MPV Malaysia

2010 Volkswagen Polo Mini MPV

noreply@blogger.com (keretadunia) — Tue, 12 May 2009 06:16:00 +0000

German Engineering for family comfort.

In 1996 Volkswagen introduced the Typ 9K Caddy light van based on the existing Polo small car platform. The van was designed by VW’s Seat subsidiary, manufactured in Spain, and built right up until 2005 when it was replaced by the Golf-based Typ 2K Caddy. VW is expected to release a new version of the Caddy aimed at private buyers based on the new-generation Polo later this year.
The new car will be targeted at the MPV segment and will feature the same powertrain lineup as the regular hatchback models. Also rumored to be in the works is a new cabrio version of the Polo as well as a ‘Cross Polo’ soft-roader model.
The engine range will feature VW’s new 1.2L three-cylinder compact family, developing between 60 and 105hp, as well as an 85hp 1.4L unit and a 170hp 1.4L TSI mill planned for the GTI. Diesel fans will be able to choose from a range of engines displacing between 1.4 and 1.6L and developing between 75 and 135hp. Transmission options will include five and six-speed manuals plus a six-speed DSG dual-clutch gearbox.
In addition to the conventional petrol and diesel models, VW will also offer a new hybrid option. Due to the low cost of the Polo, the hybrid system is likely to a mild version that utilizes regenerative braking and electronically controlled components in similar fashion to BMW’s EfficientDynamics technology.

MPV Concept from Ford

noreply@blogger.com (keretadunia) — Mon, 11 May 2009 15:45:00 +0000

A concept which should reflect the up coming MPV from Ford

The iosis MAX, on display now at the Geneva Show, is a concept which, on the face of it, seems like a prelude to a future sporty MPV (or MAV - for multi-activity vehicle - as Ford likes to call it).

In fact, it isn't that at all. Ford of Europe's design chief Martin Smith admits that the iosis MAX "isn't a forerunner to a specific production vehicle". Instead it represents the next step forward in Ford's "kinetic" design language, and possibly gives an idea of what future C-segment cars (the equivalent of the current Focus and its derivatives) may look like.

The concept also has more immediate relevance than that, though. It's fitted with a 1.6-litre version of the new EcoBoost petrol engine which is due to be fitted to production Fords starting early next year. It's turbocharged and produces a maximum of just under 180bhp, so straightline performance should be present in abundance, but the main point is that it's another example of the motor industry's gradual move to small, forced-induction engines which give very impressive fuel economy and CO2 emissions in the official EU test, even if those figures are increasingly irrelevant to what owners will actually experience (see our feature on The Rise Of The Small Engine for more details).

With the PowerBoost engine, a stop/start system (also due for introduction in 2010), an "intelligent" alternator which is used only when required and a Powershift automated manual gearbox - which we tested in a Focus a few months ago - with ratios chosen specifically for economy, the iosis MAX has a projected CO2 figure of just 125g/km. That equates to combined fuel economy of just over 50mpg, making the concept comparable to a current 1.25-litre petrol Fiesta.

Peugeot 3008

noreply@blogger.com (keretadunia) — Sat, 09 May 2009 07:10:00 +0000

A new concept from Peugeot

The Peugeot 3008 is a compact, spacious and responsible crossover. It represents a new and innovative offer, not only in the Peugeot range but also in today’s car market as a whole.

Manufactured in Eastern France at the Sochaux manufacturing plant, its concept and specification has draw on all of Peugeot’s expertise and values.
The 3008 is positioned at the crossroads between several existing vehicles: the SUV, the MPV and hatchback. The car derives its strengths from this blend of motoring concepts while at the same adopting a number of new and original technologies (Dynamic Roll Control, Grip Control, etc) enabling it to combine specifications often deemed incompatible (driving pleasure inside a “tall” vehicle, improved traction while at the same time being eco-friendly, etc).
Through its non-conformist approach and its resolute styling, the 3008, designed as a pioneering vehicle, offers an original solution and optimal versatility to customers in search of modernity, practicality, peace

The Peugeot 3008, a crossover due to its architecture and exterior style, combing different motoring concepts
The architecture of the 3008 successfully combines a single-compartment body shape with a forward-positioned front windscreen with elements borrowed from the world of the SUV, such as its lower tailgate (or hobby), its plunging side windows and its raised driving position.
The vehicle’s style achieves a harmonious fusion of these different genres. Its balanced proportions and dynamic and robust lines provide an indication of the car’s innovative content.
At the front, the Peugeot styling genes have evolved to adapt to the car’s generous size, while at the rear the wide sculpted flanks help to visually attach the car to the road.
Depending on the trim level, the vehicle can have off-road styling elements, in particular inserts for the sills and lower...

Citroen C3 Picasso MPV

noreply@blogger.com (keretadunia) — Thu, 07 May 2009 04:06:00 +0000

A small scale MPV from Citreon

What Pablo Picasso did for the cube, Citroën has just undone with its C3 Picasso. You can barely see the box shape that forms a basic MPV for all the fun styling. If cubism was a new way of representing reality, the Picasso C3 is a new way of representing the MPV. There's so much to see that only 48 hours after the launch did I look properly at the profile and see the "magic box" silhouette, as Citroën likes to describe it.

Where to start? At the front lie the black slats of the horizontal grille, above which sits the second part of the grille, flanked on each side by fog lights set deep into shiny black plastic surrounds. Above these are the fiendishly complex headlights, between which lurk the silver Citroën chevrons on a broad nose. Above all that, you finally arrive at the clamshell bonnet. It's like a wedding cake, layered in triumphant tiers.

Then again, maybe the rear is the best part, with a reversing light and tail lights in black surrounds below the high tailgate, whose shallow window is flanked on each side by a vertical cluster of more lights in black surrounds covered with clear plastic. Then there are the wheels – shiny black on the sides of the metal detailing – and the windscreen divided into three parts by an A-pillar that splits into a thin strand down the glass pane and a thicker, body-coloured strand curving down the car's side.

