Proton unveiled the all-new Proton Saga at a media preview that included a test drive. These are the details of the new vehicle as well as our first drive impressions.

The Proton Saga was the first vehicle ever launched by Proton in 1985. Since then over 2 million vehicles with that nameplate has sold all over the world and the Saga is one of the best-selling name plates in Malaysia. The A-segment saloon has also won several awards in Malaysia over the years. Most recently, the third-generation Proton Saga, which ceased production on 30 September 2025, won the following accolades:

• Rising Star Award Car – Asean NCAP Grand Prix Award 2016
• Value-For-Money Car – Malaysia Car of the Year 2016
• Compact Sedan of the Year – DSF.my Allianz Vehicle of the Year (VOTY) 2017
• Best 3 City Cars of Malaysia‍‍‍ – Aurizn Awards 2018 ‘Cars of Malaysia’
• Budget Car (Bronze Winner) – Carlist.my People’s Choice Awards 2018
• Best Compact Sedan (below RM70K) – CarSifu Editors’ Choice Awards 2019

What’s New?

Reinforced Chassis

Although the fourth-generation Saga retains the familiar body lines of the second and third generation Sagas, the car is not a facelift. Its retain the same dimensions because as before, it is built on Proton’s Advanced Modular Architecture platform. However, the structure now has hot-press-formed (HPF) steel B-pillars and floor cross member, as well as an advanced-high-strength steel roof cross member and high-strength steel door bars giving the all-new Saga better rigidity and crash protection. There is also a new engine, 337 new parts, 391,000 man hours of development and testing as well as 412,000km of road testing.

The all-new Saga comes with 15 “unique-in-class” and 15 “better than direct competitor” (Perodua Bezza) features as well as 50-plus competitive features which range from the new engine and reinforced chassis to the seemingly mundane like three USB ports and seven cupholders. Altogether, there are 35 new features collectively worth around RM12,000. It is a re-engineered new car which is now also one of the safest and most generously specced cars in its category. The Saga will be available in three spec levels, Standard, Executive and the top-of-the-range Premium.

New Engine

The new i-GT (intelligent green technology) 1.5-litre engine is built by Proton at Tanjung Malim. The new four-cylinder is also in the X50 however, the Saga gets a naturally-aspirated version with a maximum power of 120PS or 88kW and maximum torque of 150Nm. The engine has undergone over 50,000 hours of dyno tests as well as 9million-plus kilomentres of global road tests.

There is no manual option at the moment. In the Standard and Executive the Saga is paired with a four-speed automatic gearbox. In the Premium the transmission is CVT. The Punch Powertrain CVT is back although at the preview, Proton would not confirm if this was the same Punch CVT used in previous models. The reason for the reintroduction of the CVT is the lower fuel consumption vs the four-speed auto. Compared to the previous 1.3-litre engine, the Premium fuel consumption is now 4.9L/100km, a 14.04% improvement while the Standard and Executive at 5.1L/100km has a 10.53% improvement on the old engine.

The lower fuel consumption is also due to the engine operating on an Atkinson Cycle as well as dual variable valve timing and an electric water pump which maintains engine temperature more effectively. The NVH (noise, vibration, harshness) is also 25.24% quieter with the fitment of a dual mass flywheel and toothed timing chain. The timing chain will also reduce maintenance costs compared to the timing belt in previous Saga models.

Improved Safety Features

Also new are the safety features, probably the most important of all the new features. The all-new Saga, Premium only though, now has Level 1 Advanced Driver Assistance System features: Collision Mitigation Support Front (CMSF) with Autonomous Emergency Braking (AEB) and Forward Collision Warning (FCW); Front Departure Alert (FDA), Intelligent High Beam Control (IHBC) and Lane Departure Warning (LDW) thanks to the new monocular camera system which has a range of up to 150metres.

CMSF is unique-in-class and not available in the Perodua Bezza. The all-new Proton Saga is the first A-segment car to earn ASEAN NCAP recognition for passing the AEB Motorcyclist test.

At the rear, the new Rear Side Radar System (RSRS) with 120m range covers Door Opening Warning (DOW), Rear Collision Warning (RCW), Lane Change Assist (LCA) and Rear Cross Traffic Alert (RCTA). DOW and RCW are both unique-in-class features. The rear collision warning detects potential rear-end collisions and automatically activates hazard lights and sounds an alert to warn the driver of the incoming car.

The Premium now has six air bags with the addition of four side curtain airbags. The Standard and Executive have two airbags.

Redesigned Exterior

The body is the same but the styling is more up to date. The two most immediately noticeable design changes are the new wider front grille featuring the Sulaman Songket grille pattern and sleek new 3D LED taillights. The LED headlights are a new design and integrated into the grille. The new headlights have integrated daytime running lights with curving chrome line across the grille linking the left and right DRLs. Exclusive to Premium, the new design taillights have an LED lightbar connecting the left and right light casing giving the Saga and Proton S70 saloon a familial rear light signature. The Standard and Executive don’t have the connecting lightbar.

Other less obvious external new equipment are the new design alloy rims and new rear bumper with integrated reflectors.

All-new interior

The interior has had a considerable redesign making it more ergonomic and stylish than before. Most prominent is the all-new dashboard. There is now a single 16-inch screen with two displays. One is the nine-inch touchscreen infotainment monitor, the other, a seven-inch digital meter display. The single screen-dual display is the first of its kind in an A-segment car. There is now Wireless Apple CarPlay and Android Auto.

There are new capsule-shaped air vents, which have been likened to a congkak board. Unlike in the previous generation Saga, the vents are at the same level to each other along the dashboard. Two vents are at either end of the dashboard and two in the middle. Under the centre air vents are the climate control knobs. These are large and easy to locate when adjusting fan speed or temperature. Underneath which, at the centre console, in front of the gear stick, are two of the seven cupholders. There are two more at the front door pockets and two at each rear door. The seventh is between the two front seats, behind the manual hand brake. The cupholder can also double up as a phone charging point. There are two Type-A USB charging ports located next to it.

