Review: Volvo S90 T8 Twin Engine Inscription

Back to the TPC test drive review! This time, the car in question is the newly launched Volvo S90 T8 Twin Engine Inscription. Launched last month, the plug-in hybrid (PHEV) sedan is locally assembled at Volvo's Shah Alam plant. Being a hybrid and locally assembled, the car is eligible for the locally assembled hybrid tax incentive, with the Inscription trim retailing at RM368,888 (OTR without insurance) and RM388,888 (OTR without insurance) for the top spec Inscription Plus inclusive of 5 years warranty.

The Swedish brand, renowned for being a champion in road safety, was one of the brand taking part in the Drive Luxury Edition event taking place at TPC Kuala Lumpur golf resort a fortnight ago. With exquisite golf course and 'photogenic' attraction forming the backdrop, it set the stage for a truly luxurious occasion with a number of premium luxury cars available for test drive. Now back to the S90 T8 Twin Engine.

The S90 T8 Twin Engine is a hybrid complement of Volvo Car Malaysia's line of full-size sedan, made up of the non-hybrid S90 T5 and S90 T6 R-Design. Interestingly, the hybrid variant is cheaper than the non-hybrid, with the T5 variant retailing at RM388,888 and the T6 R-Design tacking on a higher price tag of RM453,888. Being cheaper, it won't be surprising if the S90 T8 wins majority of the sales.

Technical Specs

So, what are all these T8 Twin Engine, T6, T5 mumbo-jumbo? Well, its basically what lies under the bonnet. See a Volvo carrying the T5 badge? That signifies the Swedish brand's Drive-E 2.0 litre turbocharged inline 4 petrol dwelling under the recipient car's bonnet. How about T6? Well, you have an even more cooking version of the Swede's Drive-E engine, a 2.0 litre twincharged (turbocharged and supercharged) inline 4 petrol. What about T8 Twin Engine then? It still packs the same 2.0 litre twincharged inline 4 petrol but adds on a hybrid drivetrain for extra boost in fuel efficiency and performance.

So, the S90 T8 Twin Engine is a hybrid sedan equipped with the 2.0 litre twincharged inline 4 petrol paired to an Aisin 8 speed automatic. Both the Inscription and Inscription Plus receive similar powertrain setup. Performance figure? The engine alone delivers 320 hp and 400 Nm of torque solely to the front wheels. Throw in the rear-driven electric motor and you have an extra 87 hp and 240 Nm of torque. Add those up and you have a total net figure of 407 hp and 640 Nm of torque! With this setup, the S90 T8 is essentially an all-wheel drive luxobarge.

If you're a type who likes to control your car's performance characteristics, throw in the Drive Mode Settings. There are 5 different settings you can choose: AWD, Pure, Hybrid, Power and Individual. AWD is simply all-wheel drive mode, but it doesn't mean all four wheels are driven all the time. Depending on your driving style, road condition and tyre traction, the S90 T8 will power either just the front axle or rear axle only. On the other hand, Pure mode is a quiet, all-electric mode which can come in handy for urban setting provided you have spare charges. Hybrid mode brings the twincharged engine into play to assist the electric motor. Power mode augments the performance potential of both the engine and electric motor, giving you a boost in acceleration. Finally, Individual mode allows you to tweak the mode settings to suit your own taste.  

The stunning performance figure rewards the S90 T8 with 0-100 kph sprint time of 4.8 seconds and a top speed of 250 kph. Apart from stellar performance, the sedan returns a frugal 2.0 litre/100km fuel consumption and 46 g/km CO2 emission.

This Inscription test car comes equipped with Dynamic Chassis with composite leaf springs and hydraulic shock absorbers, but loses out on the Inscription Plus more sophisticated Active Chassis with 2-Corner rear air suspension which automatically levels out the car regardless of load.

The most interesting bit is the location of the 10.4 kWh lithium-ion battery. Capitalising on having an electric motor directly driving the rear wheels, Volvo has divested the car of a prop shaft and in its place is the aforementioned battery. Yes, the battery is located in the central tunnel where the prop shaft is formerly located.  

The setup arguably makes Volvo's all-wheel drive system simpler comparative to other brand, as apart from dispensing with prop shaft running the length of the car, it negates the need for components such as centre differential, transfer case and sundry others.

Yes, it comes with a tyre repair kit....

