist, Collision Mitigation Braking, Auto High-Beam, and a Lead Car Departure Notification system.

The powertrain is completely at home

We have driven countless numbers of SUVs; some feel overpowered, some underpowered, and some just feel like they’re missing something. However, when we got behind the wheel of the e:N1, pushed it through corners at low speed and high speed, flying on highways, cruising through towns, we felt like this SUV has the perfect powertrain.

There is power when you need it; 204PS on tap with 310Nm of torque. This is not overpowered because it does not want to break your neck as soon as you floor it, as most electric vehicles nowadays do. It has the perfect launch power to get you out of tricky situations.

Switching it to sport mode when climbing up winding roads never felt more satisfying in an SUV. There were times when we forgot that we were driving an SUV! At high-speed corners, we were leaning a little, but that’s normal as the seats were not specifically designed for that. However, you do not get that weird body roll that can make you carsick.

It feels stable at corners and high speeds because it has a 1,662 kg kerb weight, which balances the power-to-weight ratio, coupled with a perfectly tuned suspension.

Final thoughts

For an EV, it drives differently compared to the Stormtroopers you get from China. The e:N1 speaks to the driver; it tells you everything that is going on. The suspension is so well-tuned that it does not feel like you are in a spaceship. This car has a soul and character, so kudos to Honda for making it feel and drive the way it does.

For everything that this SUV offers, we do not mind paying a premium price of RM149,900 for quality.

Specifications

Motor: Single, front-mounted

Power: 204PS

Torque: 310Nm

0-100km/h: 7.7 seconds

Top speed: 160km/h

Charging: 45 minutes with 78kW DC / 6 hours with 11kW AC

We like: Infotainment layout and driving experience

We don’t like: Not parked in our garage

Review: Jetour Dashing – Good Value for Money!

The SUV market in Malaysia is fiercely competitive, with many options to choose from. So, is there an SUV that looks premium, has your everyday necessities, will not break your bank account and is good value for money?

Jetour is one of the newer names in the SUV world, launched in 2018 as part of the Chery Holding Group, yes, the same Chinese automotive powerhouse that’s been making waves with models like the Omoda 5 and Tiggo series.

The idea behind Jetour is simple: create stylish, practical, and tech-packed SUVs that won’t cost you a fortune. Think of it as the younger, fashion-forward cousin in the Chery family, aiming at younger buyers and growing families who want a little luxury without luxury-brand prices.

So which model did we test out? Meet the Jetour Dashing, which emerges as a standout, bold, tech-forward, and incredibly well-priced SUV.

Offering generous dimensions, a robust warranty, and feature-rich variants starting at just RM109,800, this C-segment SUV firmly positions itself as a value champion.

After spending quality time with the Jetour Dashing, here’s a look at its design, performance, comfort, technology, practicality, and overall value, along with a few constructive critiques that potential buyers should consider before making a decision.

It’s Called “Dashing” for a Reason

The first time you see the Jetour Dashing, the name suddenly makes sense. This is not a shy, conservative-looking SUV. It’s all sharp lines, muscular curves, and futuristic touches. The front grille blends neatly with slim LED headlights and sports “Mecha-Eyes” split LED DRLs, giving it a concept-car vibe.

The roofline slopes slightly for that coupe-SUV profile, and the seamless door handles add a minimalist, high-end look, the kind of detail you’d expect from something wearing a far pricier badge.

One notable talking point is the concealed, flush-fitting door handles. They blend perfectly into the bodywork for a seamless, upscale appearance and reduce aerodynamic drag, adding a touch of finesse to the SUV’s design.

Now, about those flush, pop-out door handles. They’re sleek. They’re modern. They scream “luxury car.” But they can also be… let’s say, slightly inconvenient.

Case in point: I was shooting the Dashing at my usual lakeside spot in SS12. Out of nowhere, this stray dog comes charging at me. I bolt towards the car, adrenaline pumping, only to realise the handles hadn’t popped out yet. Heart pounding, I fumble for the key, unlock it, and wait for the handles to glide out before diving into safety.

They look great, but in that moment, I’d have traded them for old-fashioned grab handles in a heartbeat. Still, in calmer situations, they do add a touch of finesse to the overall design.

Besides that, the Dashing makes a strong statement on the road, looking far more expensive than its price would suggest. It sits on 19-inch alloys that fill the arches nicely, and the overall stance is confident without being over the top.

In short, it looks like something you would proudly park in front of a cafe on a Saturday afternoon.

Spacious, Comfortable, and Premium for the Price

Step inside, and you’re greeted with a cabin that punches well above its price tag. Soft-touch materials cover much of the dashboard, there’s tasteful stitching on the seats, and the overall layout feels premium.

