Category Archives: TEST DRIVE

TEST DRIVE

Five things you need to know about the Jetour Dashing – First Drive

On April 9, 2025, another automotive brand from Mainland China made its official debut in the Malaysian market, namely Jetour.

For the readers’ information, Jetour is one of the brands under the large Chery group, focusing on crossover and SUV models for small families and young buyers.

However, Jetour Malaysia is operated by a different entity, so this new brand indirectly poses a challenge to Chery and its premium sub-brand, Jaecoo.

The first model launched for the Malaysian market is the Jetour Dashing, a C-segment SUV with a captivating appearance and a competitive price tag.

In Malaysia, the Dashing, or Dàshèng, which means “monkey king,” is set to compete with well-known C-segment SUVs such as the Honda CR-V, Proton X70, and Toyota Corolla Cross.

With a selling price below RM120,000, can the Jetour Dashing serve as a better alternative?

Here’s our early review based on a brief test drive from Ara Damansara to Sekinchan.

 

Exterior

While most models in the C-segment SUV category here have rather safe yet boring designs, the Jetour Dashing arrives to break that tradition with a bolder and more prominent design.

Should we call it eclectic?

This is because the Dashing showcases a blend of imagery reminiscent of luxurious SUVs like the Lamborghini Urus, featuring daytime running lights (DRLs) that evoke Iron Man’s eye, a sporty coupe SUV profile, and a rear with chequered flag elements.

In our view, to enhance the sporty image of this SUV, the chrome elements on the sides could be darkened, and the exhaust tips should not be hidden behind that aggressive diffuser.

Some might argue that the Jetour Dashing has hints of Porsche SUV elements.

Your viewpoint has merit.

This is because the design of the Jetour Dashing is crafted by Hakan Saracoglu, a former Porsche designer responsible for significant models such as the 918 Spyder, Boxster, and Cayman.

The result is a C-segment SUV with a design that truly captures attention on the road, clearly setting it apart from competing models that possess a more family-oriented SUV image.

 

Interior

The layout of the Jetour Dashing’s dashboard follows the typical setup found in any Chinese-made SUV, particularly from the larger Chery family.

According to Jetour, the Dashing employs a ‘wrap-around’ approach that adapts elements from traditional Chinese house designs, followed by touches of German luxury cars dominating that area, as seen in the steering wheel and engine start button.

There is a dual-screen setup housing a 10.25-inch digital cluster and a 10.25-inch infotainment screen, with specific controls for the air conditioning system located below the central vents.

For the driver and front passenger, bucket-style seats provide a sporty theme that matches the overall concept.

These front seats can hold the body firmly, preventing side slips, although the design might be a bit tight, particularly for larger individuals.

One commendation must go to the Dashing for offering second-row seats that are surprisingly plush and comfortable, while also not providing an overly upright seatback angle.

Even though the exterior of this coupe-style SUV may seem compact, there is still ample headroom, as well as a flat floor structure providing additional legroom.

Indeed, sitting in the back feels more comfortable and satisfying (and accommodating for a full stomach) during the trip back to Ara Damansara, thanks to a cabin that remains quiet without external noise intrusion.

You only need a bit of patience to enjoy the cold airflow from the second-row vents, which can be challenging to adjust for directional airflow.

For passenger convenience, there are several available USB charging ports and a 50W wireless charging slot located on the center console.

Inside the Dashing cabin, you can also experience the unique feature of storing small umbrellas in special compartments located on each door panel, reminiscent of a Rolls-Royce!

Returning to the driver’s seat, we found the digital cluster display easy to read; however, it is equipped with somewhat slow graphical responsiveness.

This can be noticeable during acceleration phases, where the RPM needle movement is not smooth and does not synchronize with the engine’s roar when the accelerator pedal is pressed.

Additionally, you need to access the driving mode options (Eco/Sport) through the central screen since no special function button is provided for that.

 

Driving Experience

The Jetour Dashing is powered by a 1.5-liter inline-four turbo engine that produces 154 hp and 230 Nm of torque. Yes, it is the same engine used in the B-segment Chery Omoda 5 SUV.

The power is transmitted to the front wheels via a six-speed dual-clutch transmission.

On paper, it seems powerful; however, in the real world, we find it difficult to achieve an exhilarating response for smooth acceleration from a standstill in this SUV.

In fact, during the acceleration test, the Jetour Dashing struggles to compete with the performance shown by B-segment SUVs that often dominate the right lanes of highways.

So, who is the Jetour Dashing for?

In our opinion, the Jetour Dashing, with its Urus-like appearance, is more suited for those who prefer a more relaxed driving experience and are not in a hurry to chase traffic lights as they turn red. It doesn’t need to be driven fast to attract attention.

The stopping aspect is also commendable; however, in terms of handling, the Dashing may disappoint some who are expecting an exciting driving experience from this sporty-looking SUV.

This is because the MacPherson and Multilink suspension tuning on the Dashing is more inclined to provide a comfortable ride all the time, successfully absorbing all forms of bumps and road irregularities without causing significant jolts.

In simple terms, it is not designed for aggressive driving.

The steering response is light and easy to control, although it lacks the feedback and input you might seek, especially when navigating bends.

What we like about the Jetour Dashing is its commendable noise, vibration, and harshness (NVH) levels, where wind noise and engine roars are effectively filtered to keep the cabin quiet throughout the journey.

 

Safety Features Could Be Improved

As standard, the Jetour Dashing comes equipped with four airbags, an anti-lock braking system (ABS), Electronic Brake Distribution (EBD), Brake Assist, Electronic Stability Control (ESC), and Traction Control System (TCS).

Switching to the Prime variant that we tested, you will receive additional features, including two extra airbags (for a total of six) and basic driver assistance (ADAS) features such as lane departure warning, blind-spot monitoring (BSM), rear cross-traffic alert (RCTA), and a surround-view camera system.

Unfortunately, this Prime variant does not come standard with autonomous emergency braking (AEB) functionality, which is a significant shortcoming for a new model being sold in 2025.

 

Jetour Dashing: For Whom?

In a market already flooded with various family SUV models, we believe that the Jetour Dashing is more suited for those seeking a stylish SUV at a more affordable price.

It not only boasts an attractive design but also offers a spacious cabin that is comfortable for the entire family, practical, and loaded with modern features.

Most importantly, with a selling price of RM116,800, you may think twice about previously considering a more expensive competitor model.

 

Specifications for the 2025 Jetour Dashing

  • Engine: 1.5-liter inline-four turbo
  • Power: 154 hp, 230 Nm
  • Transmission: Six-speed dual-clutch
  • Drivetrain: Front-wheel drive
  • Suspension: MacPherson strut front, Multilink rear setup
  • Cargo space: 486 liters, expandable to 977 liters
EV, TEST DRIVE

Porsche Macan EV: a more practical Taycan – first drive

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The Porsche Macan has entered its second generation with the launch of this compact SUV in early 2024.

Like it or not, if you are interested in acquiring an entry-level SUV from Porsche, you will only be presented with the entirely electric Macan lineup.

This move is quite bold for Porsche, considering that the Macan was previously the best-selling model from the brand, surpassing its larger sibling, the Cayenne, globally.

The Porsche Macan EV—does it offer another EV experience just like any other electric vehicle on the road? Or does it still retain the distinctive Porsche identity?

Recently, we were invited by Porsche Malaysia to experience the driving dynamics of the Macan EV, specifically the Macan 4 variant, which carries a price tag of RM445,000.

 

Specifications

The Porsche Macan 4 is powered by two electric motors, producing 387 PS and a torque of 650 Nm, allowing for a 0-100 km/h acceleration in just 5.2 seconds.

The top speed is limited to 220 km/h, which is quite fast for an EV.

With a 100 kWh nickel manganese cobalt (NMC) battery pack, the Macan 4 can travel up to 613 km on a full charge.

The Macan EV also supports AC charging at 11 kW and DC charging up to 270 kW, enabling owners to charge the SUV’s battery in just 21 minutes (from 10% to 80%).

 

Exterior

Compared to the first-generation Macan, the Macan EV boasts larger dimensions (+58 mm in length, +11 mm in width, +26 mm in height), accompanied by a longer wheelbase (+86 mm).

These changes contribute to a more robust appearance, as well as a more spacious and comfortable cabin (which we will discuss later).

Moreover, we can describe the exterior design of the Macan EV as a larger Taycan, featuring stylish LED daytime running lights, a sporty roofline, and a full-width LED rear light strip.

Unlike the Taycan, entering and exiting the Macan cabin is easier, aided by the large frameless door openings.

 

Cabin

If the exterior resembles the Taycan, the layout of the Macan EV’s cabin is not significantly different from that of Porsche’s electric sedan.

For the Macan 4 variant we tested, it is equipped with a curved 12.6-inch digital cluster display, a 10.9-inch central screen, and an impressive head-up display featuring augmented reality technology.

What we appreciate about the Macan EV’s cabin is the similar driving experience to that offered by the Taycan sedan.

The steering wheel retains its round shape, complete with a rotary knob for changing driving modes and a small gear knob located adjacent to the central screen, along with separate climate control buttons positioned on the center console.

This means you no longer need to dive into the infotainment screen menu just to lower the temperature or increase the airflow.

A unique feature of the Porsche Macan EV is the presence of an analog-digital clock perched on the dashboard—a detail that many luxury car manufacturers have overlooked.

 

Practicality

As mentioned earlier, practicality is the main highlight of the Macan EV—especially when compared to the Taycan sedan.

In addition to easier entry and exit, the seating provided is also quite comfortable, holding the driver and front passenger securely, especially when this electric vehicle is pushed a bit aggressively.

The larger dimensions contribute to a more spacious and comfortable cabin, allowing for more headroom and legroom.

However, it is unfortunate that rear passengers may have to sit somewhat upright.

Most importantly, the Macan EV still offers a cargo space of 540 liters, or up to 1,348 liters when the second-row seats are folded down.

This is ample space for storing items, such as groceries during early-month shopping trips.

The absence of an internal combustion engine in the front provides a frunk (front trunk) of 84 liters—extra space for use if the rear cargo area is already filled.

 

Driving Experience

The Macan 4 comes equipped with two electric motors, meaning it features an all-wheel-drive (AWD) system.

With precise and quick throttle response, the 387 PS and 650 Nm of power can easily deceive the driver into thinking they are handling an SUV weighing over 2 tons.

What makes the Macan EV significantly better is its sharper and more precise handling, offering more feedback that communicates directly with the driver, making the driving experience feel more assured.

Driving the Macan EV often reminds me of the experience with the Taycan and Taycan Cross from some time ago.

Finally, the Macan 4’s suspension—even without the adaptive air suspension found in the Macan 4S and Macan Turbo—still provides a good balance between sporty handling and comfort for everyday use.

It remains stable on straight highways and does not make the driver feel uneasy when encountering winding roads.

 

Extra: Experience Losing Control at Sepang

After enjoying a drive across several highways, we were taken to the Driving Experience Center (DEC), located right next to the PETRONAS Sepang International Circuit.

Here, two sessions were provided: a slalom session with a high-speed handling session, along with another session to test driver skill on a hydraulic skid plate.

For a vehicle branded as Porsche, it was not difficult for us to maneuver the Macan EV through the slalom course.

The precise and sharp steering feedback, combined with the effective throttle pedal that controls power delivery from the battery to the wheels, and the suspension’s effectiveness in keeping the SUV stable during minimal body roll—even when driven aggressively—contributed to this ease.

However, during the second session, we experienced a loss of control in a Porsche valued under half a million for the first time.

This was the opportunity for the Porsche Macan EV to demonstrate the effectiveness of its stability control system when faced with a sudden loss of grip.

