Lexus IS 250 - Test Drive

Served with an opportunity to take the all-new Lexus IS 250 out for a run via a scenic high country route, we naturally expected comfort, luxury and elegance to be part of the ingredients. What we didn’t expect was a healthy dose of aggression, athleticism and almost Teutonic levels of dynamism thrown into the mix as well.
Two variants were made available to us for the somewhat epic route across the Cameron Highlands, which featured a good mix of loops, switchbacks and flat straights: the IS 250 Luxury and the IS 250 F Sport.
Both look identical on paper, powered by the same direct-injected 2.5L V6 engine driving the rear wheels that’s mated to a six-speed automatic transmission – with paddles for manual shifting.
The F-Sport, however, has additional exterior trims and appears to have been tuned for a shorter gear ratio and endowed with a firmer suspension setting – though the difference between the two felt nominal, at best. But that’s not a bad thing because both types supplied an exhilarating ride.
The first hint of the excitement ahead came in the form of the IS 250’s all new design, which honestly makes it look fast even when it is standing still. Masculine lines seem to swoosh across the car, starting at a nose made prominent by its spindle shaped design that reaches out to the rear via the high shoulder line.
Sharp, angular headlights and taillights lend an extra sporty feel to the whole picture, which makes you eager to find out if it walks the talk. It does.
The IS pushes off the mark with an instant answer to the question posed by your right foot, and then it seems to want to say more... much more.

Much to our delight, our tight cross-country convoy to the far western coastline of Perak moved at a very “energetic” pace, which allowed the IS 250 to say plenty.
Things are a little louder in the F Sport variant, thanks to an intake sound generator, but sadly it was a feature that didn’t come off as “fully committed” and the result was not as obnoxious as some may prefer – probably the unfortunate result of finding a balance between a sporty sensation and the cabin comfort expected from a Lexus.

Along the long straights and when overtaking, we found that power was most satisfyingly delivered when the pedal was punched down at full throttle, where we were pushed off in a huff with nice early thrust and served the full buffet of 252Nm which kicked in at about 4,800rpm – 5,000rpm.
It is undoubtedly a car that likes to rev in the high ranges. It needs to be worked a little before you are rewarded with a sensation of maximum exhilaration, which we must say makes for a very sublime and engaging driving experience.

The B-road portion of the journey took us through some challenging hillside twisty bits with plenty of hard corners to put the IS 250’s handling and agility to the test. Honestly, though, the car seemed to be only mildly challenged, as it remained thoroughly composed even when dipping in and out of curves at an eyebrow raising pace.
It felt planted all the time, but adding to your confidence behind the wheel is the fact that the steering is direct, predictable and supplies ample information to the driver.
Over the span of 428km, we had a chance to sample both the Luxury and F Sport variants in similar conditions and can confidently say that both performed very similarly, though the F Sport probably gave off a slightly edgier feel.

As a matter of personal preference though, the Luxury made a better impression, coming off as the more wholesome and resolved of the two. But we won’t be surprised if more than a few disagree.
Travelling in a convoy that allowed for a number of driver changes, with three drivers per car, had its advantages. Among them, a chance to take a breather from a hectic pace, a chance to finally pay proper attention to interior detail and an opportunity to sample the car from an often overlooked vantage point – the rear seats.

From the front passenger seat, for example, it is much easier to note that the new IS is a little more spacious than the last, with plenty of leg room up front and back, provided you are comfortable with the cockpit-feel. The high position of the centre console tucks you in quite snugly in the front, but the high setting of the transmission tunnel in the rear assertively states that it fits just two, with little room for argument.

There are plenty of buttons and switches to play with if you’re riding shotgun, but the main highlight is the touch-sensitive climate control, which can be adjusted with a simple touch and slide motion – definitely a plus point for the new touchscreen generation of technophiles.
Another feature worth highlighting is the speedometer on the instrument cluster, which induced much fiddling of the button located on the steering wheel. It doesn’t achieve much, other than reconfigure the cluster to your preference, but the novelty takes a very long time to wear off. Drivers can also choose to change the colour of the digital speedometer needle.

The overall tactile feel was good, befitting a brand that is competing in the luxury segment, but in the new IS, it must be said that everything has been stepped up a notch.
That’s a good thing because at its asking price, the Lexus IS 250 is definitely hovering around a playground full of German players saying quite clearly: “Hey, I’d like join the game”.