The steering wheel is now the same style as that in the 2025 Proton X70 although with less functions. Now there is also steering height adjustment.

On the dashboard between the air vents for the front passenger, there is a tactile wave pattern. This wave pattern is also on the door cards. In the Executive variant, the pattern is also on the fabric upholstery. The Premium has two-tone leatherette seats, no pattern. The Saga seats are are bigger than the seats in rival Perodua Bezza. Wider by 1cm with 4cm more thigh support for the front seats. Meanwhile in the rear, the Saga has 6cm wider seats with 1cm more thigh support.

New Exterior Colours Colours

There will be two new colours for the Saga at launch – Deep Marine Blue and Space Grey. Ruby Red, Snow White and Armour Silver will also be available. There are new design alloy wheels for Premium and Executive variants. Premium will have 15-inch two-tone Directional Arrow design alloys. The Executive will have the same 15-inch Directional Arrow design but in a single tone finish. The Standard will get 14-inch rims in a single tone finish in a different design.

What is it like?

We got to drive the all-new Proton Saga at Proton’s test track in Tanjung Malim in a series of exercises. These were to demonstrate safety features, zero to 100km/h acceleration, and handling in a series of figure of eight manoeuvres and around some bendy sections of the track. We were also given a demonstration of the Autonomous Emergency Brake and a chance to experience the Rear Side Radar System with a car coming up fast behind us as we drove the Saga along the track. Visual and audible warnings were set-off by the rapid approach giving ample time to respond to the potential collision. All cars were still intact at the end of the day.

In the acceleration test against the Perodua Bezza, the CVT Saga left the Bezza trailing. A combination of more power and the advantage of a CVT which always moves off from standstill faster than an automatic gearbox. However, the screeching sounds from the Saga’s CVT should be a salutary lesson that there is more to enjoy in driving than doing zero to 100km/h in the shortest time.

During the handling exercises, putting the all-new Saga through manoeuvres that it wouldn’t undergo under everyday driving conditions, the Saga’s family-oriented suspension was pushed hard over tight turns. While there was visible and perceptible weight shift with every sharp and deliberately jolting turn of the steering wheel, the Saga never felt unstable nor out of control. It retained its composure, thanks to the electronic intervention of the electronic stability control and traction control.

Conclusion

The all-new Proton Saga has deep tracks to follow but it is also leaving a solid impression of its own. Safety upgrades, styling updates and NVH improvements, here’s to the next 45 years of the Saga nameplate.

Pros: ADAS Level 1 is available
Styling updates especially to the interior
low fuel consumption

Cons: the noisy CVT
stiff gear lever

Looking for a new car? Whatsapp YS Khong at +60 16-335 0609. Let him know, Lisa sent you! Thank you, it helps support both our channels.

All-new Proton Saga Premium

The post All-new Proton Saga: coming soon to Malaysia appeared first on Autocar Malaysia Singapore.

Chery recently launched two crossovers, the Omoda 5 and the Tiggo 8 to take on the highly competitive B- and C-segment crossover markets respectively. While Chinese passenger car makers entering Malaysia have launched electric vehicles, the Chery has launched combustion engine vehicles to appeal to buyers who have reservations about going electric.

What are they?

The Chery Omoda 5 is the smaller of the two. The five-seater Omoda has a four-cylinder 1.5-litre turbocharged engine with a CVT gearbox. The maximum output is 156bhp and 230Nm. This puts the Omoda 5 amongst the Proton X50, Honda HR-V and Toyota Corolla Cross for price, size and power.

The larger Chery Tiggo 8 is a seven seater with a four-cylinder 2.0-litre engine with a wet clutch, dual-clutch gearbox. It is only available in Premium spec. The Tiggo is up against the Proton X90 and Toyota Innova Zenix for seating allowance but not power. The turbocharged, 257bhp and 390Nm output makes it much more powerful than any of its rivals, by 60 to 80bhp, with almost double the torque compared to the naturally-aspirated Innova Zenix.

What are they like?

The Omoda looks very dynamic and was a conversation starter everywhere we went. The very futuristic looks, the massive “diamond matrix grille” which was very eye-catching, it is bold and visually, outstanding. We had the higher-specced Honor variant, differentiated from the lower Comfort variant by red highlights in the rims, under the front bumper and roof spoiler. The red adds even more flair to the already dramatic appearance of the Omoda.

Inside, the upholstery is artificial leather. The interior is predominantly black in various finishes: matt, glossy, textured and satin. The boxy centre console is matt black hard plastic. The carbon fibre-textured dashboard is topped by two 10.25-inch monitors – infotainment unit and digital meter cluster – in a single, large glass panel. There are matt dark grey and satin metal inserts on the doors. The metal inserts on the door, edges of the centre console and the piping on the front seats are a rose colour while other metal bits around the interior are silver. It sounds like a discordant mish-mash of texture and colour elements but it looks well put together.

The Tiggo 8 exterior is lower key with a more conventional, less flamboyant exterior. There is also a massive grille, with a diamond shower pattern, and narrow LED illuminators. Most distinctive are the rear lights which have an LED light bar between them. The interior is premium-looking with conservative good taste: brown leather seats with two memory settings, matt wood-grain, satinised metal highlights. The infotainment and instrument cluster have 12.3-inch monitors. It also feels refined.

Both cars have their indicator stalks on the right, Japanese-style, which is unusual as China is a left-hand drive country. Left-hand drive car makers tend to have their indicator stalks on the left.

Should I get one?

For abundance of features, either Chery is good value and attractive alternatives to the more established car brands in Malaysia. They match their competition almost feature for feature. Drive modes? Snap. Autonomous braking? Snap. CarPlay/Android Auto? Snap. The Omoda and Tiggo also feel solid and well-built with low noise and vibration, and good stability on the highway. Both cars come with a seven-year manufacturer’s warranty and 10-year million kilometre engine warranty, which none of their rivals offer.

