Perodua Smart Driver Assist Archives

The 2nd generation Perodua Alza

After 12½ years, the second generation of the Perodua Alza has finally been launched. It’s a long time for a product to be in the market as normal cycles are around 5 years. However, during the lengthy period of production, the small MPV held a share of between 39% to as high as 61% of the MPV market in Malaysia as it was sold at an attractive price point.

Perodua doesn’t commit to a model without good data that indicates its potential, and whether to have a second generation of the Alza was debated for a long time. This was because of the rise of SUVs and carmakers go where the biggest numbers are, especially for a major player like Perodua. Without a substantial volume to enable it to be priced competitively, it would not justify the investment.

First generation of the Alza came out at the end of 2009.

Sharing development and costs
However, being in partnership with Daihatsu also has opportunities to be involved in joint development of models. This is a common practice in the industry as carmakers can share costs, and developing a new model does cost a huge amount of money. In this case, not only could Perodua share costs with Daihatsu but also Toyota for a new model that would come to be called the Xenia with a Daihatsu badge (mainly for Indonesia) and a Veloz with a Toyota badge – and an Alza when sold as a Perodua. And the total volume for the model would also be very much larger, making for good economies of scale.

While the main engineering work, architecture and drivetrains are common, each company has also done its own work on the design to have differentiation. Perodua has been growing its expertise in designing the upper body on its own since the first Myvi, and today, it can do even more. Thus while the new Alza may have similarities on paper to the Toyota and Daihatsu versions, it is also a model on its own.

RM770 million investment
To achieve the differentiation and also make the necessary investments in the factory cost Perodua RM770 million. The project, internally designated ‘D27A’ took about 4 years and in that time, the model was also prepared to have up to 95% of its parts sourced locally. This meant early and close collaboration with many suppliers around the country, including the powertrain factory which is in Negeri Sembilan.

When it comes to pricing its products, it’s always been a challenge for Perodua, being a Malaysian carmaker. Malaysians expect that because it is a ‘national’ carmaker, it should be able to offer cars at low and affordable prices. After all, that was one of the reasons for having the National Car Project and over the years, Perodua has done its best to keep prices down and enabled millions of Malaysians to own a new car.

With the Alza, the model started in 2009 with a price range from RM55,200 to RM68,000 for 3 variants. As the costs were gradually amortised, the company reduced prices in 2014 (instead of making more profit), with the top version costing RM4,500 less. By 2018, the Alza had been in the market almost 9 years and there were newer rivals so Perodua looked for ways to reduce its costs and adjusted the prices downwards slightly. The model would maintain its popularity and almost 400,000 would be sold by the end of production.

As shown on the pricelist above, the prices of the new Alza start at almost the same level (RM62,700) as the top version of the previous generation. But remember that this is 2022, and everything costs more (as any grocery shopper will tell you). The previous Alza had production costs at levels over 10 years ago and the new one starts with a new cost base – plus the fact that it also gets a lot of new technologies. Hopefully, Perodua will do the same thing over time and either maintain prices or even bring them down if possible.

Over 30,000 orders
Bookings have been accepted for the new Alza since June 23 and in 27 days, over 30,000 orders have been received nationwide – its highest ever. That’s an average of over 1,000 orders daily, although many may have quickly put their order in before the expiry of the sales tax exemption at the end of June so they could save some money. Perodua did not say how many bookings were received before June 30, but the government has allowed the sales tax exemption to be given to those customers if they can register their vehicles not later than March 31, 2023.

Perodua is known to usually build up a large volume of stocks before launch so they can quickly start deliveries. With production of the new Alza having started in June and a targeted volume of 3,000 units a month, the already large number of orders means that the waiting period could stretch to 10 months.

Will it be worth the wait? Here’s where we tell you all about the new Alza…

The Alza sits on a DNGA platform which is also used for the Ativa. It’s a platform and architecture that is standardized but also variable in some aspects so that it can be used for different types of models. In this way, many things can be shared to reduce costs while the bodyshell can be different.

A larger MPV
Compared to the previous Alza, the new one is much larger. With an overall length of 4425 mm (+205 mm) and width of 1660 mm (+35 mm), it covers a road area that is 3% larger. Interestingly, though, the wheelbase is still the same at 2750 mm. The larger size is also complemented by additional height and the new Alza’s roofline is 50 mm higher than before.