We haven't even got inside yet, but already I've committed the gravest of road-tester sins: I don't care if the car handles like an airport trolley – I want one. Did I just say I want an MPV? For stylistic reasons? I'm only 30 and don't have children, dogs or surfboards. Nurse, fetch a doctor.

The C4 Picasso and Grand Picasso were the best-selling MPVs in Europe last year and you see their heritage inside. The C3 Picasso is a Tardis. Front-seat passengers sit high up with a great view of the road ahead, yet there is plenty of headroom for tall adults. Leg room is ample and you can fit several large bags in the 500-litre boot, even with the back seats up. Citroën is the master of "modular design": turning a vehicle's interior into an inside-out piece of origami, where bewildering space permutations are possible. Flick the rear seats down (a 60:40 split) by releasing a light plastic catch and raise the removable boot floor up a notch to create a flat loading bay and 1,506 litres of space. Or remove the false boot floor and have a deeper loading bay. The front passenger seat also folds flat to create a tray for the driver. There are even black flaps on the backs of the rear seats that, secured by a magnet, you unfold when the seats are down to cover the gap between seats and boot so little objects don't fall between. You see? Details, details.

There are cubby holes, map holders, boot stowage, a large glovebox, a storage compartment with a lid in the dashboard, a cup holder (too shallow) and a scooped out shelf in front of the front passenger, which in our car was white, adding another funky splash. All the plastics, including the great black swathe covering the dashboard, are subtly textured to add a quality feel to the cabin.

The ergonomics for the driver are excellent. There's no straining to select gears or depress the clutch and the instruments, set in a central pod on the dashboard, work well, with the digital speedo backlit by daylight through the windscreen (it lights up at night). Gone is the fixed hub on the height- and reach-adjustable steering wheel. The car conforms perfectly to the Bauhaus principle of form following function.

The blue and black fabric trim option gave me a headache, but there's a glorious cream option with zingy orange stitching on the steering wheel and gearlever cover that, combined with the optional panoramic glass roof the length of the car (I still don't get the point of a sunroof that doesn't open, but they're popular with sun-deprived British motorists), shows how airy and spacious the cabin is for something with such a small footprint (it's just over four metres long: shorter than a Ford Focus).

The driving experience, however, doesn't live up to the inspired styling, but which MPVs offer an involving drive? The four engines available, two petrols co-produced with BMW and two diesel units, are all fairly gruff and unspirited.

The 1.6 HDi 110 DPFS is the pick of the bunch; what a shame it's only available with the highest trim level and a consequent price tag of £15,595. Its torque delivery is smooth, it's fairly quiet on motorways, it provides enough power to shift the MPV satisfactorily and is well suited to the long-legged five-speed manual gearbox. The 90bhp version has to work a lot harder and sounds more agricultural as a result.

Citroën expects 60 per cent of UK customers to go for one of the two petrol engines but both seemed remarkably unrefined, with lots of vibration transmitted to the cabin and a restless quality at the top end of the rev range that made one want to reach for a non-existent sixth gear; a strange characteristic for a petrol unit. In 2011 we should get a stop/start version and a robotised semi-automatic transmission.

While the handling might be lacking character, the little MPV has a remarkably composed ride: there is an impressive absence of body roll through corners for such a tall car, a telling sign that it is built on the same platform as the Peugeot 207. The steering is direct, if lifeless around the dead-ahead position, and the brakes could do with more initial bite to scrub off speed. But it speaks volumes that you feel the Picasso C3 is a worthy alternative, not just to other MPVs, but to many hatchbacks out there.

Mercedes-Benz Viano MPV

noreply@blogger.com (keretadunia) — Wed, 06 May 2009 10:51:00 +0000

An MPV that fits all

ON THE ROAD

Performance
2.2 diesel provides best low-down pull

Ride & handling
Unsettled ride in some versions

Refinement
Noisier than the average Mercedes

OWNERSHIP

Buying & owning
Expensive to buy and to run

Quality & reliability
Feels sturdy; mechanicals are proven

Safety & security
Decent safety kit

IN THE CABIN

Behind the wheel
Very comfortable driving position

Space & practicality
Lots of space, but seats are awkward to remove

Equipment
All are well specified

Mazda 2009 MPV Facelift

noreply@blogger.com (keretadunia) — Tue, 05 May 2009 14:18:00 +0000

An awesome facelift for Mazda 2009 MPV

The discontinued in the States, Mazda MPV, has received its first facelift in Japan, only two years after the vehicle’s debut in February 2006. Available from today at all Mazda dealerships in Japan, the 2009 MPV has received subtle exterior changes that include new chrome body parts, remodelled upper and lower grilles and bumper, redesigned tail lights and new 18-inch alloy wheels. Inside, the facelifted MPV features newly designed decorative trim and chrome parts.

In terms of mechanical upgrades, Mazda now offers a five-speed automatic transmission as standard equipment on all front-wheel drive (FWD) models with the MZR 2.3L naturally-aspirated engine, while the Japanese carmaker’s engineers also retuned the suspension. -Details and pics after the jump

Fiat Ulysse MPV

noreply@blogger.com (keretadunia) — Mon, 04 May 2009 13:26:00 +0000

A spacious MPV with great comfort. Check out the review

ON THE ROAD

Performance
Petrol buyers are offered a 136bhp 2.0 with either manual or automatic transmission. The auto is a little hesitant away from the mark but comfortable at speed. There are also two fine turbodiesels – a 2.0 with 109bhp and a 2.2 offering 128bhp. While both pull smoothly, the 2.2’s extra low-down grunt does a better job of hauling the Ulysse’s bulk.

Ride & handling
For a full-sized MPV the Ulysse drives well. The ride is on the firm side around town, but it settles well at speed and provides excellent composure. The steering is well weighted, while body lean through bends is well controlled.

Refinement
The Fiat does a good job of transporting a family comfortably over long journeys, as wind and road noise are well suppressed. All three engines make themselves heard under acceleration, but never become coarse and settle to a murmur at motorway speeds. The only black mark in terms of refinement is an imprecise gearshift.