At RM118,800, the Omoda 5 is between the Proton X50 and Honda HR-V and Toyota Corolla Cross for price. The Honda and Toyota lower spec variants cost around RM11,000 more. The Omoda has almost identical features. That includes safety (active and passive), comfort and convenience features – with a few practical extras like puddle lights. The phone charging mat is large. It’s in the open, by the gear shift, so you are less likely to go off and leave your phone behind. The Omoda also has our personal top three must-have features: 360º camera, auto-fold wing mirrors as the car locks and automatic headlights. In the B-segment, it has the most flamboyant design and interior. Buyers are assured that they’d be noticed, and not in a bad way.

The Tiggo 8 Premium at RM159,800 is in between the X90 and Innova Zenix, RM144,800 and RM165,000 respectively. It also has the highest horse power and torque output of the trio, almost twice the torque of the Innova Zenix. The Tiggo is also generously specced.It matches its two rivals feature for feature – with a bit extra: more airbags and speakers, the convenience of a 12V socket in the boot and panoramic roof, to name a few.

If you’re looking for a B- or C-segment crossover and want the features but something less conformist, then we highly recommend taking a look at the Cherys, and having a test drive.

Which Chery?

Chery Omoda5

Chery Tiggo 8 Premium

The post Feature: Chery, the new Kings of the Crossovers? appeared first on Autocar Malaysia Singapore.

Tester’s note:

Where Malaysia Price from RM129,800 (OTR, excl. insurance ) On sale now Engine 4-cyl, 1498cc, petrol Power 174bhp Torque 240Nm Gearbox CVT Kerb weight from 1380kg Top speed 200km/h  0-100km/h NA Fuel economy 15.4km/L (claimed) CO2 NA Rivals Toyota Corolla Cross, Mazda CX-30, Subaru XV

What is it?

The Honda HR-V Turbo are mid- and upper-spec variants of the HR-V crossover. There are four variants in the range, the entry-level 1.5-litre naturally-aspirated S-spec, followed by the Turbo E then the higher-spec Turbo V and finally, the HR-V e:HEV RS hybrid at the top of the range.

What is it like?

The HR-V Turbo is incredibly smooth with quiet and effortless acceleration. There’s power when you want it but no CVT gearbox whine when driving with urgency nor a sudden thrust as the turbo kicks in. The refinement extends to the handling which is very steady along with stable road holding.

Overall, the car is quiet. There is a bit of road noise – not a complaint about NVH which is really almost always faintly present unless you’re in the Bentley-market range. However, it is not intrusive, as attested to by two hearing aid wearers. We could have conversations with ease and enjoy the audio system.

Should I get one?

We personally think the HR-V Turbo is the best version of the HR-V, ever.

So the question is, Turbo E or the Turbo V? Is it worth paying RM5k more to get the HR-V Turbo V?

Both the E-spec and V-spec are fully equipped where it counts the most – safety features. The passive and active safety equipment across the variants are identical: six-airbags, anti-locking brakes (ABS), emergency brakeforce distribution (EBD), stability control, full Honda Sensing features like autonomous braking, collision warning along with adaptive cruise control and hill descent control. Don’t worry, it’s safe.

The convenience features like remote engine start to cool the car remotely, keyless entry, walkaway auto-lock, Apple CarPlay/Android Auto, reverse camera, single-zone automatic air-conditioning are in both E and V.

Externally both turbo variants look the same: black chequered-styled front grille and ‘Turbo’ badge at the rear. The front and rear lights are LED. The reflector headlights have automatic high beam. The V has sequential indicators, the E has flashers. The E has 17-inch rims while the V’s is 18-inches.

Power-wise, the HR-V Turbo E- and Turbo V-spec have an engine and gearbox in common with Econ, Normal and Sport drive modes.

Side note, the lower spec HR-V Turbo E is a split second faster than the V – and two whole seconds faster than the e:HEV RS. With less equipment and smaller rims, it weighs 23kg less. Not noticeable behind the wheel but it’s still bragging rights, the fastest Honda HR-V.

Our verdict, the HR-V Turbo E is lower spec where it doesn’t really matter. Smaller rims, urethane-covered steering wheel and manually-adjusted fabric upholstered seats, unpainted plastic trim in the cabin… It also does without variable ratio steering, sequential indicators and Honda Connect app.

Whichever you choose, you would have the best version of the Honda HR-V, ever.

The post Review: Honda HR-V Turbo, the best HR-V ever? appeared first on Autocar Malaysia Singapore.

Tester’s note: half a star off for the posterior cosseting

Where Malaysia Price RM166,500 (OTR, excl. insurance ) On sale now Engine 4-cyl, 1993cc, petrol Power 181bhp Torque 315Nm Gearbox eCVT Kerb weight 1445kg Top speed 180km/h  0-100km/h NA Fuel economy 25km/L (claimed) CO2 NA Rivals NA

What is it?

The Honda Civic e:HEV RS is a C-segment saloon. It is the top of the Civic model range for power, features and price. It is a petrol-electric hybrid: a 2.0-litre naturally-aspirated engine paired with a motor which produces a 181bhp and 315Nm output. However, it would be more accurate to describe the Civic e:HEV RS as an electric car with an on-board petrol-driven generator. The Intelligent Multi-Mode Drive (i-MMD) system that powers the Civic e:HEV RS makes it a cable-less electric car. It has all the benefits of electric motoring, without the multiple inconveniences associated with electric motoring.

Read about the other Honda e:HEV RS hybrids, the Honda City Hatchback e:HEV RS and the Honda HR-V e:HEV RS.

There is also the Honda Civic RS, a petrol-only variant with a turbocharged 1.5-litre engine which produces 180bhp and 240Nm of torque. The e:HEV RS is distinguished from the petrol RS by the blue-framed Honda badge front and back, e:HEV badge on the rear, two-tone 18-inch rims and chrome highlights on the front grille and window frames.

This is the 11th generation of the Honda Civic. The Honda Civic nameplate is Honda’s best-selling model globally with 30 million Civics sold worldwide since 1973.

What is it like?

