Autoworld Blog

The VW Polo GTI is my date for the weekend and we went to do all sorts of exciting things up North. From visiting penang to driving through Permatang Pauh to catch election fever.

So far she has not disappointed me, I hope she has found me a worthy partner too.

I will give you all the dirty details later

Hyundai Grand Starex 2.5 Turbo Diesel

The Starex is a big vehicle, it packs 11 seats. That pretty much says it all.

Anything that packs 12 seats is not going to set the market on fire, very few families need such a large transporter but for those that require the capacity, thre is really nothing else that comes close to the Starex, not at the Rm138,888 asking price anyway.

The Starex is also very good for the tour industry, especially for operators that specialise in small family groups that are willing to pay extra for privacy and personal treatment.

The best thing about the spacious cabin is that it is pretty much ready to go since it is fitted with leather upholstery and comes with a decent in car entertainment system that includes a double DIN player that accepts everything including MP3 and WMA formats. The only addition that you may want to make is a good window tint to keep heat and UV out of the cabin.

The roof mounted aerial tends to scrape low ceilings in multi-storey car parks so you may want to opt for the shorter version.

Movies are displayed on the roof mounted screen and it is big enough to make images visible even to those in the last row of seats.

The seats themselves are large and comfortable, at least eight of them are, while the three jump seats that are positioned between the two cushier seats are also larger than usual, no one would really complain if they have to sit on the jump seat, really.

Passage to the last tow rows of seats is made possible by sliding the first row of rear seats to the forward most position and tipping the seatback forward and if you need to go the the last row, then passengers will have to fold up the second row jump seat. The passage can be a bit tight but that is the price to pay for those large, well padded seats.

Access to the rear cabin is through a pair of large sliding doors, one on each side.

I also like the ambient lighting that offers different colours to suit different moods. You get a choice of orange, blue, green, red, yellow, purple and light green. In the picture above we have selected the green ambient lighting.

The cabin is generally well kitted out with storage areas and cup or bottle holders for the convenience of everyone. the cupholder count is eight, one each for the main seats and none for the jumpseats.

This is really not a major problem as it is rare that everyoen would need a place to put their drinks at the same time.

In terms of luggage space, you have the option of just using eight of the seats and have ample room for your bags or pack all 11 seats and some passengers will have to carry their luggage on their laps.

While it is well and fine to cater to the passengers, it is also important that the driver is comfortable because he is the one responsible for ensuring that everyone arrives safely.

The ergonomics is generally good as all major controls are logically laid out and falls within easy reach of the driver. The driving position is comfortable, you sit high above the floor facing a steering wheel that has been raked like a car’s so it does not feel like you are driving a bus.

Forward visibility is excellent while rear vision can be a bit tricky especially if you need to judge the rer end when parking, thankfully the Starex comes with a rear camera. However the camera’s position near the top of the tailgate is a bit compromised as you cannot see the bumper.

Once the image of the obstacle reaches the end of the screen ti means that you still have about two feet to go.

The 2.5-litre four-cylinder diesel is energetic, it will pull the Starex to a quite startling speeds within a short time. In factit is quite a challenge to keep within the speed limit as the engine is so eager. However you should try to keep it cool because at higher speeds, when the turbocharger is on song, the engine will really drink.

We kept to the speed limit on our drive to Alor Setar in the Starex and it returned around 650 kilometres from 67 litres. This is a fairly good fuel consumption figure for an apartment on wheels.

The LS460L, the long wheelbase variant of the Lexus flagship made a mark on the local limousine market when it was introduced but not everyone wants a car that is tailored towards a chauffeur driven environment. Sometimes the boss wants to drive his own car and does not want to look like a driver doing it, this is why the LS460 exists.

Lexus maintained most of the features found in the LS460L except the bits which could not fit into the shorter wheelbase, features such as th ereclining rear seat with integrated ottoman and the roof mounted LCD screen.

The short wheelbase version also loses the bulky fixed centre console that divided the rear seats, instead it gets a foldable central armrest. which means that the short wheelbase is a five-seater as opposed to the limousine which is a strict four seater.

The centre armrest is no ordinary armrest, it is packed with more electronics that can be found on most family cars. Basically the rear passenger has full control of the car’s system apart from the actual drive controls which are in the hands of the driver.

Otherwise they can choose radio station, CD track, climate control settings andcan even recline the front passenger seats if more room is needed.

The LS460 keeps the highly acclaimed Mark Levison sound system that is packed into the long wheelbase variant. This is truly an exceptional in car sound system, rich in detail, delicate in delivery and punchy with the bass without being overpowering.

Lexus is all about refinement and apart from the engineering excellence needed to achieve it, they have also used the best materials and strictest build quality regime to ensure that there is nothing that would look out of place or garish.

That said, the cabin is a very Japanese interpretation of what luxury should look and feel like. As such it looks more modern and lighter than the typical German luxury car cabin with their heavy detailing and very dark interior finish.

Check out how the chrome separator of these buttons taper slightly as it moves inwards. I don’t know why they took the trouble to do itlike that but it certainly looks good and there is probably a Zen explanation to it.

Many people think that Lexus styling is too modern and soulless but I think we just need time to get used to them, after all most of us are used to the idea that whatever comes out of Germany is luxurious and represent the pinnacle of automotive engineering but that is probably a myth propagated by advertising dollars.

whatever your opinion about the Lexus’s styling, there is no doubt that it has road presence and I think they are now far more comfortable with their Japanese identity than before and embracing that heritage will make the brand truly great.

