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Review: Peugeot 408 Premium – Is This The Best Bang For Your Buck?

Peugeot has had a colourful history in Malaysia dating back decades. It seems everyone’s great grandfather or someone they know has owned a Peugeot at some point in their lifetime.

That is not surprising though as the brand has had a strong presence in Malaysia for many years, perhaps stronger than any other country in the region. It is worth noting at this point that while Peugeot has strengthened its position in Malaysia with the launch of a regional office as well as an assembly plant, the French brand has shuttered its operations in Indonesia just this year.

So yes, Peugeot and Malaysia have had a long, storied relationship. Though not one that has not always been smooth sailing.

But it’s not nice to talk about a brand’s past when all it wants to do is build a great future, it is like bringing up your wife’s past when all she wants to do is shower you with hugs and kisses. We should bask in the present and let the sun set on the past. I don’t mean to sound like a saint, but I do have a point to make.

Though it has always made some nice cars, the Peugeot brand has had many custodians in Malaysia in the past. Some did a stellar job while some left much to be desired, and that is putting it politely.

Now though, the Peugeot brand is officially in Malaysia under the Stellantis umbrella. If you don’t already know, the Stellantis Group owns Peugeot as well as 14 other brands such as Citroen, Alfa Romeo, Jeep, Maserati, DS Automobiles, Lancia, Fiat, Opel, Vauxhall and some American brands.

So rather than being present through a distributor as they did previously, Peugeot is now officially represented in Malaysia. And if you are wondering whether any of the other brands mentioned earlier will be making their way to here, the answer is yes but let us stay focused on Peugeot.

One of the pillars of success for any car maker is its aftersales service. Any car maker can sell a car, but it takes a great car maker to offer unequivocal after sales service. That’s something a lot of Chinese car makers are still struggling with but that is one of Stellantis Malaysia’s main priorities.

During the launch of its first model under the Stellantis Group early this year, the company’s Managing Director Jamie Morais assured Malaysians that availability of spare parts and access to service centres is one of the main priorities.

While it is building that network, Stellantis Malaysia also refreshed the Peugeot brand in Malaysia with the introduction of the 408.

The car is available in three variants – the entry level Allure model, which is priced at RM146,055, the flagship GT variant which costs RM196,055 and then there is the model here and the topic of the day, the Premium variant which costs RM166,055.

The C-Segment sedan sports a gorgeous fastback design which sets it apart from other competitors like the Honda Civic, Mazda 3 and the Toyota Corolla Altis. All of which look rather sedate as compared to the curves and edges of the 408.

But you would not expect anything lesser from Peugeot. It has after all designed and built some rather amazing (and accessible in terms of price range) cars – remember the RCZ? It is still turning heads till today.

The 406 Coupe is another such car, with its understated elegant lines making it one of the most desirable cars of the late 90s. It is a rare collector’s item these days as well.

Back to the new 408, after driving it for a few days, I had grown fond of the car. In typical French fashion, the car came with its quirks.

The design is undeniably wow in many aspects, particularly the grille that seems to merge into the front bumper, as well as the daytime running lights that strike downwards dramatically, mimicking a claw (or a tooth) of a feline.

The taillights are gorgeous as well, as are the 18-inch wheels that curiously look like they have been inspired by Kia’s EV6.

However, and this is something that truly bothers me, that rear bumper sticks out like a sore thumb. There is nothing wrong with the way it looks, but that it looks like someone forgot to paint it is something that I cannot unsee. It bothered me when the car was launched, it bothered me whenever I walked around it, and it bothers me when I look back at the pictures.

The car is undeniably good-looking, but words fail me when it comes to that posterior.

The interior though, is awesome!

The dash is cleverly designed and gives you a really nice balance of modernity and practicality. There is some typical French quirkiness that do not make sense at first but come together nicely later on, only to make you wonder how you lived without it all this while.

For example, there is no gear lever in the traditional sense but rather you select gears using a switch. You flick it upwards to select Reverse and downwards to select Drive. Park is a button by itself.

This switch works nicely and frees up the centre console of clutter.

Ahead of the driver lays dual screens that measure in at 10-inches each. One offers all the essential readings of the car such as speed and such, while another works as the infotainment system.

The software of the infotainment system is not what we would sometimes describe as intuitive; it does need some familiarisation time before you truly understand where all the controls are hidden.

However, it does come with Carplay and Android Auto so that makes it easy to access your music and navigation, something that I can’t live without when behind the wheel.

Music is played back into the cockpit through a six-speaker audio system, which may not sound impressive but the quality is decent, with rich deep bass and a vibrant mid and treble note.

So, you may be wondering what are the quirky parts by now – and lets begin that with the hexagonal steering wheel.

Peugeot is the only car maker that insists on having its steering wheels in such an odd shape. Of course there are other weird shapes out there, but not at this price point.

