Review: X253 Mercedes GLC 200 Exclusive - worth the saving?

This picture was taken at KLCC few months back

It was a pleasant Saturday afternoon at Desa ParkCity. The swanky property estate located in Kuala Lumpur played host to the recent Mercedes Benz Gallery which gave visitors opportunity to test drive a range of new tri-star models which include the X253 GLC 200 Exclusive, X156 GLA 250 4Matic AMG Line, W213 E350e AMG Line and W205 C200. A fitting backdrop to test drive cars from the premium brand.

I tested the GLC, GLA and E350e respectively, as each person was limited to just 3 cars. As per the article title, this piece will be a test drive review of the X253 GLC 200 Exclusive.

Stuttgart's compact SUV, formerly known as GLK before the company's introduction of the new nomenclature where the base name (GL- in this instance) is followed by the model hierarchy (A, B, C, E and S Class), was initially introduced in Boleh Land under the guise of the locally-assembled GLC 250 4Matic AMG Line. 

Then this August, the entry level locally-assembled GLC 200 Exclusive was unveiled to Malaysian public. Chief differences between the GLC 200 and GLC 250 4Matic is of course the former excludes the 4Matic all-wheel drive and deletion of AMG Line package. The exclusion marks the GLC 200 as a cheaper variant of the GLC range, retailing at RM288,888 (OTR without insurance). That translates to saving of RM37k from the higher spec GLC 250 4Matic AMG Line.

With that money, what do you get? More importantly, is it worth the saving from depriving it of the GLC 250's bells and whistles? Keep reading to find out.

Technical Specs

Lurking under the bonnet is the same M274 DE 20 2.0 litre turbocharged 4 cylinder petrol as found in the GLC 250, albeit with lower output figure in contrast to the latter. The GLC 200 makes 184 hp and 300 Nm of torque in comparison to the 211 hp and 350 Nm churns out by the GLC 250. Just like the GLC 250, the grunt is mediated by 9G-Tronic 9 speed automatic transmission, but unlike the GLC 250 which propels all four wheels, the GLC 200 sends all the engine's thrust to the rear wheels only. 

On paper, the lower output does impact its performance. The GLC 200 takes 8.7 seconds to sprint from 0-100 kph and tops out at 210 kph. The GLC 250, on the other hand, only takes 7.3 seconds to complete the century sprint and boasts a higher top speed of 222 kph. On the hindsight, this doesn't matter much as it's not build for outright performance. If all out performance is what you're looking for, the GLC 43 AMG 4Matic is in the crosshair.  

Without the AMG Line package, the GLC 200 now rides higher than the GLC 250, thanks to the fitment of Off-Road suspension. It still retains the Agility Control passive selective shock absorber though, as found on the updated GLC 250 (prior to the update, the latter had AMG sports suspension). 

Also, the SUV now rolls on 235/55 series run-flat tyres (which can cost RM2000 per piece!) wrapped around 19-inch 5-spoke wheels, as opposed to the GLC 250's 255/45 series rubber with a larger 20-inch multi-spoke AMG rim. As you can see from the photo above, the GLC 200 lost out on perforated disc brakes as fitted on the GLC 250, settling instead with solid disc brakes.

Exterior

The GLC 200 Exclusive is dressed in Off-Road exterior kit. Visual cues include the absence of the twin horizontal slat on the lower side air intake. Another visible cue is the chrome surround for the lower central air intake, chrome underguard and side steps. Lighting wise, out goes the Intelligent Light System and in goes the LED high performance headlight instead. 

At the back, the thicker chrome surround for the rear apron sets the GLC 200 Exclusive apart from the more upscale AMG Line GLC 250, whose rear apron is decked out by thinner chrome strip. 

Interior

Step inside the GLC 200 Exclusive, a round three-spoke multi-function steering wheel sits between the driver seat and instrument cluster instead of the AMG Line flat-bottomed steering wheel as found on the more expensive GLC 250. You'll also make do with lighter wood trim and rubber pedals over the AMG Line's darker wood trim and sports pedals.

The lighter wood trim also extends to the door panel, in place of darker wood found on the AMG Line GLC 250.

Despite the deletion of the AMG Line package, the Audio 20 CD infotainment system and 7-inch freestanding central display are still retained on the cheaper GLC, but without a 13-speaker 590 W sound system.

The entry level GLC 200 still comes with keyless start just like on the GLC 250. The start-stop button had been removed on the test car which gave this writer an exposure to the clever fail-safe mechanism in the event the start-stop button malfunctions. There are two ways to start the engine; either you hit the button as usual, or pull the button out and insert a conventional key fob. The latter can come in handy if the start-stop button is out of commission. Having a manual backup can save the day!

Buyers of the GLC 200 do miss out on features such as panoramic sunroof, surround view camera and keyless entry though.