OWNERSHIP

Quality & reliability
Inside, the Ulysse shows a great improvement in terms of quality over the model it replaces. Appealing plastics are used throughout, and the build quality appears to be solid. Fiat will be hoping that the latest wiring system will iron out the problematic electrics that could trouble the previous Ulysse.

Safety & security
Every Ulysse is fitted with twin front and side airbags plus curtain airbags that stretch the length of the cabin. Anti-lock brakes are standard, while a stability control system is fitted to higher-spec models. The Fiat has a five-star Euro NCAP crash-test rating. Deadlocks feature on all cars, and all but entry-level cars have an alarm.

INSIDE / INTERIOR

Behind the wheel
The cabin has futuristic styling and centrally mounted instrument dials, but it’s all easy to use. All the controls – including the gearstick – are grouped close to the driver and fall easily to hand. Visibility is excellent, while the driver’s seat has a good range of adjustment and the steering wheel adjusts for both height and reach.

Equipment
Entry-level Dynamic models have climate control and a CD player, while Eleganza trim adds satellite-navigation, alloy wheels and reverse parking sensors and range-topping Prestigio gains leather trim and electric front seats. Cost options include electric sliding doors that are standard on most Peugeot 807s and Citroën C8s.

Space & practicality
All but the front pair of seats are removable. Seven individual seats are standard for most models. Top-spec cars have six individual ‘captain’s chairs’. Manual sliding rear doors aid access, while luggage space is fine when you remove the rearmost seats.

Perodua MPV

noreply@blogger.com (keretadunia) — Fri, 01 May 2009 04:22:00 +0000

The new Perodua MPV will be based on Toyota’s Passo

and Daihatsu Boon.

Wi-Fi in your own car, mpv, truck

noreply@blogger.com (keretadunia) — Thu, 30 Apr 2009 03:43:00 +0000

Now you can get accessed to the internet anywhere you want. Isn’t the world of technology has been a handful to us all these all these days.

The San Francisco-based Internet service provider Autonet Mobile serves a slightly different target market from the average ISP—cars. The company’s router creates a Wi-Fi hotspot in and around the vehicle in which it’s installed—and even in the face of a significant economic downturn, company CEO Sterling Pratz is optimistic about Autonet’s future.

From the beginning, Pratz says, Autonet’s aim has simply been to extend the home Internet experience to the car. “We really felt like the car was the last bastion of connectivity for the Internet,” he says. “And we also felt that once you put the Internet into the car, a whole new ecosystem of applications and services and products would form.”

And Pratz says the range of devices already being used on the system is impressive. “We’re seeing not just laptops and mini-PCs… we’re also seeing iPod touches streaming Internet radio into the front seat—mostly FlyCast and Pandora… and in the back seat, we’re seeing a lot of Facebook, a lot of social networking, Yahoo! Messenger, and a lot of Google Earth,” he says.

Autonet breaks down usage, Pratz says, by the vehicles in which the system is deployed, which translates well into basic demographics: while minivans usually mean families using everything from Sony PSPs to cameras with Eye-Fi cards, pickup trucks tend to be small business owners using Autonet to set up a hotspot both within the truck itself and at a work location.

There’s also a third key user group, which Pratz calls urban trendsetters. “It’s usually a couple inside the car—there’s someone in the passenger seat, and they’re using it for e-mail, they’re using it for social networking… and they go to Citysearch, they go to Fandango for movie previews and movie times—they’re doing things to help them make plans while they’re on the move,” he says.

A growing market

Autonet sells exclusively through dealers—the company provides the system behind Chrysler’s uconnect web in-car Wi-Fi offering, and also sells its equipment through more than 300 independent dealers nationwide, including chains like Al & Ed’s Autosound. “We’re seeing a pretty wide variety of dealers, and it grows every day,” Pratz says.

There have been some bumps in the road: Avis recently cancelled its Autonet-supported Avis Connect in-car Wi-Fi offering “because of the growing number of airports, hotels and other retail locations that offer Wi-Fi connectivity, the popularity of wireless AirCards and the easy availability of the Internet using cell phones and other PDAs,” according to Avis spokesperson Alice Pereira.

Still, Pratz says every other aspect of the market for Autonet is growing—the company added more than 3,000 new users last year, and expects to triple that number in 2009. “The number of sedans is really growing… as people are getting out of their big SUVs and into smaller cars,” he says.

In fact, Pratz says, about 40 percent of Autonet’s sales are for a vehicle the customer already owns, not for a new car. “Especially in this economy, where people are not buying as many vehicles and they’re not traveling as much, they’re looking for things like this to upgrade what they have,” he says. “And it’s an easy upgrade: it’ll turn a ’92 Honda Accord into a Wi-Fi hotspot.”

A new kind of multi-tasking

After paying a flat fee (MSRP is $499) for the Autonet router, two monthly service plans are available: 1GB per month for $29, or 5GB per month for $59. Pratz says the 1GB plan is more than enough for the vast majority of the company’s customers—the key market for the 5GB plan, he says, generally seems to be RV owners.

For access, Autonet uses Verizon Wireless’ network, with download speeds ranging from 400 to 800 Mbps. Pratz says most users are very happy with those speeds, and are surprisingly comfortable with the idea of categorizing their Internet usage as necessary. “Customers are far more advanced on the criteria of when to use big pipe Internet requirements than one would think,” he says.

The point is that in-car usage, Pratz says, tends to be focused on lower-bandwidth activities like social networking, looking up restaurants and movie times, checking e-mail, and doing schoolwork. “When they get into things like [downloading] movies, they tend to know to do that at home or in a hotel room… and if they want to watch a movie [in the car], they’ll just put a DVD into the laptop they have with them,” he says.

And Pratz says Autonet’s users are really just beginning to find out how useful in-car Wi-Fi access can be. “The first thing the customer says is, ‘Wow: I didn’t know that was possible’… and then they start thinking about how they’ll use it,” he says. “As our customers come online, they start using Autonet more and more every day.”

