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Review: Denza D9 – Which Variant Should You Buy?

Malaysians love their luxury MPVs. All you have to do is to step onto a busy street and it will not take you very long to come across a Toyota Alphard, Vellfire or a Hyundai Staria.

Cars might generally be expensive in Malaysia but that does not stop us from loving our cars. And there is a lot to love when it comes to luxury MPV’s.

The spaciousness and comfort MPV’s offer are obviously the main attraction but the convenience they offer families is undeniable as well.

This gravitation towards luxury MPV’s undeniably started with the Toyota Alphard. But of course, the MPV love affair began much earlier than that.

Some of the earlier MPV’s that come to mind are the Renault Espace, Mazda 5, Ford S-Max, Naza Ria, Kia Carnival and a few others. There are more as well, but bear with me.

However, the Alphard and Vellfire can be credited for appointing a touch of luxury in the humble MPV.

In fact, it was the grey importers that were brave enough to import these cars to the Malaysian market. And before long, UMW Toyota wanted a slice of the very lucrative pie as well.

In 2014, UMW Toyota officially began selling the Alphard and then in 2016 expanded to include the Vellfire in its line-up as well.

Sales picked up and by 2023, UMW Toyota had sold its entire allocation for the Malaysian market. Quite impressive considering the official imports costed about half a million Ringgit. A full RM200,000 more than what the grey importers were selling them for.

This sales success caught the attention of others, and before long Sime Darby wanted a piece of the pie as well and introduced the Hyundai Staria. The Premium variant of the Staria costed upwards of RM365,000 and was quite a hit as well.

Dinamikjaya, the importers and distributors of Kia cars in Malaysia, also enjoyed success with the Carnival as well.

And now, the Chinese are the latest players in the segment, and Denza is the latest entrant into the segment.

But who is Denza?

Malaysians may have only recently come to know Denza, but the Chinese luxury brand has been around since 2010.

Officially known as the Shenzhen Denza New Energy Automobile Co Ltd, the company was started as a joint venture between BYD Auto and Daimler AG.

The company’s first concept car was shown at the Beijing Auto Show in 2012, and by 2014, the Denza 300 was launched in China. It was built on a Mercedes-Benz B-Class platform with BYD’s electric powertrain.

Denza faced an uphill climb to be accepted by Chinese car buyers, and by 2022 BYD had acquired all of Mercedes-Benz’s stake in the company. This ended a 13-year joint venture, and judging by how well the company has been doing, it was arguably the right move.

By 2023, Denza had introduced new models including the D9 electric MPV, which was just launched in Malaysia in February of this year.

And because Malaysians love their luxury MPV’s so much, Denza had no problems shifting the D9’s off their showroom floors. In fact, it has been reported that Denza received over 800 orders for the D9 within a week of its launch.

But why is it so popular?

The Denza D9 is yet to attain the Alphard level of popularity, but it won’t be long till it does.

The Denza D9 is available in two variants in Malaysia – the Advanced FWD which is priced at RM259,000 and the Premium AWD, which is priced at RM309,000.

I recently got to drive both of them to find out what people love about them.

I drove the Premium AWD on an exclusive drive to Desaru with the Denza team and selected members of the Malaysian motoring journalist fraternity. And the Advanced FWD I got to drive for a few days longer with the family.

Both are differentiated by some key distinguishing factors such as adaptive suspension for the Premium variant and other interior and exterior touches.

From the outside, you can tell the two apart by the drooping LED daytime running light on the Premium variant, but that is about all the difference you will see. From the outside at least.

The interior can only be described as super premium. A decade ago, the interior of the D9 would have only been found in the insides of a custom-built luxury car.

The seats are not only comfortable, but they look great and invite you to take a seat just from their looks alone.

In typical Chinese EV fashion, there is a huge infotainment screen that dominates the dashboard as well as a smaller instrument cluster for all the essential data.

Curiously, there is no entertainment screen for the rear passengers. This is a bit of a pity considering Alphard owners can install it at any aftermarket store, and the Denza’s closest competitor, the Zeekr 009 has a large 15.6-inch rear screen.

The luxurious touches continue with suede roof liner (fabric for the Advanced variant), electric seats with massage function and even a fridge that can be set at minus six degrees or even work as a heater where the temperature can go up to 50 degrees.

Simply put, the interior of the Denza D9 is a marvellous balance of luxury and tech.

What about the powertrain?

The good thing with the Denza D9 is that when you choose to buy one, you don’t have to opt between battery sizes. You just have to decide what type of interior finishing you want, and how many motors you need.

Both variants are powered by the same 103.36kWh Blade lithium iron phosphate (LFP) battery.

However, the Advanced model utilises a single front-mounted motor that puts out 313PS and 360Nm of torque. This gives it a range of 520km while the 100kmh sprint is seen off in 9.5 seconds.

As for the Premium model, it utilises dual motors which lets it put out 374PS and 470Nm of torque. But range takes a hit though as it is capable of travelling 480km in comparison. But it will accelerate to 100kmh in just 6.9 seconds, which is quite astonishing considering that the MPV weighs a mammoth 2865kg.

As for charging, both variants utilise 166kW of DC charging, which will let the D9 recharge from 30 to 80% in 30 minutes. And just 10 minutes of charging will give you 150km of range.

As for AC charging, the D9 takes just 11kW, which means that it will take about 10 hours to recharge from zero to 100%, but you really shouldn’t be letting the battery deplete that much so the recharge time will be different.

So, how is it like?

I started my Denza experience in the second-row seat of the Premium variant. As mentioned, the seat is as comfortable as it looks, and it comes with a massage function as well. And the Premium variant has more massage options as compared to the Advanced variant, but both have the all-important ventilation function.

There is a small screen fixed to the armrest of the seat that works as the control centre for everything. Through this screen you can open and close the door, sunshade and sunroof by swiping the screen. You can also control the music, air-conditioning, refrigerator settings, and even move the front passenger seat from the screen.

It does everything except that there is no lock screen option. So, if you are going to be ferrying younger kids as I experienced a few days later, you will have to deal with them changing your favourite music, turning up and down the volume, and even opening the front sunroof when all you want to do is focus on driving. A lock screen with password option would have perfected an already great thing.

Anyway, back to how the back seat feels. The Premium variant comes with something called DiSus-C intelligent damping control. DiSus is an intelligent body control system developed by BYD for its new energy vehicles.

The system has three different technologies; DiSus-A which uses more premium air suspension, then there DiSus-C which is used for the Denza D9 Premium and uses adaptive suspension that reacts in real time. And finally there is the DiSus-P which uses more conventional hydraulic body control.

Though Denza / BYD says the suspension in the D9 Premium is adaptive, it does not adapt to the drive modes. Instead, it uses a dedicated switch in the infotainment screen to either set it to Sport or Comfort.

The first leg of our drive to Desaru was from the Denza showroom in Old Klang Road to the Seremban R&R area.

While refinement levels in the back seat were exceptional; I could have a full-blown conversation about EV’s with the guys in the front seat without raising my voice. Even at highway speed. The suspension though felt a little stiff.

I felt almost everything the road was throwing at the car. I felt every dip, every pitch, every dive under heavy braking, which truthfully made me feel a little nauseated at the back.

But I took the driver’s seat next and found that the car’s suspension was actually set to Sport mode. And that explained why the car felt the way it did.

From the driver’s seat though, the D9 Premium felt perfect. It was quiet, there was waves of torque that I could rely on to keep up with highway traffic. Even the driver’s seat comes with massage function, so it was heavenly at the front.

And in case you were wondering, we left KL with 100% battery state of charge, then arrived in Melaka for lunch with 66% where we recharged to 85% then reached Desaru with about 6% left. It could have been a lot better than that, but we were not exactly feathering the throttle. Flooring it without thought for the battery percentage would be it.

On the second day, I spent more time in the back seat, but this time making sure that the suspension was set to comfort instead of sport. And it made a huge difference.

In traffic, I couldn’t feel what the road threw up at the car and neither could I hear the dozens of motorcycles zipping around the D9. The refinement levels of the Denza is said to be as low as 64.6 decibels at 120km/h, and that is equivalent to a quiet office space.

This is where you can really immerse yourself in the Denza experience. Sink into the soft leather, let the massage functions soothe the aches and let the 14-speaker Dynaudio sound system serenade you. I do wish there were more USB ports though, in this age of multiple devices, one USB port per seat seems inadequate.

Then came the part where I got a headache. At highway speed, the suspension once again did a stellar job at isolating the cabin from the road. The refinement levels were brilliant again. But my mind couldn’t take it.

