DRIVEN: Volkswagen Polo Sedan CBU !

When Volkswagen Malaysia first launched the Volkswagen Polo Sedan CBU at sub-RM100k price, it dropped the jaws of many. For the first time a premium car brand is selling its car under the RM100k mark, and Volkswagen Malaysia kept the best for last. Polo Sedan CKD came in and further lowered the price to RM89,888, about RM10k cheaper than its CBU counterpart, making it as one of the most affordable continental sedans in Malaysia. 

With a competitive price now, buyers who are looking for a B-segment sedan will not take the Polo Sedan for granted and go straight to the usual Japanese competitors. The Polo Sedan is unmistakeably a Volkswagen from afar, bearing the similar design language as its elder siblings such as the Jetta and Passat. Yes, the design is unexciting, but yet it is still brilliantly executed with a touch of elegance.  

Open the door and you'll notice that this is not an average B-segment sedan. Its doors opened easily with just a light pull and closed with a reassuring thud. Tactile feedback on the buttons are good. The meaty leather-wrapped steering wheel and handbrake lever were nice to hold. Although the cabin is mostly made of plastic parts, they doesn't look cheap and fit and finishing is top notch too. With a 2552mm wheelbase (96mm longer than Polo Hatchback), rear passengers enjoy ample legroom and have fair amount of headroom. One thing though, the fabric seats were a little firm for my liking. Perhaps leather would be more suitable for the Polo Sedan.

Oh oh oh, all 4 windows can be winded up and down via the remote control! Perfect for ventilating the heat out from the cabin in a hot sunny day, and also to wow your peers. People who buy a Polo Sedan instead of a Polo Hatchback must have taken the boot space into consideration, and I'm glad to say the boot space doesn't disappoint. However, it is noticeably slightly smaller than most of its competitors. 

The small monochromic multi-info screen in the middle of the instrument panel is a nice touch. It displays various info such as speed limit warning, average fuel consumption, real-time fuel consumption and outside temperature. 

The centre stack of this India-made Polo Sedan CBU looks slightly obsolete, but thankfully chrome trims are all over the cabin to cheer things up. I guess Volkswagen Malaysia took note of that and for the CKD models, it introduced the RCD 320 audio system that doesn't leave any empty space on the dashboard and replaced the 3 knobs with electronic automatic air-cond switches. 

Storage area is everywhere. Smart Tag device can be stored nicely in the rubberised centre storage compartment, huge glove box that can swallow a full-sized tissue box and a book with ease, 1.5 litter water bottle holder on the doors and some other small storage areas here and there. The only, I would say flaw (instead of user friendly), in the cabin is the position of wing mirror adjuster. The angle and location of it is just wrong... We have to twist our wrist in order to adjust the wing mirrors.

As for every Volkswagen, the headlights, tail lights and fog lights control are all at the knob on the right side of the dashboard. Turn clockwise to access the main headlights, pull once to turn on the front fog lights and pull once more to turn on the glaring rear fog light (only to be used during heavy rain or foggy environment). Instrument panel brightness and headlights levelling can be done manually too. 

The Polo Sedan comes with a 1.6 litre MPI engine which produces 105PS at 5250rpm and 153Nm of torque at 3800rpm, mated to a 6-speed transmission automatic gearbox with Tiptronic. This tried-and-tested combination is suitable for buyers who are looking for a reliable car in a long run. For those who are looking for Volkswagen's infamous TSI engine and DSG gearbox have to look elsewhere. While the power output wouldn't win you any race at the traffic light junction, it's still adequately powered that the Polo Sedan doesn't feel underpowered when climbing up the stretch of highway near Genting Sempah. 

Ride and handling are where the Polo Sedan shines. It can be said that the Polo Sedan is one of the best among B-segment sedans. The firm ride over road undulations doesn't send judders into the cabin. Body roll is apparent, but it doesn't make the Polo Sedan go off course easily. The steering wheel is direct and light enough to ease manoeuvre at low speed, although could use a little more weight at high speed. Best of all, it felt very, very composed when going through puddles of water, this can put many Japanese C-segment sedans to shame.

With the help of cruise control, driving on the highway is a delight. NVH is good where the engine is muted almost all the time, except when pushed. But it can be better because wind noise is noticeable at speed above 100km/h, breaking the silence in the cabin. Unfortunately too, the audio system with 4-speaker does not produce audio quality which matches the car's brand. Safety wise, the Polo Sedan comes with 4 airbags as standard, 3-point rear seatbelts for the middle occupant and anti-pinch for all 4 windows. There is no any form of Electronic Stability Programme available, not even as optional.