Toyota claimed market leadership for MPV segment in Malaysia for March 2009

noreply@blogger.com (keretadunia) — Wed, 29 Apr 2009 03:08:00 +0000

For the multi-purpose vehicle (MPV) segment, UMW Toyota still claimed market leadership with a total of 4,952 units sold for the first quarter of this year, 2,017 units more than its closest competitor.
"March sales were 1,987 units with the Toyota Avanza being the highest contributor with 1,332 units sold. To date, 117,946 units of the Toyota Avanza have been sold since its introduction in 2004," the company said.

New Fiat Mini MPV - Fiorino Qubo

noreply@blogger.com (keretadunia) — Tue, 28 Apr 2009 04:21:00 +0000

What a cute looking MPV from Fiat even though it has an odd looking front bumpur

Fiat has revealed its new mini-MPV, the Fiorino Qubo, a passenger-carrying version of the Fiorino van (sister model to the Citroen Nemo and Peugeot Bipper people-carrying versions of which will not be offered in right-hand-drive) that will arrive in the UK next year.
On sale this month in France and in other European countries later this year, the Turkish-built Fiorino Qubo will start from around €13,000.

Developed from the Fiat Panda platform, it is targeted as a practical, utilitarian multi-purpose car and Fiat stresses its compact external dimensions (3,959mm long, 1,735mm wide) and tight turning circle. It comes with the economical 75bhp 1.3-litre Multijet diesel engine or 1.4 petrol (73bhp); the diesel model returns 62.8mpg, and emissions in some versions are lower than 120g/km. Options with this engine include a six-speed manual gearbox in place of the standards five-speed and a particulate filter to reduce emissions. The petrol model returns a still-good 40.4mpg.

The Fiorino Qubo can seat up to five people and its seats can be arranged in six different configurations. With the seats in their normal position, there is a 330-litre boot and with the rear seats removed, there is up to 2,500 litres of load-space. Two trim levels are on offer: 'basic and informal' Active, and 'more comprehensive' Dynamic, with options including alloy wheels, air conditioning, deadlocks and parking sensors, plus nine different body colours. More details of UK specification and pricing will be announced nearer to launch.

Volkswagen Caddy Maxi Life Review

noreply@blogger.com (keretadunia) — Mon, 27 Apr 2009 05:01:00 +0000

Great looking MPV for the family..Check out the review

Category: Compact MPV

More Volkswagen Caddy Maxi Life Pictures

Summary of the Volkswagen Caddy Maxi Life (2008-)

Price Range: No data available

Assets

Tough, utilitarian image; strong diesel engines.

Drawbacks

Very much a van; high price.

Verdict

A useful and competent working vehicle, but too expensive to be an appealing alternative to a more car-like model.

Volkswagen Caddy Maxi Life Review

Overview

Next: Reliability and Quality

Volkswagen Commercial Vehicles turns out a series of popular vans on the Caddy theme: the Caddy Maxi slots in the range between the smaller Caddy and the Transporter. Like rivals from Ford and Peugeot, it comes with the option of a Kombi minibus layout (there's also a pretty neat camper van conversion).

The Caddy Maxi Life is the most passenger-oriented model in the range. Seating seven people in three rows, it has a decent level of creature comforts and more car-like interior trim and decor. It is offered in the UK with the 1.9 TDI (104bhp) and 2.0 TDI PD (140bhp) diesel engines, the former with the option of Volkswagen's DSG (Direct Shift Gearbox) automatic transmission with sequential-shift facility.

However, the biggest drawback with the Caddy Maxi Life is that prices start from around £16,000, making it dearer than Volkswagen's own Touran seven-seater (from just under £15,000), which is both better-looking and more refined to ride in. In terms of rivals, the Citroen C4 Picasso and Renault Scenic are both more luxurious all-rounders. It's also not far off the much better-equipped Ford S-Max in price.

Early signs of recovery for automotive sector due to rising of vehicles

noreply@blogger.com (keretadunia) — Sun, 26 Apr 2009 12:23:00 +0000

Malaysian’s vehicle sales is not despair from global economy meltdown. However a positive development in Malaysia’s automotive is giving some hope for the industry

After two consecutive quarters of declining sales, Malaysia’s motor vehicle industry is showing signs of a pick-up. This is good news for those looking for possible signs of an economic recovery.

Earlier this week, the Malaysian Automotive Association reported that sales in March had risen 20.5% to 44,205 units from a low point in February. The association expects further improvement in April and is sticking to its year-end total industry volume (TIV) projection of 480,00 units.

While this will be a contraction from the 548,112 units achieved in 2008 – the second best year ever – the outlook has brightened considerably for the industry.

Crowds looking at the new Exora at a Proton Edar branch.

However, from the consumer’s point of view, the latest developments in the car trade have mixed implications.

For example, the head of a Proton car dealer association was recently quoted as saying that the car loan approvals rate had gone up to about 50% in the past month from as low as 30% previously. This shows that banks are more willing to lend to car buyers.

Easier credit, however, comes at a price. The Star reported on Tuesday that banks had raised interest rates for loans to purchase non-national cars effective almost immediately.This has narrowed the gap in the rates charged for loans for non-national cars and national cars, which had previously favoured the former by about one percentage point.

Due to competition, banks do not normally advertise their car loan rates, but it is relatively easy to get the latest quotes for any brand or model by calling up hire-purchase officers at any bank branch.

The rates for loans of longer tenure (say, nine years) are a bit higher compared with those for a five-year loan. Also, different makes and models carry slightly different rates. At some banks, the rates may vary a little from branch to branch.

The one percentage point increase translates to about RM80 in extra monthly instalment for a RM100,000, seven-year loan.

Bank Negara has slashed its benchmark interest rate three times since November last year to 2% currently. The market is expecting another rate cut when the central bank’s policymakers meet next week.