Unfortunately, I experienced kinetosis – essentially motion sickness. It occurs when the brains receives conflicting signals from the eyes, ears and body.

My eyes were seeing the world zip past, but my body couldn’t feel it and my ears couldn’t hear it either. So, my body freaked out and made me feel nauseated, again.

So, I slept, for as long as I could until traffic slowed us down at the Sungai Besi toll.

What I experienced is nothing new though. This is what Rolls Royce customers experienced as well when the new Phantom was introduced. And the company responded by reducing the insulation so that some ambient noise could be heard inside, which then reduced motion sickness.

So, though the Denza D9 Premium AWD has plenty to offer for its price, I preferred driving it than being a passenger simply because of the tuning of the DiSus-C adaptive suspension, which is either too firm in sport, or too soft in comfort mode.

But what about the Advanced FWD variant?

I was given the chance to pick up the Advanced variant the day after returning from Desaru. I jumped at it because rarely is one given a chance to drive two variants back-to-back. This was the perfect opportunity to sample both in a real-world environment.

And besides, I had a family trip to Kuala Selangor scheduled that weekend anyway, and that was the perfect opportunity to try out the D9 in a family setting with a four-year-old unleashed in the back seats.

You can probably predict what happened next. The kid went wild with the control pad on the captain seats. Opening and closing the driver’s sunroof multiple times, skipping music tracks and generally raising hell with so much space to run around.

The good thing about this? The D9 features four Isofix mounts, so you can buckle in your child in the third-row seat so that you don’t have to deal with him or her for a while.

The good thing about my little adventure with the D9 Advanced also revealed another thing about MPV that I did not notice during my drive to Desaru.

Because I now had to ferry my family and their two dozen bags for a three-day getaway, I naturally needed more space at the back. This is where I noticed that when you fold the third-row for added space, the second-row seats have to move forwards and that means you have to sacrifice on leg space. It’s not intolerably bad, but it is still a sacrifice.

In more traditional family MPV’s like a Kia Carnival, there are special dedicated compartments for the seats to fold into. But because the D9 is battery powered and the batteries are located underneath the car thus taking up valuable space underneath the car, the engineers could not create that space needed to fold the seats into. Hence the sacrifice of second row legroom is a necessary evil.

Personally though, that is a small sacrifice because in my humble opinion, the Denza D9 Advanced FWD is more comfortable than its more expensive sibling. I know that is quite a claim considering that there is RM50,000 separating the two variants.

But at RM259,000, the D9 has the Toyota Alphard and Vellfire squarely in its cross hairs. Not the new one of course, but those Japanese spec, parallel imported ones. The ones where you never know whether they have been in an accident prior to reaching Malaysian shores, or not.

So, why is the Advanced FWD more comfortable then?

This is of course my own opinion, but the Frequency Selective Dampers (FSD) in the Advanced FWD variant feels better sorted. It feels more compliant, and I also felt more in control of the car at high speed as I knew exactly what the road was throwing up with nothing to dampen feedback.

The suspension also seemed to react to Malaysian roads better, and more importantly, I did not feel sick when sitting in the second row.

There is nothing else to it, just the omission of the adaptive dampers and the car feels a lot better.

Perhaps it is just me. Perhaps some people make better passengers than drivers. But I certainly do not, and for me the Advanced FWD felt better.

Is there anything else you should know?

Both variants are brilliant from the driver’s seat. So, if you just want a comfortable MPV for your family without breaking the bank, the Denza D9 Advanced AWD would be the better choice.

It is not only cheaper, but it also comes with a better warranty package than any parallel importer can offer you. You see, both variants come with a six-year or 150,000km warranty on the vehicle, eight-year or 160,000km warranty on the battery, eight-year or 150,000km warranty on the drive motor and controllers. And the best thing is, the warranty package is valid in Malaysia, Thailand and Singapore, making the Denza D9 ready for epic road trips.

On the safety front, both variants also offer the same armada of safety nets – eight airbags and the usual package of active and passive safety systems.

So, unless you simply want to flaunt your wealth, I feel the Denza D9 Advanced FWD may just be the better buy between the two variants. And with the money saved, you could fund the kind of three-country road trip the D9 seems purpose-built for.

Specifications:
Denza D9 Premium AWD
Price: RM309,000
Motors: Twin Motors
Power: 374PS and 470Nm
Battery: 103.36 kWh Blade LFP
Range: 480 (WLTP)
Charging: 166kW DC / 11kW AC
We like: Plush interior trimming
We don’t like: Adaptive suspension is too soft

Specifications:
Denza D9 Advanced FWD
Price: RM259,000
Motors: Single front motor
Power: 313PS and 360Nm
Battery: 103.36 kWh Blade LFP
Range: 520km (WLTP)
Charging: 166kW DC / 11kW AC
We like: Suspension feels better
We don’t like: No rear entertainment screen

Review: New Porsche Macan 4 Offers Good Looks & Practicality

Porsche has one of the most colourful histories in the automotive world. I truly doubt anyone would disagree with that.

At a time when new car makers are emerging quicker than ever before, more car makers are turning to their history books to show where they have come from and where they are going.

Most of them are doing a really good job at it too, except for Jaguar perhaps. The British marque seems to have completely lost the plot, but word is that it is now looking to hire a new brand agency after its disastrous rebranding exercise, so don’t write off the great Jag yet.

Anyway, brands with a storied history have also survived tumultuous times, and Porsche is no different.

The mighty Stuttgart based brand almost lost everything in the 90s, but the introduction of the Boxster single handedly saved it.

Then came the Cayenne which not only saved Porsche but transformed it and gave it much needed cash flow to let it continue its motorsport exploits.

But while the Boxster and Cayenne can be credited with saving Porsche, that does not mean the duo are the best-selling Porsches. Far from it.

In fact, that title belongs to the Porsche Macan.

Introduced in 2014, the Macan is the culmination of many years of research and development by the multi-talented team at Porsche.

While the Cayenne enjoyed brisk sales, Porsche analysis found that there was a market for a small, high-performance SUV. And that was basically right up Porsche’s alley since it already had the experience in both segments and its sister company Audi already had the platform from the Q5, which suited Porsche’s requirement.

So, Porsche’s team secretly started working on a project called Cajun, which is basically an abbreviation for Cayenne Junior.

And, per Porsche’s prediction, the Macan was an immediate sales phenomenon. And today it is set to reach a million homes, with over 800,000 Macan’s already sold.

However, the fast-changing pace of the automotive industry has left the Macan in a bit of a lurch.

With electric powertrains fast catching on, Porsche had a decision to make. Focus on an entirely new electric car like what it did with the Taycan, except this time it had to be an SUV.

Or work with one of its current models but with an electric powertrain instead.

Porsche did the unthinkable. In the early 2020s, Porsche announced that it will be dropping all petrol (and diesel) powertrains for the next generation Macan and will thus offer it with an electric drivetrain only.

This did not sit well with many, but Porsche has had a knack for making the right decision at the right. But no one could imagine what would come next.

Sales of the EV industry slowed down. The roll out of charging facilities slowed as well and this had the general populus rethinking the approach to EV’s. Perhaps electric cars were not the saviours they were made out to be after all? Perhaps motoring journos were right and plug-in hybrids are a much better answer?

This slow down forced many car makers to abandon their full-EV plans altogether, including Porsche. Though none have openly admitted to it.

Instead of admitting going fully electric was not the right decision, car makers like Volvo announced they were going to continue to offer regular powertrains with hybrids and EV’s as well to give consumers “the power of choice”.

Yeah right.

But Porsche had already committed to the Macan EV, and it is here. We have driven it as well. Though whether it will continue to exist as an EV only is still to be seen but we were left feeling fuzzy after driving the new Macan.

So, what does the electric Macan have to offer?

There are four variants currently on offer in Malaysia and they are:

Macan: RM430,000
Macan 4: RM445,000
Macan 4S: RM525,000
Macan Turbo: RM635,000

We drove the Macan 4 so this article will focus on that.

Powering the car are dual electric motors with one mounted on each axle, effectively giving the car all-wheel-drive capability.

On the performance front, the Macan 4 offers 387PS and 650Nm of torque. However, when overboost is activated, power jumps to 408PS though only for a few seconds.

The charge to 100km/h is seen off in 5.2 seconds and top speed is rated at 220km/h.

As for range and charging, the Macan 4 will travel 613km before it needs to be recharged. And when it does need to be recharged, it will take just 21 minutes to reach 80% using a 270kW DC charger. And for a full charge to 100%, that will set you back a full 10 hours with an 11kW AC charger.