5-year unlimited mileage warranty is provided and without TSI and DSG, the Polo Sedan should be an easy to maintain Volkswagen product. The more affordable price of the CKD has enable more Malaysian to be able to afford a continental car. Seems like 'the people's car' is heading the right track!

+ Price, ride and handling, safety, quality.
- Could use a little more power, wind noise.

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DRIVEN: 2014 Toyota Vios J Auto !

Toyota has brought over the powertrain and 4-speed gearbox from the previous generation Toyota Vios and put them into the all-new 3rd generation Toyota Vios, despite many lambasted the decade-old technology. "If it ain't broken, don't fix it". Especially when the so-called 'obsolete' technology's performance is still on par with current ones. Will come back with more on this later. 

B-segment is no longer dominated by the Japanese players. Take Ford Fiesta and Volkswagen Polo Sedan for instance. The American and German marques are offering more but in the similar price range of the Japanese. Who doesn't enticed by this? However, Toyota still has a few royal cards to keep itself up in the game. 

Design is subjective, but I'm sure everyone would agree that the 4th generation Vios looks miles better than the car it replaces. No doubt the sleeker design will help the car age better, and appeal more to youngster. Like usual, Vios comes in 4 variants - J, E, G and TRD Sportivo, where the TRD Sportivo has all-round bodykits and different set of alloys to bring out the racer soul in you, despite they doesn't help any in terms of performance or handling. 

A relative of mine has recently bought a 2014 Toyota Vios J with automatic transmission, and I had the opportunity to drive it on long, winding B-roads in the area of Cheroh, Pahang. Being an owner of also a B-segment Japanese sedan, I was eager to see how well the Vios fare against other competitors in the segment. 

In the inside, the Vios J doesn't need the two-tone dashboard of the Vios G to look luxurious. The top part of the dark coloured dashboard is decorated with leather stitches, or so called. No, it's not soft touch. It's made out of hard plastic moulding which mimic stitches on leather, kudos to the effort of Toyota in giving the Vios a more upmarket looking interior. Even the urethane-wrapped steering wheel felt nice to the hand. The rear quarter is more spacious now eventhough the wheelbase is still the same at 2550mm.

The engine used is a 1.5 litre VVT-i with 109PS at 6000rpm and 141Nm at 4200rpm. I remember that the previous generation of Vios has quite raspy and intrusive engine notes when on the move, and I'm glad to find that the engine is more refined this time around. You can barely hear the noise of the engine generated at 90km/h, even with the wind and road noise nicely suppressed. The Vios is one of the most refined B-segment sedans around.

One thing though, low-end torque is lacking and I had to floor quite an amount of the accelerator to get the car moving from standstill, causing acceleration felt sluggish. This is also pointed out by my cousin, who coincidentally owns a 2nd generation Vios. 

I have to agree with my cousin is that the 4 speeder changes gear seamlessly when driven sedately. It's a tried and tested gearbox, reliable and works fine. So there's no harm to use it again, right? The ride and handling of the 2014 Vios is spot on too. A nice balance between comfort and handling. It absorbed bumps on some seldom-maintained kampung roads in a pretty grown up manner, while tackles corner with controlled (but apparent) body movement. The electric powered steering felt nicely weighted too, albeit a little dull on the feedback. Anyway, Vios is a car which is more suitable to be driven in a relax manner rather than driven hard.

Safety is no longer sacrificed for the entry-level variant. Dual SRS airbags, ABS and EBD as standard across the range. However, it's a shame that Vehicle Stability Control is unavailable for the G variant or even the range-topper TRD Sportivo variant. Yet, they are priced in the vicinity of RM90k.

Yes, I'm truly surprised with what Toyota offers with the entry-level Vios. At RM77k, the Vios J Auto seems like a wise choice now, unless you want the goodies such as leather seat and push-start button in the G variant. Now, we'll wait and see what Honda is installed for us with the all-new 2014 Honda City which is launching soon in Malaysia, very soon......

+ Refinement, comfort, fuel consumption, design.
- Low-end torque

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DRIVEN: Hyundai i10 1.25 Kappa !