If I have any gripe with the setup, it would be clearly illustrated in the photo above. Open the boot and flip the spare compartment cover away, you won't find a space saver spare but rather the tyre repair kit to temporarily patch up the 255/40R19 tyres. 

In order to accommodate the rear electric motor, the space saver is...well, doesn't live up to its name apparently. Can be easily rephrased to space hoarder in this case! So out goes the space saver and in goes the repair kit so the electric motor can have all the space. If you encounter small-sized puncture, you're good. If you have a large-sized puncture, you might as well have a tow truck on standby!

Exterior

This is a display car btw, not test car but the equipment mirrors that of the test car

Customary to Volvo, the brand's signature 'Thor's Hammer' daytime running light with LED Active Bending Lights and Active High Beam dominates the front fascia of the plug-in sedan. Unique to the Inscription trim is the chrome grille, chrome lower bumper insert and chrome lower side moulding giving it a more premium image.

Living up to its plug-in moniker, a charging port is located just aft of the front left wheel. Charging time can take for as long as between 2 to 4 hours depending on power sources. The plug-in hybrid sedan comes standard with a domestic portable hybrid battery charger which is safely stashed away in the boot. Volvo claims the all-electric range lasts for a maximum distance of 50 km.

Round the back, you have a better looking rectangular dual tailpipe unique to the Inscription trim. The C-shaped LED tail light continues to make its presence known on the full-size sedan.

Interior

There's something about the interior that spells premium luxury. To start off, there's a good dose of pure walnut trim festooned, stretching the length of the dashboard to the door trim. Jutting out of the centre console is the unique-to-Inscription Orrefors crystal gear lever with the engine Start/Stop button just aft of the gear lever. You also get leather upholstery for the multi-function steering wheel and seat. 

Flanked by the centre stack's vertical A/C vent is Volvo's Sensus 9-inch touch screen display which let's you access a range of menu and functions including Drive Mode settings and Bluetooth with handsfree system.

For audiophiles, 330W 6 Channel High Performance Audio System with 10 Speakers is all yours, but if you put your money on the top spec Inscription Plus, the 1400W 12 Channel Bowers & Wilkins Premium Audio System with 19 Speakers will rock your in-car orchestra. 

As part of the Driver Control function, you have a 12.3-inch digital instrument cluster with adaptive digital display. Apart from that, a Head-up Display function and Road Sign Information system keep you in touch with your current road speed and designated speed limit for a given road. 

2-zone climate control and B-pillar mounted A/C vent made up the convenience aspect of the interior. There's also power adjustable seat with memory setting. If you find parking a source of annoyance, worry not as Park Assist will take on the chore for you. 

All you have to do is keep your hands off the steering, select either Reverse or Drive, and just prod the gas and brake pedal. The car will steer itself into your chosen parking spot, freeing you from having to frantically yank the steering from lock-to-lock. Moreover, the system is smart enough to detect obstacles such as nearby vehicles and steer clear from them. 

Safety

This being Volvo, it would be fitting to talk about the brand's range of safety features on hand. Under the brand's Intellisafe umbrella is the Adaptive Cruise Control, City Safety with Intersection Support, Pedestrian, Cyclists and Large Animals Detection (this is basically the auto brake function), Run-off Road Mitigation (keeps you from veering off to road shoulder), Pilot Assist with Steering Support (helps you drive between lane marking and maintain a set distance with vehicles in front-functional up to 130 kph), Blind Spot Information System and Cross Traffic Alert.

Other safety features include ISOFIX rear child seat mounting, Anti-lock Brake System (ABS) with Electronic Brakeforce Distribution (EBD), Electronic Stability Control (ESC), Hill Descent Control (HDC), Emergency Brake Assist (EBA), 360 degree Surround View Camera and Indirect Tyre Pressure Monitoring System (iTPMS). 

Driving Experience

Just like the Jaguar test drive, it was pouring down with rain as I set off from TPC main entrance. Yet, it didn't take me long to feel the might of the twincharged engine firing away under the bonnet. Starting off in Hybrid mode, which brings into play both the rear-driven electric motor and front-driven twincharged engine, the interplay between the two power sources became apparent.

The sedan gained momentum without any hint of struggles. It was effortless. It didn't take any more than half throttle to unleash the hybrid powertrain's latent firepower. The operation was nice and smooth, particularly the supercharger; there was no indication of the latter making its presence known from its customary whine. This makes a comfortable, effortless long distance cruising plausible. More importantly with the engine running, you don't have to worry about depleting the battery as the engine will constantly recharge the battery.