In short, powerful and elegant. The Civic e:HEV RS has the most powerful version of the i-MMD system. It has the same 1.1kW lithium-ion battery as the HR-V e:HEV RS but the 2.0-litre engine recharges the battery faster so it is propelled by the motor almost all the time. This makes the Civc incredibly quiet with very smooth acceleration. The car does run solely on petrol at cruising speeds on the highway when a motor actually hampers fuel efficiency but returns to electric power when there is demand for more power. There is low-level noise from the tyres at highway speeds but it was not intrusive.

This is probably the most athletic-looking Civic in 11 generations. The body is long and low and in black, with narrow LED headlights, overhanging bonnet and dropped-down grille, delightfully menacing. The fastback-style body is sleek with less origami-esque folds and creases than the 10th generation car.

The dashboard was an immediate “wow” when we got in. The retro-modern style is one of the most novel we’ve seen in a long time. Honeycomb mesh and glossy piano black finish are not new ideas but execution of the combination is. A silver-framed metal honeycomb mesh runs horizontally across the length of the dashboard, an unbroken length of honeycomb mesh that conceals the air-con vent slats but does not obstruct airflow. It creates a flat, continual surface that draws the eye across the width of the dashboard. The honeycomb pattern is elegant, a textural contrast to the glossy black frame around it. The vent angle adjusters are matte silver toggles. The styling cues are derived from the Honda e retro-style compact electric car that Honda only sells in Japan and Europe.

The black combination leather seats have red stitching and tiny perforations inlaid with red. The dashes of red are just enough to break the monotony of black without become overwhelming.

The handling matches the athletic appearance with firm suspension and body stiffness that makes the car very agile. It’s also very comfortable to handle at higher speeds.

Should I get one?

This is the best of electric motoring. On top of that, we think it’s really good value and here’s why: the range from one full tank and the incredible spaciousness.

The Honda Civic e:HEV RS range from one full tank (47 litres) is over 1100km, based on the claimed consumption of 25km/L. (There are drivers who have achieved even more kilometres to the litre but we wouldn’t recommend driving behind them). There aren’t any battery electric vehicles in the market with over 1000km range from a full charge at any price at time of review. All the plug-in BEVs under RM200k give less than 500km to a full charge. The Civic e:HEV RS i-MMD system offers the most convenient form of electric driving.

Another bonus are the unlimited mileage warranties – five years for the mechanicals and eight years for the hybrid battery. Most EV warranties have mileage caps.

And finally, the Civic e:HEV has features and legroom and boot volume to rival a D-segment saloon, at a C-segment price.

We truly never expected to like the Honda Civic e:HEV RS as much as we do.

The post Review: Honda Civic e:HEV RS, the best EVer? appeared first on Autocar Malaysia Singapore.

Tester’s notes: almost perfect, the Vios loses half a star because the infotainment monitor is orientated towards the front passenger.

Where Malaysia Price RM95,500 (OTR, excl. insurance ) On sale now Engine 4-cyl, 1496cc, petrol Power (max combined) 104bhp Torque (max combined) 138Nm Gearbox CVT Kerb weight 1035kg Top speed 180km/h  0-100km/h NA Fuel economy 19.2km/L (claimed) CO2 NA Rivals Honda City

What is it?

The Vios, is Toyota’s best-selling model in Malaysia. Our review car is the higher, G-spec variant of the fourth generation Vios. The B-segment five-seater saloon is now only available in two specs, the base E-spec and our review model, the G. However, at almost RM8000, a 10 per cent increase, on the earlier generation G-spec Vios, is it now too expensive?

What is it like?

This generation Toyota Vios is the sleekest looking Vios ever. The design, compared to its predecessors, is athletic with its coupé-style roofline, low front bumper, diffuser and 17-inch rims. The fins on the rear bumper also give the Vios a racy look.

To go with that sportier body is a suspension that’s firmer with better ride comfort and less weight-shift when cornering. The stability makes the Vios a very enjoyable drive because the handling responsiveness is sharper than in previous generations.

The dark brown and black interior looks sophisticated with leather seats, brushed aluminium dashboard inserts, and diamond-textured gloss black finish on the doors and around the gear lever. There are hard plastics but you have to rap them to realise. Rear passenger comfort has improved with the addition of two rear air vents with directional adjustments and more spacious knee room now that the wheelbase has increased by 70mm.

Getting to know the car and features is straightforward because the interfaces for the features and conveniences – physical and virtual – are uncomplicated and uncluttered. The air-con controls are dials. There’s no need to look when you adjust the cabin climate controls because you can feel the dial click. One click for every half a degree temperature or fan speed change as you turn the respective dials. There are real buttons with tangible feedback when pressed, and lights to confirm at a glance if features like rear windscreen de-mister are on or off. The climate control display is monochrome and shows the fan speed in bars, the temperature in digits and the air flow. Apple CarPlay and Android Auto is wireless.

The storage in the Vios is very functional. The boot has a flat floor with storage underneath for several pairs of shoes. Besides the glove compartment and centre console box, there are trays around the gear console and six cupholders. The wireless charger is in the centre console box.

The instrument cluster is customisable but there aren’t so many options that you get lost in the menu, nor so many choices you can’t decide what to choose.

Switches for frequently changed settings are easy to find, not hidden away in a menu. Drive mode, between ECO, normal and Power, is on the steering wheel. The ambient lighting buttons to adjust colour and intensity are located on the gear console. There are 64 colours – enough to have a different one every day for two months.

Alongside the passive safety features, the Vios has Toyota Safety Sense active safety features which puts it alongside some of the safest cars on the road. The volume for the alerts may be lowered but most of the safety features can’t be permanently switched off. Skid control reactivates by default once the speed exceeds 50m/h. Pre-collision Warning defaults to “on” when the car is restarted. So there’s no chance of accidentally deactivating any of them.

After all, what’s the point of active safety features if they can be optional?

Should I get one?

If you hate driving, this is the car for you. If you love driving, this is the car for you. There’s nothing complicated about the Vios. It’s the ultimate in fuss-free motoring. It looks good, it’s well-built, it handles well, there are lots of features and it’s fuel-efficient (marginally more efficient than its predecessor). You get in, you drive.

