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Review: Continental MaxContact MC7 – All Grip and No Slip

Continental Tyre, has long been synonymous with innovation, quality, and reliability. With a rich history spanning over 150 years, Continental has consistently pushed the boundaries of tyre design and engineering, setting new standards in performance and safety.

Over the decades, the company has been at the forefront of numerous technological advancements in the tyre industry. From the introduction of the first patterned tyre tread in 1904 to the development of the first environmentally friendly tyres in the 1990s, Continental has continually strived to push the envelope. This commitment to innovation is evident in their latest product, the MaxContact MC7, which promises to elevate the driving experience to new heights.

The MaxContact MC7 is a sporty tyre designed to enhance everyday driving with maximum control, dynamic steering precision, shorter braking distances in both wet and dry conditions, and offers low noise levels. We were given the opportunity to see and feel the performance of the MC7 in a day of rigorous testing at Sepang Circuit, comparing it to an unnamed competitor.

During our tests at Sepang, the MC7 was put through its paces in a series of demanding scenarios, including wet braking tests, timed slalom tests, and high-speed cornering. The results were impressive, showcasing the tyre’s ability to provide superior grip, handling, and braking performance.

One of the most critical aspects of tyre performance is braking capability, and the MC7 does not disappoint. In our wet braking tests, the MC7 demonstrated a impressive ability to stop quickly and safely, thanks to its advanced 3D laser-cut sipes and ReFlex Compound. These features work together to improve grip and reduce braking distances significantly. When compared to its competitor, the MC7 outperformed by a considerable margin, with a braking distance that was 7-8 meters shorter.

Handling and cornering are equally important for a sporty tyre, and the MC7 excels in these areas as well. During our high-speed cornering tests, the MC7 provided exceptional stability and control, allowing us to navigate sharp turns with confidence. This performance is attributed to the tyre’s dynamic steering response and precision, enabled by the macro-blocks and stabiliser bars that enhance cornering stability and maintain firm handling under pressure.

The slalom test is a challenging evaluation of a tyre’s agility and responsiveness. Each participant had two runs, one with the MC7 and one with the competitor. As expected, the MC7 delivered better grip and handling performance, allowing us to achieve faster times throughout the course. The ReFlex Compound plays a significant role in this, as it is specifically formulated to maximise traction and deliver improved steering precision. Additionally, the MC7’s lightning sipes, star sipes, and aqua sipes—featuring 3D laser cuts—further enhance its ability to handle water and maintain grip.

While sporty tyres often prioritise performance over comfort, the MC7 manages to strike a balance between the two. One of the standout features of the MC7 is its low noise levels, achieved through the innovative two-in-one Noise Breaker 3.0. This technology works by breaking up sound waves, resulting in a quieter and more comfortable ride. The ability to reduce noise without compromising performance is a significant achievement for Continental, making the MC7 an excellent choice for drivers who want both sporty performance and a comfortable driving experience.

In addition to its performance benefits, the MC7 also offers improvements in fuel efficiency and mileage. The advanced materials and design features of the MC7 contribute to lower rolling resistance, which in turn enhances fuel efficiency. During our tests, we observed a noticeable reduction in fuel consumption compared to the MC6 and the competitor tyre. This improvement not only saves money on fuel but also reduces the environmental impact, aligning with Continental’s commitment to sustainability.

The MC7’s wet performance is particularly noteworthy, thanks to the innovative design of its aqua sipes. These enlarged grooves are designed to trap and expel water efficiently, enhancing the tyre’s grip on wet surfaces. The combination of aqua sipes and the Flow X-celerator’s narrow groove accelerates water flow, ensuring optimal performance in wet conditions. This feature is especially important for drivers in regions with frequent rain, providing them with the confidence to drive safely in adverse weather conditions.

To cater to a wide range of vehicles and driving needs, the MaxContact MC7 is available in sizes ranging from 16” to 21”. This versatility allows it to target a broader market, from compact cars to larger sedans and SUVs. The availability of multiple sizes ensures that more drivers can experience the benefits of the MC7, making it a compelling choice for a diverse array of vehicles.

The Continental MaxContact MC7 is a tyre that sets new standards in performance, safety, and comfort. Through our rigorous testing at the Sepang Circuit, the MC7 proved its capabilities in wet and dry braking, handling, cornering, noise reduction, and fuel efficiency. Its advanced features, including the ReFlex Compound, 3D laser-cut sipes, and Noise Breaker 3.0, showcase Continental’s commitment to innovation and excellence.

Continental Tyres has once again demonstrated why they are a leader in the industry, and the MaxContact MC7 is a testament to their dedication to pushing the boundaries of tyre technology. As the automotive landscape continues to evolve, we can expect Continental to remain at the forefront, driving innovation and setting new benchmarks for performance and safety.

What we like: The amount of grip it has

What we do not like: We have to buy it

Review: Lexus LBX – Too Little For Too Much?

Lexus has arguably come to define the essence of Japanese automotive luxury. Though there are others such as Infiniti and Acura, but after all these years, one could argue that these brands have been relegated to the status of bystanders as Lexus reaches for the sky.

Through decades of obsession for the finer things in the automotive world, Lexus has carved out a niche for itself. The Japanese marque has become synonymous with refinement, quality and reliability. In fact, it is said that one is better off buying a Lexus than some of its German counterparts.

And we agree, to an extent.

Sadly, Malaysians are still obsessed with brands and badges, and many would still buy a continental car that offered lesser for a lot more money just for the badge on the bonnet and on the boot.

The Lexus NX and RX are among the most popular in the Malaysian line-up, as well as the UX, which is the smallest model. However, the UX has been discontinued and has since been replaced by the LBX.

The Lexus Breakthrough Crossover, which is what LBX stands for, is slightly smaller than the UX. But it hides its size rather well because you really won’t be able to tell until you step inside.

There is no denying that the LBX is a great looking car. And it is only the second car in Lexus’ history to have three alphabets in its name, the first being the legendary LFA. Yes, that same LFA whose exhausts can shatter glass at full flight, in a lab at least.

Lexus says the fact that the LBX also has three characters in its name, means that it is a big deal for the company. It is an important model that wants to attract a younger audience to the brand.

I agree that the LBX is unlike any other Lexus, particularly in size. But I am also a little disappointed with it, and I am a huge self-proclaimed fan of Lexus and everything that the company stands for.

But before we get to that, let’s start off on a high note first. The design, as mentioned, is one of its biggest strengths. It showcases the next chapter in the Lexus design language, and you see that with the total omission of the Lexus spindle grille.

That iconic grille which was first introduced about a decade ago has morphed into the body of the car, and Lexus now calls it the spindle body. However, that’s only true for the NX and the RX.

In a seven-page product description, Lexus says the LBX has a new frontal arrangement that ‘breaks’ the spindle grille. Instead, the spindle grille has been deconstructed, giving the LBX an all-new frontal identity.

The grille, though still very much recognisable, now has a narrow silver aperture that runs beneath the edge of the bonnet and connects the two slim LED bi-functional headlights.

This design may seem basic and unassuming, but with all things Lexus, it all has a purpose. The design draws on the heritage of the brand’s ‘Resolute Look’, which was first seen in the LF-S concept car of 2003, and later became a signature style of Lexus production models of the early 2000s. So, consider that humble silver line a ‘throwback’ of sorts.

From the side, you will notice that the car sits rather tall but has short front and rear overhangs. This makes the 18-inch wheels seem bigger than they actually are and gives the car a muscular stance. And if you are wondering why Lexus chose to use the word Crossover in its name (denoted by the X in LBX), the side profile is the answer to that.