In my first attempt, I could manage the SUV’s loss of control at low speed, but I failed in my second attempt, which was conducted at a higher speed.

Why did I fail? Because the Macan EV I was handling hit the ‘barrier wall’ represented by a row of water fountains.

Despite feeling dissatisfied, it was a valuable lesson learned.

For drivers who are cautious like myself, the likelihood of experiencing a loss of control on the road is nearly zero.

However, such situations can still occur, especially when faced with heavy rain and slippery roads.

This underscores the need for every driver to possess the knowledge and skills to handle their vehicle in emergency situations.

 

Who Is the Macan 4 Suitable For?

Among the four main Macan variants offered in Malaysia, we believe the Macan 4 is more suitable for those looking to venture into owning a Porsche SUV.

While it features a twin electric motor setup, the power of 387 PS and 650 Nm is not excessively high; it remains reasonable and easy to control for a daily-use vehicle.

Furthermore, the standard AWD system not only contributes to handling and stability at high speeds, but it also ensures the required grip for all four wheels in various weather conditions and road surfaces.

With a range of 613 km and a reasonably light foot on the accelerator, you wouldn’t need to stop frequently to charge the Macan 4, even for trips that exceed two marhalahs.

Most importantly, for an electric SUV, the Macan 4 still manages to offer a balance between dynamic and sporty driving while not sacrificing comfort and practicality for everyday use.

 

Specifications of Porsche Macan 4

Configuration: Two electric motors
Power: 387 PS/650 Nm
Acceleration: 0-100 km/h in 5.2 seconds
Top speed: 220 km/h
Battery pack: NMC 100 kWh
Range: 613 km
DC charging: 270 kW, 10-80% in 21 minutes
AC charging: 11 kW, 0-100% in 10 hours
Price: RM445,000

TEST DRIVE

Jaecoo J7 PHEV driven from SG to TH, wise choice in light of imminent RON95 subsidy rationalisation?

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It’s no secret that Jaecoo Malaysia is set to expand its model lineup with the introduction of another SUV, the J7 PHEV.

The upcoming model was unveiled to the media last October and is scheduled for launch on February 28, with an estimated price of around RM170,000.

Although the J7 PHEV has not yet been officially launched, we were fortunate enough to be able to take it for a rather long distance drive last January.

To be exact, yours truly and a few other media representatives actually embarked on a journey from Singapore, through Malaysia to Hatyai, Thailand with just one tank of fuel and a single charge.

The trip aimed to demonstrate the real-world capabilities of Jaecoo’s Super Hybrid System in terms of fuel efficiency.

In other words, it was to discover just how far the J7 PHEV could travel without needing to refuel or recharge the battery.

So, what exactly is the Super Hybrid System? For the J7 PHEV, it comprises a 1.5-litre turbocharged four-cylinder engine paired with a Dedicated Hybrid Transmission (DHT) and an 18.3 kWh battery.

Altogether, the powertrain produces a total system output of 347 hp and 525 Nm of torque, enabling the J7 PHEV to accelerate from 0 to 100 km/h in just 8.5 seconds.

But as you may already know, speed is not the primary focus of this SUV. Its true strength lies in its fuel efficiency, with Jaecoo claiming it can achieve readings as low as 5.99 litres per 100 km.

With a 60-litre tank and a zero-emission driving range of 106 km courtesy of the battery, Jaecoo claims that the J7 PHEV can cover an impressive distance of 1,300 km on a single tank.

On paper, those figures are indeed impressive, but can the SUV prove its mettle in the real world?

I personally believe that the J7 PHEV is capable of covering the claimed distance, at least in theory. But as you may already know, fuel consumption and range depend on various factors, such as driving style, traffic conditions, weather, load, and more.

The three-day trip was undertaken with careful consideration, meaning that the car was driven within the national speed limit for most of the journey. I also made a conscious effort to avoid aggressive acceleration to maintain optimal fuel consumption.

Additionally, to maximise distance, I made use of the regenerative braking system at varying levels of braking force according to the driving conditions.

For instance, when cruising on flat roads, the braking force was set to a low level to allow the vehicle to coast for longer. In hilly areas, however, I increased the braking force to allow the battery to charge more rapidly.

Upon reaching our final destination in Hatyai, the trip computer showed a distance of 1,051 km, with 269 km of fuel range and 21 km of battery range remaining.

When these three figures are combined, the J7 PHEV theoretically could cover up to 1,341 km without needing to refuel or recharge through a cable.

While achieving this figure may be challenging under more realistic driving conditions, if an owner could record a distance of around 1,100 to 1,200 km, I believe that would still be incredibly worthwhile.

Just think about it – how many other SUVs in the same price range can boast such fuel savings? Furthermore, with the anticipated restructuring of the RON95 petrol subsidy set to roll out this year, the J7 PHEV emerges as a very wise choice for buyers in this segment.

EV, TEST DRIVE

We drive the Denza Z9 GT, the Chinese super wagon that’s coming to Malaysia

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At the launch of the Denza D9 in Kuala Lumpur, the automaker caught some of us (including yours truly) off guard when it used the Z9 GT to bring BYD’s Asia-Pacific Auto Sales Division General Manager Liu Xueliang onto the stage.

But the excitement didn’t stop there. The car demonstrated one of its standout features by executing a tank turn, which is essentially a 360-degree turn in the same spot. Picture a drift car performing a donut, albeit at a much slower speed and sans the billowing smoke.

Could this brief demonstration be an indication that the Z9 GT will soon enter the Malaysian market?

When questioned about this, BYD Malaysia’s Managing Director, Eagle Zhao, stated, “Soon, we will introduce more models in Malaysia, including the Z9 GT.”

The statement clearly illustrates Denza’s serious intentions regarding its presence in Malaysia. This is because unlike the D9, the Z9 GT currently lacks a right-hand drive (RHD) version.

By effectively saying that the model will be introduced here, Denza is indirectly signalling its readiness to invest significantly in entering RHD markets like Malaysia.

However, the question remains: can the Z9 GT entice Malaysian buyers, especially with the fierce competition from other, more established brands?

While it’s still too early to predict how the Z9 GT will do in our market, my first encounter with said car during a visit to Shenzhen, China, late last year showed that it has what it takes to shake things up the premium segment.

There was a test drive session but it was conducted in a rather small area with limited time. That said, I can conclude that the Z9 GT is indeed an exhilarating piece of machinery, not just in terms of performance but also on the design and feature fronts.

As you can see, the Z9 GT is a five-door wagon/shooting brake with a side profile that looks like it was cast in the same mould as the Porsche Panamera Sport Turismo.

Although its overall design may not match the German car’s grandeur, for those seeking a stylish shooting brake without breaking the bank, the Z9 GT seems like a fine candidate.

True to expectations, the car’s interior luxuriates in opulence and high-tech amenities that are sure to entice premium segment buyers.

It is important to note that the model is not solely developed for the Chinese market; it is also slated for European markets, where it will compete with legacy manufacturers like BMW, Mercedes-Benz, and Audi. So, the more kit, the better.

Notable features include Nappa leather upholstery, a panoramic glass roof, ambient lighting, two small fridges (one beneath the front armrest and another hidden between the rear seatbacks), and automatic doors that open and close by a mere press of a button—much like the i7.

The infotainment system is quite impressive as well. In addition to the digital instrument panel for the driver and a generously sized central touchscreen, the car also includes a display for the front passenger.

On top of these, it also comes equipped with a Devialet audio system (a French audio technology company) comprising a whopping 26 speakers and two wireless chargers on the centre console.

What about practicality, you ask? Golfers will surely appreciate the Z9 GT, as its boot space is ample enough to accommodate two golf bags when the rear seats are folded. Loading items into the boot is also made easy, thanks to the hatch that provides a wide opening.

Back to the aforementioned test drive, the media units provided were the PHEV variants featuring a 2.0-litre turbo four-cylinder petrol engine acting as a generator for three electric motors—one at the front axle, and two at the rear.

The combination yields a healthy total output of 870 PS, allowing it to accelerate from 0 to 100 km/h in a scant 3.6 seconds.

Also integral to this fifth-generation DM hybrid system is a 38.5 kWh LFP Blade battery, providing a pure electric driving range of 201 km (CLTC cycle) and a combined range of 1,100 km.

Needless to say, the Z9 GT moves like a rocket on wheels in a straight line but when facing tight turns, it does not exhibit the agility one might expect, despite equipped with rear-wheel steering and an air suspension system.

The primary factors contributing to this shortcoming are the size and weight of the Z9 GT. Measuring 5,180 mm in length, 1,990 mm in width, and with a wheelbase of 3,125 mm, this car is undeniably large. Weighing in at 2.9 tonnes, it comes as no surprise that it also struggled with the slalom test.

However, to be fair, the makeshift course was rather small for a powerhouse like the Z9 GT. Perhaps more comprehensive tests on highways or larger circuits like Sepang would do better justice to the car’s true capabilities.

For your information, in addition to the PHEV version, the Z9 GT is also available as an EV featuring three electric motors and a 100 kWh battery. This version boasts a total output of 963 PS, is capable of sprinting from 0 to 100 km/h in just 3.4 seconds and achieving a range of 630 km on a full charge.

Which version will be imported to Malaysia remains unclear but one thing for sure, the imminent arrival of the Z9 GT poses a challenge to other luxury brands.

TEST DRIVE

Three shortcomings found in the Kia Sportage 1.6T cabin

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The new generation of the Kia Sportage was officially launched at the end of last year as a locally assembled unit (CKD), although it actually arrived somewhat late compared to other markets.

With a competitively priced package accompanied by appealing specifications, the Kia Sportage has the potential to be an alternative in a market dominated by Japanese SUVs such as the Honda CR-V and Toyota Corolla Cross.

Based on a short test drive recently, the writer was generally satisfied with what the Kia Sportage offers.

Not all vehicles are perfect in their offerings; there are a few minor weaknesses present in this C-segment SUV.

However, for us, these are minor issues if you can tolerate the shortcomings and prioritize driving satisfaction.

 

Not Everyone is Fond of the Rotary PRND Dial

The variant we tested is equipped with a 1.6-liter turbo engine paired with a dual-clutch transmission (DCT) and e-shift functionality.

This means it does not come with the conventional gear lever commonly found in other SUV models.

The benefit of using a rotary dial is that it creates a more spacious cockpit appearance, but not everyone appreciates this feature.

Personally, I prefer a physical PRND gear lever, which is easier to control and aligns better with the muscle movements we are accustomed to.

 

Empty Function Buttons on the Center Console

Located next to the rotary PRND dial, you will notice a cluster of empty function buttons on the center console.

It is unfortunate that these function buttons are not assigned any features, unlike international specifications that offer features like heated steering wheels and heated or ventilated seats.

It appears empty and gives the impression that the Sportage 1.6T is a lower variant.

 

Climate Control Panel May Be Difficult to Use

Another interesting feature of the Kia Sportage 1.6T is the touch-based climate control panel and infotainment system located below the central air vents.

Essentially, the driver no longer needs to dig through control menus typically embedded in the infotainment screen.

However, it operates using a touch system, and at times it can be a bit difficult to control, especially for drivers with larger fingers.

TEST DRIVE

Reasons why Toyota Vios is still worth buying in 2025 – Test Drive

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Buyers in Malaysia seeking a B-segment sedan are quite fortunate, as we are presented with several attractive models including the Honda City, MG5, Nissan Almera, Proton Persona, and not to forget the Toyota Vios.

This segment is precisely suitable for those looking to upgrade to a larger daily vehicle after enjoying the experience of using a budget hatchback.

It offers a comfortable cabin for the whole family, ample cargo space, and a variety of modern technologies in line with current developments.

Most importantly, the annual road tax costs remain within the financial reach of most buyers.