The AC charging bit is a bit of a shocker especially considering the Macan 4 is built on an 800-volt electrical architecture.

And if you are wondering why the Macan does not have that insane top speed which the Taycan has, well that is because the Macan does not have the Taycan’s two-speed “gearbox” which it uses to reach its blinding speeds.

What’s the interior like?

This matters because this is where you will be spending most if not all your time during the entirety of your relationship with the Macan.

First things first, it took me some time to get over how big the dashboard is. It is not wide from door-to-door because the Macan is not a very big car. But it is quite deep from the point where it meets the windscreen to edge of the screens.

After you get over that, your eyes will set on the minimalistic yet functional interior. As with all modern cars, you are first greeted by a curved 12.6-inch digital instrument cluster up ahead of you, and to the left of that is a 10.9-inch infotainment system for all the car’s controls, entertainment and even video games.

Yes, you read that right, the Porsche Macan has videogames like in a Tesla. I tried it and will not criticise it because it is quite fun.

There is also an option for another 10.9-inch screen for the front passenger, but that is for the passenger’s eyes only since it comes with a layer akin to a privacy screen. Which means the driver will never be able to look at the screen, ever.

So, if you are the driver, and you are shelling out your hard-earned money for that third screen, perhaps you should leave this option box unticked. Why pay for something you can’t use?

I am a fan of the interior of the new Macan, more so than the interior of the Taycan. And there are a few reasons for that. For one, the air-conditioning vents can be manually adjusted, unlike the Taycan which blindly followed Tesla and it’s very annoying electronically adjusted air vents.

I also like the fact that you get buttons for air-conditioning controls as well. It may sound petty, but it makes a lot of difference, especially in a Porsche where you need to be focused on the road rather than working a screen to get cold air to be blown to your face.

I do also think that it’s quite sad that we are now relegated to praising regular air-vents and physical controls in our car reviews, things that cars from as far back as the 60s used to have. These are some crazy times indeed.

The one thing that the new Macan seems to have inherited from the Taycan though is the cramped rear seats together with the rather upright angle of the backrests. Taller passengers may want to spend more time at the front.

That’s not a deal breaker for me though, if I were to choose between the new Macan and the Taycan, it would be the former. The Taycan may have the higher top speed but there are not many roads in Malaysia that would let you get up to 250km/h. So, I really don’t care about the top speed.

Let’s talk about how it drives then.

Driving a Porsche is always quite an occasion. At least it used to be, with the sound of an engine reverberating in the cabin with the roar of the exhausts and blip of gearshifts numbing your brain during acceleration.

Of course you don’t get anything like that now, but you still get some wild acceleration that sends the blood rushing to the back of your head. And that is always fun. You may hate EV’s, but there is no denying that their acceleration is intoxicating.

Besides, this is a Porsche guys, so let’s get real. If there is any company that can produce an EV while remaining true to its sports car heritage, it is Porsche.

Just like the Taycan, wringing out every inch of performance out of the Macan requires focus and dedication. Power is available at the slightest prod of the accelerator paddle so you have to be sure of what you want to do before flooring the pedal because you will close gaps in traffic quicker than you can catch a breath.

There are four drive modes – Normal, Sport, Sport Plus and Off Road. I am not sure if Off Road mode is a necessity; just because all four wheels rotate in the same direction does not make the Macan a car capable of tackling sand and stone, but if it helps to sell cars then why not, I guess?

Sport Plus should be left to the more experienced while Sport and Normal is where mere mortals should dwell. But the good thing here is that Porsche brakes work like anchors with face retardation systems built in. Slam the brakes hard and you will come to a stop real quick, and maybe have a facial makeover in the process.

Should you buy one?

Before I drove the new Macan, I was quite excited about rumours that Porsche will be introducing an internal combustion engine variant later. But after driving it, I am not so sure anymore.

The new Porsche Macan does a brilliant job as an EV. It feels purpose built for it. You surely feel the bulk and heft of the car when on the move, but the Macan makes no apologies for it. It does not envelope around you to make it feel like you were driving a sports car.

The Macan is a big, muscular Porsche with power to shame some of the most iconic sports cars.

So, yes, you should buy one if budget is no concern. In fact, I like driving the Macan better than I do the Taycan because I feel more comfortable in it and the systems just make more sense.

And besides, you don’t just buy a Porsche because you want a fast EV, you buy a Porsche because of what it is, and it is a very fast car, sans the engine sounds but you will get used to it. Sadly.

Specifications
Motor: Dual Motor (All-wheel-drive)
Power: 387PS (408PS with Overboost)
Torque: 650Nm
Transmission: Single-speed
Top speed: 220km/h
Range: 613km (WLTP)
Charging: 270kW (DC) / 11kW (AC)

We like: Power, handling, good looks
We don’t like: Cramped rear seats

Review: The New MINI JCW – A Corner Hunting Beast!

The MINI John Cooper Works (JCW) has its origins in the 1960s, when racing legend John Cooper transformed the original Mini Cooper into a rally champion. The lightweight, agile Mini Cooper S dominated motorsport, famously winning the Monte Carlo Rally three times. This racing pedigree laid the foundation for the modern JCW brand, blending performance with the MINI’s iconic compact design.

When BMW revived the MINI brand in 2001, the John Cooper Works name returned as a high-performance variant. Initially offered as an aftermarket upgrade by John Cooper’s son Michael, JCW soon became an official part of MINI’s lineup after BMW acquired the brand. The first factory-built JCW model arrived in 2006, featuring a 210hp supercharged engine. Over the years, JCW evolved with turbocharging, more power, and sharper handling, cementing its reputation as MINI’s performance flagship.

Recently, MINI Malaysia gave us a chance to feel what it is like to be behind the wheel of this go-kart machine. We got behind the wheel of the new petrol-powered MINI JCW and took it to a small track that was designed to put this car to the test. 

Petrol-power

This variant features a 2.0-litre four-cylinder engine producing 231hp and 380Nm of torque. Paired with a 7-speed automatic transmission and front-wheel drive, this mini beast accelerates from 0 to 100km/h in just 6.1 seconds and reaches a top speed of 250km/h.

It may not seem fast on paper, but trust us, this packs a punch. They call it a “corner hunter” and not a speed hunter because tight turns are where this car shines the brightest. How? Well, according to MINI, the JCW variant has a +15% caster angle with stronger self-centring, highly pre-tensioned stabiliser bars with improved handling and dynamics, enhanced Servotronic Electric Power Steering (EPS) which is nicely weighted with enhanced precision. 

Also contributing to this is the JCW sport brakes with 17-inch front and 16-inch rear disc brakes, which give the car more than enough stopping power. The actuator’s contiguous wheel slip limitation (ARB) also has a 10 times faster reaction compared to the standard DSC. It also has an integrated brake system that has seamless transition between regen braking and friction braking. Too technical? In layman’s terms, this is an Anti-lock Braking System (ABS), stability and traction control on steroids.

The Corner Hunter

Now we were amazed by this presentation, and everything looked good on paper. But how did it perform on track? Well, let’s just say we were shaking and filled with adrenaline at the end of the session. We threw the car into tight corners at high speeds, and though we felt like we were going to go out of control and slide off the track, the car pulled us back as if it was not done with us yet. 

Power is nothing without proper handling, and if you were to crash this car, well, we would say that something is wrong with you and not the car. The handling is exceptional and can get you out of tricky situations. The car just wanted more and more with every turn, and we just kept giving it what it wanted. However, there is only so much that the car can do; it also depends on how fast you can steer the car out of the corners, and that plays a major role in corner hunting. As Uncle Ben said to Peter Parker in Spider-Man, “With great power comes great responsibility.”

I would have never thought that a MINI would be this fun, but this JCW variant has proved me wrong. 

A comfortable go-kart

We know how powerful go-karts can be and how comfortable a car is, so why not combine the best of both worlds? Inside, the cabin merges motorsport-inspired design with technological sophistication. A consistent black and red colour scheme dominates, from the dashboard’s knitted surface to the JCW-specific sport seats, finished in synthetic leather with multicoloured fabric accents and red stitching.

This writer has a big build, so if I say this is a comfortable car to sit in, take my word on it. Everything is positioned perfectly to give you that comfort and go-kart feeling. And honestly, there is more than enough space at the rear, even with my seating position.