The rear has an LED light strip that looks like it has been inspired by the Aston Martin DBX. But Lexus says the rear was inspired by a traditional Japanese rice cake called Kagami-Mochi.

Offered during the New Year, the rice cake is made of two discs – a small one set on top of a larger one. So how is this relevant to the LBX? Well, the rear of the car has a balance of shapes that is reflected in the car’s compact cabin positioned above a powerful underbody, like the two discs of the rice cake.

Whether you see the resemblance or not, the rear of the LBX is simple and elegant.

The LBX rides on the same platform as the Toyota Yaris and Yaris Cross, so from that alone you should be able to make out its overall size.

The interior is a different ball game altogether. It is still very much in line with the general Lexus design direction, but taller drivers and those who have high expectations of the brand may be left disappointed.

But as mentioned at the beginning, we will focus on the highs for now. The quality of the interior is again typically Lexus, and everything feels well-built and you can feel that a lot of thought has gone in to ensure the interior feels and looks good.

Lexus’s unique Tazuna concept is also carried on with the interior of the LBX. The Japanese word translates to ‘reins of a horse’, and that is what Lexus envisions the driver’s area to be. Just as how riding a horse needs minute adjustments to the reins, and so driving a car requires fine adjustments as well. And that is why the car’s controls such as the gear lever, meter panel, infotainment screen and digital meter panel are no more than a short stretch or a glance away.

The LBX is also the first Lexus to have its infotainment screen mounted vertically, and the 9.8-inch screen offers intuitive controls together with features like wireless Carplay and Android Auto.

The electronically operated gear lever is the same as the one in the RX and you will notice some shared buttons as well.

The top-of-the-line Luxury variant also gets a few features that are unique to it such as a 12.3-inch fully digital instrument display while the Premium version makes do with a seven-inch display.

The sound system is different too, while the Premium variant makes do with a six-speaker sound system, the Luxury variant gets a 13-speaker Mark Levinson sound system.

But besides that, the two variants offer a well-built interior with Tsuyasumi charcoal trim ornamentation around the cabin.

The seats are brilliant too but lack proper thigh support, which taller drivers might find uncomfortable, just as I did on a drive to Janda Baik.

Then there is the way it drives, and this is where the high notes end. Lexus says the LBX is meant to appeal to a younger audience, having been young once and now sitting at the fine line between young and not so young, I can vividly remember being impressed with cars that had well over 200hp.

The LBX is powered by a 1.5-litre, three-cylinder hybrid engine making 136hp and 185Nm of torque, all of which is transferred to the wheels via a CVT transmission. Those figures are hardly impressive especially for that price range because at between RM240,000 to RM270,000, the LBX can count the likes of the BMW 3-Series, Mercedes-Benz C-Class and the likes of that as direct competitors.

I am aware that the retail price of the two Germans is higher, but there are also some dealer discounts which will let you have a BMW 330i at around the same price as the top-of-the-line LBX.

But though the power figures are far from impressive, its efficiency levels are extraordinary. We saw a fuel consumption figure of close to 28km per litre during our drive, and that means the LBX has a theoretical range of about 1000km. It would be difficult to achieve that, but even if you can reach 800km, that by itself is quite a feat already.

And that has made me wonder whether Lexus has got its target market all wrong. While youngsters are wild blooded and would like a grand mix of power and extravagant design, the elderly particularly those whose young have left the nest and are left by themselves might just appreciate the LBX.

Its size may be small, and youngsters may not like how cramped the rear seats are, and those with a young family may not appreciate the lack of rear air-conditioning vents. But retirees would rarely use the rear seats, and they would like how manageable the size of the car is. It just makes parking and negotiating traffic a breeze, which I hear is an important consideration among my elders.

It is also a comfortable car to drive, with the suspension doing a fantastic job at detaching the cabin from the road underneath, resulting in refinement levels that Lexus is so well known for. And that is something the young may not understand, but I am quite sure those above 50 would value.

Having said that, there are a lot of things about the LBX I like, particularly the quality, refinement and the design. But it is not a cheap car, which is normal for Lexus, but not one of this size. And there in lays the problem for Lexus, rich parents looking to buy a car for their children may think that a more glamorous badge such as BMW or a Mercedes-Benz may help the social standing of their kids. And that is why I truly believe that Lexus should instead focus on those with a fat bank account and don’t care about power, that segment may just appreciate everything the LBX has to offer. I know I would, but I still believe I am young.

Specifications:
Engine: 1.5-litre, 3-cylinder with hybrid powertrain
Power: 136hp
Torque: 185Nm
Transmission: Continuous Variable Transmission
Suspension: MacPherson Struts (Front) / Torsion Beam (Rear)
Price (As tested): RM270,388 (Luxury)

We like: Design, interior quality
We don’t like: Pricey, under powered

New Isuzu D-Max X-Terrain: Why It Is One of the Safest Pick-Up Trucks!

“You talk the talk, but do you walk the walk?”

There are plenty to choose from in this age of skin-deep looks and iffy performance. Take for example an actor who has it all in the pretty department, only to act like a block of wood when push comes to shove.

Why are we telling you this? Because the new Isuzu D-Max X-Terrain has everything in the looks department by looking all aggressive, and backed-up with by lots of ground clearance, generous cargo capacity, and powerful engine to match regardless of challenging urban and off-road situations.

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The New Isuzu D-Max X-Terrain – The Perfect Vehicle for your Weekends

It has finally arrived, the perfect weekend that you have planned for months: an outing with the family to a hidden beach where clear blue waters and fine white sand await you. But as soon as you turn off onto the dirt road, suddenly the road threatens to bog you down, everyone and everything not tied down gets thrown around like in the movie Twister. The kids start turning green and the barf bags come out. The Mrs. starts yelling at the kids. And soon, the entire trip becomes a nightmare.

But this only happens when you drive anything other than the Isuzu D-Max X-Terrain. Isuzu has decades of building the best pick-ups and the D-Max X-Terrain is the result of putting this experience into producing a pick-up that not only takes on challenges head-on, but makes it the perfect vehicle for your weekend adventures.

These are what the new Isuzu D-Max X-Terrain has for you:

It all starts with versatility, and it is what endears millions to the Isuzu pick-up platform. The magic of having a pick-up truck is the ability to traverse anywhere the road may lead you, even where there is no road left.The go-anywhere, do-anything attitude of the Isuzu D-Max X-Terrain is undeniable. While some pick-up trucks may focus on one aspect over another, the X-Terrain has managed to capture a fine balance of comfort, durability and efficiency.
However, the D-Max X-Terrain takes it several steps further.It is equipped with an advanced 4×4 system which includes a Rough Terrain Mode (RTM) that gives it versatile performance across all terrains. Consequently, you can transition from the daily grind to rugged off-road trails with only the turn of a switch. Think of it like the McDonnell-Douglas F/A-18 fighter-bomber jet: It transitions from mode to another at the, you got it, the flick of a switch, making it ideal for weekend getaways.

Add an 800mm water wading depth and you have almost nothing to fear (except for that electric truck running out of juice in front of you and blocking your way).