The price of this Japanese super luxury? RM636,000, that’s RM131,000 less than the long wheelbase would go for.

Honda Accord 2.0 VTEC

When car companies design a car, they usually have one engine that is the optimum for the particular model and that variant is the one that perfectly matches their design brief.
The latest Honda Accord was designed to be more luxurious than before because Honda wanted to move it further along the luxury scale while still maintaining some of the driver satisfaction that has long been the car’s major selling point.

To achieve this higher level of refinement they needed an engine that feels relaxed and composed most of the time and in this sense, the bigger the engine, the closer they would hit the target.
A few weeks ago we tested the 2.4 VTEC variant and found it to be a refined drive but this same sense of laid back means that the car feels less urgent than the 2.0 VTEC we are driving this week.

This is not a criticism of the 2.4 version, rather it is a way of explaining why we find the smaller engine car to be the more exciting to drive.
With only two litres to move the same amount of metal, Honda had to tune the motor to be more urgent and responsive and as a result you get a car that pulls slightly more tightly on the leash and this probably suits younger and more energetic buyers.

Thankfully the lower price of the 2.0 compared to the 2.4 means that it is more affordable to younger buyers. It works out perfectly doesn’t it?
In the real world, there difference in engine size does not mean that the 2.0 is less capable than the 2.4, the only price you have to pay is in terms of cabin calmness throughout the entire engine operating range.
Of course there are some differences in the specifications, such as the lack of a five speed gearbox and cruise control but these are not really performance enhancers but luxury additions.

Obviously it would be great to have a five speeder in the 2.0 but even the four-speed auto works well enough to generate sufficiently brisk acceleration without losing anything in terms of fuel economy, at least not when compared to the 2.4.
During our test, we managed just a shade over 320 kilometres on half a tank of petrol, which is great news in today’s high energy price world.
While the 2.0 will accelerate the car nearly as strongly as the 2.4, it does make a bit more noise when gunned hard so this is where it loses out in terms of refinement. When cruising the difference in noise level is not noticeable as the engine is just as quiet under partial and light load.

Taking into account the price, driving pleasure, performance and refinement level, the 2.0 offers better value for money than the 2.4.
However, this is a segment where price is becoming less important and buyers of a certain age much prefer to enjoy higher levels of specifications in their executive car and here is where the 2.0 would be found wanting.
In conclusion, the Accord with the smallest engine feels more suited to younger drivers who simply want an executive car that offers decent levels of equipment but would rather not stretch their budget.

In short, it is the perfect entry level car for the new Accord range because drivers would find very little to complaint about and at RM141,800 it is a full RM30,000 cheaper than the more prestigious 2.4 litre.

When the XC90 was first launched, it blew away all other family SUVs, it was so close to perfect that even Jeremy Clarkson couldn’t help himself and bought one.

So what do you do to improve on something that is so much liked? add a few more goodies like Satnav and sophisticated in-car entertainment system to make the XC-90 even more family friendly. Actually, the ICE on the original was already very good, the new one is simply fantastic.

The original XC90 was so focused on the family that it simply had no one to follow and as a result Volvo had to write the book on how to build a family SUV and no one has been able to add a chapter since, in fact even Volvo has not been able to add a new chapter.

They gave a refreshed headlamp design and a new bumper.

At the back, there is a new rear lamp and bumper.

Even details like the instrument cluster is pretty much unchanged, it is how good the original design was.

The many details such as the integral child seat is the sort of features that made the original XC90 such a fantastic family transport there is nothing that could really be done to improve it.

The XC90 first explored the new HVAC control icons and that has been retained but they do feel better built in the facelifted variant.

Buyers also get a few new wheel design and you can choose to have either 17 or 18-inchers on the XC90

Those who want a more aggressive and sporty look can opt for the bi\odykit which includes this good looking twin pipes.

Volvo is also offering discounts for the bodykit and 18-inch alloy wheels. The normal price for the bodykit is RM15,178 but after discount it can be yours for RM12,238 while the wheels are going for RM12,776, compared to the usual price of RM15,195.

The new variant keeps the multi function display on the instrument panel and the information is called up using the left hand stalk, it is quite easy to use and offers a decent amount of auxiliary information such car settings, fuel consumption trends and even fault indicators.

In the original model, a pair of headphones are given so that rear passengers can jack it into a secondary entertainment outlet on the C-pillar and this allowed them to lsiten to the CD or Radio, independently from the main sound system but on the new car they have included a pair of infrared stereo headphone so that all three rows of passengers can enjoy different things.

For example, mom and dad may want to enjoy a bit of soulful jazz from their CD while the second row kids can enjoy their High School Musical DVD while those in the third row can listen to the latest hits playing on their favourite radio station. It is a bit over the top but I think perfect for families.

The price for the full satnav plus the fancy in-car entertainment system and park-assist camera is RM23,018 but if you buy it now, Volvo is offering it at a discounted price of RM18,592.

OK, enough about the entertainment system, how is the driving? Well this is still a Volvo and more than any other Volvo this is targeted at the family so you have to expect the chassis to be tuned for safe and tame handling. That is not necessarily a bad thing.
With kids packed on all seats, you want a vehicle that will look after the family, even when mommy or daddy is driving because even mommy and daddy make mistakes.

