For decades, Volvo had led the way when it comes to technology related to passenger and vehicular safety. The company took safety so seriously that it released the patent for the seat belt which its engineer invented back in 1959, an act that ultimately saved countless lives all over the world.
Volvo is as iconic as some of the most well-known brands, and it does it all in a typical Scandinavian way – understated and un-obnoxious. Those who drove a Volvo rarely drive anything else. And even if they do, they often return to Volvo at one point or another. (more…)
The Proton X70 has been a sales story of epic proportions ever since it was introduced back in 2018. Featuring technologies that others could only dream about back then, the X70 was accepted with arms wide open by Malaysians, and thus demolished the Malaysian automotive c-segment.
Since then, the Proton X70 has been made available in 11 countries with over 100,000 units sold, making it the most popular premium SUV in its category.
In fact, the X70’s donor car, the Geely Boyue is a success story by itself, with over 1.8 million units sold in 49 global markets.
Honda has done many things right with its cars, which is why there are thousands of Honda fanboys out there. This writer is one of them. Whether it is a performance-based car or a comfort-based car, Honda excels in both.
The 10th and 11th generation Honda Civic, however, successfully combines both. It is just that the 11th generation does it better.
The Civic dates back to 1972 and came equipped with a 1,169 cc four-cylinder water-cooled engine and featured front disc brakes, reclining vinyl bucket seats, simulated wood trim on the dashboard, as well as optional air conditioning.
At that time, that was impressive. But this writer grew up with the fifth generation onwards and during my school days, we used to take a friend’s Civic EG9 and hit the car meets. On Friday nights, we used to get on the highways to just listen to that engine opening up when the V-TEC kicked in was pretty much what stole the heart of this writer.
It was not that comfortable because the older ones were more performance-oriented builds. Those who had them most definitely did not keep them stock because it was almost impossible to do so.
Along came the eight-generation Civic which introduced performance and a little more comfort. Keep in mind that we are not talking about the Type R’s. We are keeping it to the standard variants here. The eighth gen made quite a name here as enthusiasts who could not afford the Type R variant would buy the standard ones and convert or modify it.
When the ninth generation was introduced, it was a bit of a letdown because it looked like it was marketed more towards working-class people. Although it had the FK2 Type R, the car itself was not that memorable.
Now the 10th-generation Civic also known as the Civic “Ketam” here in Malaysia is still one of the most popular generation Civics here. Every corner of the world you go to, you are sure to bump into a Civic. It is at every car show, car meet and race. This generation introduced the iconic FK8 Type R which made those who had the standard variant pump out money for the conversion. This was slightly more spacious and comfortable, yet it was still a beast on the road.
On to the latest generation, Honda’s new interior design language which looks great for these set of eyes, also adds a little touch of sophistication. This translates into a more grown-up and matured look. The 2024 Honda CR-V features this same look with the honeycomb-designed vents which again looks pleasing to the eye. To those of you who use the traditional vents to attach your phone holders, sorry but you will not be able to do so with this design.
This writer is one of those who use those phone holders and at first, I was annoyed that I could not do so but then I remembered that I use that for the sole purpose of navigation and the Civic has wireless Apple CarPlay, so there, problem solved. For the android users, it also features Android Auto Connectivity.
This is accessible through the nine-inch advanced display infotainment screen which is easy to understand as to how straightforward it is. No complications when it comes to navigating through the contents of the infotainment screen which will save you some time in case you are in a hurry and need to get the GPS going. What we like is that the screen serves its purpose of doing the necessities. What do we mean by that? Well, modern cars these days are implementing simple control functions such as air-conditioning settings and drive modes into the infotainment screen. This means extra steps are needed for you to access those functions and while you are driving, it can be distracting.
Honda keeps it simple with physical buttons and controls that are also found on the steering wheel which allows you to make quick changes without taking your eyes off the road. Things such as skipping to the next track from your Spotify playlist can be done even without looking at the steering wheel because you will get used to the feel and touch of where the buttons are located. Speaking of Spotify, the music is channelled back to the cabin through eight speakers which sound decent.
Ever since the discontinuation of the Accord here in Malaysia, the Civic has had some pretty big shoes to fill in terms of comfort and spaciousness. Just for the record, this writer has a big build and comfort is one of the utter most important elements I look for in a car, besides the performance. The Civic did not let me down.
The seats were remarkably comfortable, and the leg space was decent enough for me to not have cramps on long journeys. My passengers had nothing to complain about in terms of spaciousness and comfort and they were amazed by the standards Honda has set for the Civic.
However, as a driver, there was one minor thing that was bugging me. The field of view from the rearview mirror was not as wide or high as I would have liked it to be. If there are tall rear seat passengers, that would have hindred rearward visibility. It was a minor inconvenience but then again, I remembered a quote that says “The windshield is bigger than the rearview mirror, because where we are going is more important than where we have been.”
Another minor issue is that the car is quite low. This means senior citizens may struggle to get out of the car.
Now that we have got that out of the way, onto the fun part, the performance. This turbocharged 1.5L four-cylinder surprised me in a good way. It allows you to easily touch 200km/h without you even noticing and that is scary. The engine puts out 184PS which may not sound like a lot but it is more than enough. It gives you 240Nm of torque, allowing brisk overtaking and making highway driving more fun.
