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Review: Smart #1 – Long Drive Worthy?

The post-pandemic automotive market has seen a significant stir in the electric vehicle (EV) industry with many automotive giants trying to make a mark in Malaysia. From affordable prices to eye-watering ones, but do any of them stand out from the crowd?

There are models from Europe and China, with the latter having made significant inroads with models that don’t only impress with their tech but also design.

In fact, we have had some opportunities to test drive a specific model and jumped at every chance we had. The model in topic is none other than the smart #1 (hashtag one). A collaboration between Geely and Mercedes-Benz that was launched in Malaysia by Pro-Net, a subsidiary of Proton.

We were in love from the moment we laid eyes on it. It has a funky-looking body that caters to every audience. No matter how old you may be, when you step inside it, you will feel a lot younger. Why do we say this? Because the smart #1 has many unique features and a very youthful personality. It has an amazing sound system with speakers by Beats, a grille that lights up which definitely stands out at night, a responsive voice command system and there is an array of body colours to choose from, including an outlandish yellow.

Apart from that, the smart #1 is also offered in a Brabus trim. Yes, the German high-performance automotive aftermarket tuning company. Besides that trim, there is the Pro and Premium variants for those who prefer to take things slow with minimal charging times. Not to say that the 286hp, 343Nm of torque Premium variant is slow, but for a more thrilling drive and heart-stopping 0-100km/h time, the 422hp, 543Nm of torque Brabus is the way to go.

Speaking of 0-100km/h time, we had the chance to test it out at the Pinnacle Kart USJ track. The Premium did it in 6.8 seconds but the Brabus on the other hand, did it in 3.9 seconds. The instant torque and launch are the best this writer has experienced in an EV (yet). We also got to test the handling, auto park feature, and evasive manoeuvre assist.

The handling was exceptional for the Brabus, we felt confident when tackling corners and launching out of corners thanks to its sportier suspension setting. The Premium, however, has a little oversteer to it, making it feel a little hesitant to take corners at high speeds.

The evasive manoeuvre assist on the other hand was responsive as it gave the driver an amplified push to the steering wheel when avoiding a collision.

The auto park feature, however, was a little challenging as it takes time for the car to detect an empty parking space, but we could speed this by manually choosing a spot by dragging a green box on the touchscreen. After this, the car attempts to park autonomously in that pre-specified green box, and we must say, is pretty impressive but can be time-consuming.

It would be faster to park the car on your own. However, we understand that this feature is still being improved and will take time to make it perfect.

Now, with all that power, what is the driving range like? The Premium has a range of 440km while the Brabus has a range of 400km. So, to test if the smart #1 is “Long Drive” worthy, we were invited to do so during a media drive from Kuala Lumpur to Penang.

After a short briefing, the smart team announced that there would be an optional challenge and the winner would get a prize. It was an energy efficiency challenge. The team that reaches Penang with the lowest battery consumption of kWh/100km will be crowned the winner. There were two categories, one for the Premium variant and one for the Brabus variant.

To start the journey, we were all put in teams of three and our team was given the Brabus variant. This variant was not meant to be driven slowly. So, we decided to have our little challenge instead, to see who would reach Penang the fastest, just for giggles.

Some teams made only one stop to recharge but because we were flooring it half the time, following speed limits of course, we had to charge up twice. The smart app and integrated navigation system played a huge role in this journey. It was easy to use, and it assisted us in planning routes that had charging stations.

We of course tried our best to choose the ones with a higher kW to reduce our charging time. We made our first stop at Behrang for a quick 25-minute charge with a 75kW which brought our car from 50% to 80%.

During the drive, we were entertained by the sound system and enjoyed the instant torque. The Brabus trim allows the driver to turn on the virtual engine sound. It was fun for a while, but it is not recommended for long drives as it gets a little annoying due to the fact that it has a constant note playing on loop, unlike the sound of an ICE engine where it changes according to the flex of the right foot.

We were messing around with the infotainment system and voice commands and learnt that if you are not tech savvy, it might take some time to figure out how things work. The infotainment system is a learning curve and as the saying goes, you learn something new every day.

Our second stop was at Sg Perak and we managed to charge the car from 14% to 80% in 30 minutes thanks to the 180kW charger. From there on, it was a straight road to Penang.

Now, we have also heard many people say that the battery percentage decreases when an EV is stuck in traffic and that the range might drop. We are here to deny that because we were stuck in Penang traffic, Georgetown to be exact, and we managed to reach our destination at Hotel Angsana with a remaining travel range of 111km. While we were stuck in a standstill jam, we noticed that the battery percentage and range did not reduce. The range only reduces when the car is moving.

We were the first ones to reach the destination with a 25kWh/100km energy usage. Not exactly energy efficient, but it managed to get us there just in time to take a quick nap and head down for dinner. The team with the lowest energy usage for the Brabus category had 16kWh/100km and for the Premium category, 14kWh/100km. They however, arrived just in time for dinner.

Before we headed back to Kuala Lumpur, we made a stop at the smart Penang showroom for lunch and the prize-giving ceremony for the winners.

We had the Brabus for the first day, and then hopped into the Premium for the drive back. We started off with only 127km of travel range because we were sightseeing and enjoying a drive around town with the car, which meant we had to make a stop at Gantang for a charge.

It took 25 minutes for the 50kW charger to charge up from 40% to 80%. Since there was no challenge, we decided to indulge in the performance of the Premium variant as well. The instant torque in this was not disappointing and it has more than enough power to get you from point A to point B fast. Just that the Brabus does it faster.

With all that fun we were having, the smart system actually notified us via a voice notification, that we had to charge up. Again, with the help of the Hello smart app, we were directed to the nearest charging station which was at Petronas Ulu Bernam which had a 150kW charger. In 25 minutes, we were at 80% and it was more than enough to bring us back to Kuala Lumpur with 110km remaining when we arrived at our final destination.

We stopped to charge the cars four times and each charging session only cost us RM70 to RM80. So, is the smart #1 a worthy car for long travelling distances? Yes, it is. The car is fun to drive, it notifies you when it needs to be charged, and it detects if the driver is fatigued, which is helpful during long drives. The Hello smart app is extremely useful for route planning, which reduces range anxiety.

The single-motor Premium variant goes for RM219,000 and the dual-motor Brabus variant goes for RM249,000. The pricing is decent when you consider everything that you get and we understand why it is as such. For a car that was styled by Mercedes and developed by Geely, and one that offers outstanding performance, we think the smart #1 is worth considering for those in the market for an EV.

Premium Variant Specifications

Motor: Single motor

Power: 268hp

Torque: 343Nm

Range: 440km

AC Charging: 22kW; 10-80% in 3 hours

DC Charging: 150kW, 10-80% in 30 minutes

Brabus Variant Specifications

Motor: Dual motor

Power: 422hp

Torque: 543Nm

Range: 400km

AC Charging: 22kW; 10-80% in 3 hours

DC Charging: 150kW, 10-80% in 30 minutes

We like: Voice command, performance, looks and ventilated front seats

We don’t like: Steep learning curve for the infotainment system

Review: BMW iX xDrive50 Sport – The Best Premium EV? Maybe!

Somethings are best left to the experts, so the saying goes. As context, would you allow an electrician to do your plumbing? Or a plumber to do your gardening? Or would you buy char koey teow from a pisang goreng seller? You should get the gist by now.

When it comes to buying cars, it would probably be wise to buy a car from the experts as well. Arguable I know but stay with me.

