Saturday, June 30, 2007

Wind it up..BMW..

The more the merrier. Not content with rolling out standard stock, BMW has singled out a 3 and groomed it into a natty edition, ratcheting up the feel-good buzz.

To be sure, the 325i Sports is not everyone’s cup of tea. Only an enthusiast could perhaps fully appreciate the need for a car that serves up a hard ride and tauter handling befitting a machine that lays claim to offering a greater edge.

Finding the right mix of performance, comfort, safety, price and brand connection are enough to keep a grown-up busy. The average family man may in the end just find the whole 325i Sports package a little too boyishly stimulating.

Much of what the 325i Sports has to offer is already a familiar tale. We wrote in November about the RM289,000 325i, on which the sports edition is based.

Engine remains the same, with the usual sports bits and suspension kit to justify the extra RM18,000. The price premium also pays for an onboard satellite navigation system + iDrive, first seen in the 7 Series and which has quickly filtered down to selected lower liners.

The straight six 2.5-litre magnesium/aluminium engine stumps up 218bhp and 250Nm, seizing top spot as the best in the “2 Litre to 2.5 Litre Engine” segment at the recent 2007 International Engine Of The Year awards. Keeping it company was incidentally the International Engine Of The Year itself – the BMW 3.0-litre twin turbo 335i.

While many experts consider the mid-level 5 Series the best sedan on the road, this 3 can hold its own and is none too shabby in looks and performance chops.

Flared lines provide visual interest on most fronts. With M touches going into the aerodynamics kit, steering wheel, suspension and 18-inch light alloy wheels with mixed run-flats, the change is markedly refreshing and provocative.

Frontside occupants get sports seats to complement the harder spring setup.

A beige interior with aluminium trim makes for a pleasant contrast from the blackness of the exterior. Spacewise, the 325i doesn’t feel quite as hemmed in as the earlier 3 Series though one would still be well advised to use it only as an occasional five-seater. In addition, the satnav and LCD display add a level of interest to the dash that would otherwise be conformingly discreet.

Unlike the stock model, the 325i Sports loses Active Steering. It’s an electro-mechanical feature that varies the load according to understeer and oversteer to aid the driver who overcorrects or doesn’t respond strongly enough, leading to less shuffling of the hands around the wheel.

The lack of electronic assistance, coupled with the quick and direct feel, makes the 325i Sports more a driver’s car than its stock brethren, calling upon a more skilful individual who can exercise better judgment in holding the line especially in demanding turns.

On highways, the E90 325i is an able cruiser whether in stock or sports variant with little hint of the rawness found in its predecessor.

The smooth and refined character come into play amid the quiet roar as it dashes past slower-moving traffic, with plenty of low-end torque to accomplish the act.

The car handles tautly and there’s a communicative steering feel. Even as you manage to get the tail to give way for some frisky indulgences, the rear-drive car offers cues of the impending slide to enable corrective action to be taken.

On the whole, the Sports package livens up the handling though there's a price to pay in creature comforts.

Nevertheless for the enthusiast, there’s much to like and little to whine about this ride.

It does require a fair bit of dough to own this palatably specified Bimmer which continues to reinforce the stereotype people have of the marque.

An oilwell in the backyard would do nicely to make this an entry-level keeper, together with a choice selection of supercars and a yacht to round off transportation and amusement needs.


A beefier stew..Mazda 3

Our initial expectations of the Mazda3 hatchback were that it would share the same performance as its sedan sibling – something which we featured some months ago.

So it was with much surprise that we found the hatchback so much more exciting to drive. Full of zip and zest, it is very responsive and punchy and has the performance to match its sporty looks. To say the least it is head and shoulders above its sedan variant!

We tried to figure out why – when both the sedan and hatchback variants use the same 2.0-litre, four-cylinder, 16-valve DOHC (dual-overhead camshafts) electronic fuel-injected engine with S-VT and VIS (Variable Induction System) and electronic throttle (fly-by-wire).

The engine package in both promises enhanced torque across the engine’s entire rev range, along with good power delivery and more efficient fuel consumption.

As such, the 2.0-litre engine delivers 147Ps at 6,500rpm and182Nm at 4,500rpm.

