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. 

        

Review: Audi Q7 2.0 TFSI quattro and Audi A4 2.0 TFSI S line; talented SUV meets chauffeur-ride sedan

Comfort when you need it and sportiness when you get horny. Okay, not in the strictest sense of the word but you get my drift. Having choices is an indispensable right in order to live life to the fullest. Imagine if your life follows a single route and without any alternative route you can choose from. Such prospects would risk an unfulfilled, routine life that fills with nothing but a monotonous series of banality.

Imagine having a car that restricts your 'driving mode' to just a single, predetermined character trait. Well, a short test drive still managed to reveal so much of a car's personality trait which I just learnt after testing the Audi Q7 2.0 TFSI quattro and Audi A4 2.0 TFSI at the Audi Drive Event taking place at The Mines Resort & Golf Club (mind you, the cars pictured above are not the test cars).

Entrusted with a single-natured car and the experience turns from stadium atmosphere to a desolated barren land. Throw in a dual-natured car and you have the most authentic menage a trois moments of ecstasy. From my brief test drive, I found the Q7 fell in the latter category, with the A4 taking up the former category.

Audi Q7 2.0 TFSI quattro

The test drive begun with the Q7 2.0 TFSI quattro, Audi's answer to the F15 BMW X5 and Volvo XC90. Ahh, that legendary nameplate graces the 7-seater SUV for both this variant and the range topping 3.0 TFSI quattro which wasn't available for test drive at the event. For the review's sake, I'll be focusing on the 2.0 TFSI quattro variant. 

The entry level 2.0 TFSI quattro is motivated by a 2.0 litre turbo 4 pot with direct injection and Audi valvelift system outputting 252 hp at 5000-6000 rpm and 370 Nm of torque at 1600-4500 rpm. The engine is paired to the quattro all wheel drive and mediated by an 8 speed Tiptronic with paddle shifter.

Standard kit includes LED headlights with LED daytime running lights, heated and auto anti-glare side mirrors, powered tailgate and park assist with surround view camera.

Step inside, you'll get MMI navigation plus with MMI touch, 8.3 inch central display and four-spoke steering wheel without electric steering adjustment.

To keep you from killing yourself, Audi has fitted Electronic Stabilisation Control (ESC) with Traction Control, Electronic Brakeforce Distribution (EBD) and 8 airbags.

As for pricing, the second generation Q7 retails at RM525k (OTR without insurance) but according to the Sales Consultant accompanying me on the test drive, the price can be truncated to RM400k after discount.  

For starter, this 7-seater full-size SUV was a pleasant surprise to this writer. Never for even a fleeting moment did I expect this jacked-up luxobarge to be full of character. The first SUV bearing the famous 4 rings to hit the market is a spacious vehicle which rides rather comfortably over the abysmal Malaysian road with plush leather seat to boot. The second-generation 4M Q7, which rides on MLB Evo platform, is on the mark if commuting to work, ferrying your family around and taking them on a long distance field trip in relative comfort is your priority.

However, that doesn't mean you cannot play with it when your favourite road comes up though. The Q7 is quite a versatile SUV in meeting the need to be hospitable to significant others while satisfying the insatiable craving for some spirited backroad jaunt. This is all thanks to Audi Drive Select system. This lets you toggle between allroad, lift/offroad, comfort, auto, dynamic, efficiency and individual mode. I didn't try out the allroad and lift/offroad mode so don't ask me what they do.

In comfort mode, it does what its namesake imply - delivering cossetting ride like a limo, numbs steering feel and softens engine response. Chucking it into dynamic mode stiffens steering feel and uncorks the turbocharge mill, giving you the satisfying, unadulterated performance that keeps you wanting more out of this 7-seater SUV.

The good news is dynamic mode doesn't sacrifice ride comfort. I had a chance to test this 7-seater SUV in heavy traffic and it just glides along without any unpleasant buffeting, the adaptive air suspension doing a terrific job in balancing between pliancy and surefooted, confidence-inspiring handling. Auto mode automatically adapts between comfort and dynamic so you don't have to dick around with the mode selector and help you keep your eyes peeled on the road. If you think you know better than the electronic wizardry, you can tailor the car's behaviour to suit your taste with individual mode which lets you control engine/gearbox, steering and suspension setting.