Elon Musk was recently asked for a response after BYD dethroned Tesla as the world’s largest maker of EV cars, to which he responded, “Tesla is an AI/robotics company that appears to many to be a car company.”

That may be fine by some, but it did not go down very well with me, it seemed like PR fluff to deflect the facts. But I respect that Tesla may recognize itself as more than just a car company. Call me a traditionalist, or a purist, but when it comes to buying or recommending cars, I am still inclined to acknowledge the old guard, and in the case of this article – BMW.

This may trigger some of the modern, younger readers because there are newer car makers that are quite good at what they do. BYD for example has taken the world by storm, and Geely too has done a stellar job, though a lot of that was achieved by outright buying or partnering with some carmakers and then relying on their tech, e.g. Volvo, Lotus and Mercedes-Benz.

But BMW has taken its own approach, one that it has long been known for, good old engineering and technology. It has long built some of the nicest cars to drive and no one can deny that. In the modern world of electrification, BMW has delivered once again.

That is no surprise though, about a decade ago, BMW stunned the world with the i3 and the intrepid i8. Both fantastic cars in their own right that have developed their own cult like following these days.

Those cars provided the foundation, both in terms of design and technology for today’s electric BMW’s. On that note, BMW Malaysia has been on a crusade of sorts to introduce as many electric models as it can, probably to capitalize on the governments incentives that encourage the adoption of electric vehicles.

And the iX is one of its most popular models.

As a backgrounder, the iX was the second purpose-built all-electric BMW after the i3, and is the fourth model under BMW’s i sub-brand.

In terms of sizing, it is similar to the X5, but it has its own unique design, which I must admit to thinking it was hideous at first but has turned out to quite handsome over time. It does not try very hard to be something unique and the simplistic design elements have worked in its favour.

The design though is not just visually pleasing, but it is also functional. The design of the iX is completely bespoke and is not shared with any other BMW model, and its aerodynamic elements such as the front, rear, the sealed underbody, and wheel areas are said to add over 65km to the car’s overall range.

Up front the gigantic faux grilles which were once criticized for being too large and ugly have also been charmed by time.

The plastic grilles are flanked by BMW’s Laserlight headlamps that are widely regarded as some of the finest in the business. These laserlights require 30 percent less energy than LED lights and are able to illuminate up to 800 metres ahead, providing maximum visibility in the dark.

The model we drove is the iX50, which is now the middle-child of the entire iX range in Malaysia. Though largely the same in terms of aesthetics and trimming, it has some distinguishing features such as the beautiful 22-inch aero wheels that hide 17-inch brake callipers that are finished in blue colour.

There is also a gold coloured feature that hugs the shoulder line of the car and is reminiscent of the monstrous XM model. This is how you can visually tell the iX50 apart from its lesser siblings.

There’s plenty about the iX that is unique, even the door handles, or rather a lack of them. The doors are not opened by tugging on to handles in the traditional sense, in fact the handles are replaced by recesses in the door. The doors are opened using electronic openers which operate at the touch of a button located inside that recess.

Once you open the door you will notice that the doors are frameless, a feature only seen in coupes not too long ago, and still look stunning.

Then before you step in, the other thing you may notice is the exposed carbon-fibre that makes up the passenger cell.

The body structure of the iX is made of aluminium, but there are parts of the body that are made of carbon-fibre reinforced plastic (CFRP) and continuous fibre-reinforced thermoplastics (CFRTP). Parts such as the side frame, rain channels, roof frame, cowl plane and the rear window frame are all made of these two exotic materials.

Together this form something BMW calls the ‘Carbon Cage’. Using this instead of conventional steel shaves five kilograms off the overall weight of the car and adds stiffness and also improves range.

Inside, a spacious, minimalistic interior greets you. It does not do much to take your breath away, in fact you might be underwhelmed at first. But then you notice that the gear knob, iDrive controller and seat controls are made of real crystal glass, the same material that some chandeliers are made of.

The centre panel on the other hand has an elegant piece of open-pore walnut wood trim that reminds you that this is a car made with environmental conservation in mind. There is a bit of contradiction here though – shouldn’t environmental conservation mean that trees should not be cut down to be made into automotive trimming? Of course! That is why BMW only works with FSC-certified wood to ensure that forests are protected the way they should be.

Up ahead of you is BMW’s latest generation Live Cockpit Professional system that includes a 12.3-inch digital instrument cluster and a 14.9-inch central touchscreen system that houses all the controls, navigation and entertainment. These screens are not only massive but are also impressively slim, and they curve according to the curvature of the dashboard.

The iX is also the first BMW to be fitted with a hexagonal steering wheel. The reasoning behind it is that the polygonal geometry makes it easy to switch between automated and active driving. It is not only designed for convenience but also practicality, the flat top makes it easy for the driver to look past the screens as well for the all-important eyes-on-road driving.

Even the rear passengers will find the interior to be a special place. The iX offers a lounge-style ambiance at the back and the omission of the centre tunnel offers plenty of legroom. The sense of space is further complemented by the skylounge panoramic glass roof that boasts electrochromic shading functionality.

The panoramic roof is not only the largest glass roof fitted in a BMW, but it can shield the interior from direct sunlight at the touch of a button. If you want some light, the roof becomes translucent at the touch of a button, and if you want some privacy, you can simply press that same button and it blocks out everything in under a second. It felt great for the four days that we had the car, but some owners complain that it can be quite warm, saying that a physical shade would work better.

The most important thing about the iX50 is what it offers in terms of performance and range. And though it costs about RM143,000 more than the base iX40, the interiors of both cars are largely the same. The real difference is what powers the car.

Differentiating the iX50 is a bigger 111.5kWh battery and more powerful motors. It has a total system output of 523hp and 765Nm of torque. And despite weighing over two and a half tons, it is capable of some blistering performance – seeing off the 0-100kmh sprint in just 4.6 seconds and tops out at an electronically limited 200km/h.

And though it has more power and performance, it also has better range than the base model. The iX50 has a WLTP range of 630km while the base only has 425km.

The way the iX drives is also an occasion by itself, you are mostly cocooned in silence at regular speeds but as soon as you put your foot down, BMW’s Iconic Sounds takes over and makes you feel like you are driving a hugely powerful four-wheeled banshee.

It also handles impossibly well, which is quite a feat considering that Malaysian iX models do not have the dual-axle air suspension feature that is available in other markets. But you won’t miss it as the standard suspension already does a brilliant job at absorbing everything that Malaysian roads can muster.

And when it comes to charging the iX50, you can do that in just 35 minutes using a DC fast charger or 10 hours and 45 minutes with a 11kW AC wallbox charger.

The BMW iX50 is undoubtedly one of the finest electric cars there is in the market right now, but at RM528,430 (without the extended warranty option), it is also not cheap. But it has a lot to offer for that price in terms of tech and performance that it almost seems worth paying for.

So, considering that a full spec Tesla can nudge RM300,000 and some of the better EV’s are in the RM200,000 region, you just have to wonder if it is perhaps worth saving up to put down a heftier downpayment, so that you can drive around in what is one of the best electric cars to date rather than others that offer a lot but don’t particularly excel at anything.

Specifications:
Motors: Dual Electric
Power: 523hp
Torque: 765Nm
Range: 630km (WLTP)
Charging: 0-80% in 35 mins with DC / 0-100% in 10 hours 45 mins with11kW AC charger
Price (as tested): RM528,430 (without extended warranty program)

Reviewed: Proton X90 Flagship – Great Value For Money For Your Family!