Driving this performance is the 3.0L “Blue Power” turbo diesel which pumps out a healthy 190PS and 450Nm, for that extra grunt to deal with difficult conditions, offering adaptable performance to ensure a smooth and enjoyable ride anywhere, anytime.
Good technical specification does not mean anything if the interior looks and feels dated. This is where the Isuzu D-Max X-Terrain delivers once again with a well-designed, well-appointed interior with premium touches that will put others to shame such as the large, leather seats that are constructed using elastic foam with anti-vibration technology. The seats offer impressive comfort for extended periods and that is just some of the premium features that the X-Terrain has to offer.
The interior is also impressively large which makes it feel comfortable and spacious. Combine this with features such as dual-zone air-conditioning and the interior of the X-Terrain is the perfect place to be either on a daily basis or on long adventure trips towards the unknown.The Isuzu X-Terrain also features an advanced infotainment system running on wireless Apple CarPlay and Android Auto for seamless entertainment and precise navigation. The occupants also do not have to worry about their devices running out of juice, either, as there are multiple USB charging ports placed strategically around the cabin.
When it comes to 4×4 capabilities, interior comfort and tech, the Isuzu D-Max X-Terrain is arguably the best at it. But it also offers amazing versatility and has the means to offer everything you would need on your daily escapades to make driving the X-Terrain truly hassle free.
The practical features that the X-Terrain offers include multiple storage options inside the truck. So whether you are in charge of building stuff, a law firm or simply like to have the convenience of owning a pick-up truck, the X-Terrain makes it incredibly easy to live with it.
Then there is the incredible clear and precise 360-degree camera. This is one of the X-Terrain’s ace cards as it makes it easy to maneuver the big truck even in tight parking spots.You can also depend on the camera to keep you safe in uncertain conditions, like using the camera to look around the truck before alighting from it, just to ensure no one is hiding around the truck in spots that you cannot see through the mirrors.

The large and deep cargo bed is another feature that is important for those who like to have the versatility that a pick-up truck offers. Shallow beds make it unsafe to store items at the back as they may tip over in corners, but there is no fear of that happening with the X-Terrain.

It is also quite large so you can store all your gear for your weekend camping trips, or even materials you need for your work. Those with a knack for an adventurous lifestyle such as dirt-bikers or supermoto riders will also appreciate the large bed of the Isuzu as it makes it easy to carry two bikes with multiple points to tie down the bikes.

Simply said, the bed of the X-Terrain is ideal for all types of lifestyles.

The only “feature” left out by the Isuzu D-Max is what you have in mind for your perfect weekend: Be it a road trip, camping adventure, or that trip to that hidden beach you have always dreamt about. But now you can be sure of arriving there and overcoming all the challenges along the way.

The Isuzu D-Max X-Terrain is priced at RM157,938.40 OTR without insurance where else in Sabah the X-Terrain carries a price tag of RM159,830.70 while in Sarawak the price is RM160,011.10.

The X-Terrain also comes with a 7-year unlimited mileage warranty, one of the longest in the industry for added peace of mind throughout your ownership life cycle.

Interested to find out more about the new Isuzu D-Max X-Terrain? Click here for everything you need to know!

Review – The New Honda CRV e:HEV Hybrid Is The Real Master of Efficiency

The imminent removal of petrol subsidies has had many Malaysians on edge. With the government holding their cards close to their chest, the eventual price of unsubsidised petrol is anyone’s guess at the moment.

There is no telling who will receive subsidies either, and that has resulted in some pockets of discontent. Some are already planning on what to do next once subsidies are lifted. Some strategies include shifting their mode of transportation to riding a motorcycle and relying on public transportation.

Some are even considering shifting to electric vehicles, but that may not be to everyone’s appetites. EV’s work great if one has easy access to a charger, whether at home or in a public place. If recharging requires going out of one’s way, then it will only be a matter of time that the convenience becomes an inconvenience.

On the other end of the spectrum, hybrids are becoming increasingly popular as well, driven by Japanese marques that have shown that a properly engineered hybrid system can offer efficiency levels that make more sense than having to invest in home charging. Or wasting time plugged in for about an hour or so while the car recharges.

Honda is one of those said marques, and though it does have an impressive line-up of electric vehicles with up to one of them rumoured to be making its way to Malaysian shores very soon, its line-up of hybrid models is also some of the most efficient in the market.

The Honda City and Civic hybrid models (called e:HEV in Honda lingo) have been in the market for a while already and are both capable of some astonishing mileage. The City hybrid for example is theoretically capable of travelling 28km per litre of fuel while the Civic hybrid on the other hand is said to be capable of a range of 25km per litre.

That is some impressive mileage per litre, and even if you subtract five to seven kilometres from that range just to factor in real world challenges, that would still be remarkable.

Honda Malaysia expanded its hybrid line-up late last year with the introduction of the Honda CRV e:HEV RS, or CRV hybrid in short. It is also quite efficient and can travel a claimed 20km on a litre of fuel. And during a recent road trip to Ipoh, we got quite close to that figure, achieving 19.7km on a litre of fuel, and this was on a highway drive over a long weekend. Including the stop start traffic that our highways are infamous for so that means plenty of fuel guzzling acceleration as well.

The all-new sixth-generation Honda CRV has undoubtedly improved by leaps and bounds over its predecessor with an all-new design and technologies that can put some of its more expensive competitors to shame.

In fact, after driving one for a few days, I am of the opinion you don’t really need anything else if fuel efficiency, comfort, tech and seats for five is what you want in a car.

But before we dive into that, let’s get the basics out of the way first. The design of the car has obviously changed tremendously but there are also elements that are a nod to CRV’s of past. Such as the rear lights that stand vertically at the edges of the car, just like that of the first CRV.

It is also bigger in every sense of the word, and Honda did not try very hard to hide that fact. The a-pillars for example have a steeper rake and are placed further back, this makes the bonnet look exceptionally long.

But if you need further confirmation of its size, the numbers don’t lie. As compared to the previous model, the new CRV is 80 millimetres longer, 10 millimetres wider while the wheelbase is longer by 40 millimetres. This does not only make the car look big, but it also results in improved interior acreage.

Besides feeling more premium with high quality materials, the seats are one of the biggest improvements inside the car. The previous generation CRV had smallish and rather hard seats, and this made it difficult for plus sized people to get comfortable.

The new seats however have improved on that and are bigger and better than before with plush padding that give you the sensation of sinking into the seats rather than sitting on them. Both front seats in the hybrid model also offer electronic adjustability with the driver’s seat offering memory function.

The rear has 16 millimetres more legroom than before and are also reclinable by 10.5 degrees for added comfort over long distances. For real-world reference, my four-year old kid’s legs will be kicking the back of the front seat every time he is in his tethered child seat in the family’s Mazda CX-5. He couldn’t reach the front seat in the CRV, how’s that for perspective?

The dashboard of the CRV is almost identical to the one in the Civic, but that’s not a bad thing as it does not feel like it is lacking on anything. In fact, there are features that more expensive cars don’t have, such as the 12-speaker Bose sound system that brings out the best in classics like Metallica’s S&M album.

The nine-inch centrally mounted infotainment system provides all the necessary updates and access to navigation and entertainment. The 10.2-inch instrument cluster on the other hand provides crystal clear read outs and is also fully customisable, so you can have it show your real time consumption and remaining range on the right while the left shows you what you are listening to. And Google Maps could be displayed on the infotainment screen. That’s how I had it set up and it was perfect.

However, the real magic of the CRV hybrid lays underneath and ahead of you. The CRV hybrid utilises a pairing of an internal combustion engine together and an electric motor. Honda calls it the Intelligent Multi-Mode Drive (i-MMD) and it is quite an intelligent powertrain.