Did you know that the Hyundai i10 Colourz comes in seven different exciting colours? Lavender Pink (yes, a striking PINK!), Tangy Orange, Carbon Grey, Aquamarine Blue, Passion Purple, Ice Silver and Peach White. For the girls (or might favour some boys too), a pink i10 will certainly grab the spotlight on the road and turn heads! The i10 comes with two engine choices - 1.1 litre Epsilon engine and 1.25 litre Kappa Dual CVVT engine, both mated to a 4-speed automatic transmission. The differences between the two are standard two-tone leather seats and fog lamps for the 1.25 litre i10.

Being a UK spec car, the i10 Colourz comes with rear fog lamps, left signal stalk, a rear 3-point center seatbelt and a reinforced body structure. Hyundai's built quality has come a long way since the 90's where people are speculative about Korean cars. The i10 is sturdily built, the cabin feels solid for a car of its class and the plastic used doesn't look and feel cheap.

Cabin space is at a premium. 4 adults will have adequate cabin space, 5 in a squeeze. Thankfully the tall-ish body creates an airy cabin with ample headroom for the occupants. The boot is just large enough for few small bags or simple groceries trip.

The 1.25 litre Kappa Dual CVVT engine with 87PS and 120Nm of torque provides a zippy experience in the city and adequate power on the highway with 3 adults on board, just adequate. Imagine the 1.1 litre Epsilon engine with lesser horsepower (69PS) and torque (99Nm), should be slightly sluggish. The 4-speed automatic gearbox was smooth changing too.

When it comes to refinement, the i10 passed with flying colours. Engine noise, road noise and wind noise were not intrusive while on the go. The firm suspension setting enables good high speed stability and corners to be tackled with confidence but without creating a jarring ride. The i10 doesn't roll much in corners despite the tall body, kudos. The electric power steering, or Motor Driven Power Steering (MDPS) in Hyundai's term, felt well weighted too. No wonder the i10 is an acclaimed product by numerous automotive journalists worldwide. 

Safety wise, both 1.1 litre and 1.25 litre i10 have the same level of safety equipment. Dual SRS airbags, ABS, EBD, ISOFIX anchors, front passenger airbag can be deactivated, manual headlamps beam adjuster and an upgraded 8-inch rear drum brakes from 7-inch. The i10 nabbed 4-star in EuroNCAP crash test, although it is done with an i10 equipped with more airbags. 

Price of the i10 is a drawback. The 1.1 litre i10 costs RM51,388 while 1.25 litre i10 carries a RM56,988, both on-the-road with insurance. The aging i10 is neither greatly better equipped nor more spacious than our very own Perodua Myvi but is priced about RM10k dearer than the latter. Thus, its closer (and newer) competitors are the fuel efficient Mitsubishi Mirage and the equipment-packed Kia Picanto. If you can wait, the replacement of i10 will be reaching our shore soon, probably in year 2014.

+ Handling, refinement, cheeky styling.
- Price, cabin space, short equipment list.

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DRIVEN: Mitsubishi Attrage !

The B-segment Mitsubishi Attrage is set to be launched in Malaysia next month. It is safe to assume that the name 'Attrage' is derived from the word 'attractive' and 'mirage', a tribute to its hatchback counterpart, the Mirage hatchback. The Attrage is currently available for viewing, booking and test drive in Mitsubishi's showrooms nationwide, a good move to expose the car to the public prior its official launch. The one I visited has the GS variant (auto), which is positioned between the entry-level GL (manual) and the top spec SE (auto).

Every variant comes with ABS, EBD and dual airbags as standard. Unfortunately the GL auto variant is not available for booking right now. The showroom's sales advisor claimed that this is due to stock problem in Thailand. In my opinion, the base GL auto variant has the most value-for-money. I'm sure many can live without features available in the GS variant like auto-air cond, keyless entry with push-start button and leather-wrapped steering wheel, right? Well, too bad......

The Attrage is not called as 'Mirage sedan' for reasons. It has a whole new front end which looks much more stylish than the Mirage. The side profile is not quite well executed, but at least it doesn't look out of proportion. The only let down is the 90's exterior door handle, which is the pull-up type instead of grab type. The contemporary looking daytime running LED light and body-kit are only available in SE variant.

The dashboard is a lift-off from the Mirage to save cost. Hard plastic covered most of the interior, but at least they are not cheap looking. Rear legroom is comparable with the recently launched 2013 Toyota Vios, which is considered ample for a B-segment sedan, however rear headroom can be improved as my head touches the roof, I have the same problem in the 2013 Vios too.