You get all the necessary electronic driver aids such as anti-lock brakes, traction control, electronics stability programme and even hill descent control, in case you fidn yourself going down a very slippery slope, literally, not figuratively, of course.

Drivers will find the ergonomics spot on with all controls falling easily to hand. it is also worth noting that vision fromteh driver seat is bery good and this is much aided by the oversized rear-view mirror. The XC90 is really a joy to drive.

Just in case anyone is wondering, the XC90’s 2.5-litre engine cranks out 210 horsepower and 320 Newton metres of torque is enough, the answer is that it is more than enough for a family vehicle. The delivery is typical of turbochargers, coming in a strong surge after the turbine starts kicking in but the spike is not startling or dangerous, just a very strong that comes in at around 2,500rpm.

Packed with all the options, the XC90’s on the road price (without insurance) of RM349,700 and you are looking at a dent that is a few blows away from RM400,000.

If you can afford it, there is nothing better for your family, the XC90 offers safety, comfort, space, seven seats and good looks.

It also returns decent fuel economy if driven within the speed limit, returning nearly 500 kilometres from a full 70-litre tank. Charge hard and you will see that number shrink by as much as a third.

Once, it had the Japanese executive car market almost all to itself, then came the world’s largest car company and spoiled the fun.

As the competitor grew ever larger, Honda’s sporting credentials simply could not sway Malaysian buyers who weer besotted with the space.

The latest version to land in Malaysia found its origins in the North American market research results. North Americans like their cars big and they think the version the Europeans get are bit too cramped for them and apparently Malaysians agree. Everything about the car must be viewed from this point of origin.

Honda is, of course, a company that dearly loves motor racing, it competes on two and four wheels at the highest level.

It takes on the best in MotoGP and also in Formula One and thanks to their passion for racing we now have a four-letter acronym that inspires genuine respect and admiration from other carmaker - VTEC.

You wouldn’t expect Honda to go completely soft would you with the new Honda Accord? The truth is they have gone softer but they are keen to point out that the company has not forgotten its motorsports heritage.

Like I said before, the Accord has grown up in size and it now rivals even German luxury sedans when it comes to cabin space and the designers have done a good job reducing its visual bulk without shrinking it’s street presence.

Street presence is the key to selling succesfully in the executive sector and I think Honda has got it just right.

Part of the street presence comes from the bold styling, which incorporates a few adventurous styling tricks such as the use of very strong feature creases near the shoulder line and honlding them up by a deep scallop at the bottom of the doors.

The designers made full use of the strong creases and use to define the rear lamp and allow the use of a highly oversized front lamp clusters. Oversized front lamps is also the in-thing these days.

The large lamps work well with the bright and shiny grille and gives the new Accord a distinctive face, I say distinctive and not pretty because the overall result is highly masculine and has more than just a hint of a technical look. The car is full of complicated lines and surfaces that takes a bit of getting used to.

After a while, the design grew on me and I began to see it as a rather handsome car but I still maintain that it is not a shape that one immediately think as beautiful, unique maybe but certainly not beautiful. Well not on first impression anyway.

From this shot you can see that the designers were going after a powerful stance and used a lot of straight lines and angles to achieve it.

The same play with flat surfaces and straight lines are evident from the rear lamp design which starts with a strong downward swoosh and goes on to harden the rounded corner. The angled rear lamp lens has an aerodynamic purpose. Rounded rear corners causes instability (do you remember the original Audi TT) so engineers put a sharp edge to help the airflow break cleanly from the flanks, this reduces aerodynamic drag and reduces an aero effect called ’slapping’.

As you can see from this angle, the rear design is a bit fussy but I suppose it works because the sharp edges give it a kind of jeweled look that seem to be the flavour of the month.

The powerful look is, part of Honda’s homage to their motorsports heritage and the i-VTEC motor lurking under the bonnet. Thanks to these four letters, Honda has made sure that their very large Accord can still put a smile on a driver’s face

This 2.4-litre four-cylinder can generate nearly 180 horsepower. This is not a mind blowing figure but the engine is silky smooth and the 226 Newton metres of torque is enough to give the car a very relaxed and refined gait.

The engine is so quiet and the cabin so well insulated, you will find yourself revving the engine without even realising it. During my time with the car, I was trying to get as many miles out of the tank as possible by maintaining an artificial redline at 2,500rpm but nothing went as planned because I could not rely on my ears to mark engine speed. I can’t keep looking at the revcounter while driving can I? That’s jsut plain dangerous.

In the end I just enjoyed the power and smoothness of the engine.

Speaking of driver enjoyment, the cabin you get in this car is rather strangely specified. You get cruise control but no fuel economy computer, you get a large LCD screen in the centre console but no centralised know like the I-drive. The large screen shows only air-cond and radio settings, what a waste.

The centre console itself is a neat design and everything is well put together. Even the rows of buttons are laid out in an orderly, in not entirely intuitive fashion.

There are jsut so many buttons you have to give yourself at least a few weeks to remember what function each button controls.

These are minor complaints when you consider that this car feels relatively taut and composed even on twisty roads. The chassis is well judged to give a good balance between ride and handling. While it may not have the directness of the European Accord, this car is still decent fun on state roads and very comfortable on the highway.

The steering is fairly accurate and communicative but it is a rather shy steering, it whispers rather than shouts back feedback. You can’t get a good conversation going between you hand and the steerign because you have to be very gentle on your grip to feel the feedback.