Storage solutions are thoughtfully provided, with multiple compartments for personal items, cup holders, and a reasonably large glove box.

The centrepiece is the 10.25-inch infotainment touchscreen, which controls everything from navigation to climate settings. The graphics are clean, and it’s packed with features, but there’s a slight lag when swiping between menus.

While it gets the job done and covers all essential features, the lack of snappiness might frustrate tech-savvy users who are used to faster systems.

Behind the steering wheel sits a 10.25-inch digital driver display. It gives you all the necessary info, such as speed, revs and trip data, but it feels a bit unfinished. Some text isn’t capitalised properly, which makes it seem like the design team didn’t sweat the small stuff. Functionally, it works fine, but visually, it could be more polished.

Jetour hasn’t skimped on equipment. You get wireless Apple CarPlay and Android Auto, a panoramic sunroof, a 360-degree camera, remote engine start, rain-sensing windshield wipers, CN95 Cabin Air Filter, ambient lighting and a powered front passenger seat!. For an SUV priced significantly lower than many of its rivals, that’s an impressive list.

The 6-speaker audio system is not mind-blowing, but it is pretty decent, and there are multiple USB ports plus a 50W wireless charging pad. Air-con performance is solid, with vents for the rear passengers as well.

However, Jetour explains that during hard acceleration, the car detects it and prioritises sending all its energy to give the engine a boost, to maximise power for a quick getaway. As a result, the power for the air-conditioning’s cooling function temporarily shuts off, meaning you will get a brief blast of warm air for a few seconds. We find this a little weird, inconvenient and unnecessary.

Moving on, there is plenty of space, both front and back. The rear seats are generously sized and recline slightly for comfort, and the boot offers 486 litres of space, enough for a week’s worth of groceries or a family weekend getaway. If more space is needed, fold the rear seats down and you will get 977 litres of space.

Smooth and Capable, with a Hint of Turbo Lag

Powering the Jetour Dashing is a 1.5-litre turbocharged inline-four petrol engine that produces 156PS and 230Nm of torque, paired with a six-speed dual-clutch transmission that sends power to the front wheels. On paper, it delivers a healthy output for everyday driving and occasional spirited runs.

On the road, acceleration is smooth and the SUV feels confident at highway speeds, making overtaking manoeuvres straightforward once the turbo spools up.

However, there’s a noticeable pause when accelerating hard from a standstill, particularly when shooting out of junctions. This turbo lag means you need to plan your moves a little more carefully in tight traffic situations. Once the boost kicks in, though, the Dashing picks up speed rapidly and delivers a satisfying surge.

Another interesting thing we noticed is that there are only Eco and Sports drive modes. The steering wheel offers comfort and sports drive modes. We wished that there was a normal or comfort drive mode for the power delivery because in Eco, you do not get the full power, and in Sports mode, you get too much power, so there has to be an in-between.

Ride comfort is tuned for urban and highway use. The suspension (MacPherson Strut for the front and Multilink for the rear) absorbs bumps and potholes well, keeping the cabin composed even on rougher roads. The steering is light and accurate; however, the turning radius could be slightly better.

The Dashing works well as a family car. Door openings are wide, making it easy to get child seats in and out. The ride height offers good visibility, and the reversing camera plus parking sensors make manoeuvring in tight spaces a breeze.

Safety Features for Peace of Mind

Jetour has equipped the Dashing with an impressive array of safety technologies for its price point. These include six airbags, ABS with EBD, traction and stability control, hill-start assist, and a 360-degree camera system for easy parking, cruise control, lane change warning, and blind-spot monitoring.

Safety features may vary depending on the variant. Regardless, the safety package is competitive, offering strong reassurance for family buyers.

A Stylish Newcomer Worth Considering

The Jetour Dashing brings a lot to the table: bold styling, a comfortable and well-equipped cabin, family-friendly practicality, and a price tag that’s hard to argue with. Yes, it has its quirks, the turbo lag, the infotainment’s occasional slowness, and those fancy door handles, but none of them are deal-breakers for most buyers.

If you are willing to live with a few minor imperfections in exchange for standout design and generous features, the Jetour Dashing is one of the most interesting new SUV options in Malaysia right now. It’s a statement car from a brand that is clearly aiming to make waves, and based on this first impression, Jetour is off to a promising start.

Specifications:

Engine: 1.5-litre, turbocharged, inline-4, petrol

Power: 156PS

Torque: 230Nm @ 1750rpm

Transmission: 6-speed dual-clutch

Price (as tested): RM116,800

We like: Design and Spaciousness

We don’t like: Pop-out door handles and the air-conditioning’s power being cut off