From our experience, this is one Lexus that deserves a spot, inching ever so close to the calibre expected of the Germanic giants competing in the same segment.
And while there may be room for improvement in some aspects, in terms of delivering an engaging driving experience, dare we say it, the Lexus IS 250 may have just trumped a certain Bavarian player that carries the number 3.
Just maybe.

Specifications of the Lexus IS 250 (Luxury/F Sport)
Engine: 2,499cc, V6, D4 direct fuel injector
Max power: 204bhp @ 6,400rpm
Max torque: 252Nm @ 4,800rpm
Transmission: 6-speed AT Sequential, super ECT with A.I. shift
Acceleration (0 - 100km/h): 8.1sec
Top speed: 225km/h
Fuel consumption (combined): XXXL/100km
CO2 emissions (combined): XXXg/km
Safety features: Vehicle Dynamics Integrated Management, ABS, brake assist, electrinic brake force distribution, traction control, Vehicle stability control system, SRS airbags, ISOFIX child seat tethers


Price: RM307,970 (Luxury)/RM341,928 (F Sport) OTR with insurance

Honda Civic Hybrid - Review

It was back in this reporter’s days as a youth, when the band Linkin Park first burst on to the scene and generated plenty of waves with their mix of metal, rap, a lot of screaming, and a hint of teenage angst.
However as time passed, their music gradually adopted a more melancholic tone, with a reflective mood rather than one that is charged, and with a lot less screaming.
Art is often a reflection of the era of the artiste and that shows in how their music has steadily evolved through the years.

In similar fashion, Honda’s Civic sedan has shifted from the futuristic shape of its eighth generation, to the angular shape that bears plenty of design cues from the current City and Accord.
Many have lambasted its shape for being too conservative, contrived, and unimaginative.
True, the Civic isn’t as ‘ahead of its time’ in the looks department as many had come to expect, but this writer will stick his head out and defend the new model by saying it is better looking than its predecessor.

Where its predecessor’s slanted ends and lack of lines gives it the look of a melted slab of butter, the rising centre line on the current Civic lends it an athletic look with a slight forward leaning posture.
Aficionados will immediately recognise that this model here is the Hybrid variant with the small blue fitments on its headlights and taillights, and this is the variant which gets the biggest step-up from its predecessors.

No longer does it use the miniscule 1.3-litre engine, which had trouble carrying its own weight, instead a bigger 1.5-litre engine takes over propulsion duties with a bank of lithium-ion batteries packed at the back.
Boasting a 33 per cent higher output and 9kg weight saving over its predecessor’s nickel-metal hydride battery, the lithium-ion battery does allow the engine to stay off while feeding enough power to keep the audio system, lights, and crucially air-conditioning system operating for minutes on end.
Like its predecessor, the Civic Hybrid is a mild hybrid as its electric motor is not powerful enough to provide zero-emission propulsion by itself, and is limited to merely assisting the engine under acceleration.

Though the engine’s automatic stop-start system does send some shudders into the cabin when starting up, we have to say that it is a lot more refined than the optional stop-start system on non-hybrid cars we have experienced, as there is no sudden lurching from the drivetrain when the engine kicks in.
No matter, the electric motor delivers plenty of low-down low-speed kick from the get-go, and the bigger engine finally gives the Civic Hybrid enough thrust to push the car easily beyond highway speed limits.

Our high-speed interstate run between Malacca and Selangor with four occupants on board, yielded a fuel consumption figure in the region of 16km/L.
An admirable figure considering that it also included lengthy stop-go traffic situations while jostling with Singaporean tourists in Malacca, but needless to say it is not especially exceptional for a hybrid.
That said the Civic Hybrid is considerably more expensive, now it sits as a middle rung model amongst the Civic's variants.
If you are planning to buy a Civic on a budget, the 1.8S variant is RM4,000 cheaper and very nearly as fuel-efficient.
Between the 1.8S and Hybrid variants, the Civic Hybrid does come with added garnish such as its chrome door handles, leather upholstery, front side airbags, and keyless ignition, but if you aren't sold on the idea of a hybrid, the 1.8S is a better option.
With a CVT meting out the power, acceleration in the Civic Hybrid  isn’t what you might call exciting or adrenaline pumping, sure enough after the initial kick from the electric motor assistance, the Civic Hybrid takes off with a smooth and linear progress.
The driving experience doesn’t feel that different from before.
The Civic’s electric power steering does transmit direction changes quickly and accurately at low speeds and gradually weighs up as you build speed, while the damping in its ride feels more absorbent now to poorly surfaced roads.