The ground clearance is interesting as it is more like a passenger car’s. With development of the model taking into consideration the Indonesian market where generous ground clearance is preferred, the 160 mm for the Alza is different from what is usually seen in the popular MPVs which are over 200 mm to cope better with rough roads and floods.

This shows how Perodua has been able to ‘Malaysianise’ its product according to local preferences, a contrast to the earlier years when they had to accept whatever specification was decided upon. In fact, this autonomous approach started with the current Myvi where Perodua was able to convince the Japanese side that the suspension settings need to be different for Malaysian conditions. It was a difficult pitch but proved to be the right one as the ride and handling of the car are appreciated by most drivers.

More expressive design
For styling, the areas which Perodua’s designers have been able to alter are basically at the ‘apertures’ – the openings for the grille, lights, etc. This is where they have given the Alza a different grille theme from the other models. But the many different angles of the surfaces make for a fussy appearance which is more apparent with light colours and less so with the dark colours. It’s probably what the designers call ‘expessiveness’.

The headlights are LED units so they use less energy, last longer and light up faster. Taking the Alza a notch up in its segment are the sequential signal lights at the top of each headlight unit. While they aren’t as fancy as those on some German models, they are nevertheless eye-catching and something special for this class of cars. At the very least, they give a visual signature that will identify the Alza from afar.

New, more efficient engine
The Alza continues with a 1.5-litre powertrain but while the displacement is the same as before, the engine is completely different. The previous engine was a 3SZ-VE with DVVT (Dual Variable Valve Timing) but the one in the new Alza is a 2NR-VE which DVVTi (the ‘i’ meaning ‘intelligence’). Being a newer engine with more recent technologies, the 2NR-VE has higher output of 106 ps/138 Nm, while the previous engine produced 103 ps/137 Nm. The extra power provides better performance as, in spite of its larger size, the new Alza weighs only 10 kgs more.

With the Dual Mode CVT (drivers can also shift manually), the Alza is claimed to be able to go up to 22 kms per litre. That‘s 65% better than before and based on the current fixed price of RON95 petrol, it should cost less than RM40 for a trip from Kuala Lumpur to Penang.

The driver now has the option of going a bit further with each litre of petrol or having a sportier drive. It’s difficult for engineers to give both so it’s up to the driver who can just press a button to select ECO or POWER mode, and the engine characteristics will be adjusted accordingly. For daily driving, the NORMAL (default) mode would be best as it gives a balance of power and economy.

The engines and transmissions are made at factories in Negeri Sembilan,

Both the engine and the CVT are made at factories in Sendayan, Negeri Sembilan. Because of their local manufacture, they help push the amount of local content in the Alza to around 95% which is about as high as it gets. The other Perodua models also have a similarly high level of local content.

Versatile layout for up to 7 people
The interior is what a MPV is all about, with its versatility to carry more people or more cargo, or a balance of both. Perodua’s experience in MPVs goes back to the Kenari which was then referred to as a ‘MFV’ or ‘Multi Functional Vehicle’. Since then, it has gained much experience in interior packaging to the extent that when developing the first Myvi, the Perodua team was able to exert enough influence to have the cabin size made larger than what the Japanese were considering.

For the Alza, clever thinking has again gone into how the cabin is laid out as the wheelbase is unchanged from before (but the body is larger). The interior width has been extended by 35 mm while the length is 115 mm more. That means more legroom for the people in the second and third rows, with the second row seats being positioned 90 mm further away from the front seats.

The seats can be folded in various ways individually or together. When there’s a need to carry long items, the ‘Moving Out’ layout can be used where there are just two passengers up front and a very long floor area. In the ‘Jalan Jalan Cari Makan’ layout, all three rows are used for seating and can accommodate 7 people inside. From what we experienced sitting in the third row, it’s reasonably comfortable for adults – which is not always the case in some MPVs and SUVs.

Although the ground clearance is low, the seat height is still at a level where getting in is still easy enough for older people. The doors open very wide for easy access, and a single action tumbles the second row forward for getting into the third row.