This may not be an EG9, but it is equally as fun and driving it brought back good memories. There is a very slight delay before the power actually kicks in when you put your foot down so the 0-100km/h will take you 8.5 seconds, slightly slower compared to the e:HEV variant that does it in 7.9 seconds. However, the e:HEV variant has a top speed of 180km/h while the petrol variant can reach 200km/h.
But of course, speeding is never safe and we don’t advocate it, so we tested out the real-world driving scenarios. This means monitoring the fuel consumption.
According to Honda, this variant has a 6.3L/km fuel consumption. When we got the car at full tank, we had about 450km of range and we did the real-world driving test for about three days. We got an average of 8.0L/km which is not bad, and when we passed the car back to Honda, it still had about 190km of range left, which again, is still not bad considering the amount of testing that was carried out.
So, is the Honda Civic 1.5L Turbo still worth the buy? Well, when I handed the keys back to Honda Malaysia, my heart sank a little knowing that it may be some time till I get to drive it again. The pricing of the Civic starts from RM132,000 and goes all the way up to RM168,000. This variant that we tested, the 1.5L Turbo RS is priced at RM152,000, which we think is a good amount considering the quality, performance and comfort that the car is offering.
Peugeot has had a colourful history in Malaysia dating back decades. It seems everyone’s great grandfather or someone they know has owned a Peugeot at some point in their lifetime.
That is not surprising though as the brand has had a strong presence in Malaysia for many years, perhaps stronger than any other country in the region. It is worth noting at this point that while Peugeot has strengthened its position in Malaysia with the launch of a regional office as well as an assembly plant, the French brand has shuttered its operations in Indonesia just this year.
So yes, Peugeot and Malaysia have had a long, storied relationship. Though not one that has not always been smooth sailing.
But it’s not nice to talk about a brand’s past when all it wants to do is build a great future, it is like bringing up your wife’s past when all she wants to do is shower you with hugs and kisses. We should bask in the present and let the sun set on the past. I don’t mean to sound like a saint, but I do have a point to make.
Though it has always made some nice cars, the Peugeot brand has had many custodians in Malaysia in the past. Some did a stellar job while some left much to be desired, and that is putting it politely.
Now though, the Peugeot brand is officially in Malaysia under the Stellantis umbrella. If you don’t already know, the Stellantis Group owns Peugeot as well as 14 other brands such as Citroen, Alfa Romeo, Jeep, Maserati, DS Automobiles, Lancia, Fiat, Opel, Vauxhall and some American brands.
So rather than being present through a distributor as they did previously, Peugeot is now officially represented in Malaysia. And if you are wondering whether any of the other brands mentioned earlier will be making their way to here, the answer is yes but let us stay focused on Peugeot.
One of the pillars of success for any car maker is its aftersales service. Any car maker can sell a car, but it takes a great car maker to offer unequivocal after sales service. That’s something a lot of Chinese car makers are still struggling with but that is one of Stellantis Malaysia’s main priorities.
During the launch of its first model under the Stellantis Group early this year, the company’s Managing Director Jamie Morais assured Malaysians that availability of spare parts and access to service centres is one of the main priorities.
While it is building that network, Stellantis Malaysia also refreshed the Peugeot brand in Malaysia with the introduction of the 408.
The car is available in three variants – the entry level Allure model, which is priced at RM146,055, the flagship GT variant which costs RM196,055 and then there is the model here and the topic of the day, the Premium variant which costs RM166,055.
The C-Segment sedan sports a gorgeous fastback design which sets it apart from other competitors like the Honda Civic, Mazda 3 and the Toyota Corolla Altis. All of which look rather sedate as compared to the curves and edges of the 408.
But you would not expect anything lesser from Peugeot. It has after all designed and built some rather amazing (and accessible in terms of price range) cars – remember the RCZ? It is still turning heads till today.
The 406 Coupe is another such car, with its understated elegant lines making it one of the most desirable cars of the late 90s. It is a rare collector’s item these days as well.
Back to the new 408, after driving it for a few days, I had grown fond of the car. In typical French fashion, the car came with its quirks.
The design is undeniably wow in many aspects, particularly the grille that seems to merge into the front bumper, as well as the daytime running lights that strike downwards dramatically, mimicking a claw (or a tooth) of a feline.
The taillights are gorgeous as well, as are the 18-inch wheels that curiously look like they have been inspired by Kia’s EV6.
However, and this is something that truly bothers me, that rear bumper sticks out like a sore thumb. There is nothing wrong with the way it looks, but that it looks like someone forgot to paint it is something that I cannot unsee. It bothered me when the car was launched, it bothered me whenever I walked around it, and it bothers me when I look back at the pictures.
The car is undeniably good-looking, but words fail me when it comes to that posterior.
The interior though, is awesome!
The dash is cleverly designed and gives you a really nice balance of modernity and practicality. There is some typical French quirkiness that do not make sense at first but come together nicely later on, only to make you wonder how you lived without it all this while.
For example, there is no gear lever in the traditional sense but rather you select gears using a switch. You flick it upwards to select Reverse and downwards to select Drive. Park is a button by itself.