The nice thing is that the car comes with a ready USB connection so you can plug in all your mobile storage devices and enjoy your music and entertainment while on the move.

What I find particularly odd about the centre console layout is the two rotary dials placed at the bottom. One controls the radio volume and the other sets its receiver frequency. Guess which is which.

I thought the large dial should control the volume because size means prominence and prominence usually indicates frequency of use and in my case I change the volume setting more often than radio frequency so I kept reaching for the large dial and suddenly find myself listening to Elvis when I want to do is make Coldplay’s Viva La Vida a bit louder. Annoying.

The Accord is aimed at executives and middle managers who want something big and comfortable for work and the family and this car is right up their alley. The Honda badge has decent street cred and the very modern looks will keep owners happy for at least a few years.

The price tag is RM167,169.80 (OTR without insurance) and that is a highly competitive asking price int his segment.

Where the Accord scores big is in driver satisfaction and this is mainly due to the sharper chassis and the responsive 2.4-litre engine which produces nearly 180 horsepower and 222Nm of torque.

Specifications

Honda Accord 2.4 VTEC-L

Engine Type 4 Cylinder, 16 Valve, DOHC i-VTEC

Fuel Supply System PGM-FI (Programmed Fuel Injection)

Bore & Stroke (mm) 87.0 x 99.0

Displacement (cc) 2,354

Compression Ratio 10.5 : 1

Maximum Power [PS (kW) / rpm] 180 (133) / 6,500

Maximum Torque [Nm (kg-m) / rpm] 222 (22.6) / 4,300

Transmission

Transmission Type Electronically Controlled 5-Speed Automatic with Shift Hold Control

Steering

Gear Type Rack & Pinion Hydraulic Power Steering

Turning Radius (m) 5.65

Braking

Braking System Type (Front) Ventilated Disc

Braking System Type (Rear) Solid Disc

Suspension

Suspension System (Front) Independent Double Wishbone with Coil Spring and Stabiliser

Suspension System (Rear) Independent Multi-Link with Coil Spring and Stabiliser

The Mercedes-Benz E230E uses all that extra capacity to make it a calmer, more civilised car.

The E230 badge is sacred, no matter what size engine Sindelfingen thinks they want to shove under the bonnet of their ubiquitous E-Class, they still have to have the 230 badge on the rump of one variant.

This is why this car is called the E230 when, by convention it should be called an E250. The V6 motor that hums quietly under the well insulated engine bay displaces 2.5-litres and die-hard fans have been waiting for this extra capacity just so that they could have a ‘230′.

The strange thing about this car is that despite the larger motor compared to the E200 Kompressor, it does not feel significantly faster or more energetic and yet buyers are queuing up to get their hands on the car. I have had friends asking me about the E230 for months because they are looking for replacement company cars.

Of course the typical buyer of the E-Class is over 35-years old, successful, conservative and not likely to be found suning themselves on the pit wall of the Sepang Circuit on track days but even taking this into account I felt it strange that buyers would be waiting for a bigger engine just so they could have the right badge on the boot.

It seems that the E200K badging and the fact that it has a four-cylinder 1.8-litre engine under the bonnet is a bit of a downer for some buyers of the E-Class, they find it difficult to bear the fact that their car is powered by an engine smaller than those found in the Honda Accord, Toyota Camry and even the Proton Perdana.

These buyers are status conscious and the three pointed star on the hood is not enough,

They also need a matching E230 lettering on the boot.

And lots of goodies in the cabin

And they are willing to fork out nearly Rm400,000 for the privilege.

Before you laugh at these middle-aged buyers for their seemingly petty considerations, I think it we should look at the actual benefits of having a bigger engine.

Firstly a bigger engine is generally more powerful and torquey and they run at lower rpm. Usually this makes a world of difference when you are looking for comfort and refinement. Even a drop of 200rpm can create a car that feels a lot more luxurious that one that has its engine turning over at a slightly higher speed.

People who buy the E230 are not usually in a rush to get anywhere and what they want is a cabin that allows them to relax and maybe even do a bit of paperwork, if they have a driver.

These buyers want the status of the bigger engine but they think an E280 is a bit over the top. These are traditional conservative Mercedes-Benz buyers, these people live in the M-B heartland.

The badging is nice to have and no doubt there are those who would have sold their E200K so that they could buy this car but the reality is that the bigger engine with two extra pistons also make the right sound. A V6 makes a nicer hum compared to the rougher noise of a four-cylinder engine. This is especially true when you gun it hard. Plus, some people simply cannot stand the supercharger whine on the E200K

The inclusion of the E230 badge into the line-up is not just a marketing bright spark, it is part of a Mercedes-Benz tradition of finding ever thinner slices of the market and giving them exactly what they want. No other company can match the number of variants that Daimler produces from their model range. Someone once joked that all it takes to launch a new Merc variant is a single customer letter expressign disappointment that they could not find a model that suited their needs to a ‘t’. Truth is, Mercedes Benz is still the biggest name in the luxury segment because it has something for everybody.

Those who buy the E230 do get a lot of kit for their money, apart from the usual entertainment system, automatic air conditioning and all the mandatory equipment, they also get satellite navigation, which has recently become the must-have item in the Malaysian luxury segment thanks to the availability of sufficiently detailed digital maps of the country and its road system..