The engine is a 2.0-litre, naturally-aspirated, Atkinson-cycle four-cylinder plant that produces 148PS and 190Nm of torque. The electric motor bumps that figure up to a total of 184PS and 335Nm.

There is no transmission in the traditional sense so both mills can send power independently to the front wheels through a lock up clutch. At lower speeds the electric motor provides propulsion while the petrol driven engine takes over at higher speed. They can also each send it concurrently for extra hauling power. Honda calls it e-CVT since it is easier to name it rather than explain the complicated tech behind it.

It is this ability to switch between the electric motor and engine or utilise both that makes the CRV hybrid such an efficient car. And it does so seamlessly without you even feeling the system switching. There is only that occasional whir of the engine that gives it away, but you will be hard done to notice that too.

You can barely hear the engine working from the inside of the car because the interior is unbelievably quiet. This silence is courtesy of three features that work together to keep noise and vibrations down to a minimum.

The first is the usage of double pane windows all around the car. This means the CRV hybrid utilises two layers of glass rather than just one and this works wonders for sound insulation and noise reduction.

The second is the Active Noise Control feature that works by emitting noise cancellation frequencies. This suppresses ambient sounds before it reaches the human ear, but it is not new technology, just a very good one used in the right car.

And finally, the CRV hybrid utilises noise reducing wheels. The 18-inch wheels of the hybrid variant uses hollow resonators placed inside the wheels to suppress unwanted resonance such as road surface sounds, before it reaches the cabin. The CRV hybrid is the only model in Honda Malaysia’s line-up to come with such wheels.

So, the Honda CRV hybrid has truly matured to become arguably the finest SUV in its segment. However, it is not quite a perfect package, yet. It has one feature that, when offered, would be the icing on a very fine cake.

Hondas sold in Malaysia still do not come with a Blind Spot Monitoring system, and in its place is the Honda Lane Watch Camera. This shows you what is on the left of the vehicle through a grainy video image that is displayed on the infotainment system. It does not show you what is on the right of the car though, so looking over your right shoulder is still recommended.

But considering that Hondas sold in some markets are beginning to offer Blind Spot Monitoring, it is just a matter of time for such a feature to make its way to Malaysia. And when it does, the Honda CRV hybrid would be impossible to fault.

At RM195,900, it is considered a bargain as well for all that you are getting. And with the removal of petrol subsidies around the corner, I suspect that demand for such fuel-efficient cars is bound to increase. So, will we see more Honda CRV hybrids on our roads? I believe so, and now would be a great time for Honda Malaysia to start playing up the fuel efficiency levels of its hybrid range.

Specification:
Engine: 2.0-litre, 4-cylinder, 16-Valve, i-VTEC (Atkinson Cycle) with electric motor
Power:184PS @ 5,000rpm (Combined)
Torque: 335Nm @ 0-2,000rpm (Combined)
Transmission: e-CVT
Suspension: MacPherson Strut (Front) / Multi Link (Rear)
Price (as tested): RM195,900

We like: Interior look and quality, sound system, fuel efficiency
We don’t like: No blind spot monitoring system

Review: Toyota GR Supra – Why Hate It When You Can Love It?

There are a handful of cars that have come to define the enthusiasts of the 80s and 90s, and among the Skyline’s, Evolution’s and Impreza’s is the Supra.

Of course there are others as well such as the Mazda RX7 and Honda NSX, but one could argue that the four mentioned above are the ‘four heavenly kings’ of the era.

The Nissan Skyline needs no introduction and even the most self-confident Ferrari or Porsche driver will overtake one with caution. You don’t ever risk upsetting Godzilla, which, for the unaware, is what the Skyline GT-R is fondly known as.

The Skyline GT-R even dominated race series in Japan, America and in Europe. It was so quick that there are instances of race officials having to force the car to carry weight ballasts of up to 140kg just so that the competition had a chance of winning. Such bending of rules would have made the Verstappens proud.

The Mitsubishi Evolution and the Subaru Impreza made their name in the amazing world of rallying. In the hands of such legends as Colin McRae and Petter Solberg (among many others of course), Subaru was nearly untouchable in the World Rally Championship.

But Mitsubishi gave them a proper headache with the three-diamond marque having had its fair share of legends behind the wheel as well, such as Ari Vatanen and Tommi Makinen.

The Toyota Supra also made its name in motorsport but just like the Skyline, it competed in track events rather than in rallying. Though there have been instances where the Supra competed in rallying, however, it made a name for itself in sports car racing, particularly in the Japanese GT Championship, Super GT and even the iconic 24 hours of Le Mans.

The iconic sports car was born in 1978 as the Celica Supra. It got its name from the Toyota Celica, from which it also received its design inspiration. However, the Supra that gripped the world is the fourth-generation model which enthusiasts know as the Supra A80.

Despite its capabilities, the model was immortalised by pop culture when it appeared in the first instalment of the Fast & Furious movie franchise back in 2001. In the hands of Brian O’Conner (played by the late Paul Walker), the modified Supra out dragged and outclassed a Ferrari 355, and that not only sealed the Supra’s reputation, but also introduced it to a whole new generation of fans.

The fourth-generation Supra, or Mk4, was one of the finest sports car the world had ever seen, and just like the Nissan Skyline GT-R, it could do no wrong. Until the fifth-generation model was introduced in 2019, which is when all hell broke loose and the Supra went from the darling of sports cars, to arguably the most hated.

The fifth-generation Supra has been the subject of taunts, jokes and online hate ever since it was introduced. The negativity does not stem from the car or how it drives, in fact it drives rather nicely, and the design has aged quite well. But the hate stems from what underpins the car rather than the car itself.

Fans loved for the Supra for its design, the powertrain and of course, its performance. All of which was engineered and built in-house by Toyota.

And this is where the hate for the fifth-generation model stems from, the fact that it is not entirely made by Toyota but is a result of a collaboration between BMW and Toyota. The underbody for the Supra, the drivetrain, the electronics and even the interior fittings are all BMW. Only the design of the car and some of the performance bits are by Toyota.

In the modern world where billions are needed to create an entirely new model from scratch, it is quite understandable why Toyota would take that route. But for the enthusiast and keyboard warriors at home, it does not make sense. For some of them, it is more of a “make it a pure Toyota, or don’t make it at all”.

And after driving it quite extensively, I can see where the irritation comes from.

Toyota did very little to mask BMW’s presence around the car. You can spot BMW logos around the engine bay without breaking a sweat, the entire dashboard is identical to a Z4, the gear shifter and even the seats and their memory switches are by BMW.

Some argue that buyers are effectively paying for an over glorified BMW Z4, which curiously is built alongside the Supra in Austria by Magna Steyr.

However, it has been five years since the fifth-generation Supra was launched, and though there is still some glimmers of hate online in forums and comment sections, the Supra may just be starting to win some hearts.

The GR Supra is the second coming of the fifth-generation Supra, and while the first was available with a two and 3.0-litre straight-six engine, the GR is only available with the six pot engine but now offers a choice of manual or automatic transmission.

I recently drove the automatic version of the GR Supra, and I believe people should just get over the fact that it is a BMW in a Toyota suit. Because it is not just a suit, it is an MMA fighter in a sharp suit. For all you movie buffs, think of it as Jason Statham in the Transporter movies.

When I first drove the Supra some years ago, the design was not to my liking. It was too outlandish, and my mind kept thinking about the fourth-generation Supra and tried hard to find some connection between the two. There isn’t, and that led to some disappointment.

This time, I tried to forget that it was a Supra or a BMW underneath and approached it for what it is – a modern sports car. And it began to make sense.