This switch works nicely and frees up the centre console of clutter.
Ahead of the driver lays dual screens that measure in at 10-inches each. One offers all the essential readings of the car such as speed and such, while another works as the infotainment system.
The software of the infotainment system is not what we would sometimes describe as intuitive; it does need some familiarisation time before you truly understand where all the controls are hidden.
However, it does come with Carplay and Android Auto so that makes it easy to access your music and navigation, something that I can’t live without when behind the wheel.
Music is played back into the cockpit through a six-speaker audio system, which may not sound impressive but the quality is decent, with rich deep bass and a vibrant mid and treble note.
So, you may be wondering what are the quirky parts by now – and lets begin that with the hexagonal steering wheel.
Peugeot is the only car maker that insists on having its steering wheels in such an odd shape. Of course there are other weird shapes out there, but not at this price point.
The shape of the steering wheel makes it difficult to get comfortable without anything obstructing the view of the meter panel. It is always either too high or too low, and this has been like that ever since the first hexagonal steering wheel was introduced about a decade ago.
But that might soon change with rumours swirling around about a square steering wheel for all future Peugeot models. We are not sure how true that is, but Peugeot could do with a lesson in ergonomics.
The one solution to that would be to use heads-up display, so that is something that would just perfect the package and eliminate the downside of that steering design.
But Peugeot definitely does not need a lesson in comfort as that is something the 408 does remarkably well. The interior is surprisingly spacious and is great for a young family of five even.
The seats are wrapped in plush leather, and I am of the opinion that the seats of the 408 are probably the best in its segment. Unfortunately, there’s no award for best seats otherwise the 408 would be deserving of that.
While the seats and parts of the interior are clad in leather, the dash and door panels use fabric instead. And that comes off as an odd choice and is a stark contrast to an otherwise nice interior.
Providing propulsion is a 1.6-litre, turbocharged, four-cylinder engine that puts out an impressive 218hp and 300Nm of torque. That is sent to the front wheels through a slick-shifting eight-speed transmission.
The powertrain of the 408 is among the most powerful in its class. And that allows it to get up to some very illegal speeds very quickly.
But it must be said that the suspension plays a key role in the overall character of the car. The suspension is at a very fine point where soft meets firm, and there are not many car makers that can do this without resorting to adaptive suspension.
The 408 allows you to have some fun with decent power under your right foot. The engine sounds great as well which sometimes makes you want to flex your right foot for no other reason but to indulge in that engine note.
Couple that to the suspension character and the 408 offers a fine balance of comfort and control, which just about anyone can appreciate.
At RM166,055, the 408 Premium is undoubtedly well priced to make life difficult for the likes of the Honda Civic and the Toyota Corolla Altis, both of which have been so deeply entrenched into their segments that buyers might have a hard time considering anything else.
But the 408 Premium is a car that will impress those that take some time to drive it and understand it. That is not all that surprising considering that Peugeot has made some remarkable cars over the years.
But with Stellantis now officially present in Malaysia, buying a Peugeot is no longer about the car itself, but buyers can also rest easy knowing that the strength of the brand is fully behind them and having an assembly plant in Kedah makes access to spare parts a lot easier than ever before.
Purchasing a new car can be a tough choice. There are many things to factor in such as size, fuel efficiency, performance, quality, brand and aftersales service.
Convenience is also something we all look for when purchasing a new car. With the size of cars getting bigger and bigger by the day, convenience while driving through cities or towns can be limited.
Why? Well mainly because these streets were not built for the monsters we have on the roads today. So, what would be a convenient family car to get for city driving? The Honda City hatchback would be a good choice and if you did not already know, Honda Malaysia launched the City hatchback Facelift back in May of this year.
Honda Malaysia launched the City hatchback in 2021 and till May 2024, they have sold 28,700 units of it. Talk about popularity.
There difference between the pre-facelift and the facelift models are mostly cosmetics with a few tech upgrades. The dimensions are just slightly different with the RS facelift variants being longer due to the bumpers. The powertrain remains the same as before. The variant we tested out was the 1.5L RS e:HEV, which is the top-of-the-line variant among the five available variants.
Visually it looks good with the revised front grille, front lower grille, LED fog lights with garnish, side sill garnish, rear bumper lower garnish and the Berlina black 16” alloy wheels. Just that from certain angles, the tyre fitment may look a little off. But of course, those who love modifying your cars can resolve this minor issue.
Performance-wise for the e:HEV, the Intelligent Multi-Mode Drive (i-MMD) hybrid system incorporates a 107hp electric motor that powers the front wheels with 253 Nm of torque. This motor draws energy from a lithium-ion battery, which is recharged by a secondary electric motor linked to a 1.5-litre naturally aspirated DOHC i-VTEC four-cylinder engine operating on an Atkinson cycle.
The petrol engine delivers 97hp at 5,600 to 6,400 rpm and 127Nm of torque at 4,500 to 5,000 rpm. Although primarily functioning as a generator, it can engage via a single-speed E-CVT to provide direct drive to the wheels at higher speeds, where it achieves its most efficient performance.
Now although it packs a punch throughout the city, we found that it lacks that punch on highways. The amount of torque delivered when we put our foot down on the highways showed us that there is a certain amount of lag before the power kicks in and it was slightly frustrating, especially on clear highways.