Traditional dashboard with modern looks

Up front, the dashboard follows the latest trends of having a large tablet-like display panel in the middle. There’s a big change in the layout where the instrument panel is back to its traditional position ahead of the driver. In the first Alza, it was at the centre, a rather unusual location which was influenced then by studies that showed the further distance of the display to be better for viewing. This goes back to the first Toyota Prius which used such a layout and for a while, some Toyota and Daihatsu models followed it.

But now it seems that idea has faded away and the traditional arrangement is adopted. It certainly looks better as the absence of an instrument panel ahead of the steering wheel was rather odd! Like the Ativa, there are 4 graphic displays to choose from, each one presenting information in a different way.

The central area is dedicated to the infotainment system with a 9-inch panel that also doubles up as a display for the rearview and panoramic cameras. Controls on the panel are touch-sensitive but those for the air-conditioner are physical buttons, which is better. There are also switches on the steering wheel, allowing the driver to make adjustments or change settings without taking the hands off the steering wheel. Incidentally, all variants come with keyless entry and a pushbutton to start/stop the engine.

There’s also a centre console between the front seats now, which gives a more conventional appearance than the previous Alza which had an open space. It used a foot-operated parking brake which allowed space to be freed up. With the new Alza, the footbrake is gone and an electric parking brake is used. As this uses electric signals to activate the brake, there is no need for a long lever and just a small tab is enough. It’s not only space-saving but also requires almost no effort to operate and can be lifted with just a finger.

One thing we like is the location of the door lock switches (separate ones for lock and unlock) in the centre console. This makes it easier for the front passenger (or even the one in the second row) to lock the doors when necessary, instead of having to reach over to the driver’s door (as in many cars). The easier access will encourage locking the doors which will be good for security.

A new comfort feature is the provision of extra air-conditioner vents for the rearmost passengers. Given the length of the cabin, cool air might not reach all the way to the back. So a second blower has been installed on the ceiling, and the fan speed can be adjusted too.

Besides teh tarik hooks, what people need in cars today are recharging ports and cupholders. And the Perodua interior designers have made sure that both are provided. There are three USB ports and two power sockets, and lots of cupholders all over the place. Even if you don’t have that many drinks, they are useful for your phone or small items like coins.

The Alza can swallow up a lot of cargo but it depends on how the seats are set. For maximum volume – 498 litres (158 litres more than before) – the third row backrests have to be folded down. But even with the third row in use, there’s still 137 litres of space (54 litres more than before) and additional storage space under the floorboard.

A safer Alza
Entry-level models are usually the last to get advanced safety features that typically start at the top end with the expensive premium models. The cost of new and advanced systems is high initially, so they cannot be offered in low-priced models. Eventually, they do ‘trickle down’ as the costs drop and then become standard. Systems like ABS, airbags, laminated glass and electronic stability control are examples. 20 years ago, you would not have expected to see them as standard in Peroduas.

But these days, it seems that Perodua is not waiting so long as it has been introducing active safety systems which put it in a leadership position in the entry-level class. Having started with the A.S.A. (Advanced Safety Assist) system in the current Myvi which brought, among other things, autonomous braking, the carmaker has progressed to a broader safety package called Perodua Smart Drive Assist for the Alza. This has the latest version of A.S.A plus additional driver-assistance systems as well as passive safety.

The driver assistance systems include Adaptive Cruise Control which is a more advanced form of cruise control. When it detects another vehicle ahead while at a set cruising speed, it will automatically slow down (if necessary) to maintain a safe distance. On a long journey, this can reduce fatigue as the car will ‘drive itself’ and slow down when necessary. All the driver has to do is steer and watch the road ahead. And there’s even Lane Departure Prevention which will help prevent the car from wandering into another lane.

Many of the systems rely on a camera installed at the top of the windscreen. It constantly scans the road ahead and there’s a program to recognize shapes and analyse the car’s movements. The hardware and software cost must have come down significantly to enable Perodua to offer this (a benefit of being together with other carmakers to share costs).

A new feature which first appeared in a Rolls-Royce some 20 years ago is the 360-degree panoramic view display. This gives the driver a simulated overhead view of the car, the image formed by stitching together images from four small cameras on the sides and front. The driver can see all side of the car and maneuver it easily in tight spaces. With the rear view, there are also guidelines to help when maneuvering into a parking bay.