The design, though unchanged, is still rather outlandish, but the Dawn Blue Metallic colour that you see here is just the right colour for the Supra’s curves. The blacked out 19-inch wheels suits the car as well, and are 1.2kg lighter at all four corners to reduce un-sprung weight, giving the GR Supra more ferocious acceleration than before. The car now sees off the 0-100kmh sprint in 4.1 seconds, which is faster than its German cousin.

The interior feels small and cramped, and taller drivers may find it difficult to get in and out of. But once inside, the sitting position is spot on, and you feel like your spine has been livewired to the car. That is something that I love, particularly the GT style driving position with the long front end.

But the interior is small, it does not have space to store something as simple as a smart tag. You could keep it in the glove compartment but that is quite a stretch away. Mix that up with storage for your phone and the cables to charge your devices, and suddenly the interior feels too cluttered. And that wreaks havoc for my OCD.

All that disappears as soon as you start the car and listen to the sweet melody of the 3.0-litre, inline six-cylinder turbocharged engine. It is a sound that is slowly being relegated to the ages of history, so I always allowed myself a minute or two to properly absorb it. You know, in case I wake up tomorrow to find that the Europeans have decided that anything more than four-cylinders are bad for their earth worms and have had no other choice but to introduce an overnight ban on new multi-cylindered engines.

The world is a weird place these days, so multi-cylindered engines are a great way of reconnecting with the good old days.

The engine creates 388PS and 500Nm of torque, which may not seem like much, but the joy is in the way the power is delivered. The steering wheel feels alive in your hands with tiny nuggets of information telling your palms exactly what is happening with the tyres at ground zero.

The suspension is also remarkably clinical, and the car reacts to every twitch of the steering wheel. However, your spine also picks up on all the tiny bumps, dips and ruts that litters our roads. You can say that that is the character of a sports suspension and I would agree with you, but when you’re a 40-year-old with a back problem, that is not a lot of fun.

Performance is, simply put, brilliant. It is not blinding or mind numbing, and the fact is some EV’s with their lightning quick sub-four second acceleration might put you to shame. But the car comes alive in the corners with its perfect 50:50 weight distribution. That means that you can dive late into corners and get on the power early without risking any under or oversteer. In the right hands and on the right roads, the GR Supra could put some supercars to shame. Particularly some fast EV’s like a Tesla Model 3 Performance.

And that is the point of the GR Supra. You may not like how it came about or how it looks like, but when it comes to driving it, the driving experience is still intoxicating, like that of the original Supra. Different of course but still intoxicating.

Having said that, just like the Supra’s of the past, the fifth-generation Supra is already proving its worth in motorsports around the world. In fact, it is not only racing, but it is also winning entire championships, and though haters may not like it, but the new GR Supra is definitely making its ancestors proud.

Specifications
Engine: 3.0-litre, turbocharged, inline-six cylinder
Power: 388PS @ 6500rpm
Torque: 500Nm @ 5000rpm
Transmission: 8-speed automatic
Price (As tested): RM655,000

We like: Driving position, styling
We don’t like: Small interior

Review: Porsche World Roadshow – A Dream Come True

Every kid has had a poster of some sports or supercar hung in their bedrooms at some point in their lives. Some had a Lamborghini and some Ferrari and they grew up to live ordinary lives. The ones that grew up with petrol running through their veins and an engine for a heart had posters of Porsches.

Now we are not saying other sports cars are lesser, it’s just that Porsche does it better. Every detail and thought has gone into crafting a supercar with the perfect balance of speed, handling and braking.

This writer grew up watching the Bad Boys movies and in the first one, besides Will Smith and Martin Lawrence, the star of the show was the 911 Turbo 3.6 (Type 964). Just the thrill of seeing that beauty in action as a kid strengthened my love for Porsche. We also got to see the 911 Carrera 4S (Type 992) and the 911 Turbo S (Type 992) in the franchise.

I grew up dreaming of the day where I could get my hands on any one of those cars. Just recently, Porsche Malaysia made my dreams come true. We got to attend the Porsche World Roadshow 2024 where we did not only get to drive the 911 Turbo S, but also drive the GT3 RS, GT4 RS, Targa 4 GTS, Carrera 4 GTS, Spyder RS, Taycan Cross Turismo, the new Panamera, Macan and Cayenne.

Stepping into Sepang and seeing this lineup had me jumping like a kid. We were given a few tests to do which consisted of full circuit laps with the whole lineup, acceleration and braking tests with the Turbo S, a slalom test with the Spyder RS and off-roading with the Cayenne S.

Now Porsche said the reason for using the Spyder RS for the slalom test was because of its mid-engine configuration. It gives the perfect balance when shifting rapidly from one turn to the next and when we got to try it, we could feel what Porsche was talking about. Just the immediate response of flicking the steering wheel gave the car just the right amount of time to execute the corners. But of course, for safety reasons, we had to keep the roof up.

The acceleration and braking were done in the Turbo S and it was the perfect choice to showcase the raw power, sound and braking capabilities of a Porsche. We did one with and without the launch control for comparison. Without launch control, the rpm goes up to 4,000 before shooting off but with the launch control, it goes up an additional 1,000rpm. It might not sound like a lot, but it was a whole new world. The force that pushes you back and makes you know that you’re in a Porsche was a whole different experience. Yes, electric cars do it too, just like the Taycan Cross Turismo that we drove but something about that engine noise roaring just gives me the chills.

According to Porsche, the difference between Porsches launch control system and other manufacturers is that the ones in Porsche are limitless. This means you can launch it a hundred times and will not need to go in for a service or damage the car. One of the instructors there who has been testing cars for Porsche noted that before this, the car was launched over 900 times in two weeks. Only a tyre change was necessary. There are cars out there that will need a gearbox rebuild after just three launches.

Speaking of the Taycan, we were really impressed by it and IF, only IF, we decide to crossover to the “Greener” side of the automotive world, it would be for a Taycan. The car weighs over 2000kgs but the amount of power and torque that is being delivered, makes it feel like a feather. In the words of Muhammad Ali, float like a butterfly, sting like a bee. And sting like a bee it did on straight roads and it floated like a butterfly in the corners.

The star of the show there was the GT3 RS, which everyone wanted to get their hands on. We drove the GT3 RS first and then the 911 Turbo S and honestly, I would rather have the Turbo S. I’ll explain why in a bit but for now let’s talk about the star of the show.

More refined than the GT4 RS, quieter, and aerodynamically improved with lots of airflow and that huge swan neck rear wing and for the first time in a production Porsche, a drag reduction system (DRS) is incorporated. The GT3 RS felt like it would keep you alive at high-speed corners and when you stepped on the gas again there was a thrilling sensation because of how refined the stability is.

Why is it so stable? Well because the suspension system receives aerodynamic consideration as well. Due to the significant airflow around the wheel arches of the new 911 GT3 RS, the elements of the double-wishbone front axle incorporate teardrop-shaped designs. These streamlined components, typically found in motorsport contexts, contribute to an 40kg increase in front axle downforce at maximum speed. Notably, the wider track of the 911 GT3 RS (29mm wider compared to the 911 GT3) necessitates longer double-wishbone front axle links.

The GT3 RS was a beast on the track but at the same time, it was a very sensitive car in the sense that, if you’re not a trained racecar driver, flicking the steering wheel too hard might cause the car to either over or understeer which may lead to a disaster. It was all about understanding the connection between you and what the car wants. If that understanding is not there, it would not be drivable. It’s best driven on track and in a controlled environment.