However, when we were driving around Kuala Lumpur and Ipoh we noticed that there was enough power that makes the City hatchback an agile and convenient car throughout the city. Swerving through traffic and tight spaces was brisk simply because the hatchback is not a big car. The only thing that was annoying is that there is still no blind spot monitoring. If you have been following our Honda reviews, you will know that we are not big fans of Honda’s lane watch system.
We also had to bear in mind that this car is not a performance-oriented car and that we were testing it for practicality and comfort. So, with that in mind, we focused on things like boot space, seating configurations and most importantly, fuel consumption.
Now given that this is the hybrid variant, we knew that range anxiety was never going to be an issue. So, from KL to Ipoh and back to KL, how many times did we have to fuel up? Once. Just one fuelling session was needed for this car. When we reached KL after Ipoh, we still had more than half a tank of fuel left! Which in our books, is rather impressive.
Honda Malaysia gave us a challenge to carry out to see which team had the best fuel consumption. The ones that participated managed to get an average of 26.75km/l which is amazing given that everything was done with real-world-like situations. As in no folded side mirrors to reduce drag, no turning off the air conditioning and no stopping to refuel as Honda Malaysia had sealed the fuel tank cover with a tamper-proof sticker.
Speaking of real-world-like situations, we know there are some out there with a heavy foot and just want to get to their destination as fast and as safely as possible. We were one of those. Even with our foot down, following the speed limits of course, we managed to get an average of 18.61km/l and still have more than half a tank of fuel left. So, we are happy to give this car a perfect score for fuel consumption.
As we mentioned, the City hatchback is not a big car and it shows on the inside. If you’re built like this writer, you will definitely find it a little bit uncomfortable sitting at the back. The leg space is decent but there is barely any headroom because of how the rear of the car curves down. Taller passengers will find this to be a tad uncomfortable.
Over to the front, if both the driver and passenger are big in size, then you might find your elbows touching each other quite often, which is not something you want happening on a two to three-hour drive. However, these are just minor issues that we faced and were not that bothered about it.
There were three of us travelling in the car, each having two bags: one luggage bag and one laptop bag. Was there enough space? Not really as the boot space is only around 289 litres, which is actually 230 litres less than the sedan City! So only five of the six bags could fit in the boot while one laptop bag had to be put in the rear seat. However, if no one is seated at the back, the seats can be folded, expanding the space to 841 litres.
Long drives can be tiring at times especially if you have your foot down all the time. This is where the adaptive cruise control, lane-keeping assist and lane departure warning come into play. It is easy to use and you do not have to navigate your way through a screen to find all these settings as the buttons are on the steering wheel. Kudos to Honda for keeping physical buttons!
Since we are on the topic of long drives, there is another factor that led us to be just a little bit annoyed. The subtle road noise which enters the cabin. Unlike the CR-V e:HEV RS variant that comes with wheel resonators, this City Hatchback lacks it.
The noise seeping in was not that loud but it was noticeable. So, to drown that out, we turned up the music volume which by the way is channelled through four speakers. The eight-inch display audio’s IPS (In-Plane Switching) colour reproduction has been enhanced to give us a clearer and sharper image, although we found the reverse camera to be a tad bit grainy.
The most important feature, in our books at least, is the availability of Apple CarPlay and AndroidAuto, which the Honda City Hatchback facelift has. For those of you who know, we cannot live without these features. The cherry on top is that it is wireless!
Overall, the car felt solid and did not lack anything major so if you are a fan of hatchbacks, this is one to consider. Prices start at RM85,900 for the lowest variant but if you want the RS hybrid which we enjoyed, it will cost you RM112,900.
Reviewing a tyre is never easy as tyre manufacturers love to claim the impossible yet testing it in real world situations can be tricky. For example, how do you test improved stopping distance on regular roads? You can easily do that in a controlled environment such as on a track where you pit tyres against each other, but in the real world, it is incredibly difficult.
That is why we have shied away from such requests from tyre manufacturers. So, when Goodyear approached us to test out their tyres some months ago, we shelved it, waiting for the opportune moment to do so.
The moment came about recently when the time came to swap the tyres of the family car – a 2021 Mazda CX-5 2.5T.
The Mazda runs on Toyo tyres straight out of the factory. There were no problems with the Toyo’s, so we thought, because we didn’t know anything better. But in hindsight, there were moments where we thought there was too much noise intruding back into the cabin, and there was that occasional twitch when the car hit a puddle of water.
We just didn’t know better, so always thought the noise and twitch was normal.
Then we swapped for the Goodyear Assurance MaxGuard SUV tyres, and no, things didn’t magically change. There was no snap of the finger moment where the noise disappeared, and the car felt planted like a cicak to the wall.
That is the thing about tyre reviews, things don’t magically happen as soon as you swap out the tyres. It takes time to feel the differences of a tyre under different circumstances such as in the rain, braking, cornering, etc.
But there was one thing that was noticeably better – tyre noise.
From Sunway where a designated tyre shop was given the responsibility of swapping our tyres, to our office in Citta Mall, Ara Damansara, there were parts where we needed to pile on speed especially over the federal highway and on the Subang airport stretch. And that is where we noticed the one thing that solved one problem with the Toyos – the cabin noise was down a couple of notches.