Put the S90 T8 in Power mode, however, and all hell break loose. Power mode essentially augments the performance of the twincharged engine and electric motor, transforming the luxury sedan from a cruiser into a no-nonsense-in-your-face brutal turn of speed that makes you wonder if you're driving a Volvo or a Ferrari. I didn't try out the Pure mode, which is an all-electric mode, as the car's hybrid battery was low on juice. 

There's no paddle shifter, but the 8 speed Aisin-sourced automatic is competent enough that you don't really miss the flappy paddles. Shift is decisive, smooth and crisp, ensuring that twincharged engine is ready to flex its muscle at moments notice.

Just below 'D' position on the gear selector is a mode marked 'B', which recharges the battery each time you depress the brake pedal. It doesn't recharge when you lift off the gas or if you forgot to activate the battery recharge function from the Sensus 9-inch touch screen display.

Despite missing out on the Inscription Plus cutting edge Active Chassis with rear air suspension, the hybrid sedan still rides like magic carpet. Cocooned in the leather seat and well-tuned Dynamic Chassis, the S90 T8 still glides over the surface imperfection without sending any jiggles back to the cabin. A perfect vehicle for that balik kampung trip or when you're on a long holiday jaunt with your family or your partner in crime.

Conclusion

The Volvo S90 T8 Twin Engine Inscription, from my initial impression of the short test drive, is a well-balanced car that meets the daily requirement typifying Malaysian road condition without compromising on driving dynamic. 

The synergy between the twincharged engine and electric motor is stellar enough not to disappoint you on the performance aspect. If you want outright power, go on and select Power mode. 

The suspension is well-damped despite lacking the air suspension standard on the Inscription Plus, so this writer believes the less than ideal road condition we have here in Malaysia won't make you feel queasy. 

  

How does the FK8 Honda Civic Type R overcome torque steer?

The just unveiled FK8 Honda Civic Type R has to be a headline grabbing hot hatch. The 310 PS and 400 Nm of torque pumped out by the 2.0 litre turbocharged VTEC 4 cylinder is a stuff of madness. Its front-wheel drive Nurburgring lap record is testament to its performance credential that will have enthusiasts worldwide drooling. 

Speaking of front-wheel drive, there's one inherent problem in sending prodigious amount of output solely to the front wheels - torque steer. Torque steer is basically a result of having the front wheels doubling as the powered and steered wheels. The introduction of copious torque to the front wheels introduce leverage against the front wheels allowing the car to be steered under the influence of torque.    

For example, if you floor the throttle and the steering wheel tugs to one side without any input from you, you have torque steer.

Jason Fenske from Engineering Explained explained the cause of torque steer in one of his video. Some of the points he outlined are unequal length half shafts being the main culprit, with road conditions and tyre wear being taken into consideration as well. 

He also stressed particularly on steering geometry which directly influence parameters such as scrub radius and spindle length. Scrub radius is basically an imaginary distance between the centreline of the wheels and the steering axis where it intersects the ground; spindle length is an imaginary distance between the steering axis and the exact centre of the wheel centreline.

Fenske showed how Honda has setup the front suspension in such a way that the steering axis is placed within the tyre as he explained. The resultant configuration lends to the reduction in scrub radius and spindle length, all which contributes to less torque steer.

Such innovation is not unique to Honda however, as manufacturers such as Renault PerfoHub, Ford RevoKnuckle and GM HiPerStrut achieved similar goals in the reduction of torque steer by making the scrub radius, and by extension, spindle length smaller.

Let Fenske explain the whole mumbo-jumbo in greater details in the video below.

Review: G30 BMW 530i M Sport

                                  

Sheer driving pleasure. The tagline that will make BMW aficionados weak at their knees. My experience with BMW engine has so far been running on smooth waters. Driving the E46 M Sport, and  occasionally the E90 M Sport, had me captivated by the brand's silky smooth, untrammeled power delivery from the roundel's hallmark straight 6 engine.

Since then, this writer has been head over heels in love with straight 6. The manner the engine picks up without any hint of sputtering from low rpm to the higher spectrum of the tachometer is breathtakingly surreal. 

In Malaysian context, having a small displacement straight 6 seems to be a win-win proposition, as you save yourself from punitive road tax that comes with a large displacement V12 (essentially two straight 6 engines tied up to a common crankshaft), and greater power from having higher cylinder count in contrast to a 4 cylinder engine.