The Proton X90 created quite a storm when it was introduced last year. Not only was it Proton’s first D-segment SUV, but it was also its first seven-seater SUV.

There were lots of expectations, especially in terms of price, and truth be told, we were quite surprised when Proton announced the price of the X90. Not because it was expensive, but because it was surprisingly affordable.

The starting price for the X90 is just RM123,800, which is the exact same price as the flagship X70. There is an overlap in pricing there, but it makes perfect sense for those seeking more space and a bigger car.

But is it worth it? After being loaned one for a week, attending a wedding with it with eight people in the car and all the accompanying ceremonies throughout the course of a few days, we are surprised that we don’t see more X90’s on the road.

The X90 sits in the same segment as the Kia Sorento, Toyota Fortuner, Chery Tiggo 8 Pro and the Hyundai Santa Fe, among others of course. It does everything that the others can do, and it is a lot cheaper as well.

The X90 is based on the Geely Haoyue (also known as the Okavango in some markets) but it is not a simple rebadge job. Proton updated the design particularly around the bumpers and the grille to keep it in line with the overall Proton design language.

Besides the restyling, Proton said that it also updated the suspension of the X90 to ensure that it is better suited to Malaysian roads. During the launch of the X90, Proton said that its engineers tested the multi-link suspension over a course of a million kilometers on various roads in Malaysia.

You can be forgiven if you think that the suspension is a little bit on the softer side, but drive it for a few days and you will notice that it actually does really well at soaking up all the horrible things that Malaysian roads tend to have; pot holes, sudden inundations, overly aggressive speed bumps, etc.

In terms of design, the X90 is a big, long SUV that from certain angles has the proportions and even the silhouette of an MPV. In fact, there have been some fiery debates online about what the X90 actually is. But Proton refers to it as an SUV so that should end that unnecessary argument.

Inside, the X90 is mighty impressive. Quality is surprisingly good, in fact, we will go so far as to say that quality of the X90 is the best amongst any Protons, past and present.

We drove the Flagship variant, which is one of four variants on offer. The standard is priced at RM123,800, the Executive at RM130,800, the Premium has a RM144,800 price tag while the top-of-the-line variant you see here is priced at RM152,800.

Just for reference, the cheapest Kia Sorento is priced at just under RM212,000 while the entry-level Toyota Fortuner costs RM195,880. In fact, the only competitor that remotely gets close to the X90 in terms of pricing is the Chery Tiggo 8 Pro that costs RM159,800.

The X90 Flagship model is also the only model that comes as a six-seater, the rest are seven-seaters. The Flagship model offers two individual seats in the second row, which some call captain seats, and just about everything is wrapped in fine Nappa leather.

Now depending on how many people you ferry around or even if you like being driven around, the six-seater variant is not a bad deal despite lacking sitting space. As we found out, children appreciate their individual space as much as older people do. And if you don’t have too many people to ferry, this is a great way to go around.

There is also a full panoramic roof that adds to the sense of occasion as well as separate climate control for the second-row passengers. This is great but quite normal, what is not normal though is that the air-conditioning vents are located on the roof of the car rather than at the bottom of the centre console. This is ingenious as it blows cool air directly to your face rather than to your knee. If that still does not cut it, the X90 even offers ventilated seats for the first and second row seats. Several car makers, who charge a lot more for their cars, should take a cue from the X90.

The third-row passengers too will appreciate having their own vents as well as their own USB ports and cup holders, making the X90 perfectly suited for family escapades.

There is plenty of tech too, for starters the X90 runs on a mild-hybrid powertrain. The core is a 1.5-litre, three-cylinder turbocharged GDI engine that is similar to the X50 Flagship as well as the new X70 models. It is mated to Proton’s regular seven-speed wet dual-clutch gearbox that sends power exclusively to the front wheels.

But that’s not all, being a “mild-hybrid”, there is a battery and a converter that works to provide more power while improving overall efficiency. It does this by utilizing six components that form the entire hybrid system – a DC-DC converter, a belt-starter generator (BSG), a lithium-ion battery, a battery management system, energy recovering braking system and a hybrid module control system.

Working in unison with the standard powertrain, the X90 offers 190PS and 300Nm of torque. Just for reference, that is 13PS and 45Nm more than other cars that run on the same powertrain but without the hybrid system. Aside from more power, the X90 also has 10% better acceleration and 13% lower emissions.

The X90 may be comfortable to drive or to be driven in, but when it is fully loaded, it does tend to feel a little underpowered. Despite it being up on power as compared to its siblings with same engine, it is also heavier and sits more people, so when all seats are occupied, it feels like it needs about 20PS and 50Nm more.

The trick though is to use one of the three driving modes (Sport, Normal and Comfort), particularly Sport mode. This is when the SUV feels more nippy and eager to downshift, giving you quicker access to power when you need it the most.

Despite that, the powertrain is undoubtedly smooth, but we have a gripe, not with the engine nor the gearbox or the hybrid system, but the gear selector. In regular selectors, you either move the lever once to move from P to D or vice versa.

However, in the X90, you have to pull the lever down twice. First to move from P to N and then again to D, which is quite weird. But to select P, you only have to press the P button. This is not something that will put buyers off, but it is quite awkward.

Continuing with the topic of tech, the meter panel is fully digitalized with a 10-inch LCD panel offering all the essentials such as speed, rpm and gear position.

At the centre of the rather large dashboard is a 12.3-inch infotainment screen that gives you access to music and navigation. However, we still loathe the fact that the X90 does not come with Apple CarPlay or Android Auto.

Great news though, some Protons executives have said that the carmaker will soon be offering those two systems, and even existing owners will be able to access it through a hardware update.

It also offers a host of features such as adaptive cruise control, lane keep assist, lane departure warning, intelligent high beam control, 360 camera and one system that we were particularly impressed by – the door opening warning system. This lets you know when there is a cyclist or a motorcyclist that is approaching the car and warns you so you don’t accidentally open the door. The downside to this is it also works in traffic, and in Malaysia where motorcyclists are incessantly zooming past a car, the system is constantly beeping. And that can be annoying.

But then again, tech is not always perfect but the Proton X90 still has a lot to offer, such as impressive refinement, quality and tech that can put more expensive cars to shame. And at its price, there is simply no arguing against it.

Specifications
Engine: 1.5-litre, 3-cylinder, turbocharged, mild-hybrid
Power: 190PS @ 5500rpm
Torque: 255Nm @ 1500rpm
Transmission: 7-speed dual clutch with manual mode
Suspension: MacPherson Strut (Front) / Multi-link with Stabiliser (Rear)
Price as tested: RM152,800

We like: Refinement, quality, price
We don’t like: Safety systems can be intrusive

Review: Smart #1 Brabus – This Is Why It Could Be A Better Buy Than A Tesla

The world of electric vehicle has been thriving in the past couple of years, with new models being introduced every other month from well-known brands. Even all-new brands have been sprouting up like mushrooms after rain as well.

A lot of the all-new brands are from China, but some are also coming out of Europe and the good old USA as well. While that has been a common theme, some car makers are reviving well-known, legendary brands but as pure EV’s.

Take Lotus for example, the iconic British brand was bought over by the Zhejiang Geely group, and save for just one model, it makes only electric vehicles while once upon a time it made nothing but ultra-light high-performance cars. Colin Chapman, founder of Lotus, may be rolling in his grave but the company is now making big bucks, which should stop his twirl.