At the centre of the dashboard is a 9.4-inch high-resolution OLED display—the Mini Interaction Unit—which doubles as both instrument cluster and infotainment system. Yes, it does come with wireless Apple CarPlay and charging. The speakers are Harman Kardon, and they deliver exceptional sound, which pumped us up even more for the track driving session.

Mini car with a big price tag

Well, nice things are not always cheap, especially if it has the brand “MINI” on them. With everything that the MINI JCW offers, we would say that this is an acceptable price if you have deep pockets. So if you want a go-kart that you can use as a daily driver, the MINI JCW is priced at RM318,888, and an add-on extended warranty and service package will cost you another RM12,100.

Specifications:
Engine: 2.0-litre four-cylinder petrol
Power: 231hp
Torque: 380Nm
Transmission: 7-speed automatic
Price (as tested): RM318,888

We like: Design, Power and Handling
We don’t like: No proper physical controls/buttons

Review: Jetour Dashing – Worth Your Money?

If you think you’re being bombarded by new car brands from China on a near weekly basis, well, you would not be the only one.

As motoring scribes, those in my profession are facing with an onslaught of brands, information and model updates at a pace that could just match the smart phone industry.

It was never like this just a few years ago. Back then, there would probably be one new model launch a month, a couple of press conference a week and that would be about it.

The pace was slower. Much slower.

But this quicker pace of things is not a bad thing. In fact, everyone stands to win from this.

Legacy brands that have been having it easy in Malaysia are now forced to rethink their strategies to offer Malaysians the best value for money cars or otherwise stand to be left behind.

The newer brands have to compete harder to convince buyers and they do so by giving as many features as they can for as low of a price tag, they can. Many would agree that the features being offered would put some locally assembled premium brands to shame.

But who ultimately wins from all this? You! The consumer. The buyer.

And joining the race now is a brand called Jetour. And if you have not already heard of them, well, you’re in for quite a treat.

Who is Jetour?

Jetour is another brand under the massive Chery group, which also includes the likes of Omoda and Jaecoo as well.

You might be wondering why Chery would expand their brand identity so thin, but there is a specific reason behind it. While Omoda and Jaecoo focus on the export market as premium brands, Jetour has its own specific purpose as well.

A quick search online will tell you that Jetour was created to “focus on affordable, family-oriented SUVs and crossovers particularly targeting young families and middle-class consumers.”

So, by creating a sub-brand, Chery could then focus on creating niche products for a different demographic without diluting its main brand. And this would also allow Chery to compete against domestic and international rivals in the budget SUV segment.

It is no secret that Chery is interested to move upmarket with its premium brands, it is consistently firing salvos at that segment with its Omoda and Jaecoo sub-brands in the local market as well as other global market.

With Jetour, it can focus on a creating products for a completely different demographic using products that are tech-savvy and youth-focused that offer high value-for-money with a design that is both trendy and sporty.

Enter the Dashing

This is the first model introduced by Jetour for the local market. And it is set for local assembly in a few months.

Jetour is working with Berjaya Assembly to assemble the cars at its plant in Johor, but the first 100 cars will be imported from China. So as of writing this, ready stock is available for those interested.

The Dashing is available in two different variants, the entry-level Dashing 1.5 TCI Prime which is priced at RM109,800 and the flagship Prime variant, priced at RM116,800.

The Dashing operates in the ultra-competitive SUV C-Segment, which includes such heavyweights as the Proton X70, Honda CRV as well as the GWM Haval H6. So, the Dashing truly has a mountain to climb to convince buyers.

The trick is up in its sleeve

I look for the good and the bad every time I review a car. So that I can help you make an informed purchase decision. But any car reviewer should always look at the price tag of the car first, before seeing the actual car what more driving it.

On a recent first impression drive organized by the team at Jetour Malaysia, I had a chance to get properly acquainted with the flagship Prime variant. That was the only model available, and with a price tag of the aforementioned RM116,800, I approached it whole heartedly.

And you can’t help but embrace the experience whole heartedly because when you first see the Dashing in person, it truly looks like a majestic car because of its size and futuristic design angles.

Its design has a little bit of everything in it. A touch of Lotus, headlights from the Omoda 5 and stacked on top of one another like they are on the Mitsubishi Triton. The rear is a mix of Toyota Corolla Cross and the Omoda 5 as well.

It is a good-looking car, and that is to be expected since the brains behind the design of the car is none other than Hakan Saracoglu.

Hakan is a Turkish-German automotive who formerly worked for Porsche and designed such greats as the Boxster, Cayman and the 918 Spyder. So, with such design pedigree, it is not entirely surprising that Jetour’s first model for the Malaysian market has such a dashing appearance (lame, I know).

And then there is the size that grips you when you first lay eyes on it. It may not look like it in these photos, but it is a big car. And you feel the space inside as well.

The interior is said to be inspired by oriental living layout, which is meant to wrap around you according to the Jetour spokesperson who was giving the pre-drive briefing.

I am not sure what to make of that, but I can tell you that the interior is a nice balance of minimalist futurism. The two screens up ahead for the infotainment system and instrument cluster each measure in at 10.25-inches.

But in typical Chery fashion which in turn has some design inspiration from Mercedes-Benz, the two screens are merged at the centre to form one giant screen. You see this in almost all of Chery products except for the Jaecoo J7.

So, what is that trick up its sleeve you may ask? It is the space and comfort levels of the Dashing. It is easy for someone about six-feet tall to get comfortable in the front and rear seats. There is plenty of boot space as well, 486 litres expandable to 977 litres to be exact.

And for that price tag, this is quite impressive, and I believe this alone may attract some buyers.

The space is further complemented by such niceties like wireless Apple Carplay and Android Auto, a full panoramic roof, six-speaker sound system, ambient lighting and of course, multiple USB ports sprinkled all around the cabin.

But what is that its trick up its sleeve?

Because driving it is not an occasion to be remembered. I know that is putting it very bluntly, but the Dashing is a tool, a means to an end.

It is designed to be a nice big SUV that will keep your family safe and comfortable and will get you to where you want to go without so much as a fuss. And that is about it.

Powering the Dashing is a 1.5-litre, turbocharged, four-cylinder petrol engine. It is mated to a six-speed dual-clutch transmission which sends 156PS and 230Nm of torque to the front wheels.

It is not a very powerful powertrain but neither does it try to be either. There are only two drive modes – Sports and Eco but this is for power delivery. There are also two drive modes for the steering wheel – Sports and Comfortable.

Though they might sound purposeful, but the difference between two modes is not that broad. And finding and selecting the modes is a multistep process that involves diving deep into multiple menu layers when a simple dedicated button would have done the trick. Or perhaps included it as an option in the swipe down menu.

A little more eagerness from the powertrain would have helped with merging into traffic and accelerating to get up to highway speed. In its current form, it feels a little lethargic. But as I said earlier in this article, we must keep its price in mind.

The fact of the matter is, the Dashing is an affordable SUV that offers impressive space and comfort. And if its more power you want, there are other fruits to pick from Chery’s tree in the form of models from Omoda, Jaecoo and Chery itself.

Anything else you should know about?

For its price tag, it offers some impressive safety systems as well. These differ between the Prime and the Comfort, but the flagship variant gives you six airbags, brake assist, traction control, electronic stability control, tyre pressure monitoring system, and even an ADAS suite that include lane change warning, blind spot monitoring, rear cross traffic alert and a 540-degree camera.

It may not be a power monger, but it does come with an impressive array of features designed to keep you safe and comfortable. That alone makes the Dashing worth a look.

Specifications:
Engine: 1.5-litre, turbocharged, inline-4, petrol
Power: 156PS
Torque: 230Nm @ 1750rpm
Transmission: 6-speed dual-clutch
Price (as tested): RM116,800

We like: Design, spaciousness and comfort
We don’t like: Needs more power

Review: New Kia Sportage Has Everything But Good Enough For Buyers?

The advent of Chinese cars has claimed many victims, most of them from legacy brands. But that is not necessarily a bad thing because every once in a while, the market needs a real shake-up and more often than not, it is the buyer that wins.

While there was a time when Korean cars did most of the market shake ups with their bold designs, futuristic interiors and technologies, now it is the Chinese that are doing the shaking.

But while the Chinese variants do have their strengths, particularly in terms of specifications and pricing, the Koreans have their own as well.

I remember a time when car buyers were skeptical about Korean cars. They had everything you would want in a car, and arguably drove pretty well, but the market sentiments were against them particularly the used value and reliability.

But times have changed, and though it is the Chinese that are dominating the headlines these days, cars like the latest generation Kia Sportage which you see here remind us of how far Kia has some, and what it has achieved over the years.