According to Goodyear, this quitter ride is achieved by using an angled block design in its tread pattern along with the redesigned ribs and narrower grooves working concurrently to isolate road noise before it is transferred.
This is probably one of the most impressive aspects about the Goodyear Assurance MaxGuard SUV tyres and you can feel it immediately after swapping tyres.
We have since been using the tyres for the past few months, and in all honesty, will never go back to using the Toyo tyres that the car came with.
This writer regularly drives to Ipoh and back to KL and in all conditions, including our torrential monsoon rains.
Malaysian highways are notorious for a number of things including puddles of water where drainage is poor. And then you get pockets of flowing water, and sometimes that can get quite bad.
The Mazda CX5 2.5 Turbo is an all-wheel-drive machine, so it gives you the confidence and grip you need in the rain. But while the car has the tech to manage everything the roads throw at it, its ultimately limited by the tyre.
And during some of those drives in the rain, the Mazda did tend to slip every once in a while, over pockets of water. Nothing too dramatic that will need steering correction, but you feel that sudden twitch of the car. The car has always corrected itself, that is probably one of the benefits of the all-wheel-drive powertrain.
However, that twitch should not be happening. And that could potentially be worse for other cars.
And after a few months of having the tyres on, we have since did the journey to Ipoh a number of times, and have done close to 6,000km on the tyre, which is plenty of distance to be able to tell the difference between the Goodyear’s and the Toyo’s.
Goodyear has incorporated two different technologies into its Assurance MaxGuard tyres. One being ActiveGrip and the other being DuraGuard, which we will talk about later.
The ActiveGrip technology is said to provide 17% better braking in wet conditions and also offers best-in-class wet braking distance. In fact, Goodyear says that the tyre has its wet weather handling characteristics improved by a stonking 25%. All of the improvements are benchmarked against its predecessor, the Goodyear Wrangler TripleMax.
As we found out, this is not just marketing lingo because that twitch and squirm we talked about earlier has faded. And while no one should be driving fast in the wet, but the car feels more confident and planted.
Goodyear achieved this by using a redesigned tread pattern with vertical serrations, and this is said to maximise wet weather grip.
But the best way to increase grip in all conditions is to increase the point of contact where the tyre meets the road. And that is exactly what Goodyear has done.
The contact patch of the tyre is now wider and is more squared than rounded, and while this improves grip, it also evens out tyre wear over time. So, you no longer gets uneven wear which you sometimes see with older tyres.
Then there is the DuraGuard tech, which is designed to keep the tyre lasting as long as possible. In fact, the Goodyear Assurance MaxGuard SUV tyres are said to have a lifespan of between 40,000 to 60,000km. The average driver does about 20,000km a year, so if you are an average driver, then these tyres should last you between two to three years.
The DuraGuard technology works by reducing premature tyre that sometimes happens due to the weight of an SUV. It does did by utilising two-ply construction that uses a reinforced steel belt package that also improves shock resistance. This means that the tyre has a better chance of surviving contact with a menacing pothole.
This also means that the tyre has a better ability to withstand cuts which we sometimes get when accidentally reverse into the roadside curb. And punctures from road debris.
After about 6,000km with the tyre, the wear is still not obvious. Being an all-wheel-drive machine, the wear tends to be greater since all tyres are rotating and transferring power to the road. But this is still not apparent.
Tyres are probably the single most important aspect of a car. You can have all the power and tech, but if you are tyres are not up to mark, that’s akin to skating on ice blindfolded. The Assurance MaxGuard SUV tyres are undoubtedly impressive, and if you appreciate a quiet interior, wet weather grip and durability, then perhaps this is worth considering.
To find out more about the Goodyear Assurance MaxGuard SUV tyres, click here.
Continental Tyre, has long been synonymous with innovation, quality, and reliability. With a rich history spanning over 150 years, Continental has consistently pushed the boundaries of tyre design and engineering, setting new standards in performance and safety.
Over the decades, the company has been at the forefront of numerous technological advancements in the tyre industry. From the introduction of the first patterned tyre tread in 1904 to the development of the first environmentally friendly tyres in the 1990s, Continental has continually strived to push the envelope. This commitment to innovation is evident in their latest product, the MaxContact MC7, which promises to elevate the driving experience to new heights.
The MaxContact MC7 is a sporty tyre designed to enhance everyday driving with maximum control, dynamic steering precision, shorter braking distances in both wet and dry conditions, and offers low noise levels. We were given the opportunity to see and feel the performance of the MC7 in a day of rigorous testing at Sepang Circuit, comparing it to an unnamed competitor.
During our tests at Sepang, the MC7 was put through its paces in a series of demanding scenarios, including wet braking tests, timed slalom tests, and high-speed cornering. The results were impressive, showcasing the tyre’s ability to provide superior grip, handling, and braking performance.
One of the most critical aspects of tyre performance is braking capability, and the MC7 does not disappoint. In our wet braking tests, the MC7 demonstrated a impressive ability to stop quickly and safely, thanks to its advanced 3D laser-cut sipes and ReFlex Compound. These features work together to improve grip and reduce braking distances significantly. When compared to its competitor, the MC7 outperformed by a considerable margin, with a braking distance that was 7-8 meters shorter.