The reason I stated that I would rather have the Turbo S is because this monster is straightforward but could get you into a lot of trouble. It was fun to drive without the worry of flicking the wheel too hard because it pulls you back and stabilises the car with no drama whatsoever. We were so confident in this that we managed to take corners at 170km/h and hit a top speed of 230km/h! We threw it around corners and the car understood what we were trying to achieve and gave us what we wanted.

Another plus point is that the Turbo S can also be used as a daily car yet it can be a track monster as well.

Moving on, if you’re in the market for a mature family SUV, the Cayenne is the way to go. It was fun around the track and could handle the offroad challenges without any hesitation. All done with performance tyres, yes even the offroad section. It felt steady around corners on the track, and the power delivery was exceptional for an SUV.

However, if you want an SUV for yourself and not to bring the family in, the naughty little Macan is what you’re looking for. Now this is slightly slower than the Cayenne but the thrill it gives will keep you awake. This is if you’re throwing it around corners like we did. The Cayenne was stable and comfortable around bends at 130- 160km/h and you could not even feel it. The Macan will have you praying for your safety. But we enjoyed the Macan more because it was just so much more thrilling to drive. The thrill, the excitement, the crazy corners that we took and we managed to do all that and come out fine because, well, it is a Porsche!

We also got to experience a hot lap. This means we took the passenger seat, and these monsters were being driven by professional racers who flew in from Germany. We thought we were fast around the track, but we have never been so wrong before. Regardless of which car you’re in, you will be saying your prayers and holding on for dear life as the race drivers showed us how these cars were meant to be driven.

At the end of the day, Porsches are meant to be driven and not to be parked for show or to impress others. When someone buys a Porsche, they are buying it for themselves and not to show off. The only thing I can say is that when I was driving that Turbo S, I looked over to the passenger side and I could see the kid version of me laughing and smiling in excitement and joy.

Review: The GWM Ora 07 Long Range Is In A Class Of Its Own!

Like them or not, electric vehicles are now an important part of the vehicular ecosystem. Not only in Malaysia but across the world, and they are here to stay.

But let’s get one thing clear, contrary to popular belief, EV’s are not here to replace cars that run on an internal combustion engine, they will simply co-exist.

Now before you dismiss this as nonsense, let’s just give this a thought.

Internal combustion engines have been around for decades. Car makers and governments realised a long time ago that engines and fossil fuels are dirty, and they are no good for the environment.

Fossil fuels have been blamed for global warming and this has in turn forced governments to introduce laws that will ensure car makers only introduce cars, bikes and trucks that do little to no harm to the environment.

In turn, car makers have responded by introducing technologies that were unfathomable not too long ago. Technologies such as hybrid systems, thermal management systems, regenerative braking systems, and even the humble stop/start system are all products of the continuous search for the holy grail of modern transportation – zero emissions.

Could you have imagined 10 years ago that cars could would one day be able to travel up to 100km on just 3.6 litres of fuel? Honda achieved that astonishing feat with its City hybrid, and that tech is just going to get better.

Cars that run on fossil fuels today have never been more efficient. In fact, one could even argue that EV’s themselves are not very clean either since the source of power itself might be dirty, i.e., nuclear, coal or even wind turbines and solar farms that disrupt landscapes and require cabling systems to transfer powers to homes and industries. These cables run under or above ground which in turns disrupts precious habitats and such.

You could also argue that the massive amounts of mining that is needed to produce energy storing batteries is equally as disruptive to nature as the oil industry is.

There is obviously no winning here. But it is hard for some people to accept this fact.

Some argue that EV’s are the only way for the planet to be saved and that cars that run on internal combustion engines are as bad for the world as Lucifer himself.

All you have to do is visit any discussion page on Facebook or an online forum and you could be entertained (or irritated) for hours just reading comments from netizens having a go at each other about which powertrain is better.

Friends, like it or not the fact is that they are both good. Internal combustion systems are needed because a petrol- or diesel-powered engine turns the wheels of our economies. The day the final truck, container ship and cargo plane stop running on fossil fuel is the day you could argue that an engine that runs on fossil fuel is obsolete. But I don’t see that happening anytime soon.

On the other hand, EV’s are great for the urban jungle. If you travel about 50 to 100km’s a day and have access to a charger at home or at the office, an EV is perfect for you. Before you think about arguing that you can also travel outstation in an EV, I agree that you could, in fact you could also ride a bicycle to Penang, but you wouldn’t because it is too far and too inconvenient.

There are plenty of charging stations already, but there aren’t enough. Especially not for festive seasons or long weekends where the number of EV owners sourcing for a charging station is more than usual.

Stories about EV owners having to wait their turn for hours on end while the cars ahead of them charges are not uncommon.

I do have to acknowledge that new charging stations are being introduced on a near weekly basis. And this might soon improve the waiting time and all its associated horrors.

Some car makers have responded to this by introducing cars at both end of the spectrum, makers like Great Wall Motor or affectionately known as GWM.

The Chinese car maker made its debut in Malaysia with the Ora Good Cat back in 2022. The cutesy EV was well received but it was the sole model for GWM Malaysia.

Recently the company made waves once again when it previewed the Tank 300 at the 2024 Malaysia Auto Show. With a speculated price tag of RM260,000, the jeep lookalike with a Mercedes G-Class inspired interior was once again well received. According to GWM Malaysia, the Tank 300 already has close to 200 bookings, and it has not even been officially launched yet.

The Tank 300 runs on an internal combustion engine that is both refined, efficient yet powerful – the holy grail of engines for car makers.

But that’s not to mean that GWM Malaysia is shifting its focus away from EV’s, quite the contrary actually.

In March of this year, GWM Malaysia reiterated its commitment to the Malaysian market with the introduction of its second EV model – the 07 (pronounced as zero seven).

The 07 is available in global markets in two variants – the Long Range and the Performance. So far, the latter has only been previewed in Malaysia with an official launch set to happen in the coming months.

We drove the Long Range model recently and only have good things to say about it. Well, almost.

Design is always subjective and the 07 has a love it or hate it design. For the uninitiated, the design of the 07 may seem fresh and original. But for those who are familiar with the automotive industry, the 07 seems to have borrowed some elements from other car makers.

The exterior looks like it has been inspired by the Porsche Panamera, especially the headlights and the way the roof line swoops down and merges to the rear of the car.

There is also an active rear spoiler that sits tucked away neatly right about the point where the boot lid meets the rear window. Just like the Panamera.

And just like the big Porsche, the spoiler aids aerodynamics when it is in place and actively produces downforce when raised. So, it is not just for show.

But to GWM’s credit, the overall design does look like an evolution of the Ora Good Cat, so the 07 looks very much like it belongs in the GWM family. Afterall, both are built on GWM’s own Lemon platform, so there are bound to be similarities.

Design continuation is important in the automotive industry yet so is originality. Mercedes-Benz for example seems to have forgotten this with its latest models where the C-Class looks like the E-Class which in turn looks like the S-Class.

GWM on the other hand has hit the nail on its head with its design of the 07, though it may not be to everyone’s palette.

The interior too borrows inspiration from other car makers. Such as the centre panel that drops dramatically to merge with the centre armrest. This looks like it came off a Bugatti. But since 99% of the world’s population will never be able to afford a Bugatti, the design is not a bad thing.

The Porsche inspiration is also evident inside as well, specifically the circular meter panel. But that is about it.