The shape of the steering wheel makes it difficult to get comfortable without anything obstructing the view of the meter panel. It is always either too high or too low, and this has been like that ever since the first hexagonal steering wheel was introduced about a decade ago.

But that might soon change with rumours swirling around about a square steering wheel for all future Peugeot models. We are not sure how true that is, but Peugeot could do with a lesson in ergonomics.

The one solution to that would be to use heads-up display, so that is something that would just perfect the package and eliminate the downside of that steering design.

But Peugeot definitely does not need a lesson in comfort as that is something the 408 does remarkably well. The interior is surprisingly spacious and is great for a young family of five even.

The seats are wrapped in plush leather, and I am of the opinion that the seats of the 408 are probably the best in its segment. Unfortunately, there’s no award for best seats otherwise the 408 would be deserving of that.

While the seats and parts of the interior are clad in leather, the dash and door panels use fabric instead. And that comes off as an odd choice and is a stark contrast to an otherwise nice interior.

Providing propulsion is a 1.6-litre, turbocharged, four-cylinder engine that puts out an impressive 218hp and 300Nm of torque. That is sent to the front wheels through a slick-shifting eight-speed transmission.

The powertrain of the 408 is among the most powerful in its class. And that allows it to get up to some very illegal speeds very quickly.

But it must be said that the suspension plays a key role in the overall character of the car. The suspension is at a very fine point where soft meets firm, and there are not many car makers that can do this without resorting to adaptive suspension.

The 408 allows you to have some fun with decent power under your right foot. The engine sounds great as well which sometimes makes you want to flex your right foot for no other reason but to indulge in that engine note.

Couple that to the suspension character and the 408 offers a fine balance of comfort and control, which just about anyone can appreciate.

At RM166,055, the 408 Premium is undoubtedly well priced to make life difficult for the likes of the Honda Civic and the Toyota Corolla Altis, both of which have been so deeply entrenched into their segments that buyers might have a hard time considering anything else.

But the 408 Premium is a car that will impress those that take some time to drive it and understand it. That is not all that surprising considering that Peugeot has made some remarkable cars over the years.

But with Stellantis now officially present in Malaysia, buying a Peugeot is no longer about the car itself, but buyers can also rest easy knowing that the strength of the brand is fully behind them and having an assembly plant in Kedah makes access to spare parts a lot easier than ever before.

Specifications:
Engine: 1.6-litre, 4-cylinder, turbocharged
Power: 218hp @ 5750rpm
Torque: 300Nm @ 2000rpm
Transmission: 8-speed automatic
Price (as tested): RM166,055

We like: Design, comfort, quality
We don’t like: Weird steering wheel design, No powered tailgate

Review: Honda City Hatchback Facelift – Efficiency Done Right

Purchasing a new car can be a tough choice. There are many things to factor in such as size, fuel efficiency, performance, quality, brand and aftersales service.

Convenience is also something we all look for when purchasing a new car. With the size of cars getting bigger and bigger by the day, convenience while driving through cities or towns can be limited.

Why? Well mainly because these streets were not built for the monsters we have on the roads today. So, what would be a convenient family car to get for city driving? The Honda City hatchback would be a good choice and if you did not already know, Honda Malaysia launched the City hatchback Facelift back in May of this year.

Honda Malaysia launched the City hatchback in 2021 and till May 2024, they have sold 28,700 units of it. Talk about popularity.

There difference between the pre-facelift and the facelift models are mostly cosmetics with a few tech upgrades. The dimensions are just slightly different with the RS facelift variants being longer due to the bumpers. The powertrain remains the same as before. The variant we tested out was the 1.5L RS e:HEV, which is the top-of-the-line variant among the five available variants.

Visually it looks good with the revised front grille, front lower grille, LED fog lights with garnish, side sill garnish, rear bumper lower garnish and the Berlina black 16” alloy wheels. Just that from certain angles, the tyre fitment may look a little off. But of course, those who love modifying your cars can resolve this minor issue.

Performance-wise for the e:HEV, the Intelligent Multi-Mode Drive (i-MMD) hybrid system incorporates a 107hp electric motor that powers the front wheels with 253 Nm of torque. This motor draws energy from a lithium-ion battery, which is recharged by a secondary electric motor linked to a 1.5-litre naturally aspirated DOHC i-VTEC four-cylinder engine operating on an Atkinson cycle.

The petrol engine delivers 97hp at 5,600 to 6,400 rpm and 127Nm of torque at 4,500 to 5,000 rpm. Although primarily functioning as a generator, it can engage via a single-speed E-CVT to provide direct drive to the wheels at higher speeds, where it achieves its most efficient performance.

Now although it packs a punch throughout the city, we found that it lacks that punch on highways. The amount of torque delivered when we put our foot down on the highways showed us that there is a certain amount of lag before the power kicks in and it was slightly frustrating, especially on clear highways.