Looking at the Vios as a whole, it is still incredibly good value at RM95,500 considering what it offers. It is almost RM8000 more than its predecessor which is not a small sum but there are significant build, technological and equipment updates which also makes the latest Vios safer and more refined. The new platform is more structurally rigid which improves collision safety. The enhanced suspension provides better ride comfort. There are also more safety features and several other less obvious convenience features like the larger touchscreen infotainment monitor and wireless Apple CarPlay and Android Auto which is stable.

The post Review: Toyota Vios G, is it now too expensive? appeared first on Autocar Malaysia Singapore.

Where Malaysia Price RM141,900 (OTR, excl. insurance ) On sale now Engine 4-cyl, 1498cc, petrol with electric motor Power (max combined) 129bhp Torque (max combined) 253Nm Gearbox e-CVT Kerb weight 1393kg Top speed 170km/h  0-100km/h 10.7sec Fuel economy 24.4km/L (claimed) CO2 NA Rivals NA

What is it?

Probably the best looking model in Honda‘s current model line-up. The Honda HR-V e:HEV RS is the hybrid variant of the popular small crossover. As in the Honda City Hatchback e:HEV RS, the HR-V e:HEV RS has one motor, a petrol-powered generator and a lithium-ion battery. Together they seamlessly provide electric motoring with the advantage of lower emissions, but self-charging, on-the-go under the bonnet, taking away the inconvenience of charging cables and long recharging times.

What is it like?

Sporty looks and low fuel consumption in a crossover body. The second generation HR-V has more attractive proportions and a sleeker look that its predecessor. Like before, rear door handle is located in the C-pillar giving the HR-V its characteristic coupé look.

Despite the RS moniker, the red RS-specific sporty styling, and paddle shifts the Honda HR-V e:HEV RS does not perform like a performance variant although it has the highest torque of the three engine technology variants. The motor churns out the same 127Nm maximum torque as the City Hatchback e:HEV RS which is 144kg lighter. However, the steering feedback has the weight and handling has the stability to make it feel planted enough to enjoy some spirited driving.

The City has a 108bhp motor and the HR-V motor is more powerful with 129bhp. However, additional weight and larger, 18-inch rims, makes the HR-V less quick off the mark. Furthermore, the HR-V battery only has 1.1kW storage capacity compared to 1.3kW in the City. This makes the HR-V’s engine come on more frequently – and very audibly – to recharge the battery. Nevertheless, the transition between electric is seamless and apart from the difference in resonance, the change to petrol is imperceptible.

Despite more reliance on the petrol engine, the HR-V hybrid is still remarkably frugal. The consumption is 24.1km/L, not that far off from the City hatchback hybrid’s 27.8km/L. The naturally-aspirated 1.5-litre S-spec Honda HR-V manages 16.9km/L.

There are drive modes: ECON, Normal and Sport. We had the car in Normal because it was the most comfortable balance between brake regeneration and accelerator responsiveness.

The textured knobs to control the dual-zone air-conditioning are easy to read at a glance and adjust fan speed and temperature. The air circulation around the cabin has improved since the previous car. There are now four front air vents with wider air dispersion, and also new, rear vents which are directional.

New convenience features are remote tailgate unlock, kick sensor for the tailgate, also handsfree walkaway closing, walkaway door lock and remote start (to cool the car before you get in). The wing mirrors also close automatically when the car locks, a visual confirmation that the doors are locked.

There is now a digital instrument cluster, customisable, with themes, different styles and display combinations according to driver’s preference. One of the options shows the energy flow: whether the battery is charging or discharging power. This made me more conscious of my driving style and, hopefully, motivated better fuel efficiency. Customising the instrument cluster made it easier to keep information to what was essential, reducing distractions. However, the start-stop button was disconcerting because the red illuminated ring around it was visible just at the corner of the eye, like an error alert.

There is wired Apple CarPlay and Android Auto as well as wireless charging in the HR-V. If the infotainment monitor had been angled more towards the driver, it would have reduced head movement.

There is also Honda Sensing, nine active safety features, most of which we didn’t notice – in a good way. We particularly liked Lead Car Departure Notification for when you zone out while staring at the car in front.

The HR-V is practical for the different stages of family life. The wide opening doors are especially useful if you have elderly or very young family members. There’s space to help them in and out, move a wheelchair closer or to reach in to unbuckle and lift a child out. It also makes loading and unloading bulky objects much easier. Another plus is the versatile interior. The multi-configurable Ultra seats can be flipped up or down for extra height or length for that bushy house plant or flat-packed bookshelves.

There is also the convenience of storage dotted around the interior making it easier to keep the cabin tidy. Besides the glove compartment, centre console box, cupholders, door pockets, space under the Ultra seats and the boot space, there is also a hidden compartment under the cargo area.

The driver has multi-way adjustable electric seats so getting comfortable isn’t difficult. Short or elderly people who usually find high-riding vehicles a climb will find the HR-V’s hip ratio suited to their stature. However, rear passenger comfort, especially for taller occupants, will also find generous leg and knee room. There is clearance under the front seats for passengers to tuck their feet when they stretch. The seatbelts have a high shoulder mount which also makes them more comfortable for taller passengers.

Should I get one?

If you’re looking for a sporty-looking crossover, the Honda HRV is a car to consider. If you’re also looking for lower petrol consumption and less tailpipe emissions without depending on an electrical outlet, then the HR-V hybrid is definitely the car to consider.

The post Review: Honda HR-V e:HEV RS, the unplugged hybrid appeared first on Autocar Malaysia Singapore.

Where Malaysia Price RM432,888 (OTR, excl. insurance ) On sale now Engine 4-cyl, 1969cc, turbocharged, petrol with electric motor Power (max combined) 462bhp Torque (max combined) 709Nm Gearbox 8-spd auto Kerb weight 2350kg Top speed 180km/h  0-100km/h 5.3sec Fuel economy 55.6km/L (claimed) CO2 40g/km Rivals BMW X5, Mercedes GLE

What is it?