With a vehicle like the Alza, which can carry many people, safety is even more important. Apart from the active systems that help the driver avoid an accident (or recover from a dangerous situation), there are also passive safety systems like 6 airbags in every variant. That’s great progress from the days when Perodua began offering airbags (just two) in the Kembara and customers had the option of paying extra for them or choosing a version without them. Now, with the influence of ASEAN NCAP, the carmaker strives to make its cars as safe as possible and the new Alza has already been awarded the maximum of 5 stars by the safety organization.

Incidentally, apart from having ABS, Electronic Stability Control and Traction Control as standard for all variants, the new Alza also comes with a rear disc brake for the AV version. Engineers may say that a disc brake is not really necessary at the rear but extra stopping power is always good anyway.

2022 Perodua Alza — *As with other Perodua models, there’s also a range of GearUp accessories which customers can add to their new Alza.*

Click here for a copy of the Perodua Alza brochure.

Perodua Myvi 1.5 AV tested – we find out why this model is still the bestseller in Malaysia

The Perodua Myvi, now in the third generation, is currently in its fifth year and has been the country’s most popular model in all that time – and in the 12 years before as well. It’s hard to drive anywhere and not see a Myvi, old or new, around or in the background. While Perodua has worked hard to build the brand image, the product itself still has to be good to become a continuous bestseller. This means it has to be built well, have good space within, look good and of course, be priced affordably. And the Myvi ticks all those boxes, adding further strong points as it evolved and grew up.

The 2022 version is essentially a facelift to keep the model fresh for another few years. It’s inside that there are more noticeable changes, like the larger touchscreen, new steering wheel and a red theme (and only red) for the upholstery which is also leather in the Myvi 1.5 AV we tested. As with every generation of the Myvi, build quality is excellent and the feel is more solid with attention given to tiny details to reduce metal-to-metal contact. Even the bonnet can be kept raised in two positions, a second one more upright for easier access from above.

Developed with Malaysian DNA
The spaciousness of the cabin has always been a strong point of the Myvi, thanks to the fact that Malaysians were involved in the development of the first one alongside the teams from Daihatsu and Toyota. Though Perodua’s role was small (it was more for the Malaysians to gain experience), they nevertheless were able to convince the project team that the interior space needed to be greater because that was what Malaysians wanted. Had they not provided that input (and had it not been accepted), we might have gotten a more compact cabin which the Japanese are okay with.

From the experience of developing that first generation, Perodua began to develop its own capabilities to the extent that they can now do the upper body work themselves. This means that there is more localized thinking in the styling elements which would be more suited to Malaysian tastes and expectations. It also saw the addition of features like the teh tarik hooks as well as the handbag hook on the side of the front passenger’s seat to prevent theft.

Suspension more customised for Malaysia
We also noticed that the handling of the Myvi in its third generation had changed in character somewhat and upon discussion with the Perodua guys, we learnt that with this generation, the suspension settings were specifically tuned to Malaysian requirements, rather than using those provided by Daihatsu in the past. Apparently, this was a ‘victory’ because it meant that the car’s handling could be more suited to our roads and from what we noticed driving the second and third generations is that the current one has a more direct feel with more linear response to changes in direction.

Switch to CVT
While maintaining the same 1.3-litre and 1.5-litre engines with Dual VVT-i, the drivetrain has switched from the conventional electronically-controlled automatic transmission with a torque converter to a D-CVT (continuously-variable transmission). This change helps to squeeze a few more kilometres from each litre of fuel as CVTs are more efficient, especially in urban driving conditions.

Unfortunately, those who still like manual transmissions can’t get them anymore with the Myvi and if you really must have a manual (and you want a Perodua), then you would have to settle for a Bezza, Axia or Alza. And if it is an Alza you want, you should quickly go to a showroom to order one as stocks will be diminishing with no replacements coming since production of the model ended last month.

While some may be critical of a CVT’s feel and characteristics, it would generally be fine for most people. The engineers have tuned the transmission (which, like the engines, is produced in Malaysia) to have an almost similar feel as a torque-converter unit with less of that ‘rubberband’ acceleration.

The transmission also improves acceleration which can be slightly enhanced by selecting the ‘S’ mode. But conversely, as we discovered, you don’t get the same level of engine braking. For this reason (and it’s also present in hybrids), there is a ‘B’ mode which can be used to assist in slowing down. It helps to decelerate the car more positively so you don’t have to use the brakes excessively, especially when going down a steep slope. So those who frequent the Genting Highlands road would want to use it a lot so their brakes don’t end up smoking.