While the handling characteristics might not have changed, the level of refinement inside certain has.
Sure the curvaceous shape of the cockpit has made way for one that looks plain and blocky, but with the button count slashed, it feels much easier to operate the cockpit controls.
Furthermore the bright blue backlight which lit up the previous cabin like a disco ball has been removed in favour of a black background with subtle hues and tones that are less garish, and more pleasing to the eyes.
But the biggest improvement on the Civic is its NVH (noise, vibration, harshness) suppression, as external noises are notably absent even at high speeds, with the exception of a hushed roar from the tyres.
For many years the Europeans have boasted about high-speed refinement, and we were equally surprised to see that Honda has delivered something to match the new competition.
In many respects the Civic Hybrid is a huge improvement over its predecessor, yet it retains some of that identity of being the driver’s choice.
After a weekend with it, we felt that the criticism it received is undeserved as the Civic feels grown up now, less boyish exuberance but more evergreen qualities.
Much like how Linkin Park changed their tune as the years progressed, maybe it isn’t them getting old, but they realising that tastes change and nobody stays young forever.
Maybe Honda has woken up to this fact, and maybe we should too.

Specifications of the Honda Civic Hybrid
Engine: 1,497cc 4-cylinder i-VTEC with IMA
Combined max power: 110hp (82kW) @ 5,500rpm
Combined max torque: 172Nm @ 1,000 – 3,500rpm
Transmission: CVT, front-wheel drive
Safety features: Four airbags, ABS, vehicle stability assist( VSA), and ISOFIX child seat anchor points
Price: RM119,980 OTR with insurance

Ford Focus Sport - Review

While Ford's all-new Focus ended 2012 by being crowned the world's bestselling car, it was a different story in Malaysia. Outside the cognoscenti circle, Ford's Cologne, Germany developed model is not at the top of the general car buying public's mind.
What you see here is the reinvigorated One Ford's attempt to go mainstream in ASEAN.
Imported from Ford's ultra modern RM 1.36 billion plant in Rayong, Thailand, the Focus is priced at just RM115,888.
Even the standard Sport model comes very well equipped and undercuts many Japanese and supposedly better value Korean rivals by a significant margin.
Dynamically, nothing on this side of the GTI/RS badge divide drives like the Focus. More on that later.
Believe us when we say that pictures don't do the Focus Sport any justice. Details like the intelligently hidden fuel lid, intersecting concave and convex lines, and that sexy waist line and curvaceous rump can only be fully appreciated in sheet metal.
Inside, the Focus' cabin is best appreciated at night. A pair of amber ambient light softly illuminates the front, while the rest of the cabin, including the steering wheel control buttons, are bathed in soothing blue light.

While other cars have their instrument panel cluttered with separate icons for the headlamps, front and rear fog lamps, the Focus adopts a nice graphical representation of a car to provide a simple overview status of all exterior lighting functions.

While the Focus feels premium and has a user interface that's designed with great care, the large frame front seats appear to take up a fair bit of interior space, slightly compromising the rear legroom.

Up ahead, occupant space is taken up by a dashboard that protrudes significantly more than its peers.
The standard Focus Sport misses out on an auto dimming rear view mirror available in the Sport+ model.
When driving at night with the rear view mirror flicked to manual night mode, two strips of amber from the roof's ambient light are inadvertently reflected on the mirror, causing minor irritation.
Clearly, the Focus' cabin was validated and signed off on the higher range Sport+ model rather than its lower range twin.
On the move is where the Ford Focus Sport shines. The Ford Focus is a reminder to the working class that driving joy is not a purview dominated only by luxury German brands.
It is not for nothing that the Ford Focus was the only non-luxury, non-performance car finalist in the industry journal Vehicle Dynamics International's 2012 Car of the Year, alongside the Toyota 86/Subaru BRZ, Porsche 911 and BMW 3 Series. In the year before, Jurgen Putzschler was honoured the Vehicle Dynamicist of the Year, while his Focus vehicle dynamics team narrowly lost out on the overall title to McLaren Automotive.