The Toyota Vios was officially launched in 2023, but at that time, many may not have been fully receptive to its somewhat aggressive design.

However, the Vios has certainly found a place in the hearts of netizens, as it became one of the 10 most popular models in Malaysia for 2024, trailing the Honda City by just 1,900 units.

After two years have passed, is the Vios still worth owning in 2025? If you ask us, the answer is: Yes!

Here are five reasons why we believe the Vios should be considered by young people.

 

1. More Premium Appearance

In the past, the Vios had a rather ordinary sedan appearance. In fact, one generation of the Vios was likened to a dugong due to its round design.

However, this new generation of the Vios presents a bolder look, reminiscent of larger Toyota sedans like the Corolla and Camry.

Have you noticed that the front design of the Vios notably features elements inspired by the hammerhead shark, even before Toyota popularized it through models like the Prius and Crown?

The fastback sedan design, 17-inch wheels, diffuser, aerodynamic elements, and body kit contribute to the aggressive aesthetic of this sedan.

More importantly, the Vios can now proudly stand alongside the two sedans mentioned earlier.

 

2. More Fun to Drive

The Vios is not just a new exterior; it now boasts a foundation built on a brand-new platform developed in collaboration with Daihatsu.

The Daihatsu New Global Architecture (DNGA-B) platform, shared with models like the Perodua Alza/Toyota Veloz, provides significant benefits in terms of handling and comfort.

In short, the Vios is now more enjoyable to drive compared to its predecessors!

The author personally tested the harmonious tuning of steering, suspension, and chassis recently on a trip back to their hometown.

The improved driving dynamics are attributed to the more precise steering response, offering more feedback in any situation.

It is very easy to anticipate the sedan’s body movements, particularly when driven a bit aggressively, aided by well-tuned suspension that ensures stability on winding roads.

At times, the author found it exhilarating to tackle every curve before being reminded by the lane departure warning system (LDW) present in the Vios.

What about the engine performance?

As you may know, the Vios is equipped with a 1.5-liter engine producing 104 hp and 138 Nm of torque — on paper, this seems less powerful compared to competing models.

Yes, we admit there is still some engine noise that enters the cabin when the engine is pushed, but this occurs only occasionally. However, if you have a heavy right foot, that’s a different story.

Most of the time, the Vios has no trouble reaching the desired speed, and tackling mountainous areas is also not a significant issue.

This is because the Vios has been tuned for more economical fuel consumption, with Toyota claiming it can achieve a fuel efficiency rate of 5.2 liters/100 km.

One aspect that clearly sets the Vios a step above a competing local brand.

My experience returning to my hometown, which is located at the midpoint of Peninsular Malaysia, did not require frequent fuel refills.

 

3. Comfort is Paramount

In addition to driving factors, what makes the Vios feel more premium is the remarkably quiet cabin environment throughout the journey.

The standard suspension tuning provided in the Vios not only enhances driving pleasure but also minimizes any harshness and vibrations resulting from tire and road surface interactions.

As a result, the cabin remains comfortable and quiet, even the sound of the wind is difficult to hear at normal highway speeds.

One notable drawback of the Vios is the manual seat adjustment for both the driver and front passenger.

However, we believe this shortcoming can be overlooked due to the very supportive cushion dimensions, especially in the thigh area.

For those who enjoy long journeys, this feature is crucial for ensuring comfort throughout the drive, preventing excessive fatigue.

The cabin design of the Vios represents a significant upgrade introduced by Toyota to differentiate it from the previous Vios model.

The use of higher-quality materials and finishes, along with a more streamlined dashboard layout, successfully gives the Vios a more premium appearance, even though it shares many components with Daihatsu models.

One thing the author noticed is that although there are panel gaps on the dashboard, it is difficult to detect vibrations when the sedan traverses uneven surfaces, indicating a good level of factory assembly quality.

However, I hope the air conditioning control knobs can be improved in appearance to align better with the premium image that the dashboard aims to convey.

The quality of the air conditioning system in the Vios is not to be taken lightly; it is highly effective in keeping the cabin comfortable in Malaysia’s hot daytime temperatures.

 

4. Modern Features in the Vios

In line with current developments, the Vios also showcases several advanced features compared to competing models.

One of them is the digital cluster screen with various graphic display options that can be changed. If you prefer not to have an analog display, you can opt for the GR Corolla meter display.

The Vios is also equipped with a 360-degree camera system, enhancing its premium feel over competing models.

The resulting display image is quite clear, aiding owners in ensuring that the Vios’ beautiful body remains free from scratches, especially in tight areas.

Finally, the Vios includes an electronic parking brake (EPB) complete with an Auto Hold function, which is particularly helpful when caught in traffic congestion.

The Vios’s safety features are noteworthy as well; it includes a pre-collision system (PCS) that effectively prevents unintended collisions, adaptive cruise control (ACC), and forward motion alerts (FDA) to warn drivers who might lose focus at traffic signals.

The lane departure warning (LDW) feature also functions well, and I particularly enjoyed the notification sound reminiscent of warnings that pilots hear in an aircraft cockpit.

Additionally, the blind spot monitoring system (BSM) and rear cross traffic alert (RCTA) ensure day-to-day driving remains safe at all times.

 

5. Forgivable Weaknesses

As you may know, the Vios does have a few shortcomings, such as the absence of a spare tire and non-folding rear seats.

According to Toyota, most users do not utilize either of these functions, so they are not offered in the new Vios.

The absence of a spare tire allows for more hidden storage space in the rear.

What about the rear seating issue mentioned earlier?

Two years ago, the Chief Development Engineer of the Vios, Kamino Hideyuki, revealed that the lack of a rear seat folding mechanism was replaced with a brace to enhance the rigidity of the new Vios chassis.

Overall, the Vios is 110 kg lighter than its predecessor. As the saying goes: Weight reduction, bro!

In our opinion, these two weaknesses can be overlooked because the benefits of driving experience and handling are significantly improved in this Vios compared to earlier models.

In conclusion, the Toyota Vios is a B-segment sedan that is still worth considering and owning in 2025 if you have a budget of around RM100,000 and wish to upgrade to a larger, more practical vehicle.

More importantly, the Vios is now a car that is more enjoyable to drive!

 

Toyota Vios Specifications

Engine: Inline four-cylinder, 2NR-VE, 1.5-liter naturally aspirated
Power: 104 hp @ 6,000 rpm
Torque: 138 Nm @ 4,200 rpm
Transmission: 7-speed D-CVT
Suspension: MacPherson strut/torsion beam
Price: RM96,600

TEST DRIVE

2025 Kia Sportage, five things you need to know – First Drive

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A few days before the Chinese New Year celebrations, Dinamijaya Motors, the sole distributor of Kia vehicles, invited automotive media practitioners to test the newly launched C-segment SUV – the 2025 Kia Sportage.

For your information, our market has been somewhat slow to embrace this Sportage model, as the fifth generation was introduced as early as 2021.

However, there is no need for concern, as the launched Sportage units are CKD (Completely Knocked Down) vehicles produced at the Inokom plant in Kulim, Kedah, meaning they come with a very competitive price.

We had the opportunity to test drive the two highest variants, the Sportage 1.6T 2WD High and 1.6T AWD High.

Here are our first insights based on the short test drive we conducted recently:

 

1. A More Striking Exterior Design

The exterior design of the Kia Sportage represents a significant shift from the previous generation.

Employing an approach known as “Opposites United,” the Kia Sportage features an aggressive front design, beginning with its signature tiger nose grille and boomerang-shaped LED daytime running lights (DRL) that separate the grille from the main headlights.

This boomerang element is also mirrored in the rear lights, though with a smaller opening.

The SUV’s side profile is enhanced by an elongated chrome strip that adorns the lower edge of the glass housing, as well as black finishes at each wheel arch.

This aggressive design could be a ‘plus point’ for owners seeking something different on the road, and may particularly appeal to those weary of the ubiquitous Chinese SUVs.

Nonetheless, it’s wise to introspect and consider personal tastes before making a decision.

 

2. Driver-Oriented Cockpit Design

I am quite fond of the layout of the all-new Kia Sportage dashboard.

It is neat and, most importantly, designed with the driver in mind, as the central screen and control panel at the base of the air conditioning vents are angled towards the driver.

With an optimal driving posture, there’s no difficulty in reaching the aforementioned components to adjust settings while driving.

Although there are no physical buttons for the air conditioning system, the touch-based panel is user-friendly, allowing drivers to avoid digging through settings embedded in the main display.

What makes the front row seem more spacious is the presence of a rotary PRND knob in the central console.

Additionally, physical buttons remain in that area for essential functions like drive mode selection, Auto Hold, and the surround camera.

For fans of Apple CarPlay and Android Auto, rest assured that these features are indeed available in the Kia Sportage.

 

3. Comfortable and Practical Cabin

Positioned as a C-segment SUV, the Kia Sportage serves as an alternative for those who aren’t fond of larger SUVs like the Kia Sorento.

With dimensions close to those of a Honda CR-V, space is certainly not an issue for the Kia Sportage.

Importantly, rear passengers can enjoy a more generous recline angle, whether they prefer a more upright position or a comfier angle during their journey.

One feature that I appreciate about the Kia Sportage is the presence of a large hook on the headrest structure that can be used to hang jackets, shopping bags, or scarves.

The cargo space measures a generous 543 liters as standard, and can expand to 1,829 liters when the second-row seats are folded.

 

4. Driving Performance

To be honest, the driving experience offered by the Kia Sportage meets expectations.

With precise and responsive steering, I encountered no issues while handling this C-segment SUV, whether on the highway, at the Karak Circuit, or on winding rural roads.

Moreover, the steering correction system operates in a driver-friendly manner, not too aggressively to the point of annoyance, unlike some competitors’ models.

The Kia Sportage 1.6T can generate a power output of up to 177 hp and 265 Nm, paired with a seven-speed dual-clutch transmission (DCT).

Starting with the 1.6T AWD unit, the acceleration response felt somewhat less spirited compared to the 2WD variant we tested after lunch.

However, this isn’t a significant downside if you’re not a heavy-footed driver.

You should also know the next advantage of the Kia Sportage: a quiet cabin at normal speeds.

With a suspension setup effective for varying road conditions in Malaysia, it is also challenging to perceive significant vibrations and harshness in the cabin, unless driven more aggressively.

 

5. Price

The Kia Sportage 2025 for the Malaysian market is sold starting at RM149,781.78 for the 2.0G variant, while the unit we test drove starts at RM179,599 for the 1.6T 2WD variant, and from RM189,599 for the AWD variant.

What are the differences between the 1.6T 2WD and 1.6T AWD variants?

Only three aspects differentiate these two variants: the all-wheel drive system with a differential lock, roof rails, and an eight-speaker Harman Kardon audio system.

Therefore, choosing the 1.6T 2WD model is perfectly valid as it is also equipped with comprehensive safety features, including six airbags, a blind-spot collision warning (BCW), high beam assist (HBA), blind-spot monitoring (BVM), and intelligent cruise control (SCC).

We will share more information in a more comprehensive test drive article coming soon.

 

Kia Sportage 2025 Specifications

Engine: 1.6 liter turbo Gamma II, inline four-cylinder
Power: 177 hp @ 5,500 rpm, 265 Nm @ 1,500 rpm
Transmission: Seven-speed DCT
Front Suspension: MacPherson Strut
Rear Suspension: Multi-Link
Wheels: 18 inches

TEST DRIVE

Proton eMAS 7 first impressions – buy it if you can live with the range

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In September last year, I had the opportunity to drive the twin model of the Proton eMAS 7, the Geely Galaxy E5.