First, a little perspective

The Sportage was first introduced to the Malaysian market around 1998. It went up against the establishment, particularly the Honda CRV, Suzuki Vitara and the Toyota RAV4.

As you could probably imagine, the competition was fierce, but Kia and its local distributor stood by its guns.

The Sportage held its own with its spaciousness, ease of driving and creature comforts. While the competition was tough and the early years was undoubtedly tough, the Sportage found a fanbase.

Fast forward a couple of years and the Kia Sportage is a staple model in its segment. Having survived global economic meltdowns, the Asian financial crisis and other turmoil’s, the Sportage is now one of the “regulars”.

The newcomers though have it squarely in its sights.

The game changer

The Kia Sportage that arguably cemented Kia’s reputation as a serious contender is the third-generation model.

This was the model designed by Peter Schreyer; a legendary automotive designer who moved from Audi to Kia in 2006, and who has been credited for creating the car that some say changed automotive design forever with the original Audi TT.

The third-generation Sportage made people stand up and take notice. It had everything that more expensive cars had but at a fraction of the price. Sound familiar?

The Sportage changed the SUV C-segment and made life difficult for the established players. In fact, one would argue that the third-generation Sportage marked Kia’s arrival as an also-ran to a force to be reckoned with. In Malaysia, at least.

Enter the latest Sportage

Dinamikjaya Motors Sdn Bhd introduced the fifth-generation Sportage in December of 2024. At the Kuala Lumpur International Mobility Show, to be exact.

The new Sportage is available in four variants, all of which are locally assembled in Kulim.

The prices of the new Sportage range from RM147,218.60 for the entry level 2.0G 2WD variant to RM186,899 for the top of the line 1.6T AWD High.

We received the pre-facelift model, which is what all of our neighboring countries received as well. The newer facelifted model is only available in South Korea for now and will take time to reach all other markets.

We recently drove the top-of-the-line variant, and in typical Sportage fashion, it checks all the boxes.

So, how is it like?

Let’s start this by addressing the elephant in the room first, its design. Kia is known for its outlandish designs, and it delivered once again.

It is my personal belief that a design is always subjective, a personal matter. But I think we can all agree that the design of the Sportage is bound to turn heads, for good or for bad. For me, it is for good as I quite like how it looks.

The interior on the other hand is up for debate. There is nothing particularly wrong with it, I don’t mind it. In fact, I think the interior has everything you need in a modern SUV.

But the reason why it is up for debate is because of Chinese cars, and to a degree, Tesla. You see, cars from Chinese makers as well as Tesla have normalised gigantic infotainment screens.

You may argue that big screens are distracting and inconvenient and such, but the fact is the gargantuan screens sell. And that is what buyers want these days.

So, any infotainment screen smaller than 10-inches puts the car at the shorter end of the stick.

Thankfully then, the Turbo variants of the Sportage (those powered by the 1.6-litre engine), come with massive 12.3-inch infotainment screen and another 12.3-inch instrument cluster. This combined 24.6-inch curved screen is huge, and it is horizontally mounted rather than vertically.

And the icing on this cake is that it comes with user friendly software (including Carplay and Android Auto), and this is something that a number of its competitors mentioned above are still grappling with.

In fact, it also has unique family-friendly features such as a Quiet Mode which turns off the speakers at the rear of the car so passengers can take a nap without music blaring. This can be handy considering you get a premium eight-speaker Harmon Kardon sound system which can be quite fun on the road.

This is something you can expect from car makers who have been building cars for decades, they seem to understand human ergonomics a lot better than the newer ones.

I also really appreciate the fact that it comes with physical buttons for all the important controls such as air-conditioning, audio volume and drive mode selector. It is a little sad that we have come to a time where we glorify simple buttons, but these are important to have as they enhance safety by reducing distractions.

Interior spaciousness is great as well, typical of a SUV of this segment. And the other thing that I really appreciate about the Sportage is that they have louvres at the back of the headrests of the front seats.

This may not seem like a big deal, but if you have kids, these louvres are perfect to slot a iPad into, making long distance trips more manageable. It is these simple things that make a world of difference, and that is what makes the new Sportage quite special.

How does it drive?

We drove the top of the line 1.6 Turbo High spec model. This variant is powered by a 1.6-litre, four-cylinder, turbocharged model which sends its power to all four wheels through a seven-speed dual-clutch transmission.

Power on the other hand is rated at 177hp @ 5,500rpm and 265Nm @ 1,500rpm.

And while this isn’t exactly on par with some of the competition, it is good enough to get you well past cruising speed on the highway.

It is also worth noting right now that the instrument cluster also doubles up as a blind spot display. This is a technology that has been in the market for a while, but it is only available in Kias and Hyundais for now.

This is where the rpm dial on the digital cluster shows you what’s on either the right or the left of the car when you turn on the indicator. It corresponds to the direction of the signal, i.e., it shows you what’s on the right when you indicate right and vice versa.

This works in conjunction with the blind spot monitoring and is a fantastic little detail that makes life simpler and safer behind the wheel. And no, no other car maker has managed to replicate it, though that may just be a matter of time.

The other thing that is worth mentioning is the refinement of the Sportage. The interior is a good place to be if you want to just sit in silence and gather your thoughts. It is quiet and remains so up until 120km/h.

Suspension is great as well, with the MacPherson struts and multi-links soaking up everything yet providing you with good control of the car at high speed. In fact, there is little to complain about at all.

The verdict?

As good as the Sportage is, buyers will naturally compare it against the competition, and the price of the flagship variant is quite steep when you compare it against the Chinese offerings.

But the Sportage can hold its own if you can look past the skin-deep features of the competition. It looks good, drives well, has tech that is relevant in the real world, and is spacious as well as refined too.

And the best part is the five-year warranty and five-year service package that actually lasts as long as they say it will, with nothing hidden away in the fine print.

For that alone, it should be up there in your consideration list.

Specifications
Engine: Gamma II, 1.6-litre, 4-cylinder, D-CVVT
Transmission: 7-speed, dual-clutch (e-shift)
Power: 177hp @ 5500rpm
Torque: 265Nm @ 1500rpm
Price (as tested): RM186,899 (Flagship)

We like: Design, interior features, spaciousness
We don’t like: Gloss back interior trim

Review: The Honda e:N1 Has Everything You Need In An EV, And More!

If there is any country that has been utterly dominating the electric vehicle, it would be China. And there is no denying that.

Whether you gauge it from sales figures, or production figures, or the number of new brands coming out of China, there is simply no denying that China is at the forefront of the EV segment.

But having said that, the Europeans have a glimmer of a presence in the segment as well, with Mercedes and its EQ series, and BMW’s i models which have had better success than its Stuttgart based competitor by simply creating better electric cars.

Porsche has enjoyed a good run with its Taycan though that is losing steam. Audi and the Volkswagen have had a decent run as well but like Porsche, seem to be losing their edge as well.

The Japanese on the other hand have stayed largely silent. Call it elegant silence but Japanese companies like Honda and Toyota have preferred to use a wait and see method and opting for a safer “multi-pathway” approach by offering everything from internal combustion engines to hybrids as well as EV’s rather than throwing everything behind a single technology. That seems to have worked well for them.

On the local front though, the Japanese have stayed largely silent, with most Japanese EV’ s being offered by local grey importers rather than through official channels.

Until now.

Honda Malaysia has confirmed that it will be launching its first salvo at the EV segment with its e:N1 model.

Based on the HRV, the e:N1 has not exactly been well received where ever it has been offered, which has been mystifying because we just drove it recently and found that it is quite impressive in every way.

What does it have to offer you?

Simply put, everything you need. The HRV is already a great platform to begin with, it is neither very big nor small, which means that it is brilliant for your everyday needs especially in urban areas.

Interior spaciousness is great as well, and because it is an EV, Honda could flatten the floors which means more legroom for taller passengers.

You also get a lot of tech.

The infotainment system is a giant 15.1-inch vertically stacked screen that is digitally split into three, something like that of the new Ford Ranger Wildtrak.

This makes perfect sense because even though there are no buttons for the essentials, everything is just a touch away. For example, there are no physical controls for the air-conditioning, but because the controls are clearly laid out at the bottom of the screen, adjusting the temperature or blower speed is just a touch away.

Chinese companies and their notoriously complicated infotainment systems can learn a lot from Honda.

The e:N1 is also the first Honda in our part of the world to come with Blind Spot Monitoring system, which is fantastic news because this just perfects the Honda package.