The brake impressed this writer with its instant, direct response in reining in this 1985 kg SUV. It doesn't feel grabby nor mushy. Audi does a great job in striking that delicate balance between numb brake and head-bobbing anchor.       

Being of large size, it is expected to not just being a family hauler but also a cargo hauler. With all 7 seats up, you have 770 litre of boot space. Folding down the 2 third row rear seats increase boot space to a whooping 1955 litre! More than capacious for  balik kampung jaunt or when you're out on Ikea shopping.

As this is a short test drive, I didn't get to try out every features available on the SUV. Overall, this SUV fits the bill for both the sporty camp and comfort-oriented camp. 

Audi A4 2.0 TFSI

Right after handing back the Q7 key, I was ushered to the B9 A4 compact sedan. Launched last September in 3 trim levels - 1.4 TFSI, 2.0 TFSI and 2.0 TFSI quattro, the 5th generation A4 (which also rides on MLB Evo platform) will lock horns with the likes of W205 Mercedes C-Class and F30 BMW 3 Series LCI.

The particular model I tested was the 2.0 TFSI variant (which I'll be focusing on throughout this write-up), meaning it eschews quattro all wheel drive leaving the driveshaft hanging off the front axle only. On top of that, the 2.0 litre turbo 4 pot under the 2.0 TFSI bonnet is toned down in output, churning out 190 hp at 4200-6000 rpm and 320 Nm of torque at 1450-4200 rpm, as opposed to the range topping 2.0 TFSI quattro 252 hp at 5000-6000 rpm and 370 Nm of torque at 1600-4500 rpm. The company's 7 speed S-Tronic Dual Clutch Transmission with paddle shifter governs the 4 pot grunt to the front wheels.

On the exterior front, standard kit mirrors that of the range topping 2.0 TFSI quattro except that the latter will get electrically adjustable and folding side mirrors with heated function, automatic anti-glare and memory function. The mid range 2.0 TFSI makes do with electrically adjustable and folding side mirrors with heated function only. The rest is standard affair with LED headlights with LED daytime running light, automatic headlight adjustment dynamic, headlight washers, LED rear lights with dynamic indicators and parking system plus with selective display.

Inside, MMI radio plus, driver information display and bluetooth interface take centre stage. Also, 3-zone climate control, electrically adjustable front seats and 4-way lumbar support ensure a comfortable experience.

Safety wise, 6 airbags, Electronic Stabilisation Control (ESC) with Traction Control, hill hold assist and ISOFIX child seat mounting meet the safety brief.

On the pricing side of things, the 2.0 TFSI retails at RM249k (OTR without insurance) but you can get it at RM200k after discount as divulged to me by the Sales Consultant. 

Onto the test drive. As illustrated by the above photo, I was handed the key to the S line variant. Features that adorn the S line are shown in the photos below:

                                                                                                                                    

                                                 
                                         

The S line package includes but not limited to alcantara leather front seat upholstery, stainless steel pedals, 3-spoke multifunction leather steering wheel with S line badge embossed at the bottom of the steering and of course, the S line emblem on the front fenders to remind passer-by your A4 is a looker.

The short test drive unveiled the distinctive character that set apart the B9 A4 from the 4M Q7. Right off the bat, I noticed difference in brake feel, which felt softer on the former. 

Unlike the Q7, the A4 seems less receptive on the changes I made to the drive mode. Putting it in dynamic mode didn't do much to change steering feel and engine response - it felt subdued regardless whereas the Q7's steering would feel meatier and the engine more eager to make itself known. On the other hand, the S-Tronic Dual Clutch did a sublime job in juggling between 7 ratios in utter comfort, but this writer wish dynamic mode would give some added kick to the shift intensity to add some sporty flavour. 

The ride, as discerned from the short drive, is incredibly refined over Malaysia's terrible road texture, the adaptive comfort suspension with damping control performing a stellar job in filtering out road bumps before it translates into a joint-killing ride.