That says a lot about the pedigree of cars that experts compare the Ford Focus against, at least as far as handling is concerned.
At a constant 120km/h, there are few other cars in its class that offers a quieter cabin. At higher speeds and crossing rougher sections of the highway, only the faintest wind noise and tyre roar can be heard.
In fact, it is quieter and rides better than many higher range D-segment sedans that are supposedly more comfort oriented.
Fancy electronic gadgetry working behind the torque vectoring control (TVC) helps even the most ham-fisted driver to string up corners like Sebastien Loeb's prodigee.
Road undulations, mid-corner bumps, uneven cambers, the Focus just soaks it all up. As a highway cruiser, the Focus is an excellent companion.

The six speed PowerShift dual clutch automatic transmission has a thumb operated rocker switch on the shift lever for manual selection of gear ratios. While the set-up simplifies left hand drive to right hand drive adaptation by the manufacturer, they are difficult to use when you are pushing on.
Operating them require the precision of a brain surgeon operating on a swaying boat.
On the plus side, the latest version of Ford's PowerShift unit is smoother than some earlier units we've tried in the past. Only in slow traffic will a driver notice that he is driving a dual clutch unit rather than a torque converter automatic.
Like all dual clutch transmissions, it shifts with sniper like precision when you are eagerly pushing the car but is clunky when inching along in heavy traffic, or in our case, when slowly climbing up our office multi-storey car park's very tight and steep angular access ramp.
There isn’t enough space in this page for us go into further detail. We can only summarise that the

Focus is a mighty impressive car.
Yes, the fancier Focus Sport+ model stops itself and parks itself, but for the prudent buyer, the standard Sport model already offers everything that you would want to have in a C-segment family car.

Specifications of the all-new Focus
Engine: 2-litre 16-valve DOHC four-cylinder Ti-VCT
Max power: 168hp at 6,500rpm
Max torque: 202Nm at 4,450rpm
Transmission: Six speed PowerShift dual clutch automatic
Safety: ABS with EBD and BA, ESP, TCS, HLA, Isofix, four airbags
Fuel consumption: 6.6-litre per 100 km (manufacturer's figure)
Price: RM 115,888 on the road with insurance

Honda CR-Z 2013 Facelift

When you first come across a CR-Z, there is a sense of curiosity of what Honda is trying to achieve with this vehicle. On paper, the 2013 Honda CR-Z appears rather expensive, slow, and cramped.The second thing that will deepen your curiosity is the fact that it is a 'hybrid',which doesn't really go hand in hand with sportiness,that is until supercars started adopting the same technology. Well, that was after the CR-Z was on sale.
But one thing is unmistakeable, the CR-Z looks amazing, thanks to its wedge-like shape and sporty stance. The front of the car resembles a fighter jet and the rear reminds us of the old Honda CRX which were so widely popular back in the 90's. But that is what the CR-Z is, a modern take on the CRX.


On the road, this two door petrol-electric coupe completely exceeds its specification to become one of the most exquisite new cars available.
Facelifted for the first time since its launch in Malaysia two years ago, the 2013 Honda CR-Z sport hybrid,can be purchased with a starting price of RM119,000 for the manual and RM123,000 for the CVT automatic. Prices quoted are on the road inclusive of insurance. Compared to the outgoing CR-Z model, the new CR-Z costs about RM4,000 more, which is not too bad considering the significant upgrades included.
Horsepower has increased from 122 Hp to 134 Hp (manual transmission model), but peak power now comes 600 rpm later, at 6,600 rpm. Maximum torque is also raised from 174 Nm to 190 Nm between 1,000 rpm to 2,000 rpm, which is better than the outgoing model's 1,500 rpm to 2,000 rpm range.
Performance figures are slightly lower for the CVT automatic model. Horsepower is 1 Hp less while torque is 18 Nm less, but maximum torque of 172 Nm spread over a wider rev range, extending to 3,000 rpm, 1,000 rpm more than the manual transmission model.
In city driving the CR-Z pulls away fast from just off idle, which encourages early upshifts. And if that doesnt animate you, the bassy exhaust note surely will. The alloy-topped gear knob connects to one of the world’s best gearboxes. All of this is of course in conjunction with the electric motor.
Its not the fastest car on the road, but that is not the end of the story. The car has instant acceleration thanks to the Electric Motor. It’s best not to think of the electric motor as a fuel-saving device in the CR-Z but rather a substitute for a small turbocharger.
In my opinion , an electric motor is better than any small turbocharger because it does not effect fuel consumption, doesn’t curb engine revability, and responds faster than any turbo. And when this is combined with a Honda engine and manual gearbox, the drivetrain is an absolute gem.
The facelifted CR-Z comes with a lighter lithium-ion battery and a new S+ 'overboost' mode to improve performance. The S+ mode is useful when needing to overtake vehicles. It provides extra boost for around 3-5 seconds, but do not expect to feel a surge of power as the drive train delivers the 'overboost' in refined a manner. The S+ is a nice option that Honda have included, we especially like how the S+ button is positioned on the steering wheel. It reminds us of a NoS like button on modified cars.