Honda has long insisted to stick with its Lane Watch Assist system, but it did not age very well, and the tech only worked for the left side of the car.

Now with Blind Spot Monitoring, it just means that Honda has finally caught up and is offering technology that makes day to day driving a lot more pleasant.

Besides that, it also comes loaded with electronic safety nets such as road departure mitigation with lane departure warning, lane keeping assist system, rear cross traffic monitoring, agile handling assist, as well as adaptive cruise control with low speed follow.

The thing that excites us the most?

That would be the massive 15.1-inch vertically mounted infotainment screen. You might be wondering why because that is quite common particularly in the EV segment, but it is not the physical device that excites us, it is the software.

The one thing that most car makers including those that claimed to be technologically advanced like Tesla, can never get right is software interaction. The way you use and connect with the software will ultimately dictate your overall experience with the car.

The infotainment system in an EV is one of the most important aspects of the cabin but it is through that that you access your entertainment and navigation, control parts of the car such as switching on and off safety systems and even adjust the air-conditioning.

Like it or not, modern cars have all but ditched physical buttons so intuitive software has never been more important. In a recent interview, Apple co-founder Steve Wozniak criticised Tesla for its “miserable user interface” calling it the “worst in the world”.

In my opinion though, Honda on the other hand has absolutely nailed it as far as intuitive software is concerned. The massive screen is separated into three distinct layers with the top part dedicated to navigation, Carplay and Android Auto.

The second layer is for entertainment, the trip computer and vehicle controls such as managing the safety systems and such. This is also where you can turn on and off certain things like Lane Keeping Assist.

The third layer is just for air-conditioning and that is permanently displayed there, just as it should. This is important because in some cars, you have to swipe through two to three layers of software just to adjust the temperature or turn down the blower. But not in the Honda, and this is what makes it such an easy car to get into and just go about your business.

And this means that the learning curve for the e:N1 is not that steep, particularly for older folks who want to trade to an EV but are worried about complicated software.

You interact with the Honda e:N1 just as you would a regular petrol powered Honda HRV, and that makes a world of difference.

The instrument cluster is also digital, and it also feeds you a lot of unnecessary information just like the ones found in Chinese EV’s. But unlike those, you can simplify the readouts so you can focus on what matters most. That I truly appreciate because I don’t like being overwhelmed with information that I don’t particularly care about, like being shown the time in three different angles at once.

What powers the e:N1?

A single front-mounted electric motor, effectively making the e:N1 a front-wheel-drive car.

The motor gets its power from a 68.8kWh lithium-ion battery, allowing for a total system output of 204PS and 310Nm of torque.

Acceleration to 100km/h is seen off in 7.7 seconds while top speed is rated at 160km/h.

In a world of face morphing acceleration times, the performance may not sound all that impressive, but it’s a different story in real life.

The accelerator of the e:N1 is rather sensitive, and that makes the car feel like it is always eager to get going. In fact, it is quite easy for the front wheels to break traction if you’re not gentle with the pedal.

It’s a good thing then that the e:N1 comes with three driving modes – Econ, Normal and Sport.

During our drive, we left the car in Econ mode most of the time, which makes the accelerator feel like a regular petrol powered HRV, and that is when the e:N1 is at its best.

How does it drive?

The best thing about the e:N1 is in the way it drives. Honda has been making great cars for decades and all that accumulated know how has certainly trickled down into the e:N1.

A regular person may not feel the difference, but because we drive so many different EV’s, particularly those from China these days, the suspension tuning of the e:N1 truly stands out.

Except for a handful of carmakers from China, a lot of the EV cars from China lack proper suspension tuning. Most of the time the suspension is too soft, resulting in a bobble head effect for passengers.

Apparently Chinese car buyers prefer soft suspension, but not for this writer.

The best suspension is one that keeps the car planted while telling the driver exactly what is going on at the point where the tyre meets the road. And at the same time, it is also absorbing all of the little ruts, dips and bumps, ensuring the passengers feel close to nothing.

This is exactly what you get with the Honda e:N1, a well-tuned suspension.

Other than that, the learning curve of the e:N1 is nearly identical to the one you go through with any new petrol powered car.

This is the not the same with all EV’s though.

EV’s from Tesla, Smart, XPeng, BYD, Leapmotor and some other brands have an incredibly steep learning curve. That is because they are nearly 100% devoid of physical buttons with most of the key controls located in the infotainment system.

You have to dive deep into the menu to do simple things like adjust the position of the air-conditioning vents or even turn up the temperature. For those that are not technologically inclined, this might be difficult.

You don’t get any of that with the e:N1 though, as mentioned earlier in the article, a lot of car makers can take a page out of Honda’s book on how to make intuitive software.

That just means that the learning curve for the e:N1 is incredibly linear. It is truly an easy car to learn and get used to, particularly for the elderly who want to transition to an EV but are afraid of complications associated with software or even charging the car.

How fast does it charge and how far will it go?

The e:N1 takes 78kW of DC charging and 11kW of AC charging. The charging ports, both Type 2 and CCS2, are located at the front of the car.

Charging will either take 45 minutes with the DC charger or six hours with the AC. Either way, this will work best if you have a home charger or a charge port at your workplace or a nearby shopping mall.

As for range, Honda claims a WLTP range of 412km. But during our drive from the traffic laden streets of Bangkok onto the busy highways to Pattaya and around the coastal town, we saw a real world range of 380km with 98% state of charge.

Of course, the overall distance will vary depending on your driving style, but 380km is good enough to go about your business around town and charge the car once or twice a week.

Final thoughts?

As a car, the Honda e:N1 offers everything you will ever need in an EV. In fact, it is quite composed and is akin to one of those ultra smart school kids that can’t seem to get a bad grade and has a bright future cast in stone.

But!

The biggest thorn on Honda’s side is not the car. It is the price tag. We don’t know yet how much the car will cost, but the price tag in Thailand is a good indication, though we hope it is not.

In Thailand, the e:N1 is priced at 1.5 million Baht, which roughly converts to about RM196,000. And that is too steep of an asking price considering the competition.

We hope that it is priced a lot more competitively because it is a great car and people deserve to drive great cars.

But, even if Honda Malaysia does price it competitively, the competition is not going to let Honda’s management team have a good night’s sleep.

Some Chinese brands have a knack of throwing grand discounts at a moment’s notice. Just a few days ago a well-known Chinese EV brand dropped the price of one of its popular EV’s down by an unbelievable RM26,000.

The reason they did that? Supposedly to match the price of the Proton eMas 7.

And that is what Honda Malaysia is up against. But even if Honda offers a great car at a great price, it is unlikely that they will take part in the price war. They simply do not have a knack for that, as history has shown.

Then it comes down to preference, will you want a car from a brand that has just found its footing in Malaysia? Or will you want a car from a brand that has a long history in Malaysia, with established service centres and a strong network of spare parts?

More importantly, will you buy a car from a brand that will drop the price of its cars at a moment’s notice, inadvertently affecting the second-hand value of your car? Or will you buy a car from a brand that holds steadfast to its values?

The choice is clear. For now, though, we just hope that it is priced competitively.

Specifications
Motor: Single, front-mounted
Power: 204PS
Torque: 310Nm
0-100kmh: 7.7 seconds
Top speed: 160kmh
Charging: 45 minutes with 78kW DC / 6 hours with 11kW AC

We like: Infotainment software, easy to drive
We don’t like: Brutal competition may outclass it

The All-New Mitsubishi Triton AT Premium – Versatile, Powerful and Affordable

There is no denying that pickup trucks have surged in popularity across Malaysia, becoming a top choice for both urban and rural drivers. This boom can be attributed to their unmatched versatility, rugged durability, and ability to handle Malaysia’s diverse terrains – from city streets to rugged off-road trails. For business owners, they offer the perfect workhorse for heavy-duty tasks, while families and adventurers appreciate their adaptability for weekend getaways and outdoor escapades.

However, with so many options flooding the market, choosing the right pickup truck can feel overwhelming. Factors like performance, affordability, safety features, and lifestyle compatibility all come into play, making the decision a daunting task. Enter the Mitsubishi Triton AT Premium – a standout contender that effortlessly balances workhorse capabilities, modern features, and lifestyle adaptability, simplifying your choice in a crowded market.

Designed for business-minded owners who demand reliability and robustness for daily tasks, this pickup truck is more than just a utility vehicle – it’s a versatile companion that transitions seamlessly from work to leisure. Whether you’re hauling heavy loads during the week or embarking on a weekend getaway, the Triton AT Premium is built to meet your every need.