However, for me, the best thing about this car, the reason why you should buy this rather than the E200K is the glass roof. Admittedly, it is a piece of equipment that looks more like a gimmick than a real improvement but once you have sat in a car with glass roof and enjoyed the sunlight without the heat, there is no turning back. I waxed lyrical about the glass roof when the W211 was first launched in 2002 and I continue to think it is one of the biggest innovations in terms of cabin luxury in recent years.

You feel like you are in a cabriolet but no wind is threatening to put a hair out of place and the sun’s heat has been filtered out so that you don’t feel the burn on your skin. You feel just enough warmth of the sun but you don’t sweat or feel uncomfortable because the air conditioning is keeping your perspiration-free.

If you are sitting at the back, you look up and you see views like this passing by, the heavy tinting gives even the most boring cloud a moody and menacing look. If the sky is absolutely clear, then you see nothing but deep blue.

If you are really afraid of the sun then you can always pull the cloth liner and everything turns back to normal, like the glass roof doesn’t even exist.

The E230 is for people who are appreciative a finer and more tranquil existence where everything is set out just right.

Is it any wonder that Daimler Malaysia took us to Tanjung Jara to better understand the car and the people who would buy them.

This high-end resort excels in keeping guests in a semi sedated state with its beauty and tranquility.

It is not a place for excitement seekers, Tanjung Jara is for bringing down the blood pressure and not for cranking up the heart rate.

And so is the E230.

If you want more info on the car and want to read all the gory technical details, may I suggest the E230 Avantgarde page in the Daimler Malaysia website.

Below is the tech-spec of the car

E 230

           

 

No. of cylinders/arrangement              6/V

           

Total displacement (cc)                      2496

           

Rated output (kW at rpm)                    150/6100

           

Rated torque (Nm at rpm)                   245/2900-5500

           

Compression ratio                               11.2

           

Acceleration from 0 to 100 km/h (s)   8.9 (9.1)

           

Approx. top speed (km/h)                   248 (240)

           

Fuel                                                     Petrol

           

Fuel consumption (l/100km)              

 

Urban                                                  13.3-13.5

           

Combined                                            9.2(9.7)-9.4(10.0)

           

 

Steering                                               Rack-and-pinion power steering (Speed sensitive power steering)

           

Turning circle diameter (m)                11.4

           

Tyre size, front/rear                            245/45 R 17

           

Tank Capacity (/) incl. reserve,          65/8 approx.

 

Boot capacity (l)                                 540

           

Kerb weight (kg)                                 1680

           

Perm. GVW (kg)                                 2180

The E-Class AVANTGARDE Saloon is a step ahead of the times. Wide radiator louvres in high-gloss black lend the front end an extremely distinctive aura, while chrome-ringed fog lamps and two chromed louvres now form part of the front bumper panelling. The AVANTGARDE line also has its own specific 5-twin-spoke light-alloy wheels available in either 16-inch or 17-inch format, depending on the engine variant. Add to this the striking rear apron and side skirts, and the overall picture is one of sheer dynamism all round, as also reflected by the sports suspension which has been lowered by 15 mm.

There is an air of assured sophistication about the interior of the E-Class AVANTGARDE Saloon. The seats feature the “Biarritz” design and are upholstered in a combination of fabric and ARTICO man-made leather – in either black or sierra grey – which blends in perfectly with the bird’s-eye maple interior trim. Optional extras include leather seats with a choice of exclusive colours or colour combinations: black, sierra grey, cashmere beige, black/sahara beige and black/cognac brown. High-grade nappa leather in black, sierra grey or cashmere beige is a further option.

Japanese rubber giant, no not Godzilla……, the other one…..,

That’s right Bridgestone recently introduced a new mass market model, called the Turanza AR10.

They claim that it has been designed to suit the needs and demands of the average driver who, apparently gets very annoyed with tyre noise and places a lot of importance on wet grip. They also said that the AR10 gives smoother ride over rough surfaces and is long lasting.

What better way to prove this than to take us to Bangkok, after all bangkok has a big river running through it and is a fun city, two major ingredients for a successful test drive. These Japanese companies they they think of everything;-)

After an invigorating afternoon looking at riverboats packed with tourists and a good night rest we were then taken to meet AR10.

This being Bangkok, it takes an hour to get anywhere but since the Bridgestone factory and proving grounds is an hour outside Bangkok, it took us the full 120 minutes of nodding off in a bus before we got there.

Meet AR10. Like most tyres it is round black and have grooves in them but these treads were not chosen for good looks alone, they have been scientifically designed to give the tyre good water clearing properties and they are suppose to be quiet too.

The four deep grooves are the key to reducing the risk of aquaplaning and they work together with the 3-D tread design. Those little ramps and cuts on the centre blocks help the tyre to become a more efficient water pump.

If you look at them closely, the tread is also no perfectly flat but bulges slightly in the centre, like a cushion to better reduce tyre noise as the tread slams down onto the road surface at normal driving speed.

Of course it uses Bridgestone’s well-known formulation for grippy rubber to make it stick better to the road and driver input.

The side wall construction has been improved by extending the side nylons into the main plies. This gives the tyre better deformation characteristics and help keep the car more stable on rough roads.

OK enough of the tech speak, it’s now time to burn some rubber or at least make them squeal like girls.