And we also have Smart, which is usually stylised in lower case. Though not as iconic as Lotus, Smart has been around since the 80s and has made quite a name for itself over the years.

Many associate Smart with Mercedes-Benz and they are not wrong about that. However, Smart’s story goes further than that. Smart’s foundations lays with Swatch watches when the latter’s CEO wanted to create a car with the same manufacturing technologies and personalization options as the watches.

But rather than going at it alone, Swatch began looking for automotive partners. Volkswagen had initially agreed to support the brand but that changed when a new CEO took up the mantle.

Smart and Daimler-Benz AG then reached an agreement in 1994 and a number of eye-catching cars such as the ForTwo and ForFour soon came around, but sales were abysmal.

Mercedes-Benz and Geely then formed the Smart Automobile Co. Ltd in 2019 and began building Smart cars in China. The German brand handled design and marketing while Geely would focused on architecture and engineering.

Fast forward a couple of years and Smart is officially in Malaysia with Proton thanks to Geely, except that this time there is a new company that manages the brand.

Proton New Energy Technology (Pro-Net) was formed in 2022 and handles sales of Smart cars in Malaysia and in Thailand. The first point of business was to establish the Smart brand in Malaysia, and thus, after a series of teasers, Smart was officially launched in Malaysia in November of last year.

Rather awkwardly called the #1 (pronounced as the hashtag one), the first model comes in three variants – the entry level Pro model, Premium, and the flagship model seen here, the Brabus.

Priced at RM249,000, this is officially the cheapest Brabus model that has ever gone on sale. And those that know Brabus will understand that Brabus cars are not your regular run of the mill models. Any car that has the Brabus logo is something remarkably special, and the #1 Brabus is no different.

While the lesser variants can be described as regular EV’s, the Brabus adds performance and good looks to it, particularly in this matte grey colour with its contrasting radiant red roof.

True to the original plan, the #1 was designed by Mercedes-Benz while Geely focused on the engineering. It is built on Geely’s Sustainable Electric Architecture (SEA) platform that also underpins other Geely brands like the Lotus Eletre, Zeekr 01 and Polestar models.

But the #1 runs on the SEA2 version to be exact, which is the same platform that is found on the Zeekr X and the Volvo EX30.

In terms of size, the #1 Brabus is 4270mm long, 1822mm wide and has a 2750mm wheelbase. At first glance, it looks similar in size to a MINI Countryman, but once you research the numbers, you will notice that it is in fact slightly longer than a Honda Civic. This should not come as a surprise though as the #1 is technically Smart’s first SUV.

Despite being quite large, which is something Smart cars were never meant to be, there is no mistaking its design. Somehow, Mercedes-Benz has managed to make it bigger, yet still retain its design DNA. The LED lights at the front and the back are connected by a light strip that runs across the length of the car. This looks good and accentuates the width of the car.

Take a seat in the captain’s chair and you are greeted by a minimalist interior. Directly ahead of you is a small 9.2-inch meter cluster that gives you all the essential readings such as the speed, battery charge and range of the car. Up ahead there is a 10-inch heads-up display that can be adjusted according to your height.

Dominating the interior though is a massive 12.8-inch infotainment screen that houses all the controls of the car. From here you adjust everything from the position of the side view mirrors to the safety systems, the entertainment, navigation and even look for the closest charging station.

One nifty feature that it has is a built-in navigation system with local info on charging stations. This shows you all the charging stations that are located near you, the status of the station (operational or not) and its charging performance.

The one feature we particularly like is that you can key in your destination into the map, let the car do the calculations for you and it will tell you whether you have enough juice to get there.

If you don’t, the car will show you where to charge and how long it will take you. It basically does all the hard work for you, and that is something that makes owning an EV more pleasant since there aren’t as many charging stations as petrol stations.

Once you have that out of the way, you can sit back and indulge in one of the finest sound systems found in an automobile. Entertainment is provided by Beats with 13-speakers placed all around the interior to ensure you don’t only hear your favourite music the way the artist intended you to, but also feel it deep in your organs.

But in case you are not an audiophile like us, you will be happy to know that the Brabus has its own augment engine sounds as well. There are two different engine sound options called the Smart original sounds and classic, which sounds too fake as compared to the former.

These sounds match the character of the Brabus, with 428PS and 543Nm at its disposal, this #1 is capable of some serious performance. The acceleration to 100km/h is seen off in 3.9 seconds and it has a top speed of 180kmh. This is blisteringly quick considering that it weighs in at a hefty 1900kg.

Even charging it up is quite impressive. The #1 is capable of 22kW AC charging which allows it to recharge from 10 to 80% in just three hours. That is seriously fast and rare. Most EV cars in Malaysia are only capable of 11kW or 7kW AC charging, and only expensive EV’s like Audi’s e-Tron’s or the Porsche Taycan are capable of 22kW AC charging.

But of course, it is also capable of some seriously fast DC charging. With 150kW capability, it can spruce up from 10 to 80% in just 30 minutes. The only problem? There are not that many 150kW DC chargers available that allow you to do that. As for range, the #1 Brabus has a 400km range as compared to the 440km of the Premium variant, but that is still better than the 315km of the entry-level Pro variant.

Besides its obvious performance talents, there is much to love about the #1 Brabus, such as its spaciousness that allows a family of five to get fairly comfortable with luggage space for a weekend at the beach. Build quality is great too and features such as the vehicle to load function lets you power up appliances like a fan or a coffee machine if you like to spend time outdoors.

Even driving it is super fun as the suspension has been stiffened to match its performance, meaning you can throw it into corners and slingshot out in stitches of laughter. But when you want to take it slow, just press a button to open the full panoramic roof and turn off the radio, sink into the ultrasuede leather seats and bask in its silent ambiance.

But it is not all praises for the #1 Brabus. The Gunmetal trim around the centre console tends to glare in the afternoon sun and this blinds you when driving. There are no audio buttons so you are left with the steering buttons or have to dive into that centre screen to adjust simple things like the volume.

Then there is the annoying Lane Keep Assist function that forces you to fight the car which wants to stay in its lane when all you want to do is swerve out of the way of a suicidal motorcyclist. These are simple things that can be irritating, but they are not deal breakers as there is plenty to love about the #1 Brabus.

In fact, and at the risk of being crucified by Teslaholics, we would go so far as to say that it is perhaps a better buy than a Tesla. We dived into Tesla Malaysia’s website and specified our very own Model 3. We chose the Long-Range version with 19-inch wheels and full self-driving capability. And that would set us back RM262,500. But its glass roof does not have a shade, nor can a tint keep it cool enough for a bald man to drive comfortably, so that is out.

Then we chose the Model Y and opted for the Long-Range variant with 20-inch wheels with self-driving capabilities and that would set us back RM293,000, which is substantially more than the #1 Brabus.

And besides, the real flex is owning a Brabus, how many people can say that? Also, if you buy a Smart over a Tesla, the friendly salespeople will even help you apply for a loan, where else with a Tesla, you must do everything yourself, very much like assembling Ikea furniture.

Specifications
Motor: Dual Electric Motors
Power: 428PS
Torque: 543Nm
Range: 400km
AC Charging: 22kW; 10-80% in 3 hours
DC Charging: 150kW; 10-80% in 30 mins

We like: Performance, Features, Handling
We don’t like: Simple controls can be hard to access

Reviewed: New Honda CRV 1.5 Turbo – For Those Who Don’t Want a Hybrid!