Sitting in second place in the entire Triton line-up, the Premium variant mostly goes unnoticed with buyer’s mostly opting for the flagship variant, but we’re here to tell you about how the Premium variant offers a brilliant bang for your buck. 

Versatility and Practicality: A Vehicle for Every Occasion

The Triton AT Premium is engineered to be a true workhorse. Its rugged design and advanced features make it the ideal choice for business owners who require a dependable vehicle for demanding tasks. But what sets it apart is its ability to adapt to your lifestyle. After a long week of work, the Triton transforms into the perfect vehicle for outdoor adventures. Whether you’re heading to the beach, exploring off-road trails, or simply enjoying a family road trip, this pickup truck ensures you’re always ready for the next adventure.

Robust Design and Enhanced Performance

The all-new Triton is built on a newly developed frame chassis, constructed with high-tensile steel for superior strength and durability. The chassis boasts a 65% larger cross-sectional area compared to the previous model, resulting in 40% greater bending rigidity and 60% increased torsional rigidity. This means you get a vehicle that’s not only tougher but also more capable of handling heavy loads and challenging terrains.

Under the hood, the Triton AT Premium is powered by a 2.4L 4N16 Turbo Diesel engine, delivering 184 PS and 430 Nm of torque. This new two-stage turbo engine achieves higher outputs while improving environmental performance, ensuring you get the power you need without compromising on efficiency.

The Triton’s newly developed suspension system further enhances its performance. With a double-wishbone setup at the front and leaf springs at the rear, the suspension provides excellent ride comfort and steering stability. The front double wishbones have been redesigned with raised upper arm mountings, increasing suspension stroke by 20 mm for better roadholding and ride comfort. Meanwhile, the rear leaf springs feature thicker dampers, further improving ride quality.

For off-road enthusiasts, the Triton AT Premium comes equipped with an Easy Select 4WD system, offering 2H (rear-wheel drive), 4H (locked center differential), and 4L (low-gear driving) modes. This ensures you’re always in control, no matter the terrain.

Sporty Design and Premium Comfort

The Triton AT Premium doesn’t just perform well – it looks great too. It’s new robust styling exudes confidence and strength, while the sporty interior offers excellent functionality and operability. The leather-wrapped steering wheel adds a touch of luxury, while the 18-inch silver wheels wrapped in 265/60R18 tyres, complete the rugged yet refined look.

Inside the cabin, you’ll find a thoughtfully designed space that prioritises comfort and convenience. Whether you’re driving to a job site or heading out for a weekend adventure, the Triton ensures you and your passengers enjoy a comfortable and enjoyable ride.

Advanced Safety Features for Peace of Mind

Safety is a top priority in the Triton AT Premium, which comes equipped with Mitsubishi Motors Safety Sensing—a suite of advanced safety features designed to protect you and your passengers. These include:

  • Forward Collision Mitigation System: Helps prevent collisions by detecting potential hazards and applying the brakes if necessary.
  • Blind Spot Warning: Alerts you to vehicles in your blind spots, reducing the risk of accidents during lane changes.
  • Lane Departure Warning: Notifies you if you unintentionally drift out of your lane.
  • Lane Change Assist: Provides additional support when changing lanes on highways.
  • Rear Cross Traffic Alert: Warns you of approaching vehicles when reversing out of parking spaces.
  • Auto High Beam: Automatically adjusts your headlights for optimal visibility without dazzling other drivers.

These features work together to provide a safer driving experience, whether you’re navigating city streets or exploring off-road trails.

Affordability: Unbeatable Value for Money

At an attractive price point of RM145,980, the Triton AT Premium offers unbeatable value for money, making it one of the most cost-effective options in its class. Add in its robust design, enhanced performance, and advanced safety features, and it’s clear that the Triton is a vehicle that delivers on every front.

But affordability doesn’t mean compromising on quality or features. The Triton AT Premium offers exceptional value by combining advanced technology, robust performance, and premium comfort at a price point that’s hard to beat.

In addition to its attractive upfront cost, the Triton is designed to be cost-effective in the long run. Its efficient 2.4L 4N16 Turbo Diesel engine not only delivers impressive power but also ensures lower maintenance costs and better fuel efficiency. This makes the Triton an economical choice for long-term ownership, allowing you to save money while enjoying a reliable and high-performing vehicle.

Whether you’re looking for a reliable work companion or a versatile vehicle for your next adventure, the Mitsubishi Triton AT Premium is ready to take you wherever you need to go. Visit your nearest Mitsubishi dealership today and experience the ultimate blend of versatility, power and affordability.

Review: The Mini Aceman S Offers Good Looks But With An Iffy Ride Quality

Icons never die, they just become better with time. That cannot be truer for an iconic brand like Mini.

Effectively under the BMW Group’s stewardship since 1994, Mini has come a long way. If you have been living in a cave for the past 40 years, you may be surprised to see what the brand has now become. (more…)

Review: Toyota GR Supra Revisited

Born in the land of the Rising Sun, the Toyota Supra is not just a car, it’s an emotion, its culture and a testament to power. Over the years, the Supra has undergone several generations of development, each bringing advancements in technology, design, and engineering. 

Originally introduced in 1978 as a variant of the Toyota Celica, the Supra quickly evolved into a standalone model, earning a reputation for its blend of reliability and high performance. 

 From its early days as a sleek, rear-wheel-drive coupe to its legendary status in the 1990s with the turbocharged fourth-generation (A80) model, the Supra became a symbol of Japanese automotive excellence. After a hiatus in the early 2000s, the Supra made a triumphant return in 2019, rekindling its legacy with a modern twist. 

The current Toyota Supra, known as the A90 (and A91 for later variants), marks a thrilling chapter in the model’s storied history, blending modern engineering with nostalgic design cues. Unveiled in 2019, this fifth-generation Supra was developed in collaboration with BMW, sharing its platform and engine with the Z4 roadster. Which has led to people calling it the “BMW Supra.”

While this partnership sparked some debate among purists, the result is a car that delivers exceptional performance, agility, and cutting-edge technology. 

Unleash the Power

The A90 GR Supra is powered by a turbocharged 3.0-litre inline-six engine, producing 388PS and 500Nm of torque. It also offers a 2.0-litre turbocharged four-cylinder engine in some markets, catering to a broader audience. The car features a rear-wheel-drive layout, an 8-speed automatic transmission, and a near-perfect 50:50 weight distribution, ensuring exceptional balance and agility. This allows the Supra to sprint from 0-100km/h in just 4.1 seconds!

The power delivery is smooth yet explosive, with a satisfying growl from the exhaust that intensifies as you push the car harder. The Supra’s rear-wheel-drive layout and weight distribution make it an absolute joy to drive. 

The chassis is stiff, the steering is precise, and the suspension strikes a fine balance between sporty firmness and everyday comfort. Whether you’re carving through winding roads or cruising on the highway, the GR Supra feels planted and responsive. After all, this was made to go up against Nissan’s Godzilla, the GTR, a rivalry that has been around for ages.

We cannot tell you exactly how fast we went in this beast but all we can say is, “The chicken was still warm.” If you are unfamiliar with that line, a quick Google search will show you why that was Jeremy Clarksons most popular line amongst the car guys. 

A Nod to the Past, a Leap into the Future

The GR Supra’s design is a masterclass in blending heritage with modernity. Its double-bubble roof, muscular rear haunches, and ducktail spoiler are clear nods to the beloved A80 Supra of the 1990s. 

Yet, the A90 stands on its own with sharp, aggressive lines, a low-slung stance, and aerodynamic details that scream performance. The front grille and LED headlights give it a futuristic edge, while the rear’s wide hips and taillights evoke a sense of raw power. It’s a car that turns heads everywhere it goes, whether you’re a Supra fan or not.

Inside, the GR Supra’s cabin is a blend of sportiness and modern luxury. The driver-focused layout puts all controls within easy reach, and the seats offer excellent support during spirited driving. While the interior shares some components with its BMW Z4 cousin, Toyota has added its own touches, such as Supra-branded details and a unique dashboard design.

The 8.8-inch touchscreen infotainment system is intuitive and responsive, featuring Apple CarPlay, navigation, and a premium sound system. The digital instrument cluster provides all the essential information in a clean, modern layout. If you have ever owned or driven a BMW, these infotainment controls should not be an issue. If you are new to it, just play around with it for a few minutes and you will get the hang of it.