In Ultimate spec, Volvo’s top-of-the-range SUV, the XC90 T8 Recharge plug-in hybrid electric vehicle (PHEV) has everything that Volvo has to put into a car. That includes all the advanced safety technologies Volvo currently offers and every creature comfort they can shoe horn in. Launched in 2022 as a facelift, upgrades include higher output and increased electric-only range. The hybrid battery capacity is now 18.8kWh, augmenting the range from 50km to 77km. This gives the XC90 has one of the highest all-electric ranges for a PHEV. The petrol range is around 660km.

The XC90 is also Volvo’s most capacious vehicle now that the V90 station wagon is no longer available in Malaysia.

What is it like?
Big. Wide as well as long with an intimidating presence on the road. Indicate and watch-traffic-hang-back-while-you-make-your-move sort of intimidating. The ride height made it easier to spot flashing lights and look for gaps to move in before the sound of sirens that precede the imminent materialisation of an ambulance.

The seven-seater had reasonable knee-room for an adult five feet six inches tall seated in the third row. They even got an air vent, arm rest and cupholder.

The boot is 640-litres with the third row out of the way. Fold down two rows, and it’s 1950 litres. Measured from the tailgate to the centre console, it’s 190+cm long. That’s longer than a standard bed.

Distinctive. The oncoming Thor hammer lights make the XC90 instantly discernible from the scores of hulking vehicles approaching from a distance.

The Volvo XC90 has finesse without being ostentatious with elegant details like square perforations on the leather seats, open-pore wood panels, Orrefors crystal gear knob, memory seats for both front seats, air vents in the door pillars and over the rear haunches. Also, air quality monitor and an electronic chorus of buzzers and alerts for every conceivable safety feature that Volvo provides. There’s also a Bowers & Wilkins sound system – lots of speakers, more sophisticated than my tin ears could appreciate – but according to my musically-trained sisters the sound quality really is fabulous.

Despite its bulk, the XC90 T8 Recharge Ultimate was fast with perky acceleration and planted, assured roadholding. The all-wheel drive, along with higher-than-the-average-car ground clearance, means off-road capability. The ground clearance is 223mm – rivals, BMW X5 and Merc GLE are 214 and 205mm respectively.

The ride was smoother than my eyes would have believed. Considering the state of the roads in the Klang Valley, the air suspension evened out the bumps and made it much more comfortable, especially for old bones. For a car otherwise extremely refined, the sound of the bellows operating is very audible, a metallic creaking that was alarming the first few times I heard it. The ride height lowers slightly when in all-electric mode to improve aerodynamics. However, apart from that, the driver can’t adjust the ride height on-the-go but this isn’t necessarily a bad thing. There’s less thinking required which makes the XC90 very user-friendly. The only height adjustment is for loading and unloading, using the buttons by the tailgate to raise or lower the car. The car also lowers after the engine is switched off.

One busy day of town driving and the electric range had depleted. The change over from electric to petrol was seamless and in petrol the car remained smooth and quiet, until I accelerated hard and heard the engine. It was a bit jarring after the silence which I had come to take for granted but there was no rough vibration and the engine quietened back down once the foot eased off the floor.

For the impatient, eight hours to charge from empty to 80 per cent of maximum seems painfully show. However, some context… Eight hours is not untypical idle time for a car when someone is home or in the office. I only managed two to three hours charging at a time at public chargers, topping up 14-20km range from empty. However, if I owned a PHEV, I’d probably have my own AC wallbox as prices have come down considerably over the last few months. If the XC90 were recharged every day or every few days, it wouldn’t always need eight hours. In the mean time, there’s petrol back-up.

Like most drivers, I left it in Hybrid mode but the XC90 also has Pure electric mode. In Pure, acceleration is slower and deceleration faster for energy recuperation. If you’re heading down from Genting, select B gear – it’s between N and D – and go. The battery should almost be full by the time you’re at the guardhouse.

Should I get one?

If you’re looking for an SUV with BMW and Mercedes-Benz on the list, then the Volvo XC90 T8 Recharge Ultimate should definitely be in consideration. It is a worthy competitor in many ways with aspects that make it exceptional: the battery range, comfort and practicality.

Penny pinching is unlikely in this market range but value is likely to factor in the buying decision. The Shah Alam-assembled XC90 is RM433,000*. That’s almost RM24,000 less than the RM457,000* BMW X5 xDrive45e M Sport from Kulim. Meanwhile the Mercedes GLE 450 4matic AMG Line, assembled in Pekan, is almost RM516,000*. It’s the most expensive because of the trio, it’s not a hybrid. The Volvo has a five-year unlimited mileage warranty – the other two come with two. All three marques have an eight-year, 160,000km hybrid battery warranty, potentially the EV owner’s most costly after-sale concern.

Perhaps what we like most about the Volvo XC90 T8 Recharge Ultimate is how straightforward it is. There are no drive modes to set like ECO, Normal, Sport or Custom. There is the option to increase the steering weight in Settings which I did. The primary features, sound system and climate control, are easy to access without going through the touchscreen menu. As with other Volvos, there’s Google Assistant. (If you express your appreciation to her, she responds back with a heartwarmingly cheerful acknowledgement.) The only “how?” moment was with the twist-knob On-Off switch. Apart from that, all you’d need to do is get in, drive, concentrate on the road ahead.

*retail prices from manufacturer’s website, rounded up to the nearest thousand. Prices are inclusive of prevailing tax.

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Is the Perodua Alza AV just a Toyota Veloz but cheaper? If it were so straightforward, there would need to deliberate, no review to write. The verdict: save the RM19,500, buy the Perodua, treat the family to an outing, bank in the change.

What’s the same?

They built on the same platform and are products from the Daihatsu stable. Other commonalities are size, 1.5 litre naturally-aspirated engine and D-CVT gearbox. They have adaptive LED headlights, the same passive safety features and advanced safety features like adaptive cruise control, collision warning, autonomous braking with pedestrian detection and rear cross traffic alert as well as lane keep assist. At face value, the only differences besides the price are ride height – the Alza is an MPV, the Veloz is a crossover – and their respective brand badges.