The Bangkok proving grounds that you see here will be ripped up in a few months time to make way for a new factory or storage block, a new longer and more comprehensive track will be built nearby. Our test drive may be the last Media event to be held on this track. What you see behind the car is the simulated road surface section in the foreground and the main straight in the background.

These tyre tests are very controlled and our sessions will consist of noise test which involves driving at a constant speed of 60km/h and listening very carefully to the difference between the two sample tyres. In our case the AR10 and its predecessor, the ER60.

Then we would go over the simulated rough-road section to prove that the new rubber helps to improve a car’s stability on uneven and broken surfaces.

The other part will involve wet and dry tests and finally we are let loose on the whole track. Safety is very important and everyone is reminded to observe the speed limit, or at least not exceed by too much.

After the safety briefing, we are finally ready to go on the test drive.

This may look like an ordinary red plastic chair but it is actually a very important piece of technical equipment, it is the backside calibration device, you have to sit on it for few minutes to calm your rear end so that it can better detect the quality of ride on the new tyres.

You know I am kidding right?

The first exercise was the noise test and it is usually the hardest for us journalists because after years of punishing our eardrums with the loud roars of engines, our ears are no longer as sensitive as they should be.

Still, we tried very hard.

We turned off the Air-Cond and even shhhushed our talkative colleagues and concentrated real hard on the soft drone of the tyres.

I came to the conclusion that I may need to visit my ear specialist soon but fellow tester, Chris Wee insisted that he could hear a difference. He said that the AR10 had a slight advantage over the ER60 when it came to tyre noise. Short of anyone disproving him with a decibel meter, Chris’s findings are good enough for me.

When we drove over the simulated rough roads I began to appreciate my time on the backside calibration device. I could actually feel the AR10 riding better over broken surfaces and it did seem that the tyre actually reduced the need for driver correction. I don’t really understand the physics or mechanics behind it but smarter men in Bridgestone overalls told me it has something to do with the new sidewall construction.

Impressive, I thought.

Then came the wet test, here we enter a constant radius left-hand corner at 65km/h, a speed that has been specifically chosen because it takes us to the point where the tyre starts to understeer in the rain. We are suppose to detect how the AR10 behaves compared to the ER60 and I am happy to report that the new tyre understeer slightly less and is more stable when corrections are made mid corners, in the wet.

Predictability in the wet is critical for a mass market tyre because most drivers in this segment are not enthusiasts and they can get flustered more easily. When a tyre reacts gently and predictably to driver input, it inspires confidence and helps to keep tricky situations from getting out of hand.

The AR10’s advantage over the ER60 in the wet is noticeable and this a crucial consideration for many drivers, especially in our tropical climate.

The final section is the dry test where we enter a large constant radius left-hander at 75km/h and gently modulate the throttle to induce understeer and make the necessary corrections which may include a combination of actions including lifting off the throttle and making directional corrections through the steering.

Here, the AR10 advantage is barely noticeable but then again Bridgestone said the new tyre’s dry performance is comparable to the ER60 even though it has been designed to improve wet handling characteristics. Usually wet and dry performance are mutually exclusive but Bridgestone has been able to find a satisfactory compromise between the two.

The AR10 is certainly a tyre worth looking at the next time you need a new set. Tyre companies rarely give out prices so it is best that you check with your local outlet but they say that it is competitive when compared with other premium brands.

It may be basic but the Rush is a pretty good looking car and the Toyota badge means it will be painless to run

In the grand scheme of things, most people are not looking for outright performance or ultimate luxury when buying a car. The average buyer has to juggle competing factors such as good looks, reliability, comfort, price and cost of maintenance, not necessarily in that order.

The Toyota Rush is a compact Sports Utility Vehicle that has been engineered to suit the pockets of as many people as possible. That means Toyota had to make adjustments to the specifications and trim level to bring prices down.

I am not suggesting that the Rush cheap, at nearly RM86,000 for the entry level machine, this is not something that everyone would say is affordable but it is certainly not exorbitantly priced.

While it may look like an all-new vehicle, Toyota is using their huge parts bin to come up with this vehicle. The platform is modified from the Avanza, the engine and drivetrain are shared with the Avanza while the some parts of the interior can also be found in the Avanza.

Since they have to worry less about engineering so many things. Toyota designers had more time to come up with something pleasing to look at and the Rush is certainly that. It sits in that zone between plain and pretty.

It’s like that next door girl who has almost the right curves, she is not model material but sometimes you do think about her.

Just like that girl next door, the Rush comes from a good family and you know that she has had a proper upbringing and not likely to embarrass you in front of your friends. The Rush may not be your first choice but she certainly won’t be your last option.

There are nice details abound. For example in the top Spec 1.5S Automatic model that you see here comes with projector lamps and the whole front lamp cluster is packaged in a modern looking and sleek chrome surround that is bubbled in clear plastic.

They frame a neat grille and a substantial bumper that has been nicely scalloped and cut to make room for a large air vent and a pair of driving lamps. Completing the SUV look is a pseudo sump-guard that is part of the plastic bumper moulding.

The Rush comes with grey plastic garnish around the wheel arches and it looks good but the front right one on ours came off after a bit of fast driving. I think they did not stick it on properly. No one else reported the same problem.

The rear lamp cluster takes some cue from the more expensive RAV-4 and this adds sophistication to the stern view of the Rush.

When it comes down to personal taste, I have issues with spare tyres hanging in full view of the public. I am not worried about someone stealing it, its just I think spare tyres should be tucked away from sight. I keep mine out of public view, my car should too.