Rather than putting the Galaxy E5 through its paces at the Proton Centre of Excellence (COE) test track, we hit the roads around Puncak Alam for a more authentic experience.

As I observed, the suspension system of the Galaxy E5 is not particularly suited to the road conditions we face here. It is a tad too soft and tends to bounce and sway on undulating surfaces.

While this kind of setup may cater to customers in China, Proton needs to draw upon its expertise to ensure that the eMAS 7 is equipped to handle the more challenging roads of Malaysia.

Which is why I was quite excited when invited to test drive the eMAS 7 from Shah Alam to Melaka. I was eager not only to experience Proton’s magic firsthand but also because this was my first time getting up close with the nation’s very first EV.

Exterior Design

Many are already aware that the exterior appearance of the eMAS 7 does not differ significantly from that of the Galaxy E5. Both models feature the same headlight and taillight designs, L-shaped daytime running lights (DRLs), and identical bumpers.

Of course, the front bumper of the Proton showcases the Proton eMAS logo, which is slightly different from the traditional Proton logo. Meanwhile, the ‘PROTON’ lettering beneath the rear lights and the ‘eMAS 7’ badge on the tailgate solidify the identity of this EV at the back.

I have no complaints about this, as the eMAS 7 certainly looks sharp and robust in the metal. Its sleek headlights and wide taillights give it an air of sophistication that belies its price.

Interior Space

It comes as no surprise that the interior layout of the eMAS 7 closely resembles that of the Galaxy E5. However, Proton has opted for a darker colour scheme in the eMAS 7 instead of the lighter white found in its twin.

While light colours can create a sense of spaciousness, the darker tones lend the eMAS 7 a more sophisticated feel. This choice is also more popular among Malaysian buyers simply because it is easier to maintain.

In terms of material quality, there are no substantial differences. The leather upholstery that covers much of the dashboard, seats, and steering wheel is delightfully soft to the touch.

However, I was somewhat disappointed to find that the footrest for the front passenger seat has been omitted, likely for cost-saving reasons.

Features

Despite this, the eMAS 7 boasts all the features offered in the Galaxy E5. This includes a 15.4-inch touchscreen, a 10.2-inch driver’s instrument panel, and a Wanos audio system with 16 speakers from Flyme Sound.

These include those integrated into the driver’s headrest, which serves to channel navigation instructions directly to the driver’s ears.

Unfortunately, the systems for Apple CarPlay and Android Auto are still not available, though an update is expected this year via an over-the-air (OTA) release.

This is not too much of a concern, as the built-in navigation system of the eMAS 7 is user-friendly, despite the map’s appearance being in need of some refinement.

What I find most interesting about this system is its ability to locate nearby charging stations.

According to Proton, the system can identify over 1,700 charging points nationwide, thanks to partnerships with various charging point operators such as Gentari, JomCharge, chargEV, DC Handal, Carput Zap, and ChargeSini.

The system provides detailed information about the selected charging stations, including the operator, type, number, capacity and availability of chargers, rates, and much more.

Performance

Both the Prime and Premium variants of the eMAS 7 feature a single electric motor on the front axle, generating 218 PS (160 kW) and 320 Nm of torque.

The key difference between these variants lies in battery capacity: 49.52 kWh for the Prime and 60.22 kWh for the Premium. The Prime offers a WLTP driving range of 375 km, while the Premium extends this by an additional 65 km.

Driving from Shah Alam to Melaka, I had no worries about the vehicle’s range, as the distance is about 160 km, which is less than half the capacity offered by the Premium variant.

To assess the efficiency of this ‘12-in-1’ powertrain, I drove leisurely at speeds of around 90 to 100 km/h. Upon arriving at my destination, the energy consumption indicated a figure of around 10 to 11 kWh per 100 km, meaning I had used less than 30% of the battery’s energy for this journey.

Handling

Proton’s engagement in the eMAS 7/Galaxy E5 project is evident in the real-world performance of the eMAS 7’s suspension system.

The differences between the two models are notably pronounced, with the eMAS 7 demonstrating superior ride quality and handling characteristics.

The retuned dampers provide greater stability and tranquility at high speeds, while still managing to maintain comfort at lower speeds.

The steering feel is commendable for an EV, and the NVH (noise, vibration, and harshness) levels are impressive, with exterior noise being effectively muted. Road noise is minimal, even though this variant is fitted with 19-inch rims.

Conclusion

Personally, I find the eMAS 7 quite intriguing. Priced between RM109,800 and RM129,800, it offers excellent value for those keen to explore the world of EVs.

While the relatively short driving range may be a concern for frequent long-distance travellers, for those who do not regularly embark on such journeys, the eMAS 7 is definitely worth considering.

Specifications for the Proton eMAS 7 Premium

Price: RM129,800
Power: 218 PS (160 kW)
Torque: 320 Nm
Battery: 60.22 kWh
Driving Range: 410 km (WLTP)

EV, TEST DRIVE

MG4 XPower is blazingly fast but is it the pick of the bunch? – Test Drive

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The MG4 XPower was launched in Malaysia nearly ago as the most affordable vehicle capable of sprinting from 0 to 100 km/h in 3.8 seconds.

Say what you want about EVs, but there’s no denying that said performance is absolutely remarkable—years ago, achieving such speeds was the realm of sports cars and supercars costing hundreds of thousands, if not millions, of ringgit.

Now, thanks to technological advancements in EVs, you can experience the same thrilling sensation for just under RM160,000.

Of course, there are a few other EV models that can reach 100 km/h a touch faster, like the Volvo EX30 Ultra Twin Performance (3.6 seconds) and the Smart #3 Brabus (3.7 seconds), but both of these come with a price tag exceeding RM200,000.

But does the MG4 XPower’s advantage lie solely in its speed? What about other aspects such as design, comfort, range, and technology? Read on to find out.

Design

The MG4 is a five-door hatchback with somewhat unique proportions. To the eye, it appears fairly large, yet it is actually 3 mm shorter than the cutesy BYD Dolphin. Comparatively, it is 17 mm longer than the Smart #1, but its wheelbase is 45 mm shorter.

What stands out, however, is that the MG4 is noticeably lower and wider than both models, giving it a more aggressive stance and an aerodynamic edge.

Its sporty appearance is complemented by its very sharp front-end design, a double roof spoiler, and striking orange brake caliper covers emblazoned with ‘XPower.’

It’s a bit odd, though, that apart from the brake calipers, there’s no other part of the car adorned with the XPower logo. Were this vehicle crafted by BMW or Mercedes-Benz, you’d no doubt find M and AMG badges scattered across the bodywork.

Interior

Unlike its exterior, the cabin design of the MG4 offers a more understated aesthetic. Those hoping for a modern, futuristic design might find themselves a bit disappointed, as nothing particularly cutting-edge stands out.

However, this isn’t necessarily a downside. A simple layout is easier to the eyes and can actually facilitate the transition from ICE (Internal Combustion Engine) vehicles to EVs.

What’s available is just what you need for everyday driving – a touchscreen complemented by a row of physical buttons beneath it, a floating centre console housing the gear knob and a wireless charger, steering wheel controls on either side, and a digital instrument panel.

Much like other EVs on the market, most features are accessed via the touchscreen. However, fear not—the MG4’s steering wheel comes equipped with star (shortcut) buttons, which can be configured for various functions such as climate control, energy recuperation, and driving modes.

One aspect that I found less appealing was the overly generous use of hard plastic for the dashboard and door panels. Not only that, but the gear knob also feels somewhat loose but I’d take this over having to select gears via the touchscreen any day.

Practicality and comfort

Hatchbacks generally offer limited cabin space, but with the MG4, you needn’t fret if you’re carting around extra passengers, as the interior feels rather spacious for its size.

It boasts ample storage in the centre console and each door, and the boot holds a decent capacity of 363 litres, which can expand further with the rear seats folded flat if the boot isn’t quite large enough.

Speaking of the back seats, I found them quite comfortable and not overly upright. Legroom and headroom are adequate for those of average build, though it would have been nice if MG had considered air vents for rear passengers.

Performance

As mentioned, the MG4 excels in acceleration. This is a welcome trait if you find yourself challenged by the car next to you at traffic lights, but to be honest, such ‘mad’ performance can become a bit exhausting.

This is because the car accelerates effortlessly, without the drama typically experienced in ICE vehicles. While this isn’t an issue on the motorway, in urban environments, the body movement due to inertia when accelerating (and braking) can leave you feeling worn out after some time.

To overcome this, I found using the ECO mode offered a more controlled acceleration.

In terms of range, the XPower variant isn’t the best choice if driving range is your top priority. It comes equipped with a 64 kWh battery that delivers a WLTP range of 385 km on a full charge.

While this is reasonable for city driving, it’s essential to remember that range can also depend on driving style and other factors. If your right foot tends to be heavy, that number will plummet significantly.

For peace of mind, you might opt for the Lux Extended Range variant, which sports a larger 77 kWh battery, promising a range of up to 520 km. That should be enough for four to five days, depending on your usage.

Conclusion

In summary, the MG4 XPower offers incredible value for money for EV enthusiasts craving performance without breaking the bank.

However, personally, I see the Lux Extended Range variant as a more rounded choice overall. It is RM10,000 cheaper, and with a century sprint of 6.1 seconds, it’s still plenty quick for most drivers out there. Moreover, with a larger battery, range anxiety won’t be something to lose sleep over.

MG4 XPower Specifications

Price: RM159,629
Power: 435 PS (320 kW)
Torque: 600 Nm
Battery: 64 kWj
Range: 385 km (WLTP)

TEST DRIVE

Moda Sporter S, our first impression – Test Ride

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This month alone, we have been presented with several interesting scooter models for the local market.

One of them is the Moda Sporter S, a scooter that features a design inspired by renowned superbikes.

Priced at RM17,888, the Moda Sporter S is powered by a single-cylinder 250 cc engine that produces 24.8 hp and 22.5 Nm of torque.

In mid-January, we were invited by Moda Malaysia to experience the ride on the Moda Sporter S maxi scooter.

The route, spanning over 30 km around the Sepang International Circuit and Kuala Lumpur International Airport (KLIA), provided ample space for us to assess the performance of this locally manufactured scooter.

Is it worth purchasing and owning?

From the first impression, the Moda Sporter S indeed boasts a sportier look compared to its competitors in the market, enhanced by elements inspired by the coveted Italian superbike brand.

Just look at its dual LED headlights, followed by the dual disc brakes on the front wheels, an aggressive racing livery, and the sharply designed rear end.

It comes with a 6.2-inch TFT display screen that is easy to read under bright sunlight, while the seat is cushioned for added comfort.

The windscreen can also be adjusted manually for height.

As we began our journey, the 250 cc single-cylinder engine performed without any issues, delivering power smoothly in response to the throttle twist, which was particularly satisfying for those who like to push the limits.

The riding position is also quite comfortable, with ample foot space that allows riders to adjust their foot positioning as needed.

Some media colleagues complained that the seat material felt a bit slippery, but I did not encounter that issue—perhaps the type of pants worn contributed to preventing any slipping.

In addition to the gripping tires, the suspension setup is excellent, allowing us to enjoy a more aggressive ride, especially on winding roads.

However, one must be patient when traversing bumpy roads filled with potholes, due to the sportier suspension tuning.

Some media colleagues reported achieving an average speed exceeding the national speed limit, and I must admit that this holds true.

What concerns me is that the handlebar feels somewhat light, and the ride feels unstable when reaching triple-digit speeds, even though this scooter is relatively heavy.

At high speeds, the side mirrors vibrated quite significantly, making it difficult for those of us who prioritize safety to see vehicles approaching from behind.

One positive aspect that I must emphasize is the strong operation of the dual front disc brake system, which ensures the scooter stops safely.