However, when we were driving around Kuala Lumpur and Ipoh we noticed that there was enough power that makes the City hatchback an agile and convenient car throughout the city. Swerving through traffic and tight spaces was brisk simply because the hatchback is not a big car. The only thing that was annoying is that there is still no blind spot monitoring. If you have been following our Honda reviews, you will know that we are not big fans of Honda’s lane watch system.

We also had to bear in mind that this car is not a performance-oriented car and that we were testing it for practicality and comfort. So, with that in mind, we focused on things like boot space, seating configurations and most importantly, fuel consumption.

Now given that this is the hybrid variant, we knew that range anxiety was never going to be an issue. So, from KL to Ipoh and back to KL, how many times did we have to fuel up? Once. Just one fuelling session was needed for this car. When we reached KL after Ipoh, we still had more than half a tank of fuel left! Which in our books, is rather impressive.

Honda Malaysia gave us a challenge to carry out to see which team had the best fuel consumption. The ones that participated managed to get an average of 26.75km/l which is amazing given that everything was done with real-world-like situations. As in no folded side mirrors to reduce drag, no turning off the air conditioning and no stopping to refuel as Honda Malaysia had sealed the fuel tank cover with a tamper-proof sticker.

Speaking of real-world-like situations, we know there are some out there with a heavy foot and just want to get to their destination as fast and as safely as possible. We were one of those. Even with our foot down, following the speed limits of course, we managed to get an average of 18.61km/l and still have more than half a tank of fuel left. So, we are happy to give this car a perfect score for fuel consumption.

As we mentioned, the City hatchback is not a big car and it shows on the inside. If you’re built like this writer, you will definitely find it a little bit uncomfortable sitting at the back. The leg space is decent but there is barely any headroom because of how the rear of the car curves down. Taller passengers will find this to be a tad uncomfortable.

Over to the front, if both the driver and passenger are big in size, then you might find your elbows touching each other quite often, which is not something you want happening on a two to three-hour drive. However, these are just minor issues that we faced and were not that bothered about it.

There were three of us travelling in the car, each having two bags: one luggage bag and one laptop bag. Was there enough space? Not really as the boot space is only around 289 litres, which is actually 230 litres less than the sedan City! So only five of the six bags could fit in the boot while one laptop bag had to be put in the rear seat. However, if no one is seated at the back, the seats can be folded, expanding the space to 841 litres.

Long drives can be tiring at times especially if you have your foot down all the time. This is where the adaptive cruise control, lane-keeping assist and lane departure warning come into play. It is easy to use and you do not have to navigate your way through a screen to find all these settings as the buttons are on the steering wheel. Kudos to Honda for keeping physical buttons!

Since we are on the topic of long drives, there is another factor that led us to be just a little bit annoyed. The subtle road noise which enters the cabin. Unlike the CR-V e:HEV RS variant that comes with wheel resonators, this City Hatchback lacks it.

The noise seeping in was not that loud but it was noticeable. So, to drown that out, we turned up the music volume which by the way is channelled through four speakers. The eight-inch display audio’s IPS (In-Plane Switching) colour reproduction has been enhanced to give us a clearer and sharper image, although we found the reverse camera to be a tad bit grainy.

The most important feature, in our books at least, is the availability of Apple CarPlay and AndroidAuto, which the Honda City Hatchback facelift has. For those of you who know, we cannot live without these features. The cherry on top is that it is wireless!

Overall, the car felt solid and did not lack anything major so if you are a fan of hatchbacks, this is one to consider. Prices start at RM85,900 for the lowest variant but if you want the RS hybrid which we enjoyed, it will cost you RM112,900.

Specifications: 1.5L e:HEV RS Hybrid

Engine: 4 Cylinder, 16 Valve, DOHC i-VTEC (Atkinson Cycle)

Power: 109PS @ 3500rpm

Torque: 253Nm from 0 rpm

Gearbox: e-CVT

0-100km/h: 9.7 seconds

Top speed: 177km/h

Price: RM112,900 (as tested)

We like: Fuel consumption, agility and looks.

We don’t like: LaneWatch and cabin noise

Tyre Review: Goodyear Assurance MaxGuard SUV Tyres – A Real World Test!

Reviewing a tyre is never easy as tyre manufacturers love to claim the impossible yet testing it in real world situations can be tricky. For example, how do you test improved stopping distance on regular roads? You can easily do that in a controlled environment such as on a track where you pit tyres against each other, but in the real world, it is incredibly difficult.

That is why we have shied away from such requests from tyre manufacturers. So, when Goodyear approached us to test out their tyres some months ago, we shelved it, waiting for the opportune moment to do so.

The moment came about recently when the time came to swap the tyres of the family car – a 2021 Mazda CX-5 2.5T.