The Rush also has a good heart in the 1.5 liter VVT-i 3SZ-VE which is good for 109 horsepower if you work it all the way to 6,000rpm and 141 Newton metres of torque at 4,400rpm.

While these are the same figures found in the Avanza, it is actually good enough to keep the Rush at highway speed all day long and the selection of ratio is just right to make it feel reasonably energetic in the city.

Thanks to a bit more noise insulation than the Avanza, engine noise is also well isolated, which will encourage drivers to work the motor a bit harder and make the Rush a bit more fun than the Avanza.

In terms of road handling, the Rush’s fatter tyres give it more grip and this means that you can attack corners more aggressively in it than the Avanza. However the tall body and softer springing makes it roll a bit more in bends so you should no hurl it into curves with abandon.

The taller tyres and suspension are also more forgiving on bumps and potholes, this makes the Rush less bouncy than the Avanza. In fact it is considerably less bouncy than the Avanza. Remember I said LESS bouncy, I did not say NOT bouncy.

Most buyers will be reasonably contented with the Rush’s performance and would focus more attention in the quality and presentation of the cabin. Here there are some hits and a few misses.

Lets start with the driving position. I am about six-foot tall and I like to sit upright when driving, just like my driving instructor taught me. When I sit upright, the top of the steering wheel is positioned just so that it blocks the very top of the instrument cluster.

It is not a big issue but it is annoying.

The steering wheel is set quite upright so you cannot feel like you are driving a car and that is a few points knocked off the otherwise very presentable interior.

The interestingly styled instrument binnacle houses a full-dial speedometer that is flanked by a half-dial rev counter to the left and temperature gauge cum gear indicator in another crescent on the right.

At the bottom of the speedo is a small rectangular Liquid Crystal Display showing fuel level as well as trip and odometer. Everything is presented in a satisfyingly clear and simple fashion.

The centre console is stacked with the radio on top where it is easy to reach, followed by a pair of simple rectangular air-conditioning vent and the hazard light switch while below that is the air-cond blower and vent control dials.

Nothing fancy but it works well enough. The metallic plastic finish does not have the most luxurious lustre but it does its job lifting the otherwise plain dashboard.

If there is anything that front passengers would complain about, it is the lack of cupholders. What Toyota did was create a round receptacle in front of the moulded door pocket for mineral water bottles or drinks can but it is not ideal.

You have to bend down quite far to reach it, making it completely useless for the driver.

I know we are not suppose to be drinking while driving but it is nice to have somewhere to put your liquid sustenance, especially if you are on a long lonely drive.

The second row of seats is a comfortable place to be with sufficient knee room if you don’t have particularly lanky front passengers. The seat design is simple and flat which means that they are not particularly supportive but not uncomfortable either and like in the Avanza, rear passengers get their own air conditioning vent.

Don’t underestimate the importance of a second air conditioning control in a car like this, especially given the hot weather we get in Malaysia. I have driven in more expensive MPV’s without rear air-cond control and had to put up with either frozen knuckles or children whining from the heat.

Second row passengers are also better off than front row people, cup holder wise….

When it comes to the third row of seats, the Rush is like most other compact seven-seaters in that they are only suitable for smaller children, especially on long drives.

Adults can endure it for about half an hour before cramps start setting in. Third row passengers are also better off than front row passengers, cup dolder wise, they are set in the moulded side arm rest, within easy reach. perfect.

I know I am taking too many pot shots at this cupholder issue but this is a real life concern. I lived with the car for a weekend and it is the only thing that really annoyed me so I think it will also be the thing that will annoy most owners in the long run.

Next we look at the load carrying ability of the Rush. With the third row up, there is barely room for a few small soft bags, again a typical trait of seven-seaters so you cannot take too much offense here.

With the third row out of the way, there is ample room for a few suitcases or even a small item of furniture.The side opening doors swing out almost 90 degrees to provide unobstructed access to the load area.

Some may prefer a top-hinged arrangement but the side-hinge solution was necessary because they needed space for the spare wheels. It is too big to fit underneath the car.

Looking back, I think the girl next door analogy is perfect for the Rush. It is undoubtedly a vehicle full of compromises but then again so is our life and at least in the case of the Rush we know that the shortcomings are really minor and you can easily live with it. Just like that girl next door, the more you look at her, the more you feel like falling in love.

Summary of specifications

Toyota Rush 1.5S Auto

Technical

Engine: 1.5 liter VVT-i 3SZ-VE

Max Power: 109hp @ 6,000rpm

Max Torque: 141Nm of torque at 4,400rpm.

Four Speed Auto (Five Speed Manual)

16-inch alloy wheels

215/65R16 tyres.

Macpherson strut front suspension.

Four-link rear suspension with live axle.

Creature comforts

Single disc MP3-capable head unit

6 speakers (4 speakers plus 2 tweeters).

Power retractable door mirrors,

Leather wrapped gear lever and steering

Dual SRS front airbags

Anti-lock brakes and electronic brakeforce distribution.

Price List

Toyota Rush 1.5G M/T - RM85,888
Toyota Rush 1.5G A/T - RM88,888
Toyota Rush 1.5S A/T - RM94,888

Last weekend I preached the Gospel of Type R the lesson was on Civic performance. By early Sunday afternoon a few members of the Subaru clan were near conversion. At least one of them had experienced the combined rapture of VTEC and Honda’s sublime tuning of their nondescript family car.