The recent rate adjustments by banks “reinforce our view that hire-purchase rates are unlikely to be reduced despite lower base lending rates,’’ says AmResearch in an April 21 report.

The higher rates for non-national cars will curb demand for foreign marques such as Toyota and Nissan.

The two Japanese brands have the biggest share of the local multi-purpose vehicle (MPV) market, but their dominance is being challenged by the newly launched Proton Exora.

While sales at Proton are set to rise, other carmakers are still feeling the pinch from the economic slowdown.

Analysts believe that the domestic TIV will remain sluggish for the rest of the year as consumers hold back big-ticket purchases, while banks adhere to strict lending requirements.

But for those with cash to splurge, the current car market is probably as good as it gets. To keep the stocks moving, car dealers are likely to step up their promotional campaigns in the coming months.

Shop around for the best deals. Sales representatives are usually more than willing to help in getting the best rates, and some carmakers are offering arrangements that have lower interest rates for certain models compared with those quoted by the banks. Unsold stocks are also available at a discount to the sticker price.

If you need to trade in your vehicle, then it is imperative to visit more than one dealership for quotes. Bear in mind that as used-car prices drop, so will the trade-in value of your vehicle. The consumers’ appetite for a new car, as they say, has taken a back seat in these tough times.

A car is probably a person’s second-most expensive purchase after a home. This is true here, as the cost of owning a car in Malaysia is high. Depending on the engine capacity and origin of make, a significant portion of the showroom sticker price includes a hefty tax bill.

The car needs to be insured and the road tax paid before you can drive up to the nearest petrol station for a fill-up.

The sales tax for petrol in Malaysia is set at 58 sen per litre, but based on the international crude oil price of US$50 a barrel, it is estimated the actual collection is about 40 sen per litre at current RON 97’s pump price of RM1.80. Drivers also have to pay toll whenever they use roads built by private concessionaires.

So never mind the current hire-purchase rates and the variety of models available in the market, our choices are actually limited to the amount of cash that we can afford to pay every month.

A rule of thumb is that you should not be spending more than a third of your monthly income on car expenses.

Test Drive of Proton Exora MPV

noreply@blogger.com (keretadunia) — Sat, 25 Apr 2009 04:08:00 +0000

Check out what the expert has to say about the Proton Exora. You'll surely be amazed!

Tengku Azizan is perhaps the longest-serving employee in Proton, having been with it since even before the company’s first car rolled out. Over the years, he has been involved in testing prototypes in Malaysia and overseas and today heads the team that does homologation and testing of products. For many years now, I’ve told him that I would love to do a story on his career because it must be an exciting and very interesting job testing prototypes of models which won’t be in showrooms until some years later. But being the good corporate man, he’s always suggested that I 'talk to the PR department first and get their approval’ before he could agree to an interview. I’ve tried on and off but never really gotten down to that interview yet.

So it was a surprise to get a message from him inviting me to a 'TT’ (teh tarik session) - and also mention of driving 'the MPV’ to Temerloh the next day. The invitation really was a surprise, not that he had seemingly agreed to chat with me but that he was telling me that the MPV – which was obviously the Exora – was to be present. I was so puzzled that I even SMS back whether I would get to sit with him in the MPV because it was hard to believe I could be allowed to do so! We’ve always talked about his prototype testing and how his team has to sneak out late at night to avoid being caught by spy photographers and though I have tested prototypes of other companies in Malaysia and other countries, I never asked him to allow me because I believed he would not be able to agree due to strict company policy. In fact, he told me they really work hard not to be spotted when they are on the road and if pictures start to appear, then there will be 'problems with the bosses’.

The invitation was the day before, as I said, and I had another appointment but I felt this was such a rare opportunity that I postponed it. Actually, I did not realize that the session was specially organized for me as I had assumed it was one of their many test runs, now safe to be conducted in broad daylight since the launch was only a month away, and I was just being offered a chance to tag along. When I told Tengku Azizan that I actually had an appointment, he kindly offered me another chance 'next week’ but I felt that the offer was so good that I would be silly to postpone it because the following week, things may be different.

So I turned up at the Proton carpark early in the morning very excited about the drive and Tengku Azizan told me there would be two Exoras available, a manual and an automatic. Because I had to be back in town by 2 pm, we would not go as far as Temerloh and I could decide where I wanted to go. He also had a number of his team members come along because he knew that one of the things which would need to be assessed was the performance of the MPV with a full load of seven on board. It was very thoughtful of him and knowing that his guys are very busy, I have also to thank them for coming along for the ride. I didn’t expect to be allowed to take pictures and didn’t try and in any case, the Proton people requested that I use only those pictures which have already appeared in the Exora ads and none at all from the drive session if I needed to illustrate my report. They trusted me enough not to make me sign a million ringgit indemnity form if I didn’t follow their request and I see no reason why I should make them feel their trust was unjustified.

I had a go in the manual first and when I settled into the driver’s seat, the first thing I checked out was the driving position. In the Waja and models on the same platform, the driving position never seemed right – somehow the relationship between the steering wheel, its angle and the seat were awkward and it seemed like the people who chose such a relationship were thinking of a sporty driving position. That’s fine if you are doing a Lotus but not if you are doing a sedan for everyday commuting and certainly not for a MPV.

In the Exora, which has a brand new platform, the constraint of that driving position is not there and they have had a chance to get it right and this time, they have. It’s a very comfortable position and being a MPV, the seating height is higher which gives a commanding view forward. Women drivers especially will appreciate this as it promotes confidence.

Having had experience with the Campro CPS already, I expected the same character but discovered that the one in the Exora had a different feel. It felt stronger at the low end with more linear power delivery than what I remembered. I was told that they had done some tuning to match the engine to the increased weight (a figure of 1,400 kgs was mentioned) and driving style expected. More significantly, the gear ratio has been changed which does help in the take-off. However, I noticed that the engine speed at 100 km/h was 2900 rpm which is somewhat high by today’s standards (the Toyota Vios 1.5-litre engine spins at 2600 rpm at the same speed) and can have implications on fuel economy (more on this later).