Nevertheless, the A4 2.0 TFSI is still an excellent daily driver if comfort is your main priority. Despite its supple nature, do treat it with respect as it can make its displeasure known as learnt by this writer. It was raining during the test drive. As I was driving over a wet cobblestone road, I planted the throttle so hard that the traction control light went bonkers. 

Cargo space wise, it's not in the same league as the Q7. With the rear seat up, you have 480 litres of boot space to spare. Tumble the rear seat down, you have 965 litres of room to play with. Still, not a big deal for balik kampung but could be problematic if Ikea shopping is part of your itinerary. 

Conclusion

The Q7 has to be the most talented of the bunch, being more receptive to changes in driving mode making it cossetting when you just want to chill out and playful when the mood strikes. The A4 on the other hand, is more of a limo, putting pleasant ride quality over sportiness in its repertoire of skills to meet the needs of those who see cars as a point A to point B tool.

Also, if ample boot space is what you're looking for, the Q7 wins again with its colossal 1955 litres with rear seats down over the A4's 965 litres.

Nevertheless, my impression is based on a short test drive so I might have overlooked some aspects which could have skewed the review a bit. A longer test drive would certainly reveal things that had slipped my conscience during the short test drive.

  

  

   

Review: Honda HRV

                                                       

On a hot Sunday afternoon not knowing what to do, I decided to go out for a test drive, which brought me to Honda Showroom in Bangi just across from Warta. Test drive what car I heard you asking. Well, it is the car in the above picture, the Honda HRV (Hi-rider Revolutionary Vehicle), a compact SUV smaller than the CRV. Is it really worth the test drive? You bet it is because the HRV made this writer go 'wow' in a delightful way. How so? Read further to find out.

As usual we will begin with the nitty-gritty. The HRV is available with 3 trim levels, starting with the entry-level S variant, followed by the mid-range E variant and finally ending with the range-topping V variant. 

The pricing is as followed: RM98,689.80 (S variant), RM108,026.50 (E variant) and RM118,228.50 (V variant), all with insurance and inclusive GST. 

Throw in the optional Honda Genuine Accessory and you will be treated to Modulo Exterior Accessories and Utility Package. The Exterior Accessories is made up of Sport Aero Package (Front and Rear Aero Bumper, Side Under Spoiler and Door Mirror Garnish for RM3,928.20 inclusive GST) and Tough Advance Package (Front and Rear Lower Garnish, Front and Rear Bumper Garnish and Running Board for RM3731.30 inclusive GST). 

The Utility Package includes Smart Utility Package (Auto Dim Rear View Mirror, Trunk Tray, Cargo Step Protector and Trunk Organiser for RM1,622.40 inclusive GST) and Urbane Utility Package (Door Visor, Front Foot Light, Illuminated Side Step and Sports Pedal for RM1,532.30 inclusive GST). 

Not related to the Modulo package is the CSE CONNEX SVR, which is an advanced security system that safeguard your vehicle's safety that includes 24/7 Secure Operating Centre (SOC) service that takes care of theft alerts, theft response and stolen vehicle tracking and recovery. The latter will set you off at RM2,960 inclusive GST. 

Onto the exterior. Standard across the range are Auto Headlights, Front and Rear Fog Lights, LED Rear Combi Lights and Shark Fin Antenna. 

Choose either the S or E variants you will be treated to Halogen Headlights, Halogen Daytime Running Lights (DRL) and Body Colour Outer Door Handle. The S variant will do without Side Mirrors with Turning Lights. 

Choose the V variant, LED Headlights, LED Daytime Running Lights and Chrome Outer Door Handle are yours to have. 

Unlike the S variant, the E and V variant will be specced with Side Mirrors with Turning Lights. 

Available colours are Modern Steel Metallic, Crystal Black Pearl, Taffeta White and Alabaster Silver Metallic. As you can see from the above photo, the rear door handle is integrated with the C-pillar across the range. 

As for the interior, standard across the range are Tilt and Telescopic Steering Wheel, ECON Mode, Day/Night Rear View Mirror, Intermittent Rear Wiper, Power Adjustable and Retractable Door Mirrors. 