The interior layout is identical: seven-seaters with three rows of seats. The middle row seats are 40-60 split-foldable and accommodate three while the back, for two, is 50-50 split-foldable. The seats are on sliders so legroom is adjustable. Push the second row back fully and there is limousine-level legroom.

The doors open very wide so there’s ample manoeuvring space to get a pushchair or wheelchair in the open doorway, closer to the car while helping a child or less able-bodied person in and out. The large aperture also makes it easier to get bulky things, like child seats, in and out. The car is practical, versatile and good value for multi-generational households or people with very active lifestyles.

What’s different?

However, there are enough differences to make them sufficiently unalike despite their similarities: performance and handling, equipment and other factors, the latter of which, more later.

Same engine and gearbox but different gearing ratios give the two cars different driving performances. The lower riding Alza was slower to move in the low gears. This led to a tendency to over-rev as the Alza needed more pedal input to get going – keep up with the flow of urban traffic as the cars in front moved very quickly further and further away. On the other hand, the Veloz has more torque in first and second so it was more responsive and smoother when moving off from traffic lights, changing lanes and tackling general town traffic conditions. Both have a Drive button on the steering wheel for a quick gear drop and boost of torque on demand as well as to change drive modes between Eco, Normal and Power.

The rest of the differences are equipment. Alza has front fog lamps but no daytime running lights, while it’s the reverse with the Veloz. There’s a sporty-looking silver roof-rail on the Veloz that’s not on the Alza. A chrome garnish runs along the entire length of the size of the Veloz, from headlights to C-pillar. On the Alza, it starts from the front window sill. The Alza has 16-inch rims, the Veloz on 17-inch, different designs. They run on the same tyres, Toyo Proxes CR1.

Inside, both have nine-inch infotainment monitors with 360º cameras. The Veloz has a more sophisticated monitor and camera which gives options like viewing direction. Both cars have Apple CarPlay and Android Auto but it’s wireless in the Veloz while the Alza requires a cable. Despite the cable, the CarPlay connection in the Alza was not stable. While on Waze, mid-journey, the blue arrow as well as voice directions would stop which was frustrating. Sometimes it would not connect at all, another frustration.

In the Toyota, navigation is included. There is also a Qi wireless charging tray on the centre console which is also a key/coin tray – the charger is Off by default. The Alza has central locking buttons on the console so no space for a tray nor anywhere to put the phone, especially when plugged in.

Then there are the cabin comfort controls. The air-con controllers in the Alza are buttons but the Veloz has knobs. The air-con features also vary. In the Veloz, the temperature is a numerical value. In the Alza, it’s a snowflake icon – select bigger snowflake or smaller snowflake to adjust the coldness. The Alza also has two air-con presets, the Veloz doesn’t. In the Alza, you can also adjust airflow direction – to the feet, upper body or windscreen – but in the Veloz, it’s just upper body. Both have overhead, fan speed and direction adjustable air vents for the rear two rows. Both had efficient air-conditioning that tackled the blistering heat very quickly.

The other differences are cosmetic like the interior schemes. The Alza has black and brown combination leather with a black and brown dashboard while the Veloz has black combination leather seats and light grey and black dashboard. The steering wheels look the same but there are minor differences in the placement of function buttons.

Which one should I get?

Paying RM19,500, or an additional RM430 a month over seven years for a different badge, interior colour scheme and a few equipment differences might not seem worth it but throw in Toyota’s much vaunted service efficiency and the scales tip the other way.

If you don’t have RM430 to spare a month, then it’s easy. If you do but are still undecided, our verdict: go for the Toyota Veloz.

Perodua Alza or Toyota Veloz: features in common

The post Perodua Alza or Toyota Veloz? appeared first on Autocar Malaysia Singapore.

Where Malaysia Price RM212,711 (OTR, excl. insurance ) On sale now Engine 4-cyl, 1984cc, turbocharged, petrol Power 238bhp at 5000rpm Torque 370Nm at 1600rpm Gearbox 7-spd wet-clutch dual-clutch Kerb weight 1463kg Top speed 250km/h  0-100km/h 6.3sec Fuel economy 13.5km/L CO2 NA Rivals Renault Megane RS 280 Cup EDC

What is it?

The Golf is arguably Volkswagen’s most venerated model after the Beetle and the Bus, none more so than the Golf GTI. The eighth-generation Golf GTI is from Pekan. The lower duties puts a brand new Golf GTI within the reach of more drivers than ever before at just under RM213,000. The fully-imported seventh generation Golf GTI was around RM246,000.

*Note: since our test drive, the Golf GTI has been updated. Additional features include front fog lamps and IQ.Drive, advanced driver assistance system features (ADAS). The price has also increased to around RM245,000.

What is it like?

Red. A lot, a lot, a lot of red, red, red. The digital meters are encircled in red. There are red back lights and red markers. The infotainment screen has icons in shades of red. Red may be the emblematic colour of the GTI but the styling highlights have become an over-dominance verging on monotonous. Good for Chinese New Year, or going to war – if that’s how you feel about the daily commute, visually exhausting after a few hours.

The eighth generation GTI has an even more streamline exterior and sleeker styling inside. It comes with navigation, customisable screens and functions. However, finding the controls to change the settings was exasperating. Those accessed through the infotainment screen were in folders within menus. The icons for features were a red monotone. The lack of visual differentiation made it harder to recognise them at a glance. This added to the difficulty searching through the menu to find things. The options and choices within the menus were also sometimes unnecessarily bewildering. Sometimes so complicated that I forgot why I’d gone into the menu in the first place. Could I have changed the ambient lighting colour? Could the wing mirrors be set to close automatically when the car was locked? I never found out.

It could have been poor ergonomics but it was also difficult to find and navigate the touch switches to adjust the climate control settings or mute the radio. The placement and design were frustrating – small and flat on curiously angled surfaces, easily affected by changes in ambient light. They were not intuitive nor easy to find in a hurry. Those accessed through the steering wheel were equally convoluted.