Handling and cornering are equally important for a sporty tyre, and the MC7 excels in these areas as well. During our high-speed cornering tests, the MC7 provided exceptional stability and control, allowing us to navigate sharp turns with confidence. This performance is attributed to the tyre’s dynamic steering response and precision, enabled by the macro-blocks and stabiliser bars that enhance cornering stability and maintain firm handling under pressure.
The slalom test is a challenging evaluation of a tyre’s agility and responsiveness. Each participant had two runs, one with the MC7 and one with the competitor. As expected, the MC7 delivered better grip and handling performance, allowing us to achieve faster times throughout the course. The ReFlex Compound plays a significant role in this, as it is specifically formulated to maximise traction and deliver improved steering precision. Additionally, the MC7’s lightning sipes, star sipes, and aqua sipes—featuring 3D laser cuts—further enhance its ability to handle water and maintain grip.
While sporty tyres often prioritise performance over comfort, the MC7 manages to strike a balance between the two. One of the standout features of the MC7 is its low noise levels, achieved through the innovative two-in-one Noise Breaker 3.0. This technology works by breaking up sound waves, resulting in a quieter and more comfortable ride. The ability to reduce noise without compromising performance is a significant achievement for Continental, making the MC7 an excellent choice for drivers who want both sporty performance and a comfortable driving experience.
In addition to its performance benefits, the MC7 also offers improvements in fuel efficiency and mileage. The advanced materials and design features of the MC7 contribute to lower rolling resistance, which in turn enhances fuel efficiency. During our tests, we observed a noticeable reduction in fuel consumption compared to the MC6 and the competitor tyre. This improvement not only saves money on fuel but also reduces the environmental impact, aligning with Continental’s commitment to sustainability.
The MC7’s wet performance is particularly noteworthy, thanks to the innovative design of its aqua sipes. These enlarged grooves are designed to trap and expel water efficiently, enhancing the tyre’s grip on wet surfaces. The combination of aqua sipes and the Flow X-celerator’s narrow groove accelerates water flow, ensuring optimal performance in wet conditions. This feature is especially important for drivers in regions with frequent rain, providing them with the confidence to drive safely in adverse weather conditions.
To cater to a wide range of vehicles and driving needs, the MaxContact MC7 is available in sizes ranging from 16” to 21”. This versatility allows it to target a broader market, from compact cars to larger sedans and SUVs. The availability of multiple sizes ensures that more drivers can experience the benefits of the MC7, making it a compelling choice for a diverse array of vehicles.
The Continental MaxContact MC7 is a tyre that sets new standards in performance, safety, and comfort. Through our rigorous testing at the Sepang Circuit, the MC7 proved its capabilities in wet and dry braking, handling, cornering, noise reduction, and fuel efficiency. Its advanced features, including the ReFlex Compound, 3D laser-cut sipes, and Noise Breaker 3.0, showcase Continental’s commitment to innovation and excellence.
Continental Tyres has once again demonstrated why they are a leader in the industry, and the MaxContact MC7 is a testament to their dedication to pushing the boundaries of tyre technology. As the automotive landscape continues to evolve, we can expect Continental to remain at the forefront, driving innovation and setting new benchmarks for performance and safety.
Lexus has arguably come to define the essence of Japanese automotive luxury. Though there are others such as Infiniti and Acura, but after all these years, one could argue that these brands have been relegated to the status of bystanders as Lexus reaches for the sky.
Through decades of obsession for the finer things in the automotive world, Lexus has carved out a niche for itself. The Japanese marque has become synonymous with refinement, quality and reliability. In fact, it is said that one is better off buying a Lexus than some of its German counterparts.
And we agree, to an extent.
Sadly, Malaysians are still obsessed with brands and badges, and many would still buy a continental car that offered lesser for a lot more money just for the badge on the bonnet and on the boot.
The Lexus NX and RX are among the most popular in the Malaysian line-up, as well as the UX, which is the smallest model. However, the UX has been discontinued and has since been replaced by the LBX.
The Lexus Breakthrough Crossover, which is what LBX stands for, is slightly smaller than the UX. But it hides its size rather well because you really won’t be able to tell until you step inside.
There is no denying that the LBX is a great looking car. And it is only the second car in Lexus’ history to have three alphabets in its name, the first being the legendary LFA. Yes, that same LFA whose exhausts can shatter glass at full flight, in a lab at least.
Lexus says the fact that the LBX also has three characters in its name, means that it is a big deal for the company. It is an important model that wants to attract a younger audience to the brand.
I agree that the LBX is unlike any other Lexus, particularly in size. But I am also a little disappointed with it, and I am a huge self-proclaimed fan of Lexus and everything that the company stands for.
But before we get to that, let’s start off on a high note first. The design, as mentioned, is one of its biggest strengths. It showcases the next chapter in the Lexus design language, and you see that with the total omission of the Lexus spindle grille.
That iconic grille which was first introduced about a decade ago has morphed into the body of the car, and Lexus now calls it the spindle body. However, that’s only true for the NX and the RX.