The interior looks and feels like it has been properly thought out. It feels expensive yet simplistic at the same time. And while a number of car makers have a nasty habit of placing all the essential controls in the touchscreen infotainment system, the 07 still uses physical dials and buttons, except for one key thing, which I will get to shortly.

Speaking of the infotainment system, the 12.3-inch touch screen system dominates the centre of the dash and provides access to wireless Apple CarPlay and Android Auto. Music is played back to the cabin through a brilliant 11-speaker Infinity sound system.

Back to what could have been better – as good as the 07 is, there are just two things that should have been better though out. The air-conditioning vents cannot be adjusted manually and need to be adjusted electronically through the touchscreen system, like you would in a Tesla. This is very annoying especially when you share the car with someone else and need to constantly change the placement of the vents. Or when you’re driving and don’t want the cool air blown to your face.

And secondly, the massive panoramic glass roof is made from a single, very large piece of glass which also merges into the rear window. This looks nice and makes the interior feel much more spacious than it is, but it also means that the interior can get very hot. The way to counter this would be to tint the roof but this would mean that you need to sacrifice the aesthetics of the panoramic roof. Unfortunately, there is no shade that you can draw to keep the heat away.

But that’s about it for the GWM 07 Long Range. The interior is a fantastic place to be in and if you don’t like the design of the car, the interior will soon make you forget that.

It is also a very capable car with a single electric motor that puts out 204PS and 340Nm of torque. This may not seem like much but it allows the car to see of the sprint to 100km/h in just 7.9 seconds and tops out at 170km/h.

As for range, the 83.5kWh nickel manganese cobalt battery gives a range of 640km on the NEDC cycle. We saw a real world range of about 540km, which is plenty considering that you can charge the car in just 32 minutes with a 88kW DC charge which are easy to come by.

An 11kw home charger will require 15 hours to fully juice up, but there is also regenerative braking that lets you send power to the battery while you drive.

At RM169,800 the Ora 09 Long Range sits squarely in the crosshairs of the likes of the Tesla Model 3 and the BYD Seal.

While the competition may seem like goliaths, the 07 Long Range is one that needs to be seen and driven to be appreciated, and if you do, keep a look out for the supple suspension damping and the impressive refinement of the interior. This writer has a sneaky suspicion that you may be impressed by that.

Specifications:
Motor: Single motor
Power: 204PS
Torque: 340Nm
0-100kmh: 7.9 seconds
Top speed: 170km/h
Battery: Nickel Manganese Cobalt
Charging: 32 minute with 88kW DC / 15 hours with 11kW AC

We like: Interior, refinement, features
We don’t like: Design may not be to everyone’s taste

Review: Nissan Almera Black Edition Offers Aggressive Aesthetics

When it comes to Malaysian B-Segment cars, it wouldn’t be too far-fetched to say that the Honda City and the Toyota Vios are the standout choice. The sales volumes speak for themselves, and the choice is clear, Malaysians prefer Hondas and the Toyotas.

But despite that, there used to be a time when the segment had another clear contender, the Nissan Almera.

Launched in 2020, the then new, fourth-generation Nissan Almera was introduced to Malaysians at the beginning of the pandemic. After what the world experienced through 2020-2022, we can all agree It is never a great idea to launch a new car when everyone is tightening their purse strings. In fact, no one could even come out of their houses so how were they going to be convinced to buy a car?

Yet, Edaran Tan Chong Motor (ETCM) launched the Nissan Almera anyway and it worked out for them. Perhaps it was because of the loan moratorium where banks allowed a repayment freeze for a maximum of six months.

Car companies, financial institutions also worked with the government to reduce interest rate and taxes on cars, and this allowed companies to sell their cars for cheaper than usual. This also resulted in record car sales for Malaysia.

But this would be stealing the Almera’s thunder because after all, it is quite a nice car, as we found out recently.

Just to make it clear, we had never sat in a latest-generation Nissan Almera let alone drive one prior to this, so the new Almera was a revelation of sorts for us. Among the many B-segment reviews that we have done, the common comments usually centre around how a car compares against the Almera.

You see, the Almera has made quite a name for itself as a good-looking, reliable and comfortable car. One that can pass of the best middle ground between the Honda City and the Toyota Vios.

The design of the Almera deserves a special mention because it is the first time that an Almera has looked this good in the past two decades. And despite already being four years old, the design seems to have stood the test of time quite well.

In fact, it does not only look good, but it also seems to have improved despite being largely the same. The car that you see here is the Almera Kuro Edition, which is basically Japanese for the ‘Black Edition’.

To this writer’s eyes, the Almera Kuro Edition brings out the best in the Almera’s design. It looks a lot sportier thanks to a new blacked out front grille, black 16-inch wheels, and an aero kit that include front and rear bumper spoiler, and side skirts. The Glacier Grey colour also looks like it set out to make a 60-year old feel 20 again.

The Nissan Almera is the grand child of the Nissan Sentra, which many of us will probably know and love. Malaysians will also remember the Sylphy and the Latio, both of which sold in fairly well numbers.

The common theme that all these cars have, is that they are all comfortable, easy to drive and are all spacious. You will have to sit in an Almera to experience this for yourself, but the seats in the Almera are the best in the segment. No probably or maybe here, they just are the best.

The seats offer better bolstering while the padding is plush. This segment does not offer electric seats due to the cost factor, but no one else but Nissan got the memo about comfortable seats being a plus point for B-segment buyers.

The only thing that is a bit of annoyance is the black and white leatherette interior. It looks like an afterthought by someone who reckoned the Almera Kuro Edition didn’t look sporty enough and believed whole heartedly that a contrasting interior would do the trick. Well, it does not and the white edges around the seats will very quickly off-white as the driver and passenger slide on them every day.

But once inside, the spaciousness of the interior will immediately impress you and you will notice that the white around the seats is also present on the dash as well. Except that this time it does not look as bad.

The flat-bottomed steering wheel adds some character to the car while the eight-inch touchscreen infotainment system offers Apple CarPlay and Android Auto. Both of which are considered essentials in the modern era.

The interior generally feels good and well thought out with comfort and spaciousness being the main theme at play here.

The Nissan Almera may be well-known for its interior, but it is also popular for being the only car in its segment to be powered by a three-cylinder turbocharged engine. While the competition utilise 1.5-litre, four-cylinder, naturally-aspirated engines, Nissan took on an entirely different path.

Rather than relying on good old displacement (which some say has no replacement), Nissan chose to utilise a small 1.0-litre engine and force feed it some air through a turbocharger to help it produce 100PS and 152Nm of torque.

When Nissan first introduced the Almera, some Malaysians got excited when they heard that the Almera used a turbocharger. Many believed that this will make the Almera significantly more powerful than the competition. But just for reference, the Honda City makes 121PS and 145Nm of torque, which makes it significantly more powerful than the Almera.

The Almera’s turbocharger is not designed for gargantuan power, but rather it makes the Almera one of the most economical in its class. Official fuel consumption figures say that the Almera can travel an astonishing 18.4km per litre, which gives it a theoretical range of 650km per tank. Considering that the Almera uses a puny 35 litre tank (which is a lot cheaper to fill up), that range is hugely impressive.

You are going to be left hugely disappointed if you think the Almera is going to be a lot of fun to drive because it has a turbocharger. But if you manage those expectations and approach it as the car it truly is – a comfortable, convenient b-segment slinger, then the Almera is bound to impress.

On the move the Almera feels like a typical B-segment car, it does a decent job at keeping the interior hushed with the passengers insulated from the noises and vibrations underneath the car.