The Attrage is powered by a free revving 1.2 litre engine with 80PS at 6000rpm and 106Nm of torque at 4000rpm, it's the same but retuned unit found in the Mirage (Attrage's engine produces 2PS and 6Nm more than Mirage's). Although the increment is small, somehow the Attrage felt more powerful than the Mirage eventhough the Attrage is bigger and heavier than the latter. The engine of the Attrage was more responsive and refined, but the ragged characteristic of a three-cylinder engine is still inevitably exist, thankfully the engine noise was not intrusive when pushed. 

For a sedan of its size with a mediocre 1.2 litre engine, I'm glad that the engine is not underpowered in normal driving condition. Yes, the Attrage has to be pushed to move in a swift pace, certainly not as fast as its 1.5 litre B-segment competitors, but it will do well in city driving and getting it to highway speed is not a sluggish task. This is the car that I wouldn't mind constantly keeping my heavy right foot on the accelerator because I know the fuel consumption will still turn out to be fine, as the fuel consumption is rated at 21km/l. Drive with a light right foot and the Attrage will award you with an 'ECO' indicator in the instrument panel. Noise insulation is average for the Attrage, not intrusive but not serene either, as the road noise was quite apparent at speed of 80km/h.

By the way, the CVT gearbox found in the Attrage is smoother and quieter than the Mirage's. No jerks and whine while reversing as well as moving forward. I didn't recall from the start that the Attrage is equipped with a CVT gearbox right until when I accelerate the Attrage, that's when it hit me that there are no steps in the transmission. Steering wise, it's light and produces very little feedback, but its lightness and small turning radius proved to be a boon in the city when I had to reverse the Attrage out from a tight parking space. 

Competing in the B-segment is not an easy task. Honda City and Toyota Vios have been contending for a decade, recently Nissan Almera joined in, taking a piece of the B-segment pie by offering lower price tag than the City and Vios. From what I've tested, the Mitsubishi Attrage is a worthy, fuel saving contender. Mitsubishi Attrage would do well in the B-segment sedan market if the public can disregard the fact that it has lower-than-average engine displacement compared to its competitors.

+ Fuel efficiency, attractive pricing, generous in safety features.
- Could use a larger displacement engine, hopefully GL auto variant will be available by the time of launch.

*Check out my review on the Mitsubishi Mirage too!

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Used Car Review - 2003 Honda City i-DSi

Honda City is a popular B-segment sedan in Malaysia. For the 4th generation City, the oldest 2003, pre-facelift model is available at around RM30k in the used car market. Such low price accompanied with Honda's reputation in reliability still make the decade-old City a worthy choice as a pre-loved car. 

No doubt the design of the 4th gen City shows sign of aging, but the facelift version of it refreshed its styling and still look quite contemporary when compared with newer cars. 4th gen City comes with two engine options - fuel effiency-biased 1.5 i-DSi engine (88PS) and 1.5 VTEC engine (110PS) which is more to performance.

The cabin is wide enough for 4 adults to travel comfortably, fifth is preferably a smaller size adult. Legroom and headroom are adequate for most people, unless you are a NBA player. For a 10 years old car, the one that I drove has a cabin which is surprisingly still in its prime condition. Engine and suspension felt fine too. Besides Honda's reputation in reliability, the way of the owner look after a car is important in determining the longevity of it.

The i-DSi engine is quiet at idle and low speed, only became harsh when pushed. The low-end torque was excellent, a total of 131Nm of torque peaking at a low 2700rpm, providing enough 'oomph' for everyday's driving. If you prefer high speed performance, the VTEC engine should be more suitable since it has higher horsepower output at 110bhp, 22bhp more than the i-DSi engine. Both fuel economy figures are very close, so it depends on your preference, whether you want the (slightly) better fuel economy and pulling power i-DSi or better high speed performance VTEC.

The 7-speed CVT with Honda Steermatic (where gear change can be done with the push of + and - button on the steering wheel) gearbox provides smooth gear change, no rubberband effect was noticed which is found even in some CVT gearbox-equipped new cars. Handling wise, no fault but could be better. Steering was light without much feedback but it was easy to manoeuver the City even in the tight 'kampung' roads. The City has a compliant ride, absorbing most of the undulations on the road and transmit only the worst into the cabin. However, cost cutting measures have been spotted on the Honda City. For instance, the cap to cover the nuts of the wiper pivot is easily detachable, leaving the nuts exposed. It's an eye sore...

Even after a decade on the road, Honda City is still charming enough for some and provide good value for money. Features such as the Honda Steermatic, ULTra Seat and dual airbags as standard across the range attracted customers since the birth of its generation. Yes, newer B-segment sedans have moved on in offering better refinement and styling, but the 2003 City is not that far behind too.