In a seven-page product description, Lexus says the LBX has a new frontal arrangement that ‘breaks’ the spindle grille. Instead, the spindle grille has been deconstructed, giving the LBX an all-new frontal identity.
The grille, though still very much recognisable, now has a narrow silver aperture that runs beneath the edge of the bonnet and connects the two slim LED bi-functional headlights.
This design may seem basic and unassuming, but with all things Lexus, it all has a purpose. The design draws on the heritage of the brand’s ‘Resolute Look’, which was first seen in the LF-S concept car of 2003, and later became a signature style of Lexus production models of the early 2000s. So, consider that humble silver line a ‘throwback’ of sorts.
From the side, you will notice that the car sits rather tall but has short front and rear overhangs. This makes the 18-inch wheels seem bigger than they actually are and gives the car a muscular stance. And if you are wondering why Lexus chose to use the word Crossover in its name (denoted by the X in LBX), the side profile is the answer to that.
The rear has an LED light strip that looks like it has been inspired by the Aston Martin DBX. But Lexus says the rear was inspired by a traditional Japanese rice cake called Kagami-Mochi.
Offered during the New Year, the rice cake is made of two discs – a small one set on top of a larger one. So how is this relevant to the LBX? Well, the rear of the car has a balance of shapes that is reflected in the car’s compact cabin positioned above a powerful underbody, like the two discs of the rice cake.
Whether you see the resemblance or not, the rear of the LBX is simple and elegant.
The LBX rides on the same platform as the Toyota Yaris and Yaris Cross, so from that alone you should be able to make out its overall size.
The interior is a different ball game altogether. It is still very much in line with the general Lexus design direction, but taller drivers and those who have high expectations of the brand may be left disappointed.
But as mentioned at the beginning, we will focus on the highs for now. The quality of the interior is again typically Lexus, and everything feels well-built and you can feel that a lot of thought has gone in to ensure the interior feels and looks good.
Lexus’s unique Tazuna concept is also carried on with the interior of the LBX. The Japanese word translates to ‘reins of a horse’, and that is what Lexus envisions the driver’s area to be. Just as how riding a horse needs minute adjustments to the reins, and so driving a car requires fine adjustments as well. And that is why the car’s controls such as the gear lever, meter panel, infotainment screen and digital meter panel are no more than a short stretch or a glance away.
The LBX is also the first Lexus to have its infotainment screen mounted vertically, and the 9.8-inch screen offers intuitive controls together with features like wireless Carplay and Android Auto.
The electronically operated gear lever is the same as the one in the RX and you will notice some shared buttons as well.
The top-of-the-line Luxury variant also gets a few features that are unique to it such as a 12.3-inch fully digital instrument display while the Premium version makes do with a seven-inch display.
The sound system is different too, while the Premium variant makes do with a six-speaker sound system, the Luxury variant gets a 13-speaker Mark Levinson sound system.
But besides that, the two variants offer a well-built interior with Tsuyasumi charcoal trim ornamentation around the cabin.
The seats are brilliant too but lack proper thigh support, which taller drivers might find uncomfortable, just as I did on a drive to Janda Baik.
Then there is the way it drives, and this is where the high notes end. Lexus says the LBX is meant to appeal to a younger audience, having been young once and now sitting at the fine line between young and not so young, I can vividly remember being impressed with cars that had well over 200hp.
The LBX is powered by a 1.5-litre, three-cylinder hybrid engine making 136hp and 185Nm of torque, all of which is transferred to the wheels via a CVT transmission. Those figures are hardly impressive especially for that price range because at between RM240,000 to RM270,000, the LBX can count the likes of the BMW 3-Series, Mercedes-Benz C-Class and the likes of that as direct competitors.
I am aware that the retail price of the two Germans is higher, but there are also some dealer discounts which will let you have a BMW 330i at around the same price as the top-of-the-line LBX.
But though the power figures are far from impressive, its efficiency levels are extraordinary. We saw a fuel consumption figure of close to 28km per litre during our drive, and that means the LBX has a theoretical range of about 1000km. It would be difficult to achieve that, but even if you can reach 800km, that by itself is quite a feat already.
And that has made me wonder whether Lexus has got its target market all wrong. While youngsters are wild blooded and would like a grand mix of power and extravagant design, the elderly particularly those whose young have left the nest and are left by themselves might just appreciate the LBX.
Its size may be small, and youngsters may not like how cramped the rear seats are, and those with a young family may not appreciate the lack of rear air-conditioning vents. But retirees would rarely use the rear seats, and they would like how manageable the size of the car is. It just makes parking and negotiating traffic a breeze, which I hear is an important consideration among my elders.
It is also a comfortable car to drive, with the suspension doing a fantastic job at detaching the cabin from the road underneath, resulting in refinement levels that Lexus is so well known for. And that is something the young may not understand, but I am quite sure those above 50 would value.
Having said that, there are a lot of things about the LBX I like, particularly the quality, refinement and the design. But it is not a cheap car, which is normal for Lexus, but not one of this size. And there in lays the problem for Lexus, rich parents looking to buy a car for their children may think that a more glamorous badge such as BMW or a Mercedes-Benz may help the social standing of their kids. And that is why I truly believe that Lexus should instead focus on those with a fat bank account and don’t care about power, that segment may just appreciate everything the LBX has to offer. I know I would, but I still believe I am young.