But it does not have the refinement levels of a Honda City and the suspension is also on the stiffer side as well, preferring instead to roll over bumps rather than to absorb them. In that aspect, the City and the Vios feel better.

That aside, the Almera can hold its own when it comes to safety systems and features. In fact, it even trumps the mighty City with its Blind Spot Monitoring System, another feature that has become a necessity today. The Honda City still trudges along with its dated Lane Watch system.

The Nissan Almera is undoubtedly a fantastic car and while the competition has moved along with refinement, power and features, the Almera is still one of, if not the most efficient car in its segment.

The Kuro Edition lends some much needed character but that does not come for free. There are three variants with prices starting from RM83,888 for the VL variant, RM89,888 for the VLP and the model you see here is the VLT which costs RM95,888.

The Kuro Edition Package which includes all of the items mentioned above will set you back a further RM8,000. And that includes tint, door handle protectors and scuff plates. And if you want that good-looking rear wing, that will set you back a further RM1,400.

Is the extra premium for the body kit worth forking out for? You can’t put a price on a good-looking yet efficient car. If you need further convincing, think about it this way – the Almera is so fuel efficient that the savings can pay for the body kit over time. It may take some time, but savings always pile up.

Specifications
Engine: 1.0-litre, three-cylinder, turbocharged
Power: 100PS @ 5000rpm
Torque: 152Nm@ 2400rpm
Transmission: X-Tronic CVT
Suspension: Independent MacPherson Struts with Stabiliser (Front) / Torsion Beam with Stabiliser (Rear)

We like: Good looks, comfortable interior, fuel efficient
We don’t like: Ride quality, noisy CVT transmission

Review: Is the 2024 Honda CR-V an All-Rounder Family SUV?

SUVs have undeniably evolved significantly in recent years and we have seen some good models for each segment. The demand for SUVs is also undeniably booming and everybody wants one, to the point that some car makers have stopped offering sedans, case in point – Honda Malaysia has dropped the legendary Accord from its line-up because buyers now prefer SUVs.

This high demand has also resulted in some heated competition for sales and this has pushed manufacturers to outdo each other.

The Proton X70 for instance shook up the market when it was introduced to the point that some of its competitors were deemed obsolete. It took some years for the competition to respond, but they responded with some formidable firepower.

Take the new Honda CR-V for instance, it is such a radical change from the previous models that the competition has once again been left in awe. It may not have had the same impact on the market as the X70 did, but for buyers, there is almost no point in considering anything else if budget is no concern.

To back track a little, the first-generation CR-V was introduced in 1995 and was an immediate success. The CR-V soon became a staple of the middle class and was the go-to machine for those who wanted something safe, convenient and had enough space for the family.

If you have been following these pages, you would know that we are fans of the CR-V. There is very little not to like about it and for everything that is flawed, the CR-V makes up for it in different ways.

We have done multiple tests with the new CR-V in Thailand and Malaysia and have spoken about the visuals and performance. Now, we recently got to test its practicality as we got the chance to take one home for a couple of days to spend time with the family.

This sixth-generation C-segment SUV measures 4,691mm long, 1,866mm wide, and 1,681mm tall and has a wheelbase of 2,700mm which makes it bigger than its predecessor. This translates into a more spacious cabin room which is good news for people of this writer’s width and height and for those who have bigger families.

Well, it’s not a seven-seater but we did try to squeeze as many people into it as possible and found that four regular-sized people can sit at the back comfortably which brings the total number of people in the SUV to six. If you have kids, the CR-V comes with rear ISOFIX child seat anchors which is a necessity.

Now, if you have six people in the car for a road trip, you will have around six to eight luggage or bags. Does the CR-V have enough boot space for this? It has 589 litres of boot space which is more than enough to stuff the bags and as we tested just for the sake of it, a person of my size can fit in there too.

Besides that, the boot has a hands-free powered tailgate with a walk-away close function which is helpful when unloading the luggage.

With it being this bulky, getting through tight and narrow roads is a bit of a challenge but not impossible. This variant has a multi-view 360-degree camera that assists you when it comes to these situations.

So that’s size, but what about comfort during long drives? Let’s just say everyone, except the driver (obviously) was fast asleep comfortably. The road noise is not as quiet as the e:HEV RS variant that comes with wheel resonators but it is not at all annoying or that noticeable. We asked Honda Malaysia why the resonators were not fitted into the lower variants and Honda stated that the resonators were designed specifically for the hybrid variant for improved noise, vibration, and harshness (NVH) performance.

As always, Honda takes the small things into consideration and you see this in the CR-V which features body-stabilising seats for front passengers. This is very helpful to the driver when it comes to long drives as the seats are quite supportive, much better in fact than the previous model.

Also included is the seat position memory function which this writer found very helpful because I did not have to keep adjusting the seats to my liking whenever someone else drove the car.

Anyhow, if your family is as fun as mine, they will be dancing and singing along to music that can be played via Apple CarPlay or Android Auto on the nine-inch advanced display audio touchscreen head unit and sound is channelled through the respectable eight-speaker sound system. You don’t get Bose here as that is only available in the top of the line model.

The touchscreen infotainment system is rather easy to use compared to the other more technical and complicated ones out there. So don’t worry if you’re not tech-savvy, it will only take you a few minutes to mess around and figure out the functions.

For the driver, the CR-V comes with a seven-inch TFT instrument display and it is customisable. There are multiple views that you can set it to, such as audio info, range and fuel, and AWD power distribution. You can also adjust a few settings through it such as the cruise control settings and other safety-related features.

Another nifty feature is the tyre pressure monitoring system which comes in handy when going for long drives. Of course, when one is travelling long distance, tiredness will naturally set in, and that’s why the CR-V comes equipped with a Driver Attention Monitor which tells you to pay attention to the road if you’re feeling tired. Speaking of feeling tired, we tried out the low-speed follow and adaptive cruise control when our legs felt tired and cramped up. It does the job and is as responsive as it is supposed to be, managing the braking and acceleration seamlessly.

In case of an emergency, the CR-V has autonomous emergency braking, vehicle stability assist and eight airbags which are for the front, side, side curtain and knee.

However, the CR-V does have some things we wish were better. For starters, there is no “teh-tarik” hook available so you will have to purchase one on your own and second is one this writer has always been annoyed with from the start, which is the Lane Watch system.

As mentioned in an earlier review, when you turn on the left indicator, the LaneWatch system just overrides the entire infotainment system which means, you won’t be able to see your GPS screen until you turn off the indicator or switch back to navigation which means you will have to take your eyes off the road for a second. And this can be particularly annoying when you need to watch out for where to turn next.

Blind Spot Monitoring system is a necessity these days, and Honda Malaysia should be addressing this.

The final flaw is the slow wireless charging pad that takes hours to charge the phone. Yes, there are USB ports and a 12V 180W Max outlet options but that would mean more cables and a messier look.

To conclude, for RM181,900, we would say that yes, this is an all-rounder family SUV and if we were in the market for a reliable, comfortable SUV, this would be it.

Specifications:

1.5 V AWD:

Engine: 1.5 litre DOHC VTEC Turbo engine

Power: 193PS @ 6000rpm

Torque: 243Nm from 1,700 to 5,000rpm

Gearbox: CVT

0-100km/h: 10.4 seconds

Top speed: 200km/h

Price: RM181,900

We like: Comfort, space and practicality.

We don’t like: LaneWatch, its slow wireless charging and no “teh-tarik” hook