It’s interesting that, besides the ‘S’ (Sports) mode in the transmission, the Myvi (1.5 version) also has a PWR mode. Both would seem to do the same thing which is enhance performance, usually acceleration, but they actually have different purposes. When you select ‘S’ mode in the transmission, it is like downshifting with a manual and the ratio is lowered. This improves control when driving on winding roads.

When you press the PWR button, you are going into a ‘sports mode’ whereby the engine programming is altered to give a boost to performance. Acceleration becomes quicker but at the expense of some fuel economy. So you get two ways to enhance performance, depending on the road conditions.

Perodua says that with the D-CVT, fuel consumption is 5% lower than before and for the Myvi 1.5 AV that we tested, the claim is 21.1 kms/litre. In the old days (before 1990s), verifying claims was tedious as you had to top up the fuel tank and then refill it again after driving some distance, and calculate the consumption from the fuel used – which wasn’t necessarily accurate.

These days, an on-board computer tells you not just the average consumption but also consumption in real-time as well as the range possible with fuel remaining in the tank. In our case, we actually got a bit better than the claim after a 2-day period, achieving 22.5 kms/litre. Much of this was highway driving and in city driving, it went to as low as 13.5 kms/litre at times due to congestion. That’s when the Eco Idle system which automatically shuts down the engine during long periods of standing still helps avoid wasting fuel.

Having such good fuel consumption means the tank can be smaller and the one in today’s Myvi’s is just 36 litres. The tank in the first Myvi had a 40-litre capacity so reducing it by 4 litres has also meant almost 3 kgs in weight-saving with less fuel.

More active safety systems
When this generation of the Myvi was introduced in 2017, its Advanced Safety Assist (ASA) system was an impressive new addition that moved active safety in this class to the next level. While ASA has continued to improve, the scope of safety systems for the Myvi has also broadened and the expanded package is now known as Perodua Smart Drive Assist (PSDA).

While including ASA which is essentially to provide automatic emergency braking (AEB), PSDA adds Driving Assist, Parking Assist and Headlamp Assist to help the driver in various ways, not just to avoid accidents. For instance, Driving Assist has Adaptive Cruise Control (ACC) which allows the car to travel at a set speed but adjusted to maintain a safe gap from the vehicle in front when necessary. There are also systems to keep the car in its lane and if the driver doesn’t do so, the system will apply pressure to guide the car back into its lane. We found the alerts rather intrusive as they often occurred but they also served to make driving a bit more ‘disciplined’.

ASA and some systems of PSDA use a camera mounted on the top of the windscreen. This is a lower-cost approach (appropriate for a model like the Myvi) than having camera and radar, which more expensive models have. Though the camera works well enough, there are some conditions where its view might be obscured, eg during heavy rain. This means that the system is ‘blind’ and that has implications on its ability to detect other vehicles ahead. Perodua acknowledges that the system is not 100% perfect, which is acceptable, and that drivers still need to pay attention. In any case, when a system is inactive, the driver will be warned by a message on the instrument panel.

One of the new additions with the PSDA system is Rear Cross Traffic Alert (RCTA) which is really great when reversing. The camera at the back shows a limited field of view but the sensors can detect further to either side to detect approaching vehicles. The driver will be alerted so he can stop instead of continuing to reverse and possibly having an accident.

The other thing which we were surprised to see on the instrument panel was the position of the front wheels (when reverse gear is engaged). It’s a very rare feature and useful when maneuvering the car in tight spots. Along with the guide lines on the image of the rear view, it’s very easy parking the Myvi and there should be no excuse for bad positioning that gets your car publicized in Facebook’s Stupid Parking Idiots page!

One thing that has to be said about the controls and switches (and this is something we usually assess) is how easy they are to operate as well as how intuitive their operation is. Admittedly, everything can be found in the manual (which can be found online as well) but not everyone reads it. So the mark of a well designed cockpit layout would be that a driver can make settings intuitively. The Myvi gets top marks for this and someone new to the car will be able to use the many features right away.