I could have summoned up the voice assistant with a cheery “Hey, Volkswagen!” to do some of my bidding but it required too much annunciation. Also, the hits and misses while voice recognition becomes attuned is wearing – especially when the time with the car is so short.

Another irk was the gear stub. It was so short and small that there was barely enough mass to push up or down against to get into gear. Good thing there are paddle shifts. Surprisingly, there was only a rear camera, none in front. Another irk was the front passenger seat which was not electric.

Should I get one?

The answer is yes, despite my less than glowing thoughts on the un-intuitive nature of the car’s digital interface. Drivers eventually get to know their cars and where to find the important features or make do without what they can’t find.

A Golf GTI is a Golf GTI. The social cachet and lustre of Golf GTI ownership is quite immeasurable. The cachet is also the Golf GTI’s renown performance. The eight-generation Golf GTI delivers this with the aplomb of its predecessors – the grippy cornering and responsiveness on the open road that will plaster happy smiles on drivers’ faces long after the ignition has been turned off.

Most of the things that had vexed me about the car’s menu interface became trivial once on the road. The daily traffic jams didn’t seem to matter as much because driving the Golf GTI is a joy in itself. Did it matter that the cabin temperature was too low or that the blower was too noisy? That could wait until the next traffic light or when I reached where ever.

In addition, with the price of everything going up, there are very few brand new, more sophisticated and more technologically advanced things that are the same price as its predecessor three years ago.

So, if you’ve ever wanted to buy a brand new Golf GTI, there has never been a better time. We recommend Moonstone Grey.

Note: the recent equipment update which includes the addition of IQ.Drive, advanced driver assistance features, brings the spec list almost up to what Malaysian buyers would expect a premium brand to have. However, there is still no front camera – or better still a 360º camera.

The post Review: Volkswagen Golf GTI appeared first on Autocar Malaysia Singapore.

Where Malaysia Price RM107,783 On sale now Engine four-cyl, petrol + electric motor Power 96bhp Torque 253Nm Gearbox single-speed Battery Capacity 1.3kWh Range 900km Kerb weight 1249kg Top speed 175km/h 0-100km/h N/A   CO2 87g/km  Rivals 

What is it?

The City Hatchback e:HEV RS is Honda’s new flagship small hatchback which replaces the Honda Jazz. It’s not the Jazz in another name. It is an all-new model in the Malaysian market. The Jazz was a separate, different model from the City while the all-new City Hatchback is the five-door version of the City saloon. The Jazz will still be available in other markets but not Malaysia.

The City Hatchback is 4349mm long compared to the previous generation Jazz at 3955mm. The wheelbase has grown by 70mm but the boot has been reduced by 74 litres. That aside, the Hatchback has the iconic Ultra Seats beloved by many generations of Jazz fans.

In addition the hybrid variant is now the flagship – the first-ever City with an RS variant. In the previous generation City and Jazz, the hybrid variant was a mid-spec model.

What is it like?

The Honda City Hatchback e:HEV RS combines performance, fuel efficiency, versatility and convenience in one package. Its spirited performance comes from the 253Nm of torque it produces – about the same output as a 2.5-litre naturally-aspirated engine, without the high fuel consumption or emissions. The claimed fuel economy of the City Hatchback e:HEV is 27.8km/L with CO2 emissions of 87g/km. In contrast, the non-hybrid 1.5-litre City Hatchback’s claimed consumption is 17.8km/L with 130g/km of CO2 emissions. The e:HEV RS’s maximum torque is 145Nm.

The City Hatchback e:HEV has Honda’s latest i-MMD hybrid technology which combines a 1.5-litre petrol engine with two electric motors, Propulsion Motor and Generator Motor and a high-output lithium ion battery. The lithium ion battery powers the Propulsion Motor at start-up and at low speeds. When the energy stored in the battery depletes, the engine engages the Generator Motor which recharges the lithium ion battery while channeling power to the Propulsion Motor.

The engine also engages (to recharge the battery through the Generator Motor) when going uphill or overtaking, more demanding conditions, and works with the Propulsion Motor to maintain power and responsiveness. At cruising speeds, between 80 to 120km/h, just the engine drives the wheels. As speed increases, the engine and Propulsion Motor work in combination up to the top speed of 175km/h. The power swapping and sharing takes place autonomously and seamlessly, managed by the Power Control Unit. The best thing about this hybrid system is that it doesn’t need external charging. That’s no cables, no hunting around for available charging points, no range anxiety. Just top up petrol as usual and get a potential range of almost 1000km from the 40 litre tank. 

Apart from the name change, the Hatchback is very much the Jazz in another name (I know… I said it wasn’t…). The Ultra Seats and multiple seat configurations, the class-leading rear legroom and load carrying capabilities in the Jazz are also in the City Hatchback. The boot expands to 841 litres with the rear seats tumbled down flat. The cabin is so capacious that I was able to transport an office chair – the swivelling-type with arm rests – in the rear with the seats in tall mode. Otherwise I would have needed to borrow a truck.

Should I get one?

The e:HEV RS has the full Honda Sensing suite of driver assistance features, including autonomous emergency braking, adaptive cruise control, lane centring assist, lane keeping assist and automatic high beam. There are also six airbags, stability control and the LaneWatch blind spot camera. Our sole reservation is how much more it costs over the mid-spec, V-Sensing which has almost identical features: RM16,000. 

For that, you get the more technologically advanced d i-MMD power train and the more sophisticated e-CVT transmission which is better suited to optimising the fuel efficiency of the e:HEV’s motor system. There are also adaptive cruise control (passive in the V-Sensing), combination digital/analogue instrument cluster (analogue in the V-Sensing sportier red and black front seats (black in the V-Sensing), solid discs at the rear (drum in the V-Sensing), Auto Start-Stop, rear vents and electronic parking brake. To go with the sportier nature, there is a G-meter and red highlights on the climate control dials.

We certainly believe the Honda City Hatchback e:HEV RS deserves consideration.  Whether to get one or not is whether you are willing to pay for your fuel savings in advance.

The post Review: Honda City Hatchback e: HEV RS appeared first on Autocar Malaysia Singapore.