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DRIVEN: 2013 Suzuki Swift !

There are plenty of reasons why people love Suzuki Swift: Great handling, nippy characteristic and comfortable ride. That's why, the all-new, fourth generation Suzuki Swift adopted the 'if it ain't broken, don't fix it' concept by not altering much of the winning formula of its predecessor. The exterior doesn't differ much compared to the older Swift, which is a good thing because the design haven't dated yet. Suzuki then made the design cleaner and more contemporary for the all-new Swift.

The headlights are now larger and longer, sweeping further up into the bonnet, and this injected some excitement to the rather normal looking front end. The same case goes to the taillights, which gives the illusion that the Swift is a bigger car than it really is. How the rear number plate housing is located right at the bottom of the taillights and tailgate's line is clean and tidy.

The redesigned cabin looks much better than the old one. Silver finishing in the dark cabin cheer things up a little and brought along some upmarket feel into it. Right now the Swift is a CBU unit assemblied in Thailand, everything in the cabin felt they are built to last and no weird or creaky noises emitted during the test drive. However, the plastic used for the dashboard and door panels are hard to the touch, albeit their texture doesn't look cheap. Other than that, the leather-wrapped steering wheel is nice to grip and there is USB connection, automatic climate control and steering wheel audio controls as standard.

Dimension wise, height remains unchanged at 1510mm, 5mm wider at 1695mm, the wheelbase of the all-new Swift has grown by 50mm to 2430mm, while the overall length is 3850mm, almost 100mm longer than the old Swift. This translate to more cabin space for the passengers, especially the rear ones. Front occupants has ample space to move around but albeit the increase in overall length and wheelbase, the rear seat was a little cramp for me, especially the rear headroom. No thanks to the sloping roof, my head was touching the roof even before I lean my back fully against the seat. However, my friends who were sitting in the back seats during the test drive found that the space is adequate for them.

 Caroline and Isaac has no problem fitting in the back seats!

Boot space is measuring at mere 210 litres, but people who buys a Swift won't care much about this problem. The loading lip height is a little high due to the alignment of the taillights and number plate housing which is mentioned earlier. Better design but sacrificed a bit of practicality.

Suzuki is generous enough to give keyless entry system and push start button as standard features. Push the start button once and you'll have a hard time noticing the engine is idling or not because the vibration level is very low. This time around the all-new Swift is using a 1.4 litre engine instead of a 1.5 litre engine found in its predecessor. The 1.4 litre engine produces 95PS and 6000rpm and 130Nm of torque at 4000rpm, mated with a 4-speed automatic transmission.

Although the engine has been downsized, the 1.4 litre powerplant offers almost similar performance figure while providing better fuel economy. Even with 5 adults onboard, the powerplant was still able to propel the Swift swiftly. Its noise was apparent but not intrusive while accelerating hard, but the noise is never rough, giving a refined impression to the one who drive it. Even with only 4 gear speeds, the gears are spreaded evenly and provided seamless gear change.

While on the go, noises were isolated to its minimum even at the maximum of legal national speed. The best thing of the Swift is its go-kart handling characteristic. On the 'test route', there was a dip in the middle of a corner but the Swift handled it composedly while cornering at 100km/h. The wheels were planted on the tarmac with no apparent body roll and understeer too. Yours truly is truly impressed with what this small car can do!

The ride was slightly stiffer than its predecessor from what I can remember. But still, the suspension was able to absorb road undulations well enough to not have a jittery ride. The steering also felt a little numb, a normal scene in modern cars. Anyway, the 4-wheel solid disc brake provided surefooted braking ability, and ABS, EBD and BA will provide additional braking force and ability when things get tense.

CBU Suzuki Swift is priced at RM78,888 OTR with insurance. I hope there will be a CKD model or an entry level variant in the future to bring the price lower, so that Swift will be even more appealing to the younger buyers or first time car owner.

+ Handling, performance, equipment.
- Price, cabin space.

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DRIVEN: Best of 2012 !

 Year 2012 is coming to an end! Below are the Top 3 cars that I've driven, which I think has the best overall package in terms of comfort, handling, equipment, safety and also price.

3. Proton Preve

Proton Preve is a car that excel in terms of ride and handling (one of the best in C-segment), NVH and cabin space. Moreover, for a car of its price, the list of standard equipment is on par with some of the D-segment sedans available in Malaysia. Too bad the built quality is not convincing enough for many and there is still room for improvement.