The Mazda runs on Toyo tyres straight out of the factory. There were no problems with the Toyo’s, so we thought, because we didn’t know anything better. But in hindsight, there were moments where we thought there was too much noise intruding back into the cabin, and there was that occasional twitch when the car hit a puddle of water.

We just didn’t know better, so always thought the noise and twitch was normal.

Then we swapped for the Goodyear Assurance MaxGuard SUV tyres, and no, things didn’t magically change. There was no snap of the finger moment where the noise disappeared, and the car felt planted like a cicak to the wall.

That is the thing about tyre reviews, things don’t magically happen as soon as you swap out the tyres. It takes time to feel the differences of a tyre under different circumstances such as in the rain, braking, cornering, etc.

But there was one thing that was noticeably better – tyre noise.

From Sunway where a designated tyre shop was given the responsibility of swapping our tyres, to our office in Citta Mall, Ara Damansara, there were parts where we needed to pile on speed especially over the federal highway and on the Subang airport stretch. And that is where we noticed the one thing that solved one problem with the Toyos – the cabin noise was down a couple of notches.

According to Goodyear, this quitter ride is achieved by using an angled block design in its tread pattern along with the redesigned ribs and narrower grooves working concurrently to isolate road noise before it is transferred.

This is probably one of the most impressive aspects about the Goodyear Assurance MaxGuard SUV tyres and you can feel it immediately after swapping tyres.

We have since been using the tyres for the past few months, and in all honesty, will never go back to using the Toyo tyres that the car came with.

This writer regularly drives to Ipoh and back to KL and in all conditions, including our torrential monsoon rains.

Malaysian highways are notorious for a number of things including puddles of water where drainage is poor. And then you get pockets of flowing water, and sometimes that can get quite bad.

The Mazda CX5 2.5 Turbo is an all-wheel-drive machine, so it gives you the confidence and grip you need in the rain. But while the car has the tech to manage everything the roads throw at it, its ultimately limited by the tyre.

And during some of those drives in the rain, the Mazda did tend to slip every once in a while, over pockets of water. Nothing too dramatic that will need steering correction, but you feel that sudden twitch of the car. The car has always corrected itself, that is probably one of the benefits of the all-wheel-drive powertrain.

However, that twitch should not be happening. And that could potentially be worse for other cars.

And after a few months of having the tyres on, we have since did the journey to Ipoh a number of times, and have done close to 6,000km on the tyre, which is plenty of distance to be able to tell the difference between the Goodyear’s and the Toyo’s.

Goodyear has incorporated two different technologies into its Assurance MaxGuard tyres. One being ActiveGrip and the other being DuraGuard, which we will talk about later.

The ActiveGrip technology is said to provide 17% better braking in wet conditions and also offers best-in-class wet braking distance. In fact, Goodyear says that the tyre has its wet weather handling characteristics improved by a stonking 25%. All of the improvements are benchmarked against its predecessor, the Goodyear Wrangler TripleMax.

As we found out, this is not just marketing lingo because that twitch and squirm we talked about earlier has faded. And while no one should be driving fast in the wet, but the car feels more confident and planted.

Goodyear achieved this by using a redesigned tread pattern with vertical serrations, and this is said to maximise wet weather grip.

But the best way to increase grip in all conditions is to increase the point of contact where the tyre meets the road. And that is exactly what Goodyear has done.

The contact patch of the tyre is now wider and is more squared than rounded, and while this improves grip, it also evens out tyre wear over time. So, you no longer gets uneven wear which you sometimes see with older tyres.

Then there is the DuraGuard tech, which is designed to keep the tyre lasting as long as possible. In fact, the Goodyear Assurance MaxGuard SUV tyres are said to have a lifespan of between 40,000 to 60,000km. The average driver does about 20,000km a year, so if you are an average driver, then these tyres should last you between two to three years.

The DuraGuard technology works by reducing premature tyre that sometimes happens due to the weight of an SUV. It does did by utilising two-ply construction that uses a reinforced steel belt package that also improves shock resistance. This means that the tyre has a better chance of surviving contact with a menacing pothole.

This also means that the tyre has a better ability to withstand cuts which we sometimes get when accidentally reverse into the roadside curb. And punctures from road debris.

After about 6,000km with the tyre, the wear is still not obvious. Being an all-wheel-drive machine, the wear tends to be greater since all tyres are rotating and transferring power to the road. But this is still not apparent.

Tyres are probably the single most important aspect of a car. You can have all the power and tech, but if you are tyres are not up to mark, that’s akin to skating on ice blindfolded. The Assurance MaxGuard SUV tyres are undoubtedly impressive, and if you appreciate a quiet interior, wet weather grip and durability, then perhaps this is worth considering.

To find out more about the Goodyear Assurance MaxGuard SUV tyres, click here.

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.