Additionally, this scooter comes standard with safety features such as a two-channel anti-lock braking system (ABS) and traction control system (TCS).

We will share a more in-depth riding review if given the chance to take this scooter home for an extended period.

TEST DRIVE

Three things we dislike about the Hyundai Santa Fe Hybrid

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Officially launched a few months ago, it seems that many netizens have overlooked the fact that we actually have an equally impressive family SUV alternative— the Hyundai Santa Fe Hybrid.

We were given the opportunity to test drive this hybrid SUV at the end of last year, and we were quite satisfied with the package offered to consumers in Malaysia.

However, there are a few aspects that we found less favorable about the Santa Fe Hybrid, which could influence potential buyers’ decisions regarding its purchase.

 

1. Exterior Design That’s Too Bold for Some

Most family SUVs on the market tend to have a more conservative design approach that isn’t overly prominent.

This is not the case for the Santa Fe Hybrid, which, in its facelifted version, features a rather bold front end that some might find too aggressive.

Children with strong imaginations might see the Santa Fe Hybrid as a giant fish waiting to devour its prey.

 

2. Relatively Low Position of the Turn Signal Lights at the Rear

I personally appreciate the modern and simplistic design of the rear light units.

However, it would be preferable if the turn signal function were incorporated into the main light housing.

Their relatively low position may lead some road users to overlook a driver’s intention to change lanes, even when the signal has been activated for a few seconds.

This contrasts sharply with the front view, where the turn signal lights, resembling graphic hammers, are bright and clear.

 

3. Cabin Design That Looks Outdated

Many manufacturers have started adopting a more simplistic and minimalist design approach for cabin interiors.

Unfortunately, this is not the case with the Hyundai Santa Fe Hybrid, which displays a design that feels several years behind that of its competitors.

This is largely because the Hyundai Santa Fe Hybrid still relies on a generation that is now one step behind; specifically, the fourth generation that was introduced to the global market in 2018.

In contrast, several markets around the world, particularly in ASEAN, such as Indonesia, the Philippines, and Singapore, have already begun offering the fifth generation of the Hyundai Santa Fe, which is far more sophisticated and modern-looking than the Santa Fe Hybrid available in Malaysia.

TEST DRIVE

Three weaknesses we found in the Jaecoo J7

The Jaecoo J7 was launched about six months ago, and we can still see this SUV on the roads, proving its popularity among Malaysians.

It is not just its looks that are appealing; the Jaecoo J7 also offers practical features and functions suitable for daily use.

In the Malaysian market, the J7 is available in a two-wheel drive (2WD) variant or an all-wheel drive (AWD) variant, with prices starting from RM138,800.

There are not many significant differences between the two models; in fact, both the 2WD and AWD variants are equipped with nearly comprehensive safety features to ensure a safer driving experience.

It may seem like a perfect SUV, but the Jaecoo J7 has its own weaknesses.

 

  1. Range Rover-esque Appearance – Not for Everyone

As you can see, the Jaecoo J7 offers a unique and premium appearance for an SUV priced under RM150,000.

However, this aesthetic is subjective, and some may not particularly favor its resemblance to a Range Rover.

One thing we hope for is that the rear light units could be enlarged to enhance the overall design, which currently looks a bit empty.

 

  1. Over-Reliance on the Screen

Like any modern car, the Jaecoo J7 follows the trend of incorporating various functions into the infotainment screen.

This is not necessarily a negative aspect if the manufacturer knows how to provide the right functions to facilitate the driver’s tasks, especially when driving alone.

Yes, voice commands are also available, but not everyone enjoys issuing voice commands for functions that could traditionally be adjusted manually—such as setting the temperature and fan speed of the air conditioning.

Fortunately, there is a dedicated AC button on the center console, making it easier for the driver to navigate the hidden climate control menu within the central screen.

 

  1. Safety System Could Be Improved

Overall, the author is quite satisfied with the effectiveness of the safety systems in the Jaecoo J7.

However, it might be better if the lane departure avoidance system (and steering correction) is tuned more effectively, so drivers do not feel a ‘disconnection’ with the road.

It’s not a good situation when a driver does not receive the necessary feedback from the road due to the steering correction system intervening for several seconds before relinquishing control back to the driver.

You can read the full review of the Jaecoo J7 test drive at the link below:

We have tried the Jaecoo J7 – Test Drive
TEST DRIVE

Three weaknesses of the Chery Tiggo 7 Pro

Launched in the Malaysian market last June, the Chery Tiggo 7 Pro has a significant responsibility to strengthen the Chery brand’s presence in the country.

As a newcomer, the Tiggo 7 Pro faces considerable challenges, as its closest competitors, such as the Honda CR-V and Proton X70, are indeed formidable. However, after test-driving it, I found that this Chinese SUV is capable of providing stiff competition in its segment.

That said, like other vehicles on the market, it also has its drawbacks. These drawbacks are relatively minor in my view but can still impact the ownership experience.

Engine is powerful but lacks refinement

Believe it or not, the Tiggo 7 Pro is more powerful than both the CR-V and X70, boasting figures of 197 PS and 290 Nm from its 1.6-litre turbocharged engine.

With a seven-speed DCT transmission driving the front wheels, the SUV is capable of accelerating from 0 to 100 km/h in 8.3 seconds, with a top speed of 205 km/h.

On the highway, the combination of engine and transmission performs admirably, offering quick throttle response and smooth gear changes. However, when navigating busy city streets, I found that the powertrain can be somewhat unrefined and occasionally struggles slightly when taking off.

Suspension is a tad too soft

The Tiggo 7 Pro’s suspension system is typical for a Chinese brand vehicle. It is soft and comfortable, with satisfactory shock absorption, which gives me more confidence when traversing uneven roads.

However, the softness of the suspension makes the Tiggo 7 Pro feel a bit unsteady if driven too fast. It can still handle corners well, but if pushed too hard, you can feel it beginning to ‘struggle.’

Clearly, the way the dampers are set is best suited for leisurely driving, but I believe it requires a little of fine-tuning to better cope with Malaysia’s unpredictable road conditions.

Appearance could use a little more pizzazz

Don’t get me wrong; I think the Tiggo 7 Pro is actually rather handsome and stylish. That said, when placed alongside the CR-V and X70, I am confident it would get overshadowed due to its somewhat conventional design language.

The Mercedes-esque diamond-like studs on the grille and full-width rear lights are attractive touches that boost the car’s appeal, yet it’s undeniable that the red brake calipers appear somewhat out of place for a family vehicle.

Additionally, the blue accents on the bumper seem like an afterthought. If you follow the automotive industry closely, you’d know that blue is often used by vehicle manufacturers for EVs, hybrids, or PHEVs, making it seem rather odd on a pure ICE vehicle like the Tiggo 7 Pro.

TEST DRIVE

We have tried the Jaecoo J7 – Test Drive

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With its striking price and appearance (some have said it resembles a Range Rover), the Jaecoo J7 has created its own phenomenon in the Malaysian market.

The Jaecoo J7 model was first showcased in early 2024 before officially launching a few months later, starting at RM138,800 for the two-wheel drive version and RM148,800 for the AWD version.

Since its official launch, this SUV model has become quite popular, almost as hot as fried bananas, even overshadowing local brands for a time.

Many may be drawn to its elegant exterior, while others may desire the off-road driving capabilities offered by the Jaecoo J7.

To investigate the real reasons behind this SUV’s popularity, we managed to obtain a Jaecoo J7 test unit for a week of driving, and here are our opinions:

 

1. Price Below RM150,000 for a ‘Range Rover’, Who Wouldn’t Want It?

We admit that after getting a closer look at the Jaecoo J7, it indeed has an aura that makes many consider it a ‘people’s version’ of the Range Rover.

This perception is especially strong when viewed from the side.

With its luxurious-looking design, the Jaecoo J7 appears to satisfy those who want a premium SUV image without sacrificing their bank account.

 

2. Is the Jaecoo J7 2WD Sufficient?

We were provided with the two-wheel drive (2WD) variant of the Jaecoo J7 for our test drive.

There are two significant differences between this model and the AWD variant, namely the drive system and the driving modes included.

The Jaecoo J7 2WD only offers three driving modes: Eco, Normal, and Sport, compared to up to seven driving modes for the AWD variant (which includes additional modes for Sand, Mud, Off-road, and Snow).

However, the capabilities of both variants remain the same, such as a ground clearance of 200 mm and the ability to wade through water up to 600 mm deep.

For those who do not prioritize off-road driving capabilities, the 2WD version is more than adequate.

We had the opportunity to test this SUV’s ability to navigate flash floods in the Klang area, and it performed excellently, able to maneuver past several cars that dared not proceed.

The suspension tuning of the Jaecoo J7 also impressed us, maintaining good controllability even on unpaved roads while preserving a comfortable driving experience.

 

3. Powerful Engine

Powering this SUV is a 1.6-liter turbocharged inline-four engine that produces a maximum output of 194 hp and a torque of 290 Nm.

With a seven-speed DCT transmission from Getrag, the Jaecoo J7 can accelerate from 0 to 100 km/h in just 9.2 seconds.

In terms of driving, the Jaecoo J7 poses no significant issues for swift cruising, offering stable and comfortable driving even at high speeds.

However, by default, the Jaecoo J7 starts in Eco mode every time the drive button is pressed, and you must switch it to Normal mode for a smoother takeoff.

In Eco mode, we noticed that the initial driving experience was not very pleasant at times, occasionally feeling as if the vehicle was somehow reluctant to move forward.

 

4. Minimalist Cabin

The simplified approach on the exterior continues into the design of the cabin space, which is more minimalist while simultaneously conveying a sense of premium atmosphere.

The centrally located 13.2-inch screen houses various functions and settings, including air conditioning controls and multiple safety features that can be adjusted.

The good news is that to raise or lower the cabin temperature, you only need to press a button on the center console to open the air conditioning control menu, without having to search for the menu, especially after the Apple CarPlay/Android Auto menu is displayed.

Although the front seats do not come with a comprehensive adjustment function, we appreciate that they provide enough cushion dimension to support the lower legs.

As a result, we did not feel excessively fatigued during our drive.

Accompanying us throughout the journey was a pleasant and captivating sound produced by eight Sony speakers, which filled the cabin.

There are several other features we liked, particularly the digital cluster screen that still offers analog meter display options, and a clear, easy-to-read head-up display.

For the rear seats, there are two adjustable reclining angles available.

 

5. Driving Experience

Aside from its handsome appearance, the Jaecoo J7 is actually very enjoyable to drive.

This is not only due to its ability to attract public attention but also the handling and comfort it offers.

The MacPherson strut suspension setup in the front and the Multi-Link setup in the rear contribute to good handling on winding roads, complemented by a responsive steering feel.

More importantly, the NVH (noise, vibration, and harshness) levels are minimal, allowing passengers to relax peacefully without significant disturbances.

From the driver’s perspective, the windshield of the Jaecoo J7 offers a wide field of view, supported by practical side mirrors for such a large SUV.

Thus, most of the time, I preferred to rely entirely on these physical features, only using the surround camera display to ensure there were no obstacles around the vehicle while positioning the car in the parking space.

 

6. Practicality

In addition to a cabin that offers ample leg and headroom for both front and rear passengers, the Jaecoo J7 provides a sizeable cargo space.

With a volume of 412 liters, it is adequate to accommodate various necessities, and it can be expanded up to 1,349 liters when the second-row seats are folded down.

Moreover, the Jaecoo J7 still has space to accommodate a full-size spare tire!

 

7. Comprehensive Safety Features

In terms of safety, the Jaecoo J7 is generous with various functions, including autonomous emergency braking, front collision warning, lane departure warning, lane-keeping assistance, forward vehicle movement warning, and adaptive cruise control.