Review: http://www.simonhar.com/2012/04/driven-proton-preve-16cfe.html

 2. Nissan Almera

Nissan Almera is one of the most affordable, non-national B-segment sedans in our market. Eventhough the Almera is cheap, its refinement, quality and comfort doesn't reflect its low price tag. Moreover, it has a huge cabin which is comparable to some larger cars. Fuel economy is also another plus point for the Almera. The only slightly letdown is its handling.

Review: http://www.simonhar.com/2012/11/driven-nissan-almera-15-cvtc.html

1. Ford Focus

When it comes to the overall package, I would say the Ford Focus is the best value-for-money car. Handles great (one of the best in its segment) while providing high level of comfort and refinement.

Safety features such as Active City Stop and technology such as Park Assist, Active Grille Shutter and Torque Vectoring Control are only found in Focus if compared with other cars around its price tag. Starting at RM125k, it's a great bargain if compared with other Japanese models around that price tag!

Review: http://www.simonhar.com/2012/08/driven-2012-ford-focus-sport.html

That's all for 2012 and Happy New Year to everyone! May 2013 a better year!!!

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DRIVEN: Mitsubishi Mirage !

Do you know that one of Mitsubishi Mirage's predecessors is actually the platform for our very own Wira, Putra and Satria? Since then, Mirage has evolved greatly and for its sixth generation, it becomes a fuel-efficient, compact eco car. This 6th generation Mitsubishi Mirage is set to launch in Malaysia on 19th of November 2012.

To me, the design of the Mirage is on the safe side. It is not adventurous but also not boring to look at as well. However, the conventionally styled door handles seem like they are grabbed from the leftovers from the 90's. It's no doubt compact on the outside, thus, parking would be the easiest thing to do in the Mirage as the steering is also light, good all-round visibility and the side mirrors are well sized. One thing though, the gear lever is very easy to operate, even a kick from a toddler can change its position, but can be easily pushed into the wrong slot because of this too.

With a wheelbase of 2450mm, the cabin space might look small on paper, but I can confirm that the rear can fit two passengers with relatively adequate leg and headroom, 3 would be a squeeze. But as you can see from the picture below, the rear seats are fitted with 3 headrest and a 3-point seatbelt for the middle passenger, sometimes quite rare in its class. The boot space is actually not bad for a compact car, with the boot floor deep enough to fit in tall items.

While the plastics used for the cabin are uninspiring, the cabin is filled with plenty of storage compartments and nice touches such as the uniquely designed air-cond outlets at the centre of the dashboard.The Mirage I tested was the top range Mirage GS which comes with extra features such as front fog lights, push start with keyless entry and automatic climate control. The 2-Din audio system is compatible with USB and iPod.

The brief driving acknowledged me that the Mirage is not for spirited driving. The 1.2 litre engine, which produces a humble 78 PS at 6000rpm and 100Nm of torque at 4000rpm, might struggle when the Mirage is with full load, but was refined when travelling in a relaxed pace. Thankfully the light weight body of around 825kg and 0.29cD of drag coefficient helped the rather low on performance, but high in fuel efficiency engine. Also, with the help of a INVEST-III CVT gearbox, the Mirage manage to get 22km/l of fuel economy. You will notice that the Mirage uses a CVT gearbox on the very first moment you step onto the accelerator, but the car accelerates smoother than a national car sedan which uses CVT as well.

While the steering is on the light side with very little feedback, at least it is direct and turns to wherever you wanted to go accurately. Body roll was apparent but controlled, and ride comfort was acceptable with its average stiffness suspension setup. Like I said, the Mirage is more suitable to be driven in a relaxed pace.

Priced from RM56,000-RM64,000, the Mirage is priced slightly on the high side I would say. However, safety features like ABS, EBD and dual airbags are standard across the range. I expected the Mirage to be priced within the price range of a Hyundai i10 or Suzuki Alto due to their size and engine displacement, but looks like the Mirage is going to compete with the Suzuki Swift which has better handling, comfort and performance (but slightly more expensive too). Despite all these, the Mirage will appeal to the youngers generation as well as fresh graduates because it is cheap to run.

*Update: A reader has informed me that she is getting a Mirage after reading this review! It proves that the Mirage appeals to those who are not obsessive with speed, but into fuel efficiency.

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DRIVEN: Nissan Almera 1.5 CVTC !

 No more introduction is needed for the Nissan Almera which had just launched in Malaysia. This is because of its very affordable pricing that is priced lower than its close competitors in the B-segment sedan. The Almera would be a good car for those who want to get their first car or want to upgrade from national car.