What we suspect is that the gear ratios and pre-programmed modes in the electronically controlled four-speed Activematic automatic transmission are tuned differently in the sedan to give smooth executive power delivery and in the hatchback to give power-packed performance.

But once we discovered the big difference, we were thoroughly enjoying ourselves and were pushing the hatchback at every opportunity.

Activematic automatic is Mazda-speak for their tiptronic style of manually changing gears. This sequential manual change allows the driver to have better control of the engine revs.

A nice touch, we found, is that the engaged gear, whether in automatic or manual mode, is clearly shown on the instrument panel. Most cars show the gear selection only in manual mode.

We found it very useful as a quick glance at the gear engaged in auto mode allows the driver to know whether he should press hard on the accelerator to do a kick-down for greater acceleration. Or, in manual mode, whether he should downshift two gears for the same.

The instrument panel has the sporty theme of red lettering with red backlighting for improved night vision. The gear numbers are in a yellow that allows the driver to spot instantly.

Putting the Mazda3 hatchback through its paces shows that everything jelled.

The sporty engine performance, the brakes, the suspension and the steering all played their part and made our test drive a thoroughly exciting and enjoyable affair.

The brakes are large diameter discs all round with the latest ABS (anti-lock braking system) and (EBD) electronic brakeforce distribution to give even and safe braking under all driving conditions.

The suspension system is the usual MacPherson struts at the front and a multi-link set-up for the rear. The difference is that settings and shock absorbers have been fine-tuned to give a decidedly sporty ride that is firm and hard, but not to the point of harshness.

The interior carries over the sporty theme with leather covered seats that are red-lined at the edges. The central console is aluminium and it shows.

The seats are comfortable and do grip quite securely when driving fast.

The power assisted steering is a change from the norm. It does feel heavy at all times but will respond instantly when the wheel is turned – which is ideal for fast driving as then the driver has a feel of the road at all times.

Yet we found the steering is nippy, taking tight corners and sharp turns without us having to break into a sweat! Even for tight parking conditions we could manoeuvre around without any problems.

The interior of the car also is quieter which Mazda says is due to advanced engineering.

For instance, the suspension is carefully tuned and reinforced to reduce vibration.

Also, heavy-duty insulation is fitted behind the dashboard to keep engine noise away from the cabin, and the MZR 2.0-litre engine has extra sound insulation on the underside of the bonnet.

Then there is “Thinsulate” soundproofing material in the roof liner to absorb road noise from the floor and keep wind noise out of the cabin during high-speed driving.

Mazda says all these improvements make the Mazda3 one the quietest rides in its class.

Overall, Mazda has given more sporty performance to a sporty-looking car. Too often carmakers make sporty looking variants but with the same performance as the sedan siblings.

Keep up the good work, Mazda!

Cycle & Carriage Bintang’s Mazda Division, says the Mazda3 2.0 hatchback as tested is available for less than RM130,000 (without insurance).

Porsche's best of the best ...

Porsche's 911 Targa 4 has received a 'Best of the Best' award for excellent design from the Red Dot Design Museum of the North-Rhine Westfalian Design Centre.


This outstanding award in one of the largest and most outstanding design contests in the world is presented by an international jury only to absolute top products acknowledged as 'ground-breakers in their specific area.'

Out of more than 2,500 products entered, a mere 43 received this supreme stamp of quality, the experts lauding the 911 Targa 4 in particular for its "creativity, innovative features, and the high quality of the product."

As an award-winner, the 911 Targa 4 will be showcased in the special 'Design on Stage – Winners Red Dot Award: Product Design 2007' display in the Essen Red Dot Design Museum at the Zollverein Coal Mine, one of the world’s cultural heritages, from June 26-July 23.


Plenty to love..VIVA

Looking for love? Get a Viva and you’ll get a love affair that will last a lifetime! At least, that’s what Perodua promises. The Viva, offered with a choice of 660cc, 850cc or 1,000cc engine, is intended to replace both the Kancil and the Kelisa. Well, I’m not looking for love but a replacement for my trusty, frugal seven-year-old Kancil may be on the cards.

So, when the opportunity came up, I jumped at the chance to try out the Viva 1,000cc Premium automatic model for a couple of days.

Compared to the simple and unassuming Kancil, I found the Viva rather appealing. It’s like meeting a Sensitive New Age Guy … thoughtful, more refined and certainly a lot more stylish.