It also includes rear collision warnings, rear traffic cross alerts, blind-spot monitoring, and a comprehensive 360-degree monitoring system.

To ensure your driving remains safe, the Jaecoo J7 is equipped with speed limit reminders and a very useful tire pressure monitoring system (TPMS).

In conclusion, the Jaecoo J7 could serve as an alternative for daily driving if you’re tired of the options currently available in the SUV market and want a vehicle with a premium image that attracts attention.

Its price is also reasonable enough not to leave your pocket feeling empty every month.

It wouldn’t be a mistake to change your mind and drive this model home, especially with the complete package of style and specifications offered for our market.

 

Specifications for the Jaecoo J7 2WD (RM138,800)

Engine: 1.6-liter turbocharged inline-four
Power: 194 hp, 290 Nm
Transmission: Seven-speed dual-clutch automatic
Drive: Front-wheel drive
Acceleration: 0-100 km/h in 9.2 seconds

 

TEST DRIVE

Hyundai Santa Fe Hybrid, the ideal family SUV that’s often been overlooked – Test Drive

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As a family head looking for a comfortable car/SUV packed with modern conveniences, several models from Japan and China are likely on your consideration list.

In addition to well-known Japanese brand SUVs that have a good reputation for reliability, there are now family SUVs from China that are significantly cheaper and offer more modern safety specifications.

However, many may forget that we actually have another family SUV model from a South Korean brand—the Hyundai Santa Fe Hybrid.

Officially (and quietly) launched in September last year, the facelifted Hyundai Santa Fe Hybrid can be positioned as an alternative for those who want something different from the usual choices available in Malaysia.

With a selling price of RM215,800, is the Hyundai Santa Fe Hybrid significantly better than competing models? Here are our first driving impressions after spending a short period with it:

 

1. Facelift – More Than Just a Cosmetic Change

For your information, the ‘new’ Santa Fe Hybrid launched a few months ago is not a completely new generation model.

It is classified as a facelift model, featuring an updated front end with a wider grille and LED headlights resembling the hammer graphic associated with Volvo models, which tends to make heads turn when spotted on the road.

At the rear, the LED lights have been revamped with a more elegant geometric pattern, complemented by a horizontal LED bar connecting both light housings.

Yes, while the Santa Fe is a facelift model, the significant changes are actually hidden beneath its elegant exterior. It uses an all-new platform that has improved safety aspects, handling, fuel efficiency, and NVH (noise, vibration, and harshness) levels.

It is quite rare for a facelift model to come with an entirely new platform.

 

2. Cabin Space Features

One crucial aspect necessary for a comfortable family car is a spacious and comfortable cabin.

The Santa Fe Hybrid meets these needs with comfortable seating in the second and third rows, as well as a cargo space that can be maximized for various uses.

One feature we particularly liked is the third-row seating that can be folded down by simply pressing a button, along with separate air conditioning vents to ensure rear passengers remain comfortable throughout the journey.

Additionally, there are USB charging ports and power sockets available to charge electronic devices and smart gadgets.

For the driver, the Santa Fe Hybrid provides a digital cluster screen with the option for easy-to-read analog meter graphics, as well as an eight-inch infotainment screen complete with wireless Apple CarPlay/Android Auto support.

The center console has been raised to function as a more comfortable armrest, also providing hidden storage space under the dashboard.

Moreover, the use of simpler PRND buttons in place of a traditional gear shift lever gives the cockpit a more spacious look.

The large functional button cluster also facilitates easy adjustments to settings such as the air conditioning system, drive modes, or simply ensuring front passengers are more comfortable with built-in heating and ventilation functions for the seats.

While the cabin layout of the Santa Fe may not be as minimalist as newer modern cars, it doesn’t prompt excessive complaints, particularly when searching for or adjusting desired functions.

 

3. Highly Fuel-Efficient Hybrid Engine

The Santa Fe Hybrid we tested is powered by a 1.6-liter Smartstream G1.6 T-GDI inline four-cylinder engine that produces 180 PS at 5,500 rpm and 265 Nm of torque at 1,500-4,400 rpm.

This engine is coupled with a 60 PS electric motor that provides 264 Nm of torque, bringing the total power output to 230 PS and 350 Nm.

While it may not be the most powerful SUV like a sports car, it is sufficiently capable of moving its relatively large body.

In terms of driving, the Santa Fe Hybrid offers lively initial acceleration to outpace sporty-looking cars next to it, while also delivering impressively economical fuel consumption.

We were unable to empty a full 67-liter RON95 tank in the Santa Fe Hybrid due to time constraints; however, according to Hyundai, this SUV can go up to 1,000 km before needing a refill.

Our short drive came close to 300 km, yet the fuel gauge barely registered a decrease.

 

4. Driving and Comfort

One of the advantages of the Santa Fe Hybrid is its ability to operate in electric driving mode at low speeds, and for relatively long distances as well.

This is a significant factor in the SUV’s fuel efficiency, as during most city driving, only the electric motor is in use, with the 1.6-liter turbo engine occasionally kicking in just to ensure that the 1.49 kWh battery maintains sufficient charge.

Moreover, in EV mode, the Santa Fe Hybrid does not operate entirely silently; it emits a futuristic warning sound to alert pedestrians of its presence on the road.

What we can praise about this hybrid SUV is the driving dynamics and handling, which are noticeably better compared to Chinese-made SUVs.

Why do we often emphasize good steering and suspension tuning? All of this contributes to the comfort of both the driver and passengers.

With a steering system that is responsive and not overly artificial, the driver will not feel excessively fatigued after a long journey.

The slightly firmer suspension tuning enhances cornering confidence, while still effectively filtering out the roughness that exists on beloved Malaysian roads. The result is a remarkably comfortable ride, regardless of the road quality encountered.

Most notably, the NVH (noise, vibration, and harshness) performance is exceptional, as we found it difficult to perceive any roughness, vibrations, or exterior noise inside the cabin.

Even though the turbo engine operates from time to time—especially when the right foot is pressed firmly to the floor—the engine sound is not intrusive within the cabin. The transition between engine and electric motor operation is also very smooth, making it sometimes difficult to detect.

 

5. Safety Features

As standard, the Hyundai Santa Fe Hybrid comes equipped with the Hyundai SmartSense Level 2 Advanced Driver Assistance Systems (ADAS), offering semi-autonomous driving support to ensure a safer and more reassuring driving experience.

A unique feature we appreciate in the Hyundai Santa Fe Hybrid is the Blind-Spot Monitor (BVM), where the display for the left or right blind spot appears on the digital cluster screen to assist with safe lane changes.

What we find particularly valuable about this function is that it provides only the necessary information for the driver to detect the presence of objects from behind, rather than a bird’s-eye view perspective that is often unhelpful.

Another important feature for families is the Rear Occupant Alert, which ensures you do not forget any young children seated in the back when leaving the vehicle in a parking spot, especially in hot weather conditions.

 

6. Price that Might Be Out of Budget

Despite its various advantages over competing models, a significant drawback of the Santa Fe Hybrid is its selling price, which may be beyond the means of some buyers.

At RM215,800, not many will consider it a budget-friendly purchase.

In fact, for a lower price, one could opt for a non-hybrid three-row SUV such as the Mazda CX-8 or Chery Tiggo 8 Pro, or a mild-hybrid SUV like the Proton X90.

For those with small family members, there are still hybrid SUV options with a five-seat configuration, such as the Toyota Corolla Cross HEV, Haval H6 HEV, or Honda CR-V e:HEV.

However, for those who can afford it and desire something different, the Hyundai Santa Fe Hybrid may still be a purchase that brings a smile and is appreciated by the whole family.

 

Specifications of the Hyundai Santa Fe Hybrid

  • Engine: Smartstream G1.6 T-GDI
  • Power: 180 PS @ 5,500 rpm, 265 Nm @ 1,500-4,400 rpm
  • Electric Motor: 60 PS, 264 Nm
  • Total Power: 230 PS, 350 Nm
  • Transmission: 6-speed automatic
TEST DRIVE

Peugeot 408: Why the Premium variant is better than the GT

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The Peugeot 408 was launched in the Malaysian market in April last year with three variants to choose from, namely Allure, Premium, and GT, priced at RM146,055, RM166,055, and RM196,055 respectively.

All three variants are powered by a 1.6-litre turbocharged PureTech four-cylinder engine that produces 218 PS and 300 Nm of torque. This engine is paired with an eight-speed automatic transmission that drives the front wheels.

Of course, the key difference between these three variants lies in their equipment levels. In this article, we will compare between the Premium and GT variants, and why this writer thinks the Premium is a better proposition than the GT.

It is more affordable

No matter how you slice it, RM196,055 for a C-segment car is quite unreasonable. In this context, the Premium variant appears to be a smarter and more sensible investment.

Indeed, with the GT variant, you receive an array of additional features such as Matrix LED headlights, 20-inch alloy wheels, Nappa leather upholstery, massage and memory functions for the driver’s seat, a 10-speaker Focal audio system, and more. However, in my opinion, the equipment included with the Premium is sufficient to meet the needs of buyers in this segment.

It is cheaper to maintain

All 408 variants are powered by the same engine; however, by choosing the Premium variant, you may save your bank account in the future, as it comes with 18-inch wheels instead of the 20-inch ones found on the GT.

Of course, tyres do not need to be replaced every year, but the price difference between 18-inch and 20-inch tyres can be quite significant, which can be seen as a worthwhile saving in the long run. Plus, the Premium wheels look so much better than the GT’s.

It is more practical

Another advantage of the Premium variant over the GT is its boot capacity, which can be expanded from 536 litres to 1,611 litres (compared to 1,583 litres in the GT), given that it does not include a subwoofer.

Additionally, it also comes with a space-saver spare tyre instead of the tyre repair kit that is included with the GT.

Now you can see that the highest variant does not necessarily mean it is the best choice. However, ultimately, the decision is yours.

TEST DRIVE

Three shortcomings of the Nissan Kicks e-Power

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Recently at the Kuala Lumpur International Mobility Show (KLIMS) 2024, Edaran Tan Chong Motor (ETCM) marked its revival with the launch of the Nissan Kicks e-Power.

The Kicks e-Power for the Malaysian market will be fully imported (CBU) from Thailand. This means we are getting the facelifted version of the crossover, which was originally launched in that country four years ago.

Although it is not the freshest product on the market, the Kicks offers something new: the e-Power powertrain. It features an internal combustion engine, but unlike conventional hybrids, the petrol mill serves only as a generator.

The wheels are driven 100% by an electric motor at all times, allowing you to enjoy a driving experience that is almost akin to that of an electric vehicle (EV) without having to get in a fluster about charging.

This is indeed appealing and certainly helps improve fuel efficiency; however, during a recent media test drive, I found three shortcomings.

Outdated exterior design

As mentioned, the Kicks e-Power is actually a product that is somewhat aged. This is evident in its exterior design, which appears rather dated when compared to its closest competitors.

Don’t get me wrong; its appearance is not unattractive, but it lacks any elements that might make it stand out in a showroom.

However, as you may know, appearance, design, and related matters are subjective. Not everyone desires a car that is overly flashy—some prefer a more casual and understated look.

Underwhelming interior

The interior of the Kicks is neat and simple, but like its exterior, it is beginning to show its age.

This is because the layout is approximately 95% identical to that of the Almera’s but Kicks does come with a more sophisticated gear knob that feels somewhat awkward to use due to its shape.

Additionally, the use of hard plastic finishes on the dashboard and door panels detracts from the overall appeal of this car. The rear passenger space also feels somewhat cramped, despite the fact that its wheelbase is 5 mm longer than that of the HR-V.