 The one that was available for test drive was the 'E' variant (automatic transmission) of Almera, the entry-level model which has the least features among other variants (V and VL).  With a reasonable price of RM69,800, many expect the equipment would be bare, but the Almera E was equipped with ABS, EBD, BA as standard. The only drawback is only a driver airbag is provided but not two, which I think is essential since the E variant would likely be the best seller due to its competitive pricing. Well, you can't get the best of both worlds sometimes......

The cabin space impressed me again. Ample legroom for the back passengers eventhough the front seats are pushed quite far to the back. Ergonomics for the driver is good, but the seating position is a bit high for my liking even after I lowered the seat height. Perhaps it would be a boon to smaller sized driver. Another thing worth mentioning is the seat which provided great comfort and support, as always from a Nissan. At this price, don't expect the quality of plastic found in Sylphy or Teana, but thankfully everything in the cabin felt sturdily built.

Start the 1.5 litre engine and it is quiet at idle. The test unit was equipped with the optional multimedia navigation system with reverse camera (RM2800). Getting in and out of the parking lot in the Almera was a brisk thanks to its light steering and good all-round visibility. I doesn't even need to look at the reverse camera view when I was reversing into the parking lot because the Almera was so easy to park!

Eventhough the Almera's 1.5 litre engine which produces 102PS and 139Nm of torque at 4000rpm looks plain in paper, it is surprisingly eager to be revved and acceleration was good thanks to the light overall weight of the car. The engine and 4-speed automatic transmission are refined and smooth, but the engine sounded coarse when it was pushed to its limit. Push the pedal to the metal will plunge the Almera forward at a swift pace, and the brake worked well in slowing the car down, albeit the brake pedal is lacking a bit of feedback that informs you the grip level of the brake pad.

The ride was a bit firmer than I expected from a Nissan. Not too firm to cause discomfort as the suspension isolated the road's undulations well, but body roll was still apparent when taking corners in the Almera. Road and wind noise were greatly suppressed from the cabin, making the cabin a comfortable world to stay in (well, 'stay' doesn't mean, like, in a house). While the handling is nimble, the light steering doesn't provide enough feedback from the road surface, reducing driver's confidence in its road holding capability.

So, should you buy one? The answer is yes because the Almera satisfy most of the factors of what buyers are looking in a B-segment sedan. Cabin space, fuel efficiency (15.9km/l for manual, 14.9km/l for auto), comfort, reliability and most important of all, price. The only thing is if you can, avoid the 'E' variant and go for at least the 'V' variant for two airbags, alloy wheels and other features.

P.S. For those who are interested in getting one, you guys can contact Salawati at 014-2344689 (Branch: Jalan Genting Kelang, Setapak). She was very helpful and friendly during the test drive.

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Test Drive: My Experience !

 Many car buyers will go for a test drive before paying the downpayment for a car. This is to have a feel on car, ensuring the car is exactly what the buyer is looking for. Usually test driving involves a salesperson sitting in the front passenger seat while the potential buyer in the driver seat, testing the test drive unit like whipping on a horse as hard as he could so that the horse churns out every 'horsepower' it has.

 I have a confession to make: I don't go test driving D-segment cars or above in a showroom. The reason? My age is only in the early twenties. I couldn't bare the thought of the salesperson despising me, saying that I couldn't afford the car or he is wasting his time attending me. The most expensive car that I ever drove is the Volkswagen Passat CC, which was selling at RM239k at the time I tested it. I drove the Passat CC in an event called 'Volkswagen Test Drive Event', so I drove it proudly like a boss and took my time to evaluate every aspect of the car.

 Please ignore the 'My choice' wording...

  I also drove a Volvo S60 T4 in the Car of The Year 2 U (COTY2U) 2011 event in MATRADE. Public can test drive various kind of cars which are available in the market at that moment. I'm always a big fan of Volvo, so I couldn't resist myself from testing out the S60 eventhough I'm aware that I'm not a potential buyer of it. Luckily, the female salesperson who was on duty that day was friendly and helpful eventhough a young person like me is asking for a test drive session, kudos to her!

 Sometimes I admit I put on a serious face whenever I go check out or test drive cars in premium manufacturers' showroom. This is to give an impression to the salesperson that I'm keen to know more about the car!