Looking beyond the good looks on the outside, I found the interior of the Viva to be organised and spacious.

For the 1,000cc versions, the instrument panel comes in a tasteful matt silver design, harmonised with the black furnishing.

Space wise, it seats five average-sized people comfortably and boasts a host of stowage options, with a centre cluster box, utility box on the driver’s side, coin slot, front and rear cup holders and door trim pockets to choose from.

The cabin is roomy and comfortable for rear passengers, who get plenty of legroom. The rear seats can be folded down for more luggage space.

Settling behind the wheel, my first impression of this feature-loaded Viva is that the seats and ergonomics are definitely a big improvement over the Kancil and Kelisa.

With my Kancil, I have either been hunching over my steering wheel or my arms are being stretched uncomfortably to reach the steering wheel. Because of the limited adjustments available for the driver’s seat, I had to choose between arm length or leg length comfort.

The Viva offers an integrated seat height adjuster for comfort and clearer view (available in the 1,000cc only). This thoughtful feature enables people of all shapes and sizes to find the optimum adjustment for arm, back and leg length.

One of the Viva’s unique selling points is that all four doors open to an approximate 90 degrees, making it easy for passengers to get in and out. This is certainly a bonus for older people or children.

It’s also great for pet owners who needn’t worry about the leash getting tangled or stuck in the doors when your pooch makes an excited dash into and out of the vehicle.

On top of this, the height of the seat to the ground is just right, making for effortless loading and unloading.

The electric side mirrors (available in 850cc and 1,000cc only) are a carry over from the Kancil model. However, it has been upgraded in the 1,000cc Premium Viva models with a retractable function. Whenever you’re going through a tight spot all it takes is a touch of a button and the mirrors retract fully to fold against the window.

The dome light in the car is positioned in the centre of the vehicle, and although this is an improvement over the Kancil’s poor interior lighting, I wish the Viva’s could have been brighter.


A vanity mirror is included on the driver’s sun visor and this is great during the day but, when night falls, it’s useless because it is not illuminated. It’s okay for a quick check but not good enough for touching up your make-up, where shade and tone is crucial.

I’ve applied blusher on my cheeks in my poorly lit Kancil before and turned up in a brightly lit restaurant in horror with cheeks that were too flushed.

Guys wouldn’t have an issue with this but for girls constantly on the move, a well-lit mirror is a must-have. I love the air-conditioning ... it’s cool. I always felt that the Kancil’s air-con vents were placed too far into the dashboard but with the Viva, the vents are brought forward and they aim closer towards both the driver and front passenger.

Even on a low setting, the cool air is dispersed instantaneously and directly at the passengers, making the Viva’s compartment a pleasant environment, especially in our humid weather.

The Viva is definitely a practical car that makes driving fuss-free and easy with many features that have obviously been thought through.

I’ve always appreciated my Kancil’s good mileage all these years and the Viva seems to be just as good. Coupled with the attractive prices (ranging from RM28,400 to RM44,200, on the road), I’d say this new charmer is worth another date or two.

The Volvo Classic Car Club turns 10

The Volvo Classic Car Club celebrated its 10th year of existence recently, and the anniversary marks quite a bit for it to be proud of.

It has its own dedicated clubhouse, which is open to all members, and it is the only car club in Malaysia to not have a breakaway group since inception.

The club also organises regular drives for its members, which come from various age groups, and it has visited most of the peninsular through its many trips over the years. Its most recent sojourn was north, across the border.

All this has been possible due to the focus and pride of its founding members, who have maintained the club as an avenue for classic Volvo owners to meet and work together at maintaining their rides by sharing resources and information.

The most prominent Volvo model in the club is the 121, though the most significant and popular is the P1800, which many will recognise as the vehicle driven by Roger Moore in the classic TV series, The Saint.

To celebrate its 10th anniversary recently, the club organised a do and invited six charity homes to partake in the celebrations; it also gave donations to each home. Good food, some spirited dancing, a lucky draw and lovely music kept the crowd entertained all night.

So, if you happen to have an old Volvo, you know where you can find kinship. Membership is open to anyone who owns a Volvo that is a minimum of 25 years old. You can contact the club president, Simon Suresh, at 017-3627105 for more information.