Electronic Parking Brake can be disengaged automatically by the car after you have locked the car in either Reverse or Drive. Put the car in Park and the Parking Brake will engage by itself. This is unlike on majority of newer cars with Electronic Parking Brake that still requires the driver to manually pull the Parking Brake switch to engage and disengage it. 

More importantly, in an event of system fault, a manual Parking Brake switch is available as pictured above. The switch is located closer to the door and below the light switch. 

Standard features include brown, black or white man-made Artico leather upholstery, leather dashboard with three contrast topstitching colours, reverse camera, Thermotronic 3-zone automatic climate control, rear air-con vents, Parking Pilot with Parktronic, powered tailgate and powered adjustable front seats with lumbar support sans memory function.

Safety

In terms of safety features, much remains identical to the GLC 250, which includes seven airbags (including one for the driver's knee), Collision Prevention Assist Plus, Hill Hold Assist, Attention Assist, Pre-Safe system and ISOFIX rear child seat mounting.

Driving Experience

So, how does the on the budget GLC 200 feel behind the wheel? Does the shortage of kits neuter its talent? Well, since it's no fire breathing AMG, it isn't really an adrenaline pumping practice, but neither is it a boring piece of jacked up C Class-based SUV. I would say it hits the middle ground with appropriate dispatch.

Utilising the Dynamic Select - which lets you choose between Eco, Comfort, Sport, Sport+ and Individual - enables me to distinguish the SUV's behaviour. I started off in Comfort mode and it doesn't really blunt engine response in any way. Pick up is brisk from idling speed. There's no hint of turbo lag, which translates to a linear, smooth engine response and in turn, an unflagging turn of speed.

Sport mode turns up the ante, sharpening the turbo 4 cylinder for greater forward thrust. However, the party officially begins in Sport+ though. Flick the Dynamic Select switch to Sport+ and every light prod of the throttle pedal is translated into a shoved-back-to-the-seat thrust. Further cranking up the powertrain proceedings, Sport+ holds onto the lower gear longer for even more potent acceleration.

I didn't try out Individual mode, but it basically lets you personalise the car's performance characteristics to tailor to your driving style. I didn't try out Eco mode, but as befitting the namesake, it turns down engine response to keep you from being a regular patron of gas station.

The 9G-Tronic transmission impeccably swaps through the 9 forward ratios with aplomb. There's no hesitation before it grabs the next ratio. Shifting with the paddles doesn't really make much difference to be honest, as the transmission's control unit does a superb job in ensuring a clean and timely gear change. I would personally let the computer takes care of the shifting duty.

Steering feel is not the GLC 200 forte; the Electronic Power Steering did a perfect job in blocking out the road texture from the thumb, endowing the steering with lighter effort, but numb feel. 

The SUV's suspension is well setup to absorb surface imperfection. I don't ever recall feeling unsettled as the compact SUV traversed the bump-riddled road. Seems like the Agility Control suspension is up to the task. The smaller 19-inch rim and higher profile sidewall may play a part in ensuring a jolt-free ride over the wave of bumps thrown in your path.

The boot space is decent at best, which can be further enlarged thanks to the 40:20:40 split rear seat. The setup, in this writer's humble opinion, creates a versatile boot space where Ikea shopping is concerned. If you're shopping for long-length furniture and still need at least 2 people sitting in the back in relative comfort, just fold up the two outer rear seats, but fold down the central seat and the long-length furniture easily slips through without compromising rear seating.

There's also a snap-in partitioning bracket which you can easily position along the outer edges of the luggage compartment, as illustrated in the picture above. 

If you need more boot space, but without having to fully fold down the rear seats, this rear seat stopper pictured above can take care of your needs.

Located underneath the rear seat latch to the extreme side of the boot, it will come into view after you have unlatched the rear seats. It is as simple as pulling up the latch until it's parallel with the seat latch.

With the stopper in the way, the rear seats will rest against the stopper instead of fully catching the seat latch. This will make the rear seats lean slightly forward instead of all the way back, netting an extra space for luggage while still allowing rear passengers to be seated comfortably. A clever trick indeed by Mercedes.

Conclusion

Should you put your money down on the GLC 200 Exclusive? In my humble opinion, you have nothing to lose despite the pared down equipment lists. Despite lacking the bells and whistles of the higher spec GLC 250 4Matic AMG Line, it's in no way a deal breaker.

From my initial impression of the short test drive, the lower power output doesn't adversely affect daily usable performance. Ride quality is also friendly to your back. Plus, its clever implementation of boot spacing gives you a flexible approach in managing your luggage needs. 

This writer believes the removal of equipment found on the GLC 250 is a welcomed compromise in this trying economic environment where netizens wrestle with the skyrocketing cost of living. Overall, the GLC 200 Exclusive ticks all the right boxes.

   

  

  

  

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.