There’s not much to assess a manual transmission really and the only thing I found was that the shifting was a bit notchy. This could have been an adjustment issue since the unit was a prototype and production versions may not have the same notchiness.

Steering feel was very good, precise and correctly weighted. On the smooth Karak highway, I didn’t notice it but over rough surfaces and ripples, I felt that the feedback was on the high side. This could be a consequence of making the steering feel precise and most people will probably be okay with it. However, in places like East Malaysia and rural areas where roads are rough, the vibrations coming through the steering wheel during long periods of driving could contribute to fatigue, not to mention being irritating.

At the BHP station along the Karak highway, I switched to the automatic since there was not much else to discover about the manual. Tengku Azizan said that the automatic would probably sell in larger numbers so I thought I should give it more attention.

Like the manual, the engine in the automatic also felt more lively, more eager at the low end. What I liked though was the gated shifter. For those who are not familiar, a gated shifter (you can see it in the picture) has a shift lever slot that is not straight. Mercedes-Benz was the first to introduce this concept in the 1970s and the various positions have more defined 'slots’ to allow more positive selection. It is not like the tiptronic transmission which is an automatic transmission with manual shift (sequential) capability but it is just an automatic transmission with a specially-shaped slot and you can select lower gears manually. Personally, I like a gated shifter more than a tiptronic because the feel is more like that of a manual transmission whereas a tiptronic transmission in manual mode only executes shifts with a very short movement up or down (or left or right). Paddle shifts on the steering wheel are, of course, a different matter.

The shifts in the automatic were pretty smooth though not seamless and in some conditions, kickdown was a bit too abrupt. But what was important was that there was no 'hunting’ of gears, suggesting that the Transmission Control Unit (TCU) has been well programmed and properly matched to the engine characteristics. In some other cars I’ve driven with poor matching, the transmission would keep trying to find the right gear and downshift even on a slight incline. That’s very annoying and I am pleased to say that the Exora has none of that behaviour.

Also very surprising to me was the smoothness of the engine at cruising speeds. Above 110 km/h, the Campro CPS engine ran so smoothly and quietly and it was not entirely due to sound insulation.

Now comes the part where I answer one of the Big Questions about the Exora’s performance: can it go up the Genting road? Well, I didn’t use the road to Genting Highlands because it’s usually crowded and I prefer the Bukit Tinggi road. I’m more familiar with that road so if there was any comparison to be made, that would have been a better road for me and I used it for the Exora. The question about whether the Exora or any car can go up a hilly road is, to me, unnecessary. Any car and lorry can go up a hill and what people really want to know is how fast it can go and that depends on expectations. A familyman who cares about safety for himself and his family isn’t going to expect to drive to the top of Bukit Tinggi like that guy in InitialD, right? He will want to be able to drive at a decent speed without the engine having to roar at 6000 rpm, both of which the Exora – with 7 guys aboard – can easily do.

The Campro CPS engine in the Exora has adequate power and torque to meet such a requirement satisfactorily and I believe that 90% of people would have no complaints. The other 10% who may feel it is 'under-powered’ would be those who expect performance levels like a Waja or Persona and they are probably not the target buyers for a MPV anyway.

I won’t talk about the fuel consumption since the driving I did was rather fast and hard, not how a real owner would be driving. As I said, the high rpm at cruising speeds does suggest that consumption might be affected but until I actually do a run using our own route and procedure, I can’t say for sure and it would not be fair to make a judgement at this time.

Another thing which I noticed driving around was that in many MPVs, there were usually a number of children which means that the load is not as great as 7 adults. And the occasions when there are likely to be 7 adults would probably be in town when office colleagues go for lunch in one vehicle. In such a situation, it’s unlikely that there will be any issues about performance.

That’s one major question answered so I’ll move on to ride and handling. This area gets top marks and I was really impressed. Of course, Protons since the Satria GTI have had above-average handling thanks to Lotus technology and experience. It’s the one area no one has ever criticized and with the MPV, it is clear that the engineers have done wonders with their skills. I would rate it as the best in its class – not the best among all MPVs in the world – and the closest rival in this department would be the Naza Citra II Rondo which has a rather European feel about it. When I mentioned this comparison to Tengku Azizan, he found it interesting and suspected that the Kia people (the Rondo is adapted from a Kia Carens) may have had Lotus Engineering do some chassis tuning work too!

Getting the Exora to handle so impressively might have meant sacrificing ride comfort, something which could not be allowed in a family-type vehicle. Surprisingly, the ride comfort was also very good. Not soft like a French MPV but firm like a European one. Even on broken roads and bumps, the Exora maintained it poise and body roll was negligible. Most MPVs in this class tend to roll a bit when you push them hard through corners but the Exora cornered like a car! No kidding!

I would also add that the brakes worked very well and the feel was excellent. This is not what I would say of other Proton models and certainly not for the Satria Neo CPS which I drove recently and was surprised that the brakes were spongy. But with the Exora, I felt confident even braking hard late in corners to see how much the nose dipped (very little).

Strength of body structure of the Exora has been given a lot of attention, especially at the front. Its rigidity also makes the ride and handling very impressive

I would have suggested to Proton an advertising tagline like 'a 2-seater with space for 7’ but Honda already describes their Stream like that! And talking of the Stream, I would say that the Honda MPV along with the Mazda5 and Toyota Wish should not be considered rivals to the Exora. They are a notch higher and I doubt very much if someone who has eyes on any of them would consider the Exora. The more obvious rivals would be the Nissan Grand Livina, Toyota Avanza and Naza Citra, all of which are selling very well but will definitely lose sales to the Exora when it becomes available. What about the Toyota Innova? Some people considering an Innova might look at the Exora but the Toyota has a larger engine (and a higher price as well).