A recent survey by a global consumer think tank placed Honda as one of the top five most reliable brands in the world. And among all the models under the Japanese marque’s wing, the CRV was hailed as one of the most practical on a global level.

There is no surprise there though as the CRV is one of the most popular Honda’s not only on Malaysian roads, but around the world as well.

The Honda CRV has been locally assembled since 2003 and close to 130,000 units have found a home. And with the launch of the sixth-generation model just around the corner, we think more homes will be welcoming the CRV.

We recently drove the new model prior to its highly anticipated local launch and can say that owners of the current model will not recognize the new CRV except for the badge. Nothing except its practicality has been carried over to the new model.

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Perodua Ativa From A Myvi Driver’s Perspective: To Trade Up, Or Not?

The introduction of the Perodua Ativa has been significant for the Malaysian automotive market, offering consumers a modern and technologically advanced option in the compact SUV segment.

The Ativa is Perodua’s first model in the Transformation 3.0 era which is named Perodua Smart Build. What is Perodua Smart Build? It aims to elevate Perodua into a global player but not only as a company, but also to globalise the entire Malaysian automotive industry – including suppliers and dealers.

The Ativa is a shared model with the Daihatsu Rocky, which explains the uncanny resemblance between the two. However, there is a touch of Perodua in it. Which is why some consider it to be a bigger version of the Myvi.

With that in mind, we were intrigued to find out what a daily Myvi driver would think of the Ativa. So, we gave the Ativa to a member of our team who owns a third-generation facelift Myvi.

The main difference, the most obvious one, is that the Ativa is a compact SUV which translates to a bulkier body and more interior space. Exterior-wise, the Ativa looks like a Myvi that has been hitting the gym and is on steroids.

So, what was our Myvi driver’s first impression when getting into the Ativa? There wasn’t much difference between the Myvi and the Ativa besides the size. The steering wheel is the same, the interaction with the buttons is the same and the overall feel of driving a new car was just not there. Well, there are minor differences but nothing too major that we would think that we were sitting in a different car. However, this is just a first impression. We then used the Ativa as a daily, swapping away the Myvi for some time and noticed several likes and dislikes.

First of all, what do you get for the RM73,400 Ativa? Well, the infotainment system is slightly bigger than the Myvi. The Ativa has a huge 9.0-inch “floating” touchscreen in the middle while the Myvi has a 6.9-inch touchscreen. However, the one in the Ativa did not feel as smooth. Although Android phone owners can connect their devices to the screen using SmartLink phone mirroring (an HDMI connector), Apple CarPlay and Android Auto are not available (something we are never happy to hear).

Anyways, the excellent safety system that comes with the Myvi is also featured in the Ativa. Ever since the launch of the third generation of the Myvi, Perodua has been adding ever-more sophisticated safety features to its models. A lot of these are combined to form the Advanced Safety Assist (ASA) system, which aids in preventing collisions for drivers. The third iteration of the Ativa system can now detect two-wheeled vehicles and operate at night. It can operate at higher speeds of up to 120km/h for cars and 60km/h for pedestrians.

Pre-Collision Warning with Automatic Braking, Front Departure Alert, and Pedal Misoperation Control are the components of ASA 3.0. To monitor and evaluate the road ahead, ASA employs a camera at the top of the windscreen.

The driver will be alerted in the case of an imminent collision, and the brakes will engage automatically if no action is taken by the driver to slow down. In addition to preventing the need for a costly repair, proactive braking would have slowed down the speed and force of the vehicle if a collision was unavoidable, aiding to keep all occupants safe and keeping injuries to a minimum, or none at all.

However, the facelift Myvi has level two autonomy for under RM60,000. The driver was not impressed by this as it did not play a major role in the experience, which is a good thing at the end of the day.

The Ativa also comes with the annoying eco idle auto start-stop, which Perodua has been offering since the Bezza and is something we turn off every single time we get in.

The main issue faced by the driver is the one feature that the Myvi has that was not carried on to the Ativa and that is the SmartTag reader, which is what got us scratching our heads as to why it was not offered. But it makes sense considering that the Smart Tag system will eventually give way to RFID.

You must be thinking, just wind down the window and use the Touch N Go card. Not that hard right? But having the Myvi as a daily driver for almost a year now, the convenience has always been there. We could easily check the amount left on the card and did not have to roll down the window and stretch out nor have to worry about replacing batteries in the SmartTag device.

Moving on, the Ativa has a unique feature called air conditioning memory which we very much liked. The AC memory, which functions similarly to seat position memory, is controlled via the M1 and M2 buttons located on the dash. For example, you can programme one for chilly days and another for hot days which is convenient as we do not have to manually adjust the temperature.

The Ativa measures 4,065mm in length, 1,710mm in width, and 1,635mm in height, and has a wheelbase of 2,525mm. Not that much of a difference compared to the Myvi which measures 3,895 mm in length, 1735mm in width and 1515mm in height and has a wheelbase of 2500mm. We are not small or short people and we fit comfortably in the Myvi so the Ativa was just as comfortable with slightly more room to move around.

What we did enjoy is the armrest that comes with the Ativa. A minor detail with a major comfort impact.

Now, the Myvi has cupholders placed below the AC controls which we consider to be a convenient storage space. And if you do not have a phone holder, you could place it there too. In the Ativa, those cupholders are replaced with a small flat platform with just enough space to place your phone horizontally. The cupholders? Well, the Ativa has a feature that we are not sure is a clever idea. The cupholders are placed in front of the vents on either side of the dashboard and slide out whenever needed. While this keeps your drinks cool, it blocks the cool air from reaching you. But what if you have a hot drink? You will need to either turn off the AC or set it to the lowest speed. Not very convenient is it?

It may not seem like a big deal but as journalists, we are always on the go and sometimes only have time for a quick drive-through to get our morning coffee which we prefer to be hot and not iced. So sometimes we found ourselves driving with the windows down just to keep our drinks warm. Dramatic, but some of us would do anything for a hot cup of coffee.

Moving on to the performance. The Ativa features a 1.0 litre turbocharged three-cylinder petrol engine which produces 98PS and 140Nm of torque connected to a D-CVT with seven virtual ratios that send power to the front wheels . It was also the first Perodua to ride on the Daihatsu New Global Architecture (DNGA) platform.

The Myvi on the other hand, has a naturally aspirated 2NR-VE 1.5 litre engine which puts out 102hp and 136Nm of torque. The gearbox is the same as the Ativa, but the Myvi is better in terms of fuel economy.

This was a game changer for us as the turbocharged Ativa showed a significant amount of difference in performance though not so much on paper. The Myvi at times can be draggy when going uphill. But this was no issue for the Ativa. We did not feel it struggling to climb up steep hills and just like the Myvi, there is a “PWR” button on the steering wheel which when activated, gives a sharper throttle response. We tested it out although we did not have to use this feature and it added to the “amazed” experience we were having.

Another minor detail we noticed is that the cabin in the Ativa is much quieter compared to the Myvi. The road, engine and aerodynamic drag sounds were slightly muted when speeding so that gave us some peace of mind during long travels.

With all that power play, what was the fuel consumption like? The fuel consumption for the Ativa is around 7.5L/100km. You can reduce it by using the eco-idle function but that is a personal preference. Compared to the Myvi, which has a 4.7L/100km fuel consumption, it is still not enough to burn a hole through your pocket for refuelling, so we did not have to worry about that.