My experience with BMW vehicles (specifically the E46 and E90 that I am currently driving) on the aspect of ride and handling has been on the positive note as despite riding on a lowered and stiffer M Sport suspension and rolling on low profile tyres, it exceptionally filters out any jiggles introduced by the atrociously pockmarked Malaysian road making it a comfortable vehicle for a balik kampung trip. The exception would be when driving over speed bumps as if you're not careful, the lowered M Sport suspension will make its displeasure known from an unpleasant thump from bottoming out.

At the recent Malaysia Autoshow 2017 taking place at MAEPS, I had the opportunity to get my hands on this handsome looking mid-size sedan launched by BMW Malaysia since this March - the all new 7th generation G30 530i M Sport. Despite having just 4 cylinders banging away under the bonnet, it doesn't detract from BMW engine's customary seamless, on demand pick up which I  learnt from the short test drive and more importantly, rides over bumpy surface deftly.

Technical Specs

Worldwide, the G30 comes in various iteration, including but not limited to the 520i, 530i and 540i. Folks in Malaysia will only be getting the 530i iteration, solely with M Sport trim. The engine powering the rear-driven 530i M Sport is a 2.0 litre B48 turbo straight 4 petrol with 252 hp and 350 Nm of torque paired up to a ZF 8 speed Steptronic Sport transmission with paddle shifters. This translates to a 6.2 seconds 0-100 kph acceleration time, 250 kph top speed, 5.8 litre/100 km of fuel consumption and 132 g/km CO2 emissions.

As a straight 6 fan, I was a bit wishful for the 540i variant to reach the Malaysian shore, its B58 3.0 litre turbo straight 6 pumping out 340 hp and 450 Nm of torque to the rear wheels. On the flip side, it's a compromise worth taking as given the Malaysian road tax is charged based on engine displacement, the smaller 2.0 litre turbo 4 can cut down on the total road tax Malaysian motorists have to fork out. In spite of being smaller, it doesn't detract performance even an iota as I discovered during the test drive. 

Hiding beneath the skin is a lowered M Sport suspension with Dynamic Damper Control. The front suspension is sprung by double wishbone, while the rear makes do with a sophisticated five-link suspension.  

To adapt to your preferred driving style, there's Driving Experience Control that provides choices of different driving modes, namely Eco Pro, Comfort and Sport. Apart from that, an Adaptive mode further complements the system by automatically adapting the car's behaviour based on driving style, road topography and sundry other factors.

To the business of tyres, expect run-flat tyres with 245/40 front and 275/35 rear wrap around a 19-inch M light-alloy 10 double spoke rim. 

Exterior

                           

                                                                                 

What are the visual differences between the G30 and outgoing F10? Starting from the front, the adaptive LED headlights extend all the way to the kidney grille in an F30 fashion. Speaking of kidney grille, it is now wrapped around thicker chrome surround to accentuate the sedan's purposeful look. The lower side air intakes feature a restyled LED fog light, featuring a horizontal slat over the outgoing F10 round fog lights. Over to the side, just aft of the front wheels is an air vent, previously absent from the F10. 

Over to the back, the new G30 sports dual trapezoidal chrome tailpipes over a pair of round tailpipes found on the previous generation F10. Also, the rear fog lights had been relocated to the lower apron as opposed on the bumper directly beneath the taillights as on the F10. Speaking of taillights, it now seems to look much slimmer, wider and elegant compared to the F10's bulkier looking taillights.

 

This being an M Sport, the famous M badge graces the fender just aft of the front wheels and the door sill. 

Interior   

                                           

                                                       

Inside, M steering wheel and sports pedals make up the interior M finishing.

The G30 features revision to the interior technology from the outgoing F10. Chief of all is the iDrive 12.3-inch central display which is now freestanding over the flushed design as found in the F10. On top of that, the new generation iDrive introduces touch and gesture control much like on its bigger sibling, the G12 7 Series, enabling you to adjust certain parameters such as audio volume or toggling between different menus by simply touching the screen or twirling your finger in the screen's direction. 

Furthermore, the dashboard had been given a makeover, giving it a more futuristic and digital tactility over the F10's analog switchgear. If you have a love affair with conventional handbrake lever, look away as Electromechanical Parking Brake takes its place.

Leather upholstery keeps you cozy and secured during a long trip. There's also a sunblind on the rear side windows which you can pull if sun tan is not your thing.