Standard only on the V variant are Cruise Control, Multi-Angle Rearview Camera, Half Leather Upholstery, Leather Steering Wheel and Gear Knob and Vanity Mirror with Illumination (driver and co-driver side). 

Standard on both the E and V variants are the Smart Entry with Push Start Button which required that you have the key in hand to unlock the car and start the engine, and Single Auto Air Conditioning. 

Meanwhile, standard on both the S and E variants are Fabric Upholstery, Urethane Steering Wheel and Gear Knob and Vanity Mirror without Illumination. 

Standard only on the S variant are Keyless Entry and Manual Air Conditioning. 

Worry about cargo space? No worries as the rear seat is foldable. Moreover, the HRV boasts a decently capacious interior space that you won't feel cram whenever you're sitting in the car. Impressive indeed.

On the safety front, the S and E variants will make do with just 2 airbags, while the V variant comes with 6 airbags. Reverse Sensors, Emergency Stop Signal, One Touch Lane Change, Hill Start Assist, Vehicle Stability Assist, Electronic Brakeforce Distribution, Anti-Lock Brakes, Electric Parking Brake (in the first picture, notice the absence of conventional handbrake lever), Brake Assist, Automatic Brake Hold, Immobiliser, Security Alarm System with Ultrasonic Sensor, Rear Seat ISOFix, Front Seat Pretensioner Seatbelt with Double Load Limiter and 3 Point Rear Seatbelt with ELR (Emergency Locking Retractor) are standard across the range. 

Sitting under the bonnet of all 3 variants are Honda's fuel injected 1.8L 4 cylinders 16 valves SOHC i-VTEC with 10.6 compression ratio, pumping out 142 PS and 172 Nm of twist to the front wheels via Continuously Variable Transmission (CVT), a 'gearless' automatic that utilises variable diameter pulley to infinitely adjust the ratio to keep the engine in its most optimum range for efficiency and performance. 

At the helm of the steering is a Rack and Pinion steering system with Electric Power Steering. 

The stopping task will be spearheaded by ventilated front disc brake and solid rear disc brake. 

Keeping you on the road are front Macpherson Strut and rear Torsion Beam suspension, rolling on

215/60 R16 tyres.

With all the boring bits out of the way, let's move on to the fun part: the test drive. The variant tested was a Modulo spec V variant (every Modulo spec HRV will have the Modulo badge emblazoned just behind the front wheels). 

Before getting behind the wheel I was briefed by the Sales Consultant about the car. Most salient of all is entering the car. No longer you need to fumble with your pocket to get the key. As long you have the key and standing at the door, just wrap your fingers around the door handle and press a tiny black button to unlock. Press the same button again to lock the car (only on E or V variant). Very neat indeed. 

After been shown here and there by the Sales Consultant, I slipped behind the wheel of the Honda HRV, with its steering replete with buttons for cruise control and the centre display (for volume control and channel switch), and off we went for the drive. 

So, what does this writer think of this second generation HRV? Let's see....it is impressive! The acceleration, even in ECON mode, literally took this writer's breath away. It accelerates with great alacrity that overtaking should be a cinch, with the CVT transmission and the 4 cylinders 1.8L i-VTEC engine ensuring you have the punch to make your way through traffic with ease. But it is the smoothness of the acceleration that rub off on me. It feels so smooth that you would not realise your speedometer just registered 3-digit figure unless you give it a quick glance. 

With powerful acceleration, comes the necessity to safeguard it with excellent braking power, and the HRV scores in this department. Press the middle pedal and it bites assertively, giving you the assurance that it is up to its task. 

On the handling department, it also scores, though nowhere near sports car-esque but decent enough for the daily grind. Chuck it around turns and it will not disappoint you. It feels so surefooted that it gives the drivers a sense of confidence in what it has up its sleeve, though the light Electric Power Steering seems to numb the feedback on what the tyres are doing. Nevertheless, the handling remains sharp and accurate. 

Considering we live in Malaysia with its pockmarked road, the state of our spine is of great importance and brilliantly, the HRV scores in ride comfort. It feels so smooth as if the car floats on bump. Its suspension filters out the shock with great aplomb, so kudos to the Honda engineers for tuning out the discomfort. 