The day had started with a quick gathering at a petrol station near the junction towards Batu Dam. The first to arrive were three Subaru Impreza, a WRX, STI and STI Spec C Type RA followed by the championship white silhouette of the Civic Type R.

Everyone assembled took a look at the car and asked me about the message from Honda so I told them: “ This is the most amazing front-wheel drive car you will ever drive. It has the balance of a gymnast and the delicacy of a ninja.

“Sure or not?” was their skeptical response. Understandable really, their cars had more scoops and wings than a fighter jet and packed enough power through a world rally championship winning all-wheel drive system.

“Trust me,” I said half doubting my own claims.

The owner of the Spec-C, a balding middle-aged man with petrol in his veins asked for the keys.

“I just want to drive it a bit to see what it’s all about,” he said.

Before I could tell them not to bend anything, he had dragged another Subaru believer into the car and headed towards Batu Dam.

I stood there with the other Subaru fan speechless for a few moments before saying; “It really is a fast car you know”.

He nodded sagely, knowing that the really reliable verdict would come back in a few minutes.

In a few minutes two more Impreza turned up, an STI and a WRX and after a while the Type R came back.

The driver stepped down and he declared that it would be hard for the STIs to keep up with the Type R and this drew frowns from his clan.

“You really think so?” for I was surprised to hear such a strong verdict.

We started the first leg with the Type R in front and I wasted no time to start pushing the car on the twisty double backs that made the Ulu Yam road so famous with weekend drivers.

With one eye in the rear view mirror I could see the red Spec C keeping up with the Type R but that is to be expected. I opened up a gap in some corners but he would quickly find the pace and catch up.

We went on like this for the first leg which ended at the junction to Genting Highlands were we stopped to compare notes.

“I had to use 95 per cent of the car and my abilities to keep up with you, that is one fast car,” said the Spec C driver, his clan frowned but said nothing for he had the most powerful car with nearly 300 horsepower. Actually the Spec C has been dyno-ed to slightly more than 300 horses so it was quite hard to believe that it had to break a sweat chasing a front wheel drive Civic with 225 horses on tap.

“And it sounded great,” he added.

A veteran of the Ulu Yam twisties, he said that it is easier for him to keep up with a Porsche 911 GT2 that the Type R. But then again Porsche owners would probably be more careful than a road tester in a borrowed Type R.

After a short break we decided that the Spec C would lead and the Type R would give chase on the more twisty second leg. I thought it was a foregone conclusion, with better grip from all-wheel drive and more horses to put down on the tarmac, surely the Subaru would run away from the Honda.

We took off and it was immediately clear that our friend was keen to set things right for Subaru. He braked late and powered hard out of corners so I had to keep up pace and took advantage of the Type R’s excellent brakes and front-end traction.

The Scooby would open up a bit on the straights but we would catch up again in the braking zone, in the tight corners he had a small advantage and could power out slightly earlier but the Type R’s amazing suspension and lack of torque steer meant that I could also power out hard and take advantage of the non-turbo VTEC to claw back advantage before the Subaru’s turbo kicked in.

Until….

I cant tell you the details but suffice to say it slowed everyone down afterwards.

With the Type R’s prodigious grip I am always aware of my own skill limitations so I braked early and powered out early. Slow In fast out was my mantra.

I remember seeing the digital speedometer indicating a speed around 96 or 97 kilometres pre hour as dropped from fourth to third to set up my approach for the corner and began powering out.

At that speed the Civic was stable and you could feel the front tyre fighting for grip. Amazingly the front never washed out and simply tucked in nicely under power. This is the typical behaviour of the Civic Type R.

On the way down we swapped cars with the Spec C chap driving the Type R and me in his beast. He belted it and qucikly opened up a lead while another blue Spec C kept up. I decided to stay back and observe the two cars and it was quite obvious that the Type R was having a better time than the Subaru.

This was later confirmed by both drivers.

The Spec C had its suspension in its softest setting and felt a bit nervous rounding corners. Mind you it was still a firm ride and the car turned in without fuss but the soft setting sapped my confidence slightly.

By the time we hit Gombak Toll, everyone was impressed with the way the Type R ran away from everyone else.

“I can’t believe the grip on that car and on tyres that are two-thirs worn,” said our converted Spec C driver.

“I could have driven with just one hand on the wheel, the car was just so stable. The steering and chassis is so communicative I could tell exactly what the front and rear tyres were doing at all times. It is amazing how Honda minimized torque steer and made the steering so talkative. The limited slip differential just kept everything in check,” said our new convert.

Those are his words not mine. I just smiled.

His friends were scratching their heads by now. They cannot believe that the Type R is such a fast and nimble handler, not in this exalted company.

This is the best handling and fastest front wheel drive car in the world. Full stop.

I don’t care if show me a car with three litres and all the fancy gadgetry in the world I would still prefer the Type R.

I know you are thinking that I made this all up. Well, I didn’t it is the truth the whole truth and nothing but the truth.

If the Spec C had worn its stiffest suspension setting and had the same Potenza RE070 then it probably could have run away from the Type R but then again the Civic was on worn tyres with rounded shoulders that dulled its turn-in.

With a really good driver in command, I really do not think that a weekend warrior in a Spec C Type RA could keep up with the Type R. Honestly.

Note: If anyone asks, I made all this up