We think that the Perodua Ativa stands out as a well-rounded compact SUV, compared to the RM107,000 Honda WR-V, but if we were to upgrade from a Myvi, we would not go for an Ativa because of how convenient the Myvi is.

The Ativa can seat five to six adults, and so can the Myvi. The only difference is that the Ativa’s boot space of 369 litres beats the Myvi’s 277 litres. Yes, the Ativa is slightly more powerful, but if it’s power you’re looking for, then you are in the wrong market.

So, if you have a family of five to six, or less than that and you’re in the market for a compact SUV, the Ativa shines the brightest here and it will not break your bank account. But the question here is, would a Myvi driver trade up to an Ativa? Not this Myvi driver, not because the Ativa is not good, but it is too similar to the Myvi, which is already a great car in every sense of the word.

Ativa Specifications:

Engine: 1.0, 3-cylinder, turbocharged

Power: 95hp @ 6000rpm

Torque: 140Nm @ 2400rpm

Transmission: D-CVT

Suspension: MacPherson Strut (Front) H-Shape Torsion Beam (Rear)

We like: Build quality, features

We don’t like: Too similar to the Myvi

Tough Choice: Honda City or Toyota Vios?

The Malaysian b-segment market is never short of drama. Manufacturers are consistently trying to outdo each other, but amidst all of that outdoing, it is the consumer that always wins. The segment consists of big names like the Honda City, Toyota Vios, Nissan Almera and even the Proton Persona.

But it is fair to say that the most popular are the City and the Vios. While Honda and Toyota are always outdoing each other, we are getting ever better cars.

The Vios is currently in its fourth-generation while the City has been around since the early 80s and is currently in its seventh generation. Over all that time, both have evolved to be mighty fine cars.

UMW Toyota Motors introduced the new Vios earlier this year to much fanfare. Sales have been brisk, but that’s unsurprising considering its popularity.

The City too is the other de facto go to model for those who want practicality and reliability. It is now bigger than ever, and with a recently introduced facelift, it may not be an all-new model like the Vios, but it has everything the Vios has and is arguably better to drive.

In terms of pricing, the Honda City RS petrol costs RM99,900 while the Toyota Vios is priced at RM95,500. However, Honda provides free labour up to five times within 100,00km or five years [NTSF(1] , while Toyota charges an additional RM3,220 for a five-year or 100,000km free service package. If you opt for the service package, that would bring the price of the Toyota close to the City.

So, which should you spend your money on? We dissect the two cars and bring you our opinion on which would be worth your money:

Engine:

Beginning with what matters most, both cars are powered by a 1.5-litre naturally-aspirated engine. The Honda has offers its i-VTEC technology to make accessible power, while Toyota has its D-VVTi.

However, the Vios is down on power as compared to the City. The Vios produces 106PS and 138Nm, while the City offers 121PS and 145Nm. The difference may not seem that much but this is felt the most during acceleration where the City feels more eager to get up to speed.

As far as efficiency goes, both cars have 40-litre fuel tanks and are capable of providing about 500km of range on a full tank.

Drive:

Again, both cars ride on identical suspension set ups, MacPherson struts up front and a torsion beam at the rear.

Both do excellent jobs at keeping occupants detached from the horrors of the roads underneath them. However, in terms of handling, the City feels more alive and is quicker to oblige every turn of the steering wheel. The steering feel of the Vios feels more muted and heavy. If you are into keen on more agile and responsive handling, you will appreciate the City.

In terms of braking, both also have the same set up – solid discs all around.

Design:

This is always subjective, but it is the Vios that has the freshest design between the two. The City has gone through several facelifts and now offers a bolder grille and sportier bumpers. However, the overall silhouette remains the same.

Toyota was keen to talk about the sportback design of the Vios when it was launched early this year. It adds character to the Toyota whose designs have always been safe and unadventurous (remember the dugong?).

But the sportback design comes at a price. Because the rear of the roofline drops dramatically into the a-pillar, this ultimately sacrifices headroom for rear passengers. Anyone above 180cm will be scrapping the top of his head against the roof liner. This ultimately results in the City having a more spacious interior.

Interior:

Building on the topic of interior spaciousness, the City does it better again. This time, the culprit is the centre console, where the gear lever and handbrake are placed.

The centre console of the Vios is simply too high as compared to the City. This results in narrower foot wells for the driver and front passenger, so you sit with your legs closer together than you would in the City. This may not affect shorter people, but if you’re tall, you may find that this limits legroom.

The taller shoulder line of the Vios also makes the windows smaller, especially at the rear. This means that there is not as much light that is fed back into the cabin, making it seem as if it were smaller than the City.

Both cars offer leather clad interiors while the seats in the Honda offer better padding, making them more comfortable, especially over longer distances.

There are no complaints about quality though as both have impressive interior builds.

Rear passengers will appreciate the fact that they have their own air-conditioning vents, as well as two USB ports.

Tech:

Both cars are also almost identical in terms of the tech and features they have to offer.

Inside, both come with wireless Apple CarPlay and Android Auto. For audiophiles, there are six speakers in the Vios and eight in the Honda. However, it is the Vios that has a bigger infotainment system, but at nine inches, it is only an inch bigger and not quite a deal breaker.

As for booth space, the Vios has a surprisingly smaller booth. At 470-litres, it is down on the Honda’s 519-litres. Before you begin to think that the difference is minuscule, that 49 litres makes the difference between space for a backpack or none.

Onto the safety front, where both cars are once again nearly identical. The City comes packed with Honda’s SENSING while the Vios features Toyota’s Safety Suite.

Both are essentially a collection of various systems that combine to enhance safety in all situations. Both offer Lane Departure Warning, Lane Keep Assist, Forward Collision Warning, Collision Mitigation Braking System, Adaptive Cruise Control, Auto High Beam and Lead Car Departure Notification System.

Building on that is the fact that both cars are also evenly matched when it comes to active safety systems as both have six airbags, vehicle stability assist, ABS, electronic brakeforce distribution, brake assist and more.

Conclusion:

The fact that both cars are so evenly matched makes it difficult to choose one or another. At this point, it is just a matter of branding, which brand are you fonder of? But if there is one thing that truly makes a difference, it is interior space.

Hoping from the Vios into the City, the difference is jarring. The interior of the City feels a lot more bigger than the Vios and the seats are more comfortable as well. That point alone would have done it for us, but the City also runs on smaller 16-inch wheels as compared to the 17-inch wheels on the Vios.

A quick check online revealed that cheapest 16-inch tyre from Goodyear costs RM262 per piece, while 17-inch tyres cost RM351. Assuming you will need to change all four tyres, the tyres for the Honda will cost you RM1,048 while the Vios will set you back RM1,404. The savings of RM356 will give you about four full tanks of petrol.

But that aside, the interior spaciousness, comfort, and the fact that it has a bigger booth makes the Honda City our choice between the two.

Honda Specifications:

Engine: 1.5-litre, 4-cylinder, 16-valve, DOHC, i-VTEC

Power: 121PS@6600rpm

Torque: 145Nm @ 4300rpm

Gearbox: CVT

Suspension: MacPherson strut (Front), Torsion Beam (Rear)

We like: Interior spaciousness and comfort

We don’t like: Hard to fault

Toyota Specifications:

Engine: 1.5-litre, 4-cylinder, 1r6-valve, DOHC, VVT-i

Power: 106PS@6000rpm

Torque: 138Nm@4200rpm

Gearbox: CVT

Suspension: MacPherson strut (Front) Torsion Beam (Rear)

We like: Fresh new design

We don’t like: Interior can be cramped

Reviewed: New Honda CRV 2.0 e:HEV – Better Than Ever!