Customary on newer BMWs, the conventional oil dipstick is a thing in the past. Taking over its reign is an oil level sensor residing in the oil sump. The sensor measures and relay the reading to the iDrive central display, showing you a bar indicating the current oil level as seen in the picture above.

Safety

Safety first. Making up the suite of safety features are 8 airbags, disc brakes all-round, Dynamic Stability Control (DSC) with Dynamic Traction Control (DTC), Anti-lock Braking System (ABS) with Brake Assist, Cornering Brake Control (CBC) and ISOFIX rear child seat mounting. 

Further complementing the safety features are a suite of driver assistance technology that includes Lane Departure Warning, Lane Change Warning, Park Assist and reverse camera.

There's also a head-up display function that projects your current road speed directly in your line of sight to keep you informed of how fast you're going without having to take a glance at the instrument cluster.

Pricing

How much is the asking price? Starting with CKD G30, the car retails at RM389k (OTR without insurance). Add another RM10k to the CBU model, which finalised at RM399k (OTR without insurance). Note that pricing is inclusive of 5 years unlimited mileage warranty + free service and 2 years tyre warranty.

Review

Nitty gritty out of the way, here's my initial impression on the new G30 530i M Sport from the short test drive. Despite having a smaller 2.0 litre engine, the acceleration is still BMW-esque - smooth, rapid, lag-free. There was no noticeable turbo lag. Just lightly prod the throttle pedal the car picked itself up immediately without delay. It feels like having a straight 6, but with 2 cylinders lopped off and a turbo to add urgency to the acceleration. The engine is so powerful that I effortlessly reached 80 kph without being assertive with the throttle, much like on my E46 and E90. 

BMW has superbly tuned the 4 cylinder engines to still deliver that creamy, buttery feel of a straight 6 so much that I had briefly forgotten banging away under the bonnet of the G30 530i M Sport is a 4 cylinder engine.  

The superb ZF 8 speed transmission shifts through the gears with a sharp, decisive instinct knowing exactly when to shift to keep the turbo 4 within its effective powerband. The shift was chauffeur smooth and fast. Not even for one second the engine felt like it ran out of steam thanks to the competent transmission.

Shifting with the flappy paddles in my opinion doesn't really make much difference to the car's performance characteristics. Sure, it brings some added sportiness to an already sporty car, but the transmission's software is very well-calibrated that the computer can make the decision more efficiently. I suggest you just keep the transmission in 'D' the entire time.   

Comfort

Eco Pro

Sport

I had the opportunity trying out the Driving Experience Control which lets you choose between different driving modes - Eco Pro, Comfort and Sport. Moving from one mode to another gives you a visually interactive face-time with the digital instrument cluster; the graphic changes to different tone in different mode, from subdued tone in Eco Pro to lurid red in Sport. 

I drove in all 3 modes and honestly, I didn't feel any substantial difference in the car's behaviour. Though I noticed slightly mild temperament in Eco Pro, it nevertheless felt like the car was perpetually in Sport mode. Eco Pro, Comfort, Sport, you name it. The car pulled hard in all modes and took corners in a confident and poised gait regardless of driving mode. I jokingly told the Sales Advisor BMW should rename all modes to Sport.

The G30's ride quality is second to none. The terrible road surface didn't unsettle the car even the slightest. The Dynamic Damper Control did a great job in filtering out the road shock from the run-flat tyres before it reached the cabin, delivering that all important ride comfort given the poor road condition we have here in Malaysia. It does this by proactively monitoring road conditions and primes the dampers to either soften or stiffen the damping rate depending on the severity of the bumps and speed you're travelling. The result is a magic carpet, fuss-free driving experience. 

Conclusion

To conclude the short test drive, the G30 530i M Sport is a stonking piece of machinery even without the company's iconic straight 6. The pick up of the 2.0 litre turbocharged 4 pot is potent enough regardless of driving mode to facilitate smooth, trouble-free overtaking manoeuvre. 

Despite being equipped with a lowered M Sport suspension, engineers had tuned it perfectly to deal with the pockmarked Malaysian road. During and after the test drive, I didn't feel sore nor jarred as the chassis brilliantly soaked up the surface imperfection. 

In my humble opinion, the new G30 530i M Sport is a livable car that fulfills your daily driving needs.  