There are plenty to choose from in this age of skin-deep looks and iffy performance. Take for example an actor who has it all in the pretty department, only to act like a block of wood when push comes to shove.
Why are we telling you this? Because the new Isuzu D-Max X-Terrain has everything in the looks department by looking all aggressive, and backed-up with by lots of ground clearance, generous cargo capacity, and powerful engine to match regardless of challenging urban and off-road situations.
It has finally arrived, the perfect weekend that you have planned for months: an outing with the family to a hidden beach where clear blue waters and fine white sand await you. But as soon as you turn off onto the dirt road, suddenly the road threatens to bog you down, everyone and everything not tied down gets thrown around like in the movie Twister. The kids start turning green and the barf bags come out. The Mrs. starts yelling at the kids. And soon, the entire trip becomes a nightmare.
But this only happens when you drive anything other than the Isuzu D-Max X-Terrain. Isuzu has decades of building the best pick-ups and the D-Max X-Terrain is the result of putting this experience into producing a pick-up that not only takes on challenges head-on, but makes it the perfect vehicle for your weekend adventures.
These are what the new Isuzu D-Max X-Terrain has for you:
It all starts with versatility, and it is what endears millions to the Isuzu pick-up platform. The magic of having a pick-up truck is the ability to traverse anywhere the road may lead you, even where there is no road left.The go-anywhere, do-anything attitude of the Isuzu D-Max X-Terrain is undeniable. While some pick-up trucks may focus on one aspect over another, the X-Terrain has managed to capture a fine balance of comfort, durability and efficiency. However, the D-Max X-Terrain takes it several steps further.It is equipped with an advanced 4×4 system which includes a Rough Terrain Mode (RTM) that gives it versatile performance across all terrains. Consequently, you can transition from the daily grind to rugged off-road trails with only the turn of a switch. Think of it like the McDonnell-Douglas F/A-18 fighter-bomber jet: It transitions from mode to another at the, you got it, the flick of a switch, making it ideal for weekend getaways.
Add an 800mm water wading depth and you have almost nothing to fear (except for that electric truck running out of juice in front of you and blocking your way).
Driving this performance is the 3.0L “Blue Power” turbo diesel which pumps out a healthy 190PS and 450Nm, for that extra grunt to deal with difficult conditions, offering adaptable performance to ensure a smooth and enjoyable ride anywhere, anytime.
Good technical specification does not mean anything if the interior looks and feels dated. This is where the Isuzu D-Max X-Terrain delivers once again with a well-designed, well-appointed interior with premium touches that will put others to shame such as the large, leather seats that are constructed using elastic foam with anti-vibration technology. The seats offer impressive comfort for extended periods and that is just some of the premium features that the X-Terrain has to offer. The interior is also impressively large which makes it feel comfortable and spacious. Combine this with features such as dual-zone air-conditioning and the interior of the X-Terrain is the perfect place to be either on a daily basis or on long adventure trips towards the unknown.The Isuzu X-Terrain also features an advanced infotainment system running on wireless Apple CarPlay and Android Auto for seamless entertainment and precise navigation. The occupants also do not have to worry about their devices running out of juice, either, as there are multiple USB charging ports placed strategically around the cabin.
When it comes to 4×4 capabilities, interior comfort and tech, the Isuzu D-Max X-Terrain is arguably the best at it. But it also offers amazing versatility and has the means to offer everything you would need on your daily escapades to make driving the X-Terrain truly hassle free. The practical features that the X-Terrain offers include multiple storage options inside the truck. So whether you are in charge of building stuff, a law firm or simply like to have the convenience of owning a pick-up truck, the X-Terrain makes it incredibly easy to live with it. Then there is the incredible clear and precise 360-degree camera. This is one of the X-Terrain’s ace cards as it makes it easy to maneuver the big truck even in tight parking spots.You can also depend on the camera to keep you safe in uncertain conditions, like using the camera to look around the truck before alighting from it, just to ensure no one is hiding around the truck in spots that you cannot see through the mirrors.
The large and deep cargo bed is another feature that is important for those who like to have the versatility that a pick-up truck offers. Shallow beds make it unsafe to store items at the back as they may tip over in corners, but there is no fear of that happening with the X-Terrain.
It is also quite large so you can store all your gear for your weekend camping trips, or even materials you need for your work. Those with a knack for an adventurous lifestyle such as dirt-bikers or supermoto riders will also appreciate the large bed of the Isuzu as it makes it easy to carry two bikes with multiple points to tie down the bikes.
Simply said, the bed of the X-Terrain is ideal for all types of lifestyles.
The only “feature” left out by the Isuzu D-Max is what you have in mind for your perfect weekend: Be it a road trip, camping adventure, or that trip to that hidden beach you have always dreamt about. But now you can be sure of arriving there and overcoming all the challenges along the way.
The Isuzu D-Max X-Terrain is priced at RM157,938.40 OTR without insurance where else in Sabah the X-Terrain carries a price tag of RM159,830.70 while in Sarawak the price is RM160,011.10.
The X-Terrain also comes with a 7-year unlimited mileage warranty, one of the longest in the industry for added peace of mind throughout your ownership life cycle.