What do you get when you cross the comfort and spaciousness of a KIA Sorento with the athleticism of a Mazda CX-5? If you guessed the Honda CRV, you would have guessed right.

Honda’s C-Segment SUV contender has always been the go-to model that offered all the right things at the right price.

The CRV has been locally-assembled in Melaka since 2003 and it has been one of Honda Malaysia’s most successful model with close to 130,000 units sold.

But while the fifth-generation model was big and spacious and had all the right reasons to continue attracting buyers, it was becoming dated with an interior design that was getting tired and in need of an urgent update.

The fifth-generation CRV was so complete as a family focused CRV, that Honda could have simply given it a new body, a refreshed interior and called it a day. But no, Honda went to town with it and came up with a new model that will give the competitors a proper headache for years to come.

The new CRV is the biggest (in size) there has ever been, and it has all the right moves when the roads demand it. For a lack of a better word, the new CRV has evolved into the perfect package.

In terms of sizing, the new body is 10mm wider, 80mm longer with a 40mm longer wheelbase. It is difficult to explain how big it is here, but you will notice the sheer size of the new CRV as soon as you see it. Honda did not try very hard to hide the bulk of the car but has embraced it instead.

The size is most apparent from the side of the car where the shoulder line stretches across the length of the car. This immediately catches your eye and accentuates the length of the car.

The front quarter of the car also seems longer, achieved by moving the A-pillar slightly back and giving it a steeper rake. This makes the bonnet look longer where else the previous fifth-generation CRV had a short bonnet and an A-pillar that raised dramatically to meet the roof of the car.

The front fascia mimics the new Honda Accord, which has sadly been discontinued in the Malaysian market, effectively making the CRV the new flagship Honda for the Malaysian market.

The rear of the car is all new but there are hints of other marques. Some say that the vertical light panel looks like it came off a Volvo, perhaps they are forgetting that it has always been there, starting from the first generation CRV.

The way the rear lights edge towards the centre though, now that looks like it has been inspired by BMW. But design is always subjective, though we all can agree that the new CRV does not have an ugly panel to it.

Step inside and this is where the sheer size of the car is most apparent. The interior acreage has increased, and it is not just on paper, you feel it as soon as you step inside. Whether you are seated at the front or at the back, the new CRV offers plenty of room, once again making it ideal for families.

Just like before though, Malaysia is getting the five-seater variant rather than the seven-seater which is for the Thai and Indonesian markets. This is fine though because the third-row seats substantially sacrifice boot space, which is a pity because at 589 litres, it is a full 67 litres bigger than before.

And if you are keen on an SUV, then boot space is important. And just for reference’s sake, the Mazda CX-5 has 445-litres of storage space while the Proton X70 has 512 litres. So it does not make sense to lose out on all that space.

The second-row passengers will appreciate the additional leg and shoulder space. They also get two USB Type-C ports and their own air-conditioning vents. On the topic of the vents, we feel that Honda missed an opportunity to also add vents onto the B-Pillars. This vent placement makes the most sense since it blows cool air directly to a passenger’s face rather than to the knees. But it is not a deal breaker.

The real action though is up front where the new dashboard is entirely new, and a mirror image of that in the Civic. Though a little elongated in the CRV since it is 64mm wider than the Civic.

It is important to note that the CRV we drove recently was the Thai spec, so it may be a little different than the Malaysian models.

The trimming for one may be different. The Turbo and Hybrid variants we drove both had wood-grain trimming which looked expensive and felt more authentic than the interior trimming of some of the continental cars.

Malaysian’s will be getting two models – the 2.0 e:HEV, which is basically a hybrid variant, and a 1.5 Turbo. Both these powertrains are already in the Malaysian market, the hybrid made its debut in the Civic while the 1.5 Turbo has been around for a while and was even powering the fifth generation CRV. So both powertrains have been tried and tested for a while already.

In usual Honda Malaysia fashion, each of these will have their own sub-variants, perhaps three variants for the 1.5 Turbo including one with all-wheel-drive, and one flagship hybrid variant with power sent to the front wheels exclusively.

This article though will focus on the Hybrid variant and with a separate review of the Turbo variant to follow.

During the drive in Thailand, there was little that distinguished both models from the outside. Both cars had the same body kit and had the same 18-inch wheels.

You can also expect some other features to distinguish the flagship model from the others, but there is no telling what that will be, and we are not about to speculate.

Having driven both the Hybrid and the Turbo models back-to-back, the former feels more polished and better to drive for several reasons.

The Hybrid model utilizes Honda’s e:HEV technology which includes twin motors up front – one to drive the wheels, and another that acts as a generator to power all of the onboard systems.

Power is sent directly from the engine to the electric motor through Honda’s e-CVT transmission, which basically means the CRV makes do without a gearbox. So that means there are fewer moving parts in this model and there is no propellor shaft either to send power to the rear wheels.

This then means there are fewer vibrations and random noises that intrude back into the cabin, making the car feel incredibly smooth, quiet and serene even.

Power for Hybrid variant is rated at 184PS and 335Nm of torque. This may seem quite decent, but the car does not seem to want to go anywhere in a hurry when you floor the accelerator pedal.

At 1,743kg, the CRV e:HEV is not exactly light, but the powertrain is more than up to propelling the car up to speed. It just does not feel very urgent. But that should not be too surprising though since the hybrid model is designed for efficiency, and with an official fuel consumption rating of an impressive 20.8-km per litre, efficiency is quite surely the name of the game for this model.

It achieves its impressive efficiency through a combination of technologies that go past the slick powertrain. The new Civic also has something called an Active Shutter Grille located at the bottom of the front bumper. This works by opening to let in air to cool the engine, and it shuts again so that air can flow around the car rather than through it, all in the name of aerodynamics and thus improved efficiency.

There is much to like about the new Honda CRV, and we ended up preferring it over the Turbo model due to its smoothness and better noise and vibration levels. But it also has new and improved seats for the front passengers which is a much welcomed addition.

The Malaysian model will also come with a 12-speaker Bose sound system, making it the first time that Honda Malaysia will offer a premium sound system for its locally-assembled model.

Buyers will also appreciate that the new CRV also comes with a new 360-degree camera that makes driving the big SUV a simpler task. Then there is also the new Honda Sensing suite that includes a new wide-angle radar, camera and a sonar sensor for low speed braking control.

The new Honda CRV is going to be another sales success especially among those looking for something big and spacious. But don’t expect it to be cheap though, with price of goods increasing globally and the value of the Ringgit dropping drastically for the past couple of years, the price of raw materials is surely going to increase production cost.

But with top notch quality and comfort and safety levels that can match some of its European counterparts, the Honda CRV will find its way into the hearts of plenty. That is for sure.

Specifications:

Engine: 2.0-litre, 4-cylinder, DOHC

Power: 184PS @ 5,000rpm

Torque: 335Nm @ 2000rpm

Gearbox: e-CVT

Battery: Lithium-ion

Suspension: Independent MacPherson Strut with Stabiliser Bar (Front) / Independent Multi-Link with Stabiliser Bar (Rear)

We like: Interior space, good looks, efficiency

We don’t like: Hard to fault, we love it!