   

  

    

     

   

   

Supercharged Ford Mustang GT; 727 hp monster

Own an S550 Ford Mustang GT with 5.0 litre naturally aspirated V8? Think its 435 hp engine not enough to whet your performance appetite? If your answer is yes, then look no further than this monster pictured above. That folks is a Mustang GT with the same 5.0 litre V8 but armed with a Whipple supercharger kit that boosts the V8's output too.....wait for it..wait for it...727 hp! That's a massive 292 hp gain over the non-supercharged Mustang GT. VROOOM!!

I came across this guy at the recent Malaysia Autoshow in MAEPS. It was displayed along with the non-supercharged Mustang GT and a turbocharged Mustang EcoBoost with 2.3 litre EcoBoost inline 4 which has the lowest output of the bunch (310 hp). Nevertheless, all 3 Mustangs sure pulled in crowds of slack-jawed, beguiled revelers with camera fully loaded. But surely captivating the most attention has to be the supercharged model because hey, who doesn't want to slobber over a 727 hp monster.

All 3 Mustangs roll on run-flat tyres. However, unlike most cars with run-flat, such as newer BMW and Mercedes, the Mustangs include a tyre repair kit. Whaa now run-flat can be fixed by the roadside haa. Hmmm, I wonder if run-flat tyres can withstand fist-sized puncture.  

Seems like tyre repair kit is not only a hybrid thing after all, as illustrated by the Stangs and the newly unveiled FK8 Honda Civic Type R. 

The most distinctive interior feature that sets the supercharged Mustang GT from the non supercharged ones can be discerned from the photo above. Yep, 2 of the A/C vents are missing. In place of the central and right A/C vent are gauges. I am not sure what the right most gauge measure; the central gauge, however, is the hallowed boost gauge. Talk about being focused!

The recent motor show whipped up an exhilarating activity called the Super Taxi Ride where visitors would ride as a passenger of either the Bentley Bentayga SUV or the Ford Mustang GT with a professional driver at the wheel. I had the privilege to partake in the activity and guess which of the 2 cars that took me in as a passenger? It was the supercharged Ford Mustang GT! 

I filmed a video of the ride. However, I was unable to upload the video on this post as the file is too large. To recap the experience, the narrow and traffic-clogged test route prevented the Mustang GT from flaunting its talent. All in all, I was still delighted to have experienced a ride in an American muscle car. The car is not just powerful, but stable handling-wise in the meandering test route.

    

Review: Jaguar XE Prestige; a RM340k wild cat

'Let's maul down the BMW 3 Series, Audi A4 and Mercedes C-Class!' says Jaguar XE. The premium compact sedan, which made its premiere in Malaysia early last year, was one of the test car that this writer got his hands on at the recent Drive Luxury Edition by Carlist taking place at TPC Kuala Lumpur golf club. I was handed the entry level XE Prestige variant for the test drive.

It's a handsome looking sedan that dares you to provoke it. It's menacing looking bumper, sharp looking HID Xenon headlight with LED daytime running light and LED taillight speaks for itself. This family hauler isn't just a looker, but there's a beast lurking under that aluminium monocoque. 

It all started when I approached Jaguar's booth at TPC. I booked online in advance to test drive both the XE and the marque's SUV, the F-Pace. However, I was told by the people manning the booth each person was limited to just one car due to backlog of customers placing their test drive booking. After a brief moment of rumination, I decided to try out the XE instead. I came not to regret my decision.

I was led to the Bluefire XE Prestige waiting for me at the main lobby. There it was purring away as a gaggle of cars slipped past the dark blue compact sedan in a rainy day. 

Let's start off with the nitty gritty shall we? Dwelling under the XE Prestige bonnet is a 2.0 litre turbocharged inline 4 cylinder petrol, sending 200 PS and 280 Nm of torque to the rear wheels, enabling the XE Prestige to sprint from 0-100 kph in 7.7 seconds; top speed is rated at 237 kph. Mated to the mill is an 8 speed torque converter automatic transmission with paddle shifters. The mill achieves combined fuel consumption of 7.5L/100 km and emits 179 g/km of CO2. As you can see from the photo above, the '20t' emblem is its state of tune designation. Go one trim up (R-Sport) and you'll have '25t' emblem tacked on the tailgate of the XE signifying a higher output.

Ride and handling is taken care of by front double wishbone and rear integral link suspension. The setup theoretically endows the XE Prestige with sharper handling. Complementing the ride and handling section is Jaguar's torque vectoring by braking which gently brakes the inside rear wheel during cornering to limit wheel slip. At the helm of the steering is an Electric Power Steering.