In this writer's opinion, you cannot go wrong with this car. It is so well-balanced that it can potentially be a faithful servant for your daily driving needs. What more can you ask for?               

   

Review: A Day With Suzuki Jimny

Fancy yourself as a Sunday cruiser or an off-road enthusiast? Then you have hit the jackpot! The Suzuki Jimny ticks both boxes brilliantly to ferry you around in great comfort and when it is off-roading time, proves itself to be a commendable off-road warrior. This 4x4 is thus a highly versatile machine as both a cruiser and an off-roader.

Before we get to the behind the wheel experience, let's get down to the nitty gritty. This third generation JB43 3-door Jimny is powered by a 1.3L M13A 4 cylinder DOHC engine with 16 valves that channel 62.5 kw of horsepower and 110 Nm of torque to the part-time 4WD (with 2WD, 4WD and 4WD-L mode) either through a 5 speed manual transmission or a 4 speed automatic transmission. Fuel distribution to each 4 cylinders will be taken care of by the multipoint injection system. 

Stopping task will be taken care of by front disc brake and rear drum brake. 

Both ends are suspended on Suzuki's 3-link rigid axle with coil spring. The front wheels are steered by the recirculating ball type steering and power assistance is provided by the hydraulic power steering. 

Onto the exterior, the 4x4 sports 3 doors. Exterior colours are available with the options of Silky Silver Metallic, Superior White, Ever Green and Quasar Gray.

Headlamps are halogen multireflector, and fog lamps are standard for both manual and automatic variant.

The Jimny rolls on 205/70R15 with either steel wheels (manual variant) or aluminium-alloy wheels (automatic variant). The spare tyres also share the same dimension and rim material.

Now onto the interior. Open the door and you will be greeted by a rather spartan interior and its comfortable fabric seat, and by the way, the Jimny is a 4 seater only, both on the manual and automatic variants. If you are looking to ferry more than 4 people then this may be a deal breaker.

Power adjustable side mirrors, power windows (front), manual air conditioner and rear window demister are standard on both manual and automatic variants.

Luggage capacity is 816 litres, but you can add an extra 324 litres thanks to the 50:50-split single folding rear seat. Cup holders are available, front and back.

Just below the air conditioning control knobs are the buttons for switching between 2WD, 4WD and 4WD-L. To engage 4WD, make sure it is done with the 4x4 stationary and move the gear selector to neutral. Hold the 4WD button for a good few second until it makes a 'thud' sound signalling that it is engaged.

Onto the safety front, SRS dual front airbags, 3-point ELR (Emergency Locking Retractor) seatbelts (front and back), ISOFIX child seat anchorage, anti-lock braking system and immobiliser will keep you secure behind the wheel.     

This 4x4 retails at (if you live in the Peninsular) RM 83,755.23 for the manual variant and RM 88,893.03 for the automatic variant, both OTR with insurance and inclusive of GST.

So how is it behind the wheel? I would say it is more of a cruiser, so do not expect any sports car performance. If that is what you are looking for, then the Jimny is not for you. 

The 4x4 filters out road bumps superbly, great not to draw complains from your spouse. It's steering is light and precise and offers decent feedback. 

However, overtaking can be a chore no thanks to it's lethargic automatic transmission (no manual variant available on the day of test drive). Floor the throttle, the engine rev spikes up but the extra rev does not translate into smooth, quick overtaking manoeuvre. The pick-up feels like orang makan angin punya style. 

Onto the brakes, the Jimny seems to take ages to stop. Stomp on the brake as hard as you want, the Jimny does not stop with great alacrity. 

So to reiterate about it's cruiser reputation, please do not treat it like a Porsche 991 GT3 RS or whatever sportscar that you can think of. The Jimny is built for on-the-road comfort cruising, not adrenalin pumping spirited driving. 