Noise, vibration and harshness (NVH) were commendably low even though the unit was not a mass production one. In the rear seat, road noise could be heard but this is not unexpected because of the open space at the back. What was telling about the sound insulation was during the storm that we had to drive through. With low-priced models, roof insulation is often kept to a minimum for cost reasons but I don’t think this is the case with the Exora because there was no intrusive sound from the roof even with raindrops hammering down on it.

Now that we’ve moved inside, let’s talk about the packaging and accommodation. The cabin width felt generous and the large size of the front seat would also suggest this. I sat in the middle row briefly and didn’t take too much note but Paul Tan (who had his session a week after me) commented that the middle row gets much more legroom than it needs to have. As for the third row, I made sure I checked it out and sat there all the way from the Genting tunnel to Shah Alam. The space was fine for me and about the same as what is in a Grand Livina (and I also sat in its third row for a very long period during a test-drive in Bali).

From the first sighting of the bodyshell during the Proton Technology Week a while back, I wondered about the third side window. It seemed like a rather small opening and I felt that it could mean the people in the third row would have something like a small window like on an aircraft, which is not particularly pleasant. However, when I sat inside and looked out, the amount of glass area is actually quite large and kids will have a nice view of the world passing by.

Comfort-wise, the seats are well structured but I felt that the cushion thickness might be on the thin side. I’m not sure if this is because the interior designers wanted to get as much headroom as possible but if it is thin, then fatigue could set in on long distances. This only applies to the second and third rows as the front two seats are fine.

As the pictures show, the second and third row can fold down completely flat which is very good. However, the folding operation for the second seat didn’t seem so good though owners may eventually get used to it. It is not a straightforward operation and salesmen had better practice doing it so they do not struggle in front of potential customers! Incidentally, the head restraints are low-profile types which do not have to be removed when the seats are flat.

Looking around the cabin, I was impressed by the innovative thinking the interior designers had and I suspect a large portion of the R&D budget went to creating an interior that is among the best in this class of MPVs. At a workshop with Proton’s interior designers a couple of years ago, I had emphasized this as being very important because it is something that is related to perceived quality. Earlier models didn’t have the right textures and panels appeared cheap and plasticky. Some of the trim in the Exora was untextured because it was a prototype but I feel sure that the texture will be the right type in the production units because the latest Waja CPS is very well done. Maybe the interior designers did feel I had a point and have worked hard at it.

One teh tarik hook is under the front head restraint and the other is on the dashboard

The Proton designers know that the one thing I have always asked about is a little thing called a teh tarik hook. I am sure you know what it is and many vehicles have it as standard. It’s a simple feature but very useful because our culture is such that we do have a lot of plastic bags of teh tarik,nasi lemak and so on. In the past, people would hang these on the door handles; okay but not the best way. So, to me, it has been odd that Proton being a Malaysian product did not have such a feature from the start and yet it is standard in a Kia, Honda, Toyota and other foreign makes (even the Land Rover Discovery!). I was told that this feature was a 'must-have’ for the Exora because they did not want me bringing it up again!

Actually, even though the Proton people associate me with the teh tarik hook, I must explain that it was really the late Dato’ Gurcharan Singh, the first GM of EON, who brought it up. During the media launch of the Saga 1.5I in 1987 or 1988, he complained that there was no 'char kuey teow’ hook for him to hang the packet of noodles and he felt that was something a Malaysian Car should have as standard.

The cupholders and bottle holders get high marks. You may think that these are all the same but a good cupholder is deep so that the cup does not topple over when you corner. The ones in the Exora (there are ten) are very well designed, perhaps the best I have seen. Those right at the back, along the sides below the third windows, have a slot for magazines or comics, something which is also thoughtful.

Stowage pockets for seatbelt buckles are a plus point

Other nice things are the neat storage of the seatbelts on the second and third rows (not all manufacturers think of this) and this will also make sure that there are no customers asking why the seatbelts are missing. In quite a number of cases I have heard, customers are puzzled to find their rear seatbelts missing. Actually the seatbelts are underneath and during installation of the seat, the people are too lazy to pull them up and just leave them on the floor and drop the seat on top.

The most expensive version will have a DVD player mounted on the ceiling somewhere above the gap between the front seats. It’s a standalone unit rather than integrated with the audio head unit. I think it also takes SD card media.

As for the dashboard, the design is clean and contemporary. There are some carryover parts from other models but it did surprise me to see quite a lot of new parts which means a higher initial cost of production. Perhaps this also suggests that there are new suppliers and Proton has finally been able to get rid of those that caused its reputation to go downhill by supplying parts with sub-standard quality.

You should be able to answer calls using the integrated Bluetooth connection by pressing a button on the steering wheel

The instrument panel has a nice presentation and the only thing I would have an issue with is reflections at the top (inside the shroud) because the surface is too shiny and smooth. Tengku Azizan said that it was not the final trim and the 'ghosting’ I noticed would not be present in the production model.

The Honda-like steering wheel has a nice feel and has some buttons for operating the radio and handsfree connection via Bluetooth. The Bluetooth facility is welcome and will help in motoring safety. The only thing about these Bluetooth facilities in cars is that the standards keep evolving and some manufacturers like to be right up to date. This can mean that some older handphones have problems connecting because their Bluetooth version is older. I mentioned this to Tengku Azizan and he said that they would try to test as many different phones as possible and see if any had problems and then get the supplier to make the necessary adjustments.

One thing which you won’t see even in the showroom vehicles but which is also innovative is a Body Control Module. This is something which can control multiple functions in a vehicle and some of the features which I was told about were things like activation of the hazard warning lights during emergency braking and disabling of the central locking system (in unlocked position) if a child operated it more than 30 times in 30 seconds.

With a Proton, there is always the final question – what about build quality? I can’t answer that since the units I drove were prototypes and I accept that they had parts which would not be in the production models. But I feel sure the quality will be high going by what we’ve seen of the New Saga. It would be a real shame if all the fantastic efforts of the engineers and interior designers in developing one of the best MPVs in its class had poor quality.