 The most unpleasant test drive experience of mine is when I went to check out the Proton Exora Bold. Since I've driven the naturally aspirated CPS Exora, I'm eager to know how much the turbocharged CFE Exora Bold differs in terms of performance compared to the former. Yes, I'm aware of my age but when I asked for a test drive, the salesperson replied by asking is it me or my dad who want to buy it. I was dumbfounded for a second because I believe a salesperson should be professional enough to let everyone (regardless of age, gender etc.) with a driving license test drive his car.  Who knows that person will recommend the car to others or promote the car as a blogger like me?

Perhaps I have to put on a fake moustache with an old-school looking spectacle whenever I go to test drive a MPV...... Then no question will be asked......

Oh wait! The salesperson will still need my IC, and that's when he will find out about my age!

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DRIVEN: Proton Preve 1.6CFE !

I must be frank that the Proton Preve is the model I anticipated the most from Proton. Specs and design has been leaked well before the launch of the Preve, and both aspect flabbergasted the entire nation. The Preve proved to the world that Proton is stepping up in the game by offering more equipments and safety features than its close competitors at a much lower price.

Let's take a look at Preve's design. Some say it looks like Kia Forte from the front, but I beg to differ. The Preve looks smarter with the daytime running light on, and has more road presence on the road thanks to its bulkier front end. However, Forte's low-slung front end makes the car sportier looking than the Preve.

The rear end of the Preve bears some resemblance of the Volvo S60, which is a good thing considering the S60 is an amazing looking sedan. But the lines can be cleaner in my opinion, where the line from the Proton badge doesn't flow well into the taillights and suddenly diverted down to the bumper.

The boot space (508litres) is ample for weekend balik kampung trip, but the display unit's bootlid was hard to close...

Reminds me of Volvo S60...

I sense the taillights are going to be redesigned in mid-life facelift...

Same side mirror from Proton Saga FLX!

I'm sure many would want to know how's the quality of the cabin is. All I can say is slightly above average. The fit and finishing is Proton's best efforts so far, but still the buttons and knobs doesn't feel solid enough or provide nice tactile feedback. Bear in mind that the Preve is situated in the C-segment, where it competes with some models (even the Koreans) which offer tip-top interior quality eventhough the Preve is selling at a much cheaper price.

Quite premium looking with the built-in GPS, but not the glossy wood finishing.

With a wheelbase of 2650mm, height of 1524mm and width of 1786mm, I'm glad to say that the cabin of the Preve is very spacious, almost on par with larger D-segment sedan's interior space. I have more than enough legroom at the back even with the front seat adjusted to my rather tall 5' 8'' size. My head still have some room to spare albeit the sloping roofline.

Like the texture of the upper part dashboard!

The top-of-the-line Preve comes with a 1.6litre Charged Fuel Efficiency (CFE) engine which comes with a low-pressure turbocharger, has no turbo lag when stepping the pedal to the metal. It provided constant, strong acceleration from 2000rpm onwards, thanks to the generous 205Nm of torque available from 2000-4000rpm. Of course, don't expect it to have rocket-like acceleration. The engine was smooth and hushed even when it is pushed hard. Other than that, road noise and wind noise were greatly suppressed, a sign of good NVH.

Appreciate the attention to details!

Thumbs up to Proton for making the Preve as one of the best handling cars in the C-segment! The Preve cornered flatly and held onto the road like leech sucking on human's skin. Eventhough the steering still needs a little more weight, it was accurate and have adequate feedback for us to tackle the corners with confidence. I dare to say, like what other journalists mentioned after trying out the Preve, only Ford Focus truimphs the Preve in the C-segment in terms of handling. The brakes also performed very well, felt solid with no sloppiness or whatsoever.

The ride was on the firm side, something like continental setup, but still provide decent comfort for the occupants when going over bumps or potholes. Those who are used to the soft setup of some Japanese cars might need some time to get used to it.

Some issues though. The Preve seems to jerk (but not as bad as in the Saga FLX) when I was slowing down without stepping on the brake or acceleration pedal at low speed. This might present discomfort to the occupants. I suspect the CVT gearbox is the culprit of this problem. There was also rattle sound coming from the steering column of the test unit when the engine is pushed.

Well, I'm not going into more technical stuff or the list of equipment offered in the Preve, but I'm proud to mention that the Preve CFE comes with four airbags (with two side airbags for the front), Electronic Stability Control (ESC) and other safety features which are rare to be found in C-segment. After 27 years in the market, Proton is finally on the right track and may the future models keep getting better.

+ Ride and handling, refinement, cabin space, safety.
- Questionable quality, jerkiness.

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