Hard to beat package
The Myvi 1.5 AV that we tested starts from RM58,800 (without insurance) and with the amount of stuff that Perodua has put in, it’s certainly great value for money. The price range for the model goes down to as low as RM45,700 but when you pay less, you obviously get less too. Nevertheless, as an overall package, the Myvi would be hard to beat at the price point of each variant.

To locate a showroom to view or test-drive the latest Myvi or other Perodua models. visit www.perodua.com.my.

New Perodua Myvi launched with 5 variants, priced from RM45,700 to RM58,800

New Perodua Myvi launched with 5 variants, priced from RM45,700 to RM58,800

Four years ago, Perodua launched the third generation of the Myvi, a model which had propelled the brand to the No. 1 position in the Malaysian market when it was introduced in 2005. And every year after that, sales kept growing and helped Perodua to maintain its dominance in the home market. So well built was the Myvi at Perodua’s factory that Daihatsu, its partner, has even been taking Malaysian-made cars for sale in Indonesia under its own brand.

With such a successful background, it must be challenging for the team when it comes round to updating the model, especially if it is to be a full model change. But this time around, the full model change is not yet due and as would be typical in a product cycle, updates are done to refresh the appearance as well as add some new features and technologies.

*Prices shown exclude insurance premium and sales tax.*

Switch to CVT, no more manual transmission
The New Myvi range consists of the 3 variants with 1.5-litre engines – AV (Advance Variant), H and X, and a G variant with a 1.3-litre engine. While the engines are the same as before, the automatic transmission has been completely changed to a CVT (Continuously Variable Transmission). Factory tests show that this new transmission can improve fuel consumption by up to 5% as well as quicken acceleration by 20%. The CVT is made in Malaysia at a Perodua-owned factory in Negeri Sembilan which is next to the factory making the engines.

For those who prefer manual transmissions, this option won’t be available any longer. Over the years, demand for the Myvi with manual transmission has been decreasing. Perhaps it’s the congestion in many places or people simply appreciate the convenience of auto-shifting more. As the demand for manual transmissions has dropped to a level where it does not make business sense for Perodua, they have decided to stop offering it although they will consider it if demand is higher.

So if you want them to produce a manual Myvi, then you need to help get more customers who want it – not just your own circle of friends but hundreds more… every month. That is the sort of challenge for a manufacturer when it has started to hit very high volumes. Smaller volumes of a variant can become less cost-effective with the extra work or different parts.

For Perodua, which is at the entry level end of the market, costs are crucial (not that they are not for any other carmaker) and adding anything new needs to be justified with continued growth. The new product has to be improved in a way that attracts more customers, not just sustain sales.

Perodua Smart Drive Assist +ASA
Fortunately, being affiliated with the Toyota Group (which Daihatsu is part of), Perodua can enjoy lower costs on some shared components. They have used this advantage by upgrading the safety system in the new Myvi to what is now called the Perodua Smart Drive Assist (PSDA) system. Available in the top variant (Myvi 1.5 AV), PSDA is an expanded package of active safety systems which originally started with the Advanced Safety Assist (ASA) system. ASA has four systems which essentially relate to Autonomous Emergency Braking.

With PSDA, drivers also have Driving Assist, Parking Assist and Headlamp Assist, and when combined, the Myvi has Level 2 autonomous driving capability (as per the American SAE classification). This allows the driver a degree of reduced involvement while driving but he must still have control and take action if necessary in emergencies. However, if he does not respond, then some of the systems will activate automatically to prevent an accident.

Level 2 autonomy
Perodua says that this is the first time a car company in Malaysia is offering a model with Level 2 autonomy for under RM60,000. For those who want to save a bit more money and feel they can do without the PSDA, Perodua offers an alternative G version without PSDA for RM2,000 less. They are probably doing this to gauge customer response and quite likely, most people will still pay the RM2,000 as it does not bump up the monthly instalment by much anyway.

Driving Assist has systems which provide Adaptive Cruise Control as well as keep the car within its lane. These mean the driver can be less fatigued on long journeys and in the event of reduce concentration, safety can still be maintained (although there will be warnings to alert the driver who should then stop and rest). A Blindspot monitor is also present, ensuring that the driver has situational awareness whenever making lane changes.

Parking Assist will help the driver park properly and safely. While there isn’t the overhead view that more expensive models have nowadays, there is a reverse camera and sensors front and rear to alert the driver of distances from obstacles or walls.