Step inside the leaping cat, leather seat and multi-function steering wheel greet you with its cossetting touch. Optioning the Prestige trim proffers 2 interior colour choices: Jet with Siena Tan and Latte with Jet. The test car came with the former option. 

Serving as your command centre is Jaguar's proprietary InControl Touch which is an 8-inch touchscreen that displays information such as GPS navigation and front and rear parking distance. Media interface include AM/FM radio, bluetooth connectivity, iPod integration and AUX-IN audio.

Seat adjustment is possible thanks to electrically adjustable seat with memory setting. 

Taking the centre stage is Jaguar's rotary shifter, JaguarDrive Control which let's you choose between Dynamic, Normal, Eco and Winter mode, Electronic Parking Brake and Cruise Control.

There's also a decent fitment of safety features, made up by Hill Start Assist, Emergency Brake Assist, Dynamic Stability Control and Traction Control, airbags on the driver, front passenger side and side window curtain, and ISOFIX rear child seat anchor.

The Prestige trim rolls on standard 17-inch Turbine 10 spoke wheel, but oddly enough the test car I drove sports an optional 18-inch Templar 5 twin spoke wheel. Maybe to sell the cool perhaps?

On the pricing front, the XE Prestige carries with it a RM340k price tag (including GST but excluding road tax, registration, insurance, optional features and accessories). Without further delay, time to get the wheel rolling.

Setting off from TPC, the test drive followed a designated route as directed by Jaguar's marketing specialist accompanying me. 

At the beginning of the test drive, the car was already in dynamic mode (I guess the previous customer left it in dynamic so the next person in line can have a blast). Toggling drive modes change the instrument cluster's highlight, with dynamic changing it to red (looks MAD!!) as illustrated by the photo above. Selecting this mode makes the leaping cat even more badass which I will get to later.

Switching over to Normal, Eco and Winter morph the instrument cluster highlight to a more subdued tone. As explained to me by the marketing specialist on hand, Normal strikes a good balance between ride comfort and performance, good for those who prefer to leave the decision making to the car rather than fumbling around with the drive mode selector; Eco tones the cat down for luxurious feel and to cut down appointment with the gas station; Winter acts sort of like traction control when you're stuck in snow, limiting power to reduce wheel slip to keep you from marooning your cat in a thick blanket of snow as you navigate a snowy thoroughfare. 

Considering there's no winter in Malaysia, this mode can be regarded as redundant. I didn't try out Normal, Eco and Winter mode during the test drive though.

Back to the test drive. Being in dynamic mode, I could already feel the angry cat squirming in my hands. It was ballistic! Yet refine. Even over pockmarked Malaysian road, the XE Prestige just literally 'float' over the road imperfection. Kind of like a limo. Nevertheless, the engine response was savage.

The turn of speed would have you slack-jawed. It was remarkably rapid. It gets even more theatrical as the test drive took place under inclement weather. With brutal power delivery, it's very easy to provoke traction control. 

It was quite a hairy moment. I could vividly recall as I was slowing down for a U-turn, downshifting to 2nd gear (I was shifting with the paddle). As I arrived at the exit, I eased back onto the throttle and the next thing I realised, I had the most 'OH SHIT' moment of my driving experience when the back end briefly kicked out. In a split second, the traction control light flickered away on the instrument cluster signalling its intervention to save me from killing myself.

That was one heck of a cat to tame when you're driving around in dynamic mode. Despite that, it's still a livable cat to live with. Though the road was soaked, it still remains tractable as long you don't overreach your skill level and drive responsibly. 

Is Jaguar's compact sedan a comfortable car for highway cruising? Indeed it is. The suspension does a great job in filtering out the road imperfection to keep you from feeling nauseous. The leather seat ensconce you securely, exuding the premium feel associated with the brand from Coventry. I was in dynamic mode the entire time and yet I never felt sore after the test drive. 

With 455 litres of boot space, there's ample space to load it up with luggage for a comfortable trip to kampung or on a long family vacation. Thankfully, a space saver spare wheel is provided over a tyre repair kit that has caught up with a fair number of cars lately.

Is the Jaguar XE Prestige a good day-to-day driver? My initial impression from the short test drive suggests an affirmative. It's not too brutal nor too soulless. It's a perfectly well-balanced cat that can get you from point A to point B in relative comfort with unadulterated dynamism to boot. It's a win-win proposition in my humble opinion.