How is it when off-roading? Well, according to my sister's friend (who tagged along and took the wheel off-roading since he is an experienced off-roader), the Jimny feels a lot lighter in contrast to his Hilux, hence responsive. Extrapolating from his views, this writer feels this 4x4 is a highly capable off-road warrior that will appease any off-roading enthusiasts seeking to find great pleasure in their off-roading experience. 

To sum up, the Suzuki Jimny is perfect for a comfortable long distance cruising and muddy trails plus uneven terrain.     

Review: Tur...tur...turbo BOOST!!! Ford Fiesta ST

I have always wondered how a turbocharged car would feel like. I have always wondered how it feels when it kicks in. I even wondered if the so called 'turbo lag' would spoil the fun of driving. My questions were eventually answered when I test drove the brand new Ford Fiesta ST.

The test drive happened to be conducted in conjunction with the Asia Klasika Motor Show taking place from 31st October-2nd November 2014 at Pullman Putrajaya. Seeing that this will be the first turbocharged car that I will lay my finger on, I thought "Just do it la! Cannot afford to squander this chance!".

Before I get to the test drive, let's cover the nitty gritty bits first. The ST is powered by a 1.6L 4 cylinder Ecoboost (Ford's speak for turbo and direct fuel injection) that outputs 182PS (180hp) at 5700rpm and 240Nm at 1600-5000rpm. All those grunts are channelled to the front wheels via the 6 speed manual transmission (no automatic options).

The ST's steering is electric power steering. Stopping power is taken care of by disc brake all-round, and it rolls on 205/40R17 tires on all four corners with alloy rim. A 15" mini spare wheel is also provided.

Testament to its ST badge, the exterior is decked out with sporty bodykit that includes dual chrome exhaust and rear spoiler. Also, it comes with rear parking sensors, front fog lights, auto headlights, rain sensing wipers, daytime running lights (DRL), power adjustable side mirror and halogen projector headlamps.

The interior niceties include sports alloy pedal covers, telescopic steering adjust, power windows, leather wrapped steering and gear lever, Recaro bucket seat, manually adjustable seat and the foldable rear seat that offers 60:40 split to increase cargo space.

On the safety front, ABS with EBD (Electronic Brakeforce Distribution), ESP (Electronic Stability Program) with Brake Assists and Traction Control, front airbags, left hand and right hand side airbags plus driver's knee airbag and seat belt pretensioners for front seats take care of keeping you safe while you wring the neck of your ST.

The ST is priced at RM149,888 OTR with insurance.

   

With the nitty gritty out of the way, let's head to the test drive. As I stepped into the ST, I was greeted by the lovely bucket seat along with the multi function display flanked by the tachometer and speedometer and of course the lovely sports alloy pedal cover. The interior space is plentiful so you would not feel claustrophobic.

       

Everything set and done, the test drive started. My first impression, the gearbox is very smooth. A nice flick of the wrist is enough to hook it into gear. The clutch is nicely weighted and easy to use. 

Next impression, the acceleration. The moment I set off, the car behaved like a normally aspirated (no turbo) car. So, I was a bit put off initially. Once climbing up a steep slope outside PICC, I floored the throttle and BAM the turbo kicks in and the car literally fly. The acceleration once the turbo kicks in is just....mindblowingly crazy. The car transformed from a sedate cruiser to an absolute beast once you spool up the turbo. All this while from Pullman to the slope I was experiencing the so called 'turbo lag'! It turns out that the turbo kicks in at roughly around 3000rpm and I was below it before I got to the slope. 

Worry about all those power? Do not worry. The ST's brake is powerful enough to keep you from wrapping yourself around trees. 

As for the ride and handling, the ride is a smidge uncomfortable, most probably because of its firm sports suspension and low profile tires (they did not put the ST badge for nothing), but I do not find it jarring to the point of rattling your teeth. 

Once the test drive is over, I was completely over the moon about the car. Despite being a performance-oriented hatchback, I doubt this car will be an impractical family car. The interior space is impressively vast that it does not feel like a wardrobe on 4 wheels. 

Worry about cargo space? No worries, just fold the rear seat and voila your hot hatch becomes your loyal grocery getter. 

Overall the Fiesta ST is a decent car. It is fast, surefooted and capacious. Hats off to the blue oval.