Tried & Tested: Pushing BFGoodrich Tyres To The Breaking Point!

The world of tyres is a dynamic one and probably more fiercely contested than the automotive industry it operates within.

Tyre manufacturers rely on multitudes of platforms to prove the worthiness of their product. Motorsports is one of the best and the most commonly used platforms to showcase the abilities of any tyre. But every once in a while, a tyre maker will organize a mega event and invite customers, dealers, business partners and members of the press to try out their product.

The latter is exactly what happened recently when American tyre maker BFGoodrich invited guests from far and wide for a rare “familiarisation” event in Thailand aptly called the BFGoodrich Day. The inaugural event saw visitors from eight countries congregate to experience the abilities of BFGoodrich tyres at the Khao Yai National Park, which is about a three hour drive north-east of Bangkok.

BFGoodrich has been around since the 1870s and marks several notable achievements. Some online research revealed that the company supplied tyres to the first car to cross the United States in 1903, and was also the tyre of choice for the Columbia space shuttle which flew 28 missions to space.

BFGoodrich was later bought by French rubber conglomerate Michelin, and thrived. It made a name for itself in motorsports exploits where it competed and won in several series such as the prestigious Indianapolis 500, the Baja 1000, the iconic Paris-Dakar rally, several world rally championships as well as the legendary 24 hours of Le Mans.

However, BFGoodrich is probably most well-known for its off-road tyres, making some of the toughest known tyres for the most demanding terrains whether to be used by the general public or professionally in a race.

Closer to home though, the company is well known but has not been very active in recent years. Due to taxation, high cost of transportation and other related factors, BFGoodrich has operated at the background of the Malaysian tyre scene, until now.

The company is making a resurgence of sorts, not only in Malaysia but in neighboring markets as well, and the recent ‘BFGoodrich Days’ is one of their first big projects.

The event allowed members of the press to experience four tyres from the current range in the BFGoodrich stable.

BFGoodrich Mud Terrain

The ultimate off-road tyre in the BFGoodrich product range, the Mud Terrain tyre has a notable achievement in that it was the same tyre that won the grueling Baja 1000 off-road race which takes place annually at the Mexico-California peninsular and is widely regarded as one of the most prestigious off-road races in the world.

Our day at the BFGoodrich Days started off with this tyre that were fitted to a purpose-built off-road buggy’s that look like they belong in a mission to the moon.

The Mud Terrain tyres feature an aggressive tread-design that allows the vehicle fitted with it to power through just about any type of soil. It features some purpose-built technologies such as Mud-Phobic bars that can off-load compacted mud for better traction.

The compound used to make the tyre is also unique. Called the Krawl-Tech compound, it is specially designed to crawl over rock and slippery surfaces.

We experienced this firsthand on a specially designed track that featured timber that looked like it had been soaked in water for a week and mud that had not seen sunshine for a month.

It was heaven for dirt-lovers, for us it was the perfect place to get dirty with the buggy’s. BFGoodrich expected us to get dirty too and handed us ponchos to wear during the drive stint. Try as we could to get stuck but the buggy simply did not relent and would roll, climb and dig itself out of everything that the track threw at it.

At some points, the sideways incline was so steep that our heads were just about two feet off the mud, but the buggy kept going as the tyres worked like shovels to pull us through.

These specially made off-road tyres are available in Malaysia and range in price from RM1,662 to RM3,827 depending on size.

BFGoodrich Trail Terrain

A tyre specially built for on and off-roading, the Trail Terrain is said to be excellent on soft and hard surfaces including light off-road use.

The Trail Terrain offers a robust sidewall, staggered shoulder blocks and a tread design that focuses on durability over long periods of time. This extends the life of the tyre but also ensures that it can perform at its most optimum for a longer time.

We tried these tyres on a different track, one that was longer but not as hardcore as the first one. The tyres were fitted to familiar pick-up trucks such as the Ford Ranger Wildtrak and the Toyota Hilux. There were even a few Ford Everests and Toyota Fortuners fitted with these dual-purpose tyres.

Even thought it was a sun-kissed morning, it had been raining the night before so there were pockets of mud and puddles that threatened to break traction if a corner was taken too fast or if anyone misjudged the braking point. But it was a tyre test, so we deliberately accelerated and braked where we should not have. What’s the point of a slow drive when testing a tyre?

But just like the Mud Terrain, the Trail Terrain too offers technology to maximise traction and longevity. For these tyres, BFGoodrich developed 3D sipes that create traction on and off-road and also resist chipping and tearing, thus increasing the life of the tyre.

So, during the test, there was little to no sliding around except when deliberately accelerating out of a corner, where the rear broke loose from the sudden surge of power. No tyre tech will save you from that, some drivers call it drifting out of a corner and do it for fun.

The Trail Terrain is in Malaysia and priced from RM984 to RM1690.

All-Terrain KO2

This was the hardest challenge of them all and was specially designed to rip a tyre of an unsuspecting driver. It involved driving about 30km on some of Thailand’s famous concrete surfaced highways and then uphill to a scenic mountain lookout. But this involved crawling over jagged rocks that would break an axle should the tyre lose grip or worse.

But BFGoodrich was keen to show off the noise suppression of the tyre, hence the highway drive. We were in a Hilux which is not exactly known for its interior comfort compared to a Ranger. We were not allowed to drive on the highway, which turned out to be a good thing because our assigned Thai driver knew the roads and the local driving culture. To put it politely, he put some of the other Thai drivers to shame with his antics. We suspect he was told to drive hard because it was a good opportunity to show off the road noise levels of the KO2, which was impressive for an all-terrain tyre which tend to hum and drone when on regular roads.

Then came the crawling part and we took over the wheel. And though it was one of the most stressful drives since the driver turned instructor kept barking orders at every given opportunity which was every other second, it was also great to feel the tyre cling on to a rock and not break grip.

BFGoodrich says the KO2’s are the toughest all-terrain tyres ever made and offer aggressive traction for on and off-road adventures. The KO2’s also have tougher than usual sidewalls that are designed to resists splitting. After what we experienced up on that mountain, we believe these claims.

The All-Terrain KO2’s are also available in Malaysia and are priced at RM930 to RM2,398.

G-Force Phenom

To test out these tyres, our drive took us to a small race track that allowed us to try out the high speed cornering. The G-Force Phenom tyres are BFGoodrich’s ultra-high performance that are specially designed for acceleration, tight cornering and hard braking.

We were handed a BMW 330i to test the claim and told to speed into corners, not brake and steer towards some cones and then stand on the brakes to come to a complete stop.

As you probably would expect, there were no dramas. There may be better high-performance tyres out there which we will never know about without a proper tyre test, but for what they can do, the G-Force Phenom’s are remarkable.

To achieve this, BFGoodrich uses Performance Racing Core construction that reduces flex in corners so the tyres respond immediately to every turn of the steering wheel. And there is also the Ulti-Grip Technology that evacuates water from the tyre to improve wet weather grip.

The G-Force Phenom’s are priced at RM438 to RM1,241.

In the near two decades of writing about cars, motorcycles and everything that is related, this was the first time this writer experienced BFGoodrich tyres and their capabilities. Every tyre maker will say their product is the best, but few will let you push them to the breaking point, and that no tyre was permanently destroyed that day is a proper testament to BFGoodrich tyres.