Reasonably spacious boot, but…

The Kicks e-Power features a boot space that is quite generous, offering 423 litres of capacity. Unfortunately, lift the boot floor and you will not find any spare tyre. Instead, there is a tyre repair kit.

Was the decision to exclude a spare tyre made for cost or technical reasons? It is plausible that cost played a role, as the car market in Malaysia is generally quite price-sensitive so there’s a chance that ETCM may have taken this step to ensure that prices remain competitive.

Technical factors also make sense, as hybrid powertrains like e-Power involve additional components, and some of these components may encroach under the boot floor where spare tyres are usually found.

TEST DRIVE

Chery Tiggo 7 Pro is inexpensive yet armed to the teeth – Test Drive

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The Tiggo 7 Pro marks the fourth model launched by Chery Malaysia, following the Omoda 5, Tiggo 8 Pro, and Omoda E5.

Like its three predecessors, the Tiggo 7 Pro plays a crucial role in Chery’s efforts to cement its brand presence in Malaysia for the second time. It enters the fiercely competitive C-segment SUV market, going head-to-head with well-established rivals like Proton’s X70 and the immensely popular Honda CR-V.

As a newcomer, the Tiggo 7 Pro faces significant challenges, as its closest competitors boast impressive credentials proven by encouraging sales figures. However, this Chinese SUV has proven itself capable of standing up to the competition.

What makes the Tiggo 7 Pro particularly compelling is its pricing, which falls below RM130,000. It offers exceptional value, especially in terms of features, performance, and safety, making it a worthy alternative for those seeking quality without breaking the bank.

Aesthetics-wise, the Tiggo 7 Pro may not be as striking as the 2025 X70 or CR-V, but it certainly exudes a stylish, mature image that is capable of appealing to professionals.

While it may not scream for attention, pleasant details such as the Mercedes-esque diamond studs in the grille, the full-width rear light, and tasteful blue accents on the front bumper help it stand out subtly.

The vehicle sports attractive 18-inch alloy wheels, which hide red brake calipers—an unexpected touch for a family-oriented SUV, yet appealing to those who has a desire for sporty touches on their vehicles.

Measuring 4,513 mm in length, 1,862 mm in width, and 1,696 mm in height, the Tiggo 7 Pro is slightly shorter than the X70 and CR-V but boasts greater height compared to both models. Its wheelbase spans 2,670 mm, matching that of the X70 but falling 30 mm short of the CR-V.

Despite its smaller dimensions, the Tiggo 7 Pro’s cabin feels remarkably spacious and accommodating for a family of five. The materials used throughout convey quality rather than cheapness, justifying the already wallet-friendly price tag.

You’ll find leatherette upholstery enveloping much of the dashboard, seats, and steering wheel, complemented by touches of wood trim and glossy black and aluminium accents.

Notably, the dashboard is accented with nice-looking faux carbon fibre trim, complementing the sporty image initiated by those red brake calipers.

In terms of features, buyers will find everything they could possibly desire in a vehicle of this market category. For example, the infotainment system and essential vehicle information are displayed on a sizeable 24.6-inch screen, which actually comprises two separate displays of 12.3 inches each.

Additional offerings include wireless Apple CarPlay and Android Auto, a Sony audio system with eight speakers, a 50W wireless charger, and ambient lighting with 64 colour options.

Convenience features such as dual-zone climate control, six-way power adjustments for the driver’s seat, four-way adjustments for the front passenger, a panoramic sunroof, and Keyless Entry with Walk-Away Auto Lock make for a comfortable and user-friendly driving experience.

Don’t let the Tiggo 7 Pro’s smaller footprint fool you; it’s well-suited for family use. The rear seats are spacious, providing ample thigh support and a comfortable seating angle. The conventional SUV body shape also grants generous headroom for taller passengers.

The boot space, while smaller than that of the X70 and CR-V at 475 litres, remains plentiful. If you need extra room, simply fold down the rear seats for a vast total capacity of 1,672 litres.

On the safety front, there’s no cause for concern, as Chery has equipped this SUV with a host of active and passive safety features, including Autonomous Emergency Braking, Multi-Collision Braking, Blind Spot Detection, Traffic Jam Assist, Adaptive Cruise Control, Lane Change Assist, and more.

If that’s not enough, it also boasts seven airbags and a comprehensive 540-degree camera system complete with markers to assist drivers in tight spaces.

Despite its Chinese origins, the Tiggo 7 Pro does not compromise on quality; the camera displays are notably bright and sharp, outshining some of the more expensive SUVs on the market.

The design is appealing and the features provided are more than adequate but how does the Tiggo 7 Pro perform on the road?

Open the bonnet, and you won’t see much, as the 1.6-litre turbo engine and its associated components are neatly concealed beneath a large plastic cover.

That said, you won’t have any problem feeling the power as the four-cylinder engine produces 197 PS and 290 Nm of torque, surpassing the outputs offered by the three-cylinder engines found in Proton and Honda’s X70 and CR-V.

With a seven-speed DCT transmission driving the front wheels, this SUV is claimed to sprint from 0 to 100 km/h in just 8.3 seconds, reaching a top speed of 205 km/h.

Undeniably, the combination of engine and transmission endows the Tiggo 7 Pro with impressive acceleration, making it a joy to drive on wide-open motorways.

However, navigating busy city streets, I found the powertrain to be less smooth at times, with occasional jerks when initially pulling away.

According to Chery, the powertrain should achieve fuel consumption figures of around 7 l/100 km (14.2 km/l). In my mixed driving of both highways and urban areas, I recorded a consumption of about 8.9 l/100 km (11.2 km/l)—not too shabby considering the slightly aggressive driving style.

The suspension system is quite typical for a Chinese brand; it’s soft and comfortable, providing satisfactory shock absorption, which inspires confidence when tackling uneven roads.

Nevertheless, the softness of the suspension can make the Tiggo 7 Pro feel a bit precarious at higher speeds. While it handles corners well for an SUV, overly spirited driving can lead to the vehicle struggling to maintain composure.

In other words, I believe the Tiggo 7 Pro is better suited for relaxed and leisurely driving, even though it boasts a rather powerful engine and features aggressive design elements like red brake calipers and carbon fibre trim.

Conclusion

If you’re on the lookout for a versatile C-segment SUV that doesn’t cost an arm and a leg, the Chery Tiggo 7 Pro might just be your ideal choice.

While its design may not be the most eye-catching in its class, it makes up with an impressive list of features and satisfying performance.

Concerned about after-sales support? Rest easy, as Chery Malaysia offers a generous seven-year/150,000 km warranty, 24/7 free towing service, and a five-year complimentary service package for the Tiggo 7 Pro.

Chery Tiggo 7 Pro Specifications

Price: RM123,800
Engine: 1.6-litre turbo petrol, four-cylinder
Transmission: Seven-speed DCT
Power: 197 PS
Torque: 290 Nm

TEST DRIVE

Haval H6 HEV: Can it compete with the Corolla Cross Hybrid, CR-V e:HEV? – Test Drive

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On a global scale, the trend of electric vehicle ownership appears to be slowing down.

Major automotive manufacturers worldwide are starting to pull the handbrake and make a U-turn to resume producing fossil fuel vehicles for their customers.

What is certain is that this “ancient” technology has not yet reached its end point and is now being enhanced with the help of hybrid systems for longer ranges compared to battery electric vehicles (BEVs) and certainly compared to pure internal combustion engine (ICE) cars.

One of the hybrid vehicles made in China that has already entered the Malaysian market is the Haval H6 HEV.

Officially launched a few months ago, the Haval H6 HEV is a newcomer in the C-segment SUV category, competing against rivals such as the Honda CR-V, Mazda CX-5, and Proton X70.

Apart from its size, the Haval H6 HEV also comes with an attractive price package—RM139,800—making it as more affordable compared to  the Toyota Corolla Cross Hybrid.

Will this low pricing strategy be enough to attract buyers away from the Corolla Cross, or the more sophisticated CR-V?

We managed to obtain a test drive unit of the Haval H6 HEV for a few days, and here are our findings:

 

1. Exterior Design

Among the C-segment SUVs available, the Haval H6 HEV features a relatively safe design.

There are no aggressive sharp lines; the design is rounded, but not excessively so like the Proton X70.

The front end looks fierce with the presence of LED headlights and a wide ‘Star Matrix’ grille, though the 19-inch wheels appear somewhat small beneath the SUV’s wheel arches.

At the rear, it boasts a full-width LED light bar, along with a cluster of four brake lights positioned on the spoiler.

In short, the design is quite ordinary. There is nothing really “wow” about it, except for the HEV badge indicating that it is not an SUV that lumbers along like a baby elephant.

This rather conservative appearance also successfully conceals the fact that it is actually a fairly large SUV!

Measuring 4,683 mm x 1,886 mm x 1,730 mm, the Haval H6 is significantly wider and taller than the Honda CR-V, benefitting from a longer wheelbase.

 

2. Interior Design

Following current trends, the Haval H6 HEV presents a more minimalist cabin layout.

Its features are comprehensive, with a 10.25-inch digital screen in front of the driver, a 12.3-inch infotainment screen complete with Apple CarPlay and Android Auto support (important features for a modern car!), dual-zone climate control, wireless device charging slots, a panoramic sunroof, a head-up display, and an audio system with eight speakers.

On the central console, there are several important function buttons, but unfortunately, it lacks a more crucial feature—controls for temperature and fan speed.

You have to navigate these functions through the central screen. This could be inconvenient, especially when driving alone.

The author also isn’t particularly fond of the three-tone finish featuring rose gold, which feels somewhat distracting while driving.

Moving to the front screen, we appreciate GWM’s decision not to clutter it with various logos and symbols that can be visually overwhelming.

The layout and graphics are sharp and easy to read, though it is unfortunate that there are fewer customization options available for those who prefer an analog speedometer display.

 

3. Exciting Power Package

This is one of the most powerful hybrid SUVs in its class.

The Haval H6 HEV is equipped with a hybrid engine system producing 243 PS and 530 Nm of torque, consisting of a 1.5-liter turbocharged inline-four engine (150 PS/230 Nm) and a single electric motor (177 PS/300 Nm), a two-speed Dedicated Hybrid Transmission (DHT), and front-wheel drive.

With the available Sport mode, the Haval H6 HEV can accelerate from a standstill to 100 km/h in just 7.75 seconds.

In comparison, the Corolla Cross Hybrid features a naturally aspirated 1.8-liter Atkinson cycle engine producing 98 PS/142 Nm and a single electric motor generating 72 PS/163 Nm, for a combined output of 122 PS.

Meanwhile, the CR-V e:HEV has a 2.0-liter naturally aspirated hybrid engine paired with two electric motors for a total output of 181 PS and 335 Nm.

 

4. Driving Experience

On paper, it certainly looks powerful, but the power delivery of the Haval H6 HEV is not as aggressive as that of sports cars or electric vehicles (EVs) with their intense torque.

When you press the accelerator pedal firmly to the floor, you can feel the responsive and smooth acceleration without straining your neck from high G-forces.

This power is particularly needed when driving with a cabin full of passengers and cargo, especially when overtaking a slow-moving eighteen-wheeler on a busy road due to overloading.

One thing we can commend about this SUV is the remarkable lack of engine vibrations felt inside the cabin.

Even at times when this SUV requires extra power, the operation of the 1.5-liter turbo engine is very efficient, devoid of the noise and vibrations mentioned earlier.

Despite its considerable size, this SUV remains easy to control, although the steering wheel feels somewhat oversized—it almost feels like driving a truck.

The handling is also satisfactory, as it is more tuned for the comfort of all passengers.

The Haval H6 HEV’s suspension system works effectively to absorb all the bumps and potholes from the road surface, while also avoiding excessive swaying on winding roads.