So that’s about as much as I can tell you about the experience of driving the first truly Malaysian MPV. If you think that my positive views are enough and you do not need further convincing and you want to be among the first to own an Exora, then go and book one now (you only need RM1,000 to do so). And if you can't decide on the colour choices, the two new ones - Pyrite Brown and Gaia Blue – look very suitable for the Exora.

Citroen C4 Picasso MPV

noreply@blogger.com (keretadunia) — Sat, 25 Apr 2009 04:03:00 +0000

Citroen C4 Picasso (2007-) Review

Category: Compact MPV

More Citroen C4 Grand Picasso Pictures

Summary of the Citroen C4 Picasso

The Citroen Grand C4 Picasso is a 7-seater version of the C4 Picasso. It is priced at RM168,000 with a 2 year or 100,000km warranty. The C4 Picasso loses its egg-like contour thanks to the third row which gives it a more traditional shape towards the rear.

Assets

Amazingly light and airy cabin, lots of space, easy third-row access in the seven-seater, well finished and equipped, quiet and comfortable.

Drawbacks

Pretty hefty for a 'compact' MPV, vague steering.

Verdict

It's the most radical and futuristic compact MPV of all, an ideal family transport module for our times, available as a five- and seven-seater.

Citroen C4 Grand Picasso Review

Overview

Next: Reliability and Quality

Citroen currently sells three Picassos: the Xsara-based five-seat original, the C4-based seven-seater, initially called the C4 Picasso but since labelled Grand C4 Picasso, and a five-seater, the C4 Picasso.

The C4s are direct rivals for Renault's Scenic and Grand Scenic, and the various other five-, six- and seven-seat compact MPVs from Vauxhall, Ford, Honda, Fiat, Toyota, Mazda and the rest, which are collectively taking chunks out of the full-size MPV market.

The two C4 Picassos are based on the front half of a C4 hatch/Peugeot 307 platform, with two Picasso-specific rear ends. The Grand version is 12cm longer, and all of that extra length is at the back. In fact, the two cars don't share a single panel from the B-pillar (by the driver's shoulder) rearwards.

Up front, they share one of the deepest windscreens ever seen in a production car. It extends far into the roof, with an entirely glass roof also available as an option. They also share engines, transmissions and trim levels. Five-seaters cost £500 less than equivalent seven-seaters.

There's a 127bhp 1.8-litre and a 143bhp 2.0-litre petrol four, plus a choice of turbodiesels - a 1.6-litre with 110bhp and a 138bhp 2.0-litre. The 2.0 petrol and the diesels can be had with a sequential paddleshift semi-auto six-speed gearbox - in fact it's obligatory with both 2.0 cars. The 1.8 petrol has a five-speed manual, which is also available on the smaller diesel.

The interior has an uncluttered floor space and, if you specify the paddleshift automatic transmission, no centre console.

Nissan Grand Livina 1.6L & 1.8L

noreply@blogger.com (keretadunia) — Sat, 25 Apr 2009 03:43:00 +0000

Competions on the MPV car segment in Malaysia is getting hotter by the years. Nissan has launched its MPV in Malaysian segment with great optimism.

Edaran Tan Chong Motor Sdn Bhd has unveiled the new Nissan Grand Livina MPV in Malaysia, and it comes in three variants - 1.8 automatic, 1.6 automatic and 1.6 manual. Simple and easy, no highline or lowline stuff for you to fret with.

The basic NIssan Grand Livina is the 1.6 liter manual model powered by the HR16DE. This is not exactly the same HR16DE as the one in the Nissan Latio though, somehow Tan Chong has elected to equip the Grand Livina 1.6 with a variant of the HR16DE that does not have variable valve timing. It puts out 105 horsepower at 5,200rpm and 150Nm of torque at 4,400rpm, while the Latio’s HR16DE does 109 at 6,000rpm and 153Nm at 4,400rpm. The gearbox for the manual is a 5-speed, while the slushbox is a 4-speeder.

You can differentiate the 1.6 liter and the 1.8 liter unit via the front grille, which is chrome for the 1.8 liter - very Murano-like. The 1.8 liter only comes with a 4-speed automatic gearbox and its MR18DE engine produces 126 horsepower at 5,200rpm and 174Nm of torque at 4,800rpm. This engine is the same one in the Latio 1.8, and is equipped with Continuously Variable Valve Timing.

The Nissan Grand Livina can carry 7 in a 2-3-2 arrangement. Suspension is a MacPherson strut setup at the front, while the rear uses a torsion beam. This is a similiar setup to the Nissan Latio, in fact the Nissan Grand Livina is actually built on the Nissan Latio’s platform. This should bode well for its rear passengers - none of that discomfort associated with body on frame MPVs derived from pick-up truck platforms!

As with most vehicles designed to carry lots of weight, it has Electronic Brakeforce Distribution which automatically varies braking force between the front and rear brakes. This so the Nissan Grand Livina will remain stable under heavy braking with heavy loads. Other safety features include ABS and dual passenger airbags for all variants.

The other external difference between the Nissan Grand Livina 1.6 and 1.8 liter variants are the alloy wheels. While both variants use 15 inch alloy wheels with 185/65 R15 tyres, the alloy wheels on the 1.8 liter model is polished. The 1.8 liter model also has foglamps. Under the hood, the 1.8 liter model has an engine cover while the 1.6 liter unit does not. In the interior, both models have a cream interior but the 1.6 liter variant gets silver trim while the 1.8 liter model gets wood trim. All models have 7 cupholders but the 1.8 liter model’s front cupholder has a lid. Seats are cloth for both models but leather is an available option at extra cost.

Tan Chong has taken down 1,800 orders for the Nissan Grand Livina to date in a pre-launch booking campaign, so the initial stock already has owners. You will have to wait for the Serendah plant to produce more before you can have yours delivered if you book now.

Pricelist:
Nissan Grand Livina 1.6 Manual - RM82,000
Nissan Grand Livina 1.6 Auto - RM86,600
Nissan Grand Livina 1.8 Auto - RM95,000