However, the cabin’s compact size and limited visibility may not suit everyone. If you are tall and big just like this writer, the low roofline might be an issue getting in and out of the car, making you look less sexy while doing so. Still, these are minor trade-offs for a car designed with performance in mind.

Driving Pleasure

The GR Supra is not just about straight-line speed; it’s about the overall driving experience. The car feels agile and nimble, with a level of feedback that makes every drive engaging. The turbocharged engine provides ample torque across the rev range, and the exhaust note is addictive without being overly intrusive. Although I wished that the exhaust note was a little louder for a small car with a turbocharged 3.0-litre inline-six engine.

On twisty roads, the Supra shines. Its precise steering and well-tuned suspension inspire confidence, allowing you to push the car to its limits while feeling completely in control, even though it is a rear-wheel-drive car. The optional adaptive suspension further enhances the ride, adapting to different driving conditions with ease.

The GR Supra’s collaboration with BMW has been a point of contention for some enthusiasts. While the shared platform and engine have undoubtedly contributed to the car’s performance and refinement, some argue that it dilutes the Supra’s Japanese identity. However, Toyota has worked hard to infuse the Supra with its own character, and the result is a car that feels distinct and true to its heritage.

Living up to the Supra Name

For enthusiasts who grew up idolising the A80 Supra, the A90 is a dream come true. And for a new generation of drivers, it’s a gateway to the world of high-performance sports cars. The GR Supra isn’t just a revival—it’s a reaffirmation of Toyota’s commitment to performance and a reminder that the spirit of the Supra is alive and well.

The Toyota GR Supra is a modern classic in the making, blending heritage, innovation, and pure driving joy into one unforgettable package.

Would we buy one?

The simple answer is yes. Why? Well because we are fanboys of nameplates such as the Supra and Skyline, so owning these cars would feel just right. As long as Toyota keeps doing it right, we will keep buying them, and as for the A90 Supra, Toyota did it right. 

If you have deep pockets and a burning passion for the Supra, the prices start from RM645,000 for the manual transmission and the auto transmission variant that we tested is RM655,000. 

Specifications

Engine: 3.0-litre, turbocharged, inline-six-cylinder

Power: 388PS @ 6500rpm

Torque: 500Nm @ 5000rpm

Gearbox: 8-speed automatic

Top speed: 249km/h

Price (As tested): RM655,000

We like: Power and handling

We don’t like: Small interior and low roofline

Review: New Porsche Macan – Porsche has done it, again!

The Porsche Macan, first introduced in 2014, was born out of Porsche’s ambition to combine the practicality of an SUV with the performance DNA of its iconic sports cars. As the younger sibling to the Cayenne, the Macan was designed to appeal to a new generation of drivers seeking a smaller, more agile luxury SUV without compromising on Porsche’s signature driving dynamics.

The name “Macan” is derived from the Indonesian word for “tiger,” symbolising agility, power, and elegance – qualities that define the vehicle. From the outset, the Macan stood out in the crowded compact SUV market with its sporty design, luxurious interior, and impressive performance. It quickly became a best-seller for Porsche, accounting for a significant portion of the brand’s global sales.

In 2024, Porsche took a bold step by transitioning the Macan to an all-electric platform, marking a new chapter in its history and the Macan Turbo EV is the crown jewel of the lineup. 

As Porsche’s first all-electric SUV, the Macan Turbo EV combines the brand’s legendary performance with cutting-edge EV technology, making it a compelling choice for enthusiasts and eco-conscious drivers alike. 

After a recent drive experience in Malaysia, organised by Sime Darby Auto Performance (SDAP), it’s clear that the Macan Turbo EV is more than just an electric SUV – it’s a statement of Porsche’s commitment to the future of mobility.

A Modern Evolution

The Macan Turbo EV retains Porsche’s iconic design language while embracing a futuristic aesthetic. The coupe-like flyline, split headlight design, and four-point daytime running lights give it a distinctive presence on the road. The optional off-road design package adds a rugged touch, with a modified front bumper for increased approach angles and 21-inch off-road wheels in Vesuvius Grey.

Inside, the cabin is a blend of luxury and technology. The 12.6-inch curved digital instrument cluster, 10.9-inch central touchscreen, and optional 10.9-inch passenger display create a high-tech environment. The augmented reality head-up display and ambient lighting that syncs with the exterior colour further enhance the driving experience. There are physical buttons for your climate control which make things easily accessible and not complicated. 

Although, the only thing that annoyed us about this SUV is the gear selector placement because we kept hitting it everytime we reached for the indicator lever.

Performance That Thrills

The Macan Turbo EV is powered by a dual-motor all-wheel-drive system that delivers a staggering 639PS and 1,130Nm of torque when overboost is engaged. This translates to a 0-100 km/h sprint in just 3.3 seconds and a top speed of 260 km/h. These figures put it firmly in supercar territory, yet it retains the practicality and versatility of an SUV.

During the drive experience at Sepang International Circuit, the Macan Turbo EV showcased its agility and precision. The Porsche Torque Vectoring Plus (PTV Plus) system and adaptive air suspension ensured exceptional handling, even during high-speed manoeuvres. The slalom exercise highlighted the SUV’s sharp steering response, which is 15% more direct than its predecessor, while the kick-plate exercise demonstrated the electronic Porsche Traction Management (ePTM) system’s ability to maintain stability in low-traction scenarios.

Macan 4

Practicality Meets Speed

The Macan Turbo EV is equipped with a 100 kWh NMC battery (95 kWh usable), offering a WLTP-rated range of 591 km. During the drive, the Macan’s efficiency was evident, with ample charge remaining even after a day of spirited driving. The 800V electrical architecture enables ultra-fast DC charging at up to 270 kW, allowing the battery to go from 10% to 80% in just 21 minutes. For daily use, an 11 kW AC charger can fully replenish the battery in about 10 hours.

We started the drive from M Resort KL and headed to the Estate at Federal Hill then to Sepang where we did countless rounds of gymkhana and then headed back to the resort all in a single charge. We had a total of 490km of range, so we can confidently say that range anxiety with this is something to not worry about because the total amount of range available for the Macan Turbo EV is 591km. 

Driving Experience: From City Streets to the Track

The drive experience began in the heart of Kuala Lumpur, where the Macan Turbo EV effortlessly navigated bustling city streets. Its Power Steering Plus and Surround View with Active Parking Support made tight manoeuvres a breeze, while the four-zone climate control and Bose Surround Sound System ensured a comfortable and enjoyable ride.

On the highway, the Macan Turbo EV’s adaptive air suspension and Porsche Active Suspension Management (PASM) provided a smooth and composed ride. The transition to Sepang International Circuit allowed the SUV to stretch its legs, with the rear-axle steering and ePTM system delivering precise handling and stability at high speeds.

In addition to a slalom test, we also carried out a kick plate test. What is a kick plate test you ask? It is a system that features a hydraulic plate that shifts sideways to replicate the sensation of rear-wheel traction loss, enabling drivers to experience controlled skids or spins in a safe training environment. Its low-friction surface accurately simulates hazardous road conditions, such as oil spills or slippery surfaces, providing a realistic scenario for skill development. This tool is specifically designed to help drivers improve their ability to maintain stability and control when faced with sudden loss of grip, equipping them with the confidence and expertise to handle real-world driving challenges effectively.

With the assistance of Porsche Stability Management (PSM), we had no issues controlling the car and getting back to a straight line. 

Sustainability Meets Performance

Porsche has always been about performance, but the Macan Turbo EV adds a layer of sustainability. The 100 kWh battery not only delivers impressive range but also supports energy recuperation of up to 200 kW, further enhancing efficiency. Over five years, Porsche estimates that the Macan Turbo EV could reduce 460 metric tons of CO2 emissions, equivalent to planting 7,808 trees.

The Future of Performance SUVs

The Porsche Macan Turbo EV is a masterclass in blending performance, luxury, and sustainability. Its blistering acceleration, precise handling, and cutting-edge technology make it a true Porsche, while its electric powertrain positions it as a leader in the EV space. Whether you’re navigating city streets or pushing the limits on the track, the Macan Turbo EV delivers an exhilarating and refined driving experience.

For those seeking a high-performance SUV that doesn’t compromise on practicality or environmental responsibility, and if you have RM680k laying around, the Macan Turbo EV is a compelling choice.

Specifications

Macan Turbo EV

Motor: Permanent magnet synchronous motors
Power: 639PS
Torque: 1,130Nm
Battery: 100 kWh nickel manganese cobalt
Price (As tested): RMRM635,000

We like: Design, Performance and Handling
We don’t like: Gear selector placement

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