The braking system functions well to bring this heavy SUV to a stop; however, at low speeds, it takes a while to get used to the pedal response to avoid sudden stops.

According to GWM, a full tank of the Haval H6 HEV can cover distances of up to 1,000 km.

This figure has indeed been achieved by some media colleagues who have tested this SUV.

Based on personal experience, I managed to achieve a driving range exceeding 700 km—an impressive figure that can be attained even without driving conservatively to maximize fuel savings.

This is certainly beneficial for long-distance driving, where you won’t need to stop as frequently for refueling.

 

5. Comfort

While I am quite satisfied with the power delivery from this hybrid SUV, there is a key area that GWM needs to focus on—comfort.

For short drives, what the Haval H6 HEV offers won’t cause significant discomfort.

However, for families who often make long journeys (for instance, returning to their hometowns), this SUV may be a difficult choice.

What I noticed is that the seats in the Haval H6 HEV do not provide sufficient thigh support.

As a result, the legs of both the driver and passengers may feel dangling, leading to quicker fatigue.

The spacious dimensions allow the Haval H6 to provide ample legroom and headroom, but this is not complemented by comfortable upholstery.

There is a ‘boss switch’ feature that allows the driver to adjust the position of the front passenger seat if the passenger dozes off due to fatigue—a much-needed feature for any dedicated husband.

In terms of practicality, the Haval H6 HEV provides a cargo space of 560 liters, which is ample for carrying items such as luggage and shopping bags from major retailers.

If you need more space, simply fold down the second-row seats, and you will have a cargo space of 1,485 liters.

Finally, we found the NVH (Noise, Vibration, and Harshness) aspect of the Haval H6 HEV to be quite satisfactory.

With the use of quieter tires, it somewhat contributes to making the cabin of the Haval H6 more comfortable, effectively filtering out wind noise as well.

However, one point to note is that, despite being quiet, the standard tires on the Haval H6 HEV are not suitable for those who prefer aggressive driving styles.

A significant investment in higher-performance tires would be necessary to enjoy a more balanced driving experience in the Haval H6 HEV.

 

6. Hybrid, Yet Drives Like an EV!

You might be wondering why the Haval H6 HEV is equipped with only a two-speed gearbox.

The answer is simple: the Haval H6 HEV relies almost entirely on the electric motor for propulsion that doesn’t need too much gear ratio.

While the 1.5-liter turbo engine only engages when the driver requires extra power for aggressive driving.

The battery pack capacity is relatively small, at around 1.7 kWh, but it is sufficient to allow the Haval H6 HEV to behave like a pure EV!

The available electric range is not particularly long, stretching just a few kilometers, but I noticed that the Haval H6 HEV does not use engine power at all when driving in the city at low speeds.

In fact, some have even asked, “Is this SUV electric?” due to its remarkably quiet operation.

 

7. Value for Money

Currently, the selling price of the Haval H6 HEV in the Malaysian market starts at RM139,800, making it slightly cheaper than the Toyota Corolla Cross Hybrid (RM142,000).

Another popular C-segment SUV, the Honda CR-V e:HEV RS, is priced at RM195,900, offering a more aggressive appearance but less power compared to the Haval H6 HEV.

This indirectly positions the Haval H6 HEV as a formidable contender against those two Japanese models, with advantages in price, power, and practicality.

The question remains, with these advantages mentioned, can the presence of the Haval H6 HEV shake the foundations established by those two Japanese manufacturers?

For me, the true answer to this question may be difficult to please everyone.

This is because, after evaluating all three SUVs, I prefer the driving experience offered by the Japanese models, which feel more lively and connected to the driver, provide much better passenger comfort, and feature essential functions that are easier to operate without relying completely on the central screen.

I do not entirely dismiss the advantages present in the Haval H6 HEV; however, the factor of driving satisfaction is more important, far outweighing what GWM tries to promote with this model.

 

Specifications of the Haval H6 HEV:

Engine: 1.5-liter turbo inline-4
Power: 150 PS/230 Nm
Electric motor: 130 PS/300 Nm
Total power: 243 PS/530 Nm
Transmission: Dedicated Hybrid Transmission (DHT) with two speeds
Acceleration 0-100 km/h: 7.7 seconds
Top speed: 175 km/h

EV, TEST DRIVE

Leapmotor C10: a spacious electric SUV for family – first drive

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As a prominent name that encompasses popular brands like Alfa Romeo, Citroën, Maserati, and Peugeot, it may seem rather odd to see Leapmotor under the Stellantis umbrella.

For clarification, Leapmotor (or Ling Pao) is a Chinese automotive company founded in 2015.

In 2023, Stellantis acquired a 20% stake in Leapmotor, aligning it with the previously mentioned European brands.

Without further ado, Stellantis Malaysia announced the introduction of Leapmotor to the local market in April 2024, positioning it as an affordable EV brand.

The first model for sale is the D-segment SUV, the Leapmotor C10, which was officially launched six months later with a selling price of RM159,000.

Recently, Stellantis Malaysia invited automotive media practitioners to experience the Leapmotor C10 on a drive to Gambang, Pahang.

Here’s our notes after driving this SUV for two days:

 

1. Dimensions

Unlike other EV models (mostly hatchbacks, SUVs, or sedans) available in the market, the Leapmotor C10 is more suited to be classified as a family-oriented electric vehicle.

Its relatively large size measures 4,739 mm in length, 1,900 mm in width, 1,680 mm in height, with a wheelbase of 2,825 mm.

Within the same price range, the Leapmotor C10 competes with combustion-engine models such as the Chery Tiggo 8 Pro and Proton X90.

While the sizes are similar, the C10 comes with a five-seat configuration, compared to the seven seats found in the two previously mentioned models.

 

2. Power

Only one variant is offered in Malaysia, featuring a single rear-wheel drive electric motor producing 215 hp and 320 Nm of torque.

Though the figures appear high, after testing the drive of this electric SUV, the acceleration is not as aggressive as that of many EVs available on the market.

However, this doesn’t mean the C10 is an “elephant baby” reluctant to move; rather, you can expect smoother power delivery to ensure no family members complain of neck pain at the start of the journey.

Even on the highway, I had no issues ensuring that this electric SUV could safely overtake any slow-moving trailers in the left lane without causing fast-moving cars behind to flash their high beams—even when fully loaded with passengers.

With a 69.9 kWh battery pack, the Leapmotor C10 can travel up to 420 km on a full charge.

Based on our drive, we reached our destination with about 112 km of range remaining, averaging an energy consumption of around 20.1 kWh/100 km, slightly higher than the official figure of 19.8 kWh/100 km.

 

3. Driving Experience

We took the opportunity to test the handling of this SUV while traversing the KL-Karak highway and Genting Highlands.

It was surprising to find that this large-sized SUV handled well through every turn and uphill stretch of the very popular road.

Returning to the desired speed posed no problems, without causing passengers to feel dizzy from sudden acceleration.

However, although the C10 features a suspension system that excellently absorbs impacts and Dunlop e-Sport Maxx tires that keep this SUV grounded in curves, it is not matched by a satisfying steering response.

Most of the time, the vehicle obeyed every command made by the driver, but conditions became less enjoyable when the Advanced Driver Assistance Systems (ADAS) such as Emergency Lane Keeping Assistance (ELKA) and Lane Centering Control (LCC), started to intervene.

These systems would aggressively attempt to correct the steering direction if they detected that the driver was not maintaining proper control of the vehicle.

This constant ‘interference’ could make driving more exhausting than usual, as the driver must counteract the corrections attempted by the system.

Therefore, I found it easier to simply disable these functions from the start, allowing the more critical systems to operate to ensure this SUV’s safety on the road.

I would prefer if the system could remember the initial settings so that the driver wouldn’t have to waste time staring at the screen every time they needed to drive the C10.

One aspect that made driving the C10 less reassuring is the feeling of a spongy brake pedal.

This issue wasn’t as noticeable during high-speed driving, where the braking system operated effectively, but at lower speeds, there were times when it felt as if the SUV didn’t want to stop, even when the brake pedal was pressed firmly to the floor.

It felt as though there was no bite from the brakes—completely unresponsive. Surely, we can’t rely on the emergency braking system every time we need to stop, right?

4. Interior

For this test drive session, I began my journey as a passenger in the second row.

Typically, I experience dizziness and nausea when I’m not behind the wheel; however, this time I was able to relax (and even take a nap) comfortably throughout the ride.

This is because the rear seats feature adjustable backrests (with two angles) for added comfort during the journey.

Perhaps the use of silicone leather upholstery, known as Oeko-Tex, significantly contributes to a more comfortable ride due to its soft and back-friendly material.

It also has waterproof properties and does not contain any toxic substances that could be harmful to infants—a highly beneficial feature for many families in Malaysia with small children.

In addition to ample legroom, rear passengers won’t feel cramped as there is generous headroom, thanks to the spacious panoramic roof, which also has a shade to block out the intense midday sun.

While black upholstery may sound somewhat conventional, there is an option for a brighter Criollo Brown finish, should you be interested in that beautiful Glazed Green color.

The NVH (Noise, Vibration, and Harshness) aspects are also satisfactory, with wind noise from outside being well-filtered, and tire noise is less noticeable from within the cabin.

Another advantage is the cargo space of 435 liters, which can be expanded to 1,410 liters when the second-row seats are folded flat.

 

5. Overly Minimalist Dashboard

For someone used to a plethora of buttons and controls in a vehicle, entering the Leapmotor C10 creates a somewhat uncomfortable feeling.

This discomfort stems from the dashboard layout, which is overly simplistic and minimalistic, relying heavily on the menu embedded in the display screen, making it easier for the driver’s focus to be distracted on the road.

Therefore, if you’re interested in the C10, it’s best to avoid driving alone, so you can appreciate all the assistance provided when you wish to change a setting.

For example, adjusting the direction of the air conditioning, temperature settings, turning off the headlights, or simply disabling specific functions in the ADAS.

It is also unfortunate that side mirror adjustments must be accessed through the main screen.

Fortunately, Leapmotor has not adopted Tesla’s approach of eliminating the turn signal stalk entirely in favor of a button on the steering wheel.

Additionally, if you’re accustomed to pressing a start button, you will need to learn a new method on the C10, which involves scanning a card-shaped key on the center console before shifting the transmission lever to the D position.

Yes, you must do this every time before you begin your journey.

Another drawback that we find hard to accept is the absence of Apple CarPlay/Android Auto support.

 

6. ‘Healing’ mode inside

An interesting feature that can be beneficial for drivers after each trip is the Nap Mode.

When this mode is activated, you can enjoy ambient sounds such as rain, flowing river water, crickets, and ocean waves while you relax.

You can also set the desired nap duration, and the system will wake you up once the session ends.

With the ventilation function in the seats, your brief nap will be more comfortable while you wait for prayer time or for your spouse to finish shopping.

At the end of the day, in a market flooded with various EV models, the Leapmotor C10 certainly stands out with its spaciousness, making it suitable for everyday family use.

That is, if you don’t mind the overly minimalist dashboard design and the routine needed every day before starting your journey.

With a selling price below RM160,000, is it a worthwhile purchase? Perhaps, yes.

 

Leapmotor C10 Specifications

Electric Motor: Single, rear-wheel drive (RWD)
Power: 215 hp, 320 Nm
Acceleration: 0-100 km/h in 7.5 seconds
Top Speed: 170 km/h
Battery: LFP 69.9 kWh
Range: 424 km (WLTP data)
Suspension: MacPherson/Multi-Link
Ground Clearance: 180 mm
Cargo: 435 liters/1,410 liters

 

Leapmotor C10 in Glazed Green