A significant new safety feature is Rear Cross Traffic Alert which, not so long ago, was only available on premium models. This system sends out radar signals to either side of the car as it is reversing out of a parking bay. The driver’s view may be blocked so the system is valuable in detecting approaching vehicles and alerting the driver so he can stop reversing, avoiding a possible accident.

As for Headlamp Assist, this is a system that automatically switches the headlamp from high to low beam. The driver can have maximum illumination when there is no approaching vehicle but when there is, the headlamps automatically switch to low beam, thereby avoiding blinding the other driver. Once there is no other vehicle, the high beams will be activated again. Of course, as has been the case for a long time, the rearview mirror has an anti-glare feature so that the driver is not disturbed by the lights of vehicles behind.

Perodua’s ASA makes use of a new stereo camera system mounted at the top of the windscreen. These are very sophisticated ‘eyes’ that scan the road ahead and the imagery is sent to a computer for analysis and where potential dangers are determined, warnings will alert the driver and if action is not taken, automatic braking will take place, or the system will guide the car to stay in its lane.

2021 Perodua Myvi — *Stereo cameras mounted at the top of the windscreen are the ‘eyes’ of the PSDA system.*

Driver attention still necessary
It should be noted that PSDA is for assistance and cannot fully replace the driver’s decision-making and attention. The ASA is in its 3^rd generation and more advanced, able to recognize cyclists and pedestrians. However, in some conditions like very heavy rain, the ability of the camera to detect may be reduced and therefore the driver needs to be more attentive in such situations.

Auto Door Locking is now standard and while it is not a new feature for cars, it is good that Perodua is now providing it. The system not only automatically locks all doors when the car’s speed exceeds 20 km/h but also locks if the brake pedal is depressed. Keeping the doors locked these days is better for personal safety so that passersby cannot just open the door and snatch belongings out.

Functional changes within
Inside the new Myvi, the changes are more functional rather than visual. The centre touchscreen is now slightly larger, going from 6.2 inches to 6.9 inches. It also uses the same interface as the Ativa which has improved user-friendliness.

The leather upholstery for the Myvi AV is new and so is the fabric for the Myvi G, which is at the other end of the range. Sharp-eyed Myvi owners may notice that the air-conditioner ring is now painted instead of chrome and for the Myvi AV, the centre cluster is now finished in a sporty red colour instead of being silver.

The exterior of the new Myvi has not been altered radically, which is the case when a model is midpoint through its generation. But there are the usual changes in the bumper design and grille design as these can be made easily without new metal body panels. They are mostly plastic which is easily reshaped. The door mirrors are now also finished in black instead of the body colour.

As for colours, there’s a choice of 5 colours, with Cranberry Red being new and only available for the Myvi AV. Other colour choices are Ivory White, Glittering Silver, Lava Red (not available for the AV), Granite Grey, and Electric Blue.

Will the Myvi be electrified?
Will the next Myvi be electrified? Before, Perodua used to respond by explaining that with its small engines and light weight, the fuel efficiency levels were already quite high, so switching to hybrid powertrains was unnecessary. However, in recent times, things have changed as carbon neutrality has become important, meaning emissions of carbon dioxide need to be cut down as a measure to stop climate change.

This has led Perodua to reconsider its powertrains for the future and it appears that the carmaker is aligned with the position taken by its affiliate, UMW Toyota Motor, which is that hybrid electric vehicles are better suited for Malaysia than battery electric vehicles – at this time. Perodua looks at the bigger picture of ‘well-to-wheel’ and given the current infrastructure and power generation in Malaysia, fully electric vehicles may not be the best approach.

The company is already running at least one hybrid model on Malaysian roads, partly to test the system in local conditions and also to get public feedback. The technology is already available and Daihatsu has powertrains which can be provided, if required. In fact, Daihatsu was already investigating hybrid powertrains as far back as 1981 and had a running prototype which is showed at the Tokyo Motorshow that year.

But unless the government introduces some drastically different policies in coming years, the Myvi is likely to still have combustion engines for some time to come. In the meantime, if you are shopping for a new car in this price range, check out the new Myvi which certainly offers good value for money as always.

To locate a showroom to test-drive or view the new Myvi, visit www.perodua.com.my.

Piston.my