The ride and handling of the Honda CR-Z remain the same. An idiom comes into mind, Don't fix anything that is not broken. This is a car that communicates intimately, responds eagerly and is happy to adapt to multiple cornering styles.
Fundamentaly, the CR-Z needs more power, and on a few occasion it was possible to get caught between second and third gears, revving too hard in second, but falling off pace in third.
The Honda CR-Z is not a proper four-seater; in fact, it probably can't be considered a four seater at all. When tested, a short passenger around 160cm in height found the back seat uncomfortable, especially in the headroom region.
Furthermore, the person sitting in the passenger seat had to move the chair forward to provide some legroom for the rear passenger which ultimately led to the front passenger's knees to bang onto the dashboard.
Honda have also included an Isofix in the 2013 car. But it is questionable whether its function can be applied due to the atomity of the rear seats.
On a side note, the front seats were comfortable. Comparing the seats to its predecessor, the seats have been updated and have a mixture of leather and fabric.

Honda have also upgraded the lighting on the car. The CR-Z now comes with Day Time Running Lights (DRL) and L.E.D interior lighting which gives it a touch of luxury.
Its best to forget what the specifications sheet tells you about the CR-Z. Its better in the real world, as it delivers a huge amount of driving enjoyment, whether commuting or driving hard on a twisty roads.
It just needs a bit more top end power and, ultimately, a lower price tag, to become a near-perfect package.The CRZ exactly transcends 'Who says Hybrids can't be fun'.

Subaru XV 2.0i - A Different Breed

FOR a brand that is better known for its models that appealed more to niche markets rather than the mass  in Malaysia, Subaru's decision to step into uncharted territory with the XV compact crossover was very bold indeed. Especially so when competition in the segment is already stiff with the likes of Honda CR-V, Mazda CX-5 and the Kia Sportage in the fray. Despite knowing that attracting a new audience is not going to be an easy task, Subaru believes that the XV brings something very different to the table. But is that enough to compete with some very established rivals?

At first glance, the XV seems to lose out in the size department. It doesn't look as large as the other compact SUVs and it sports a lower roofline than most. However, with 220mm of ground clearance, it has a base that is actually 50mm higher than the next nearest competing SUV model.
To its credit, the chunky bumpers and plastic extensions on the wheel arches and door sills give the crossover a rugged look, complementing its purpose aptly.

Although the XV is built on the same platform as the hatchback Impreza, but it looks nothing like it. Inside, the XV offers decent head and leg room in front. In the rear however, head space is an issue for anyone taller than five-and-a-half feet.
Fortunately, leg room isn’t an issue, and in terms of comfort, the leather seats hugged us well and kept us comfy at all times.
Slightly disappointing is the fact that the cabin looked like it was designed 10 years ago. The materials used lacked refinement and the dashboard and instrument panel could have been designed to have more a current feel and appeal.

However, whatever the XV lacks in modern cabin refinement, it more than makes up for in performance, ride and handling. In this respect, we actually feel that Subaru’s compact crossover is miles ahead of its competitors.
First, there was the smooth power delivery. The 2.0-litre boxer engine that kicks out 150hp and 196Nm of torque and the Lineartronic CVT transmission does a fine job of ensuring that there is always enough power to play with. It is not the most powerful SUV around, but in our opinion, it delivers the power with better refinement than most.

Where handling is concerned, the XV is as close as any Japanese crossover or compact SUV below RM150,000 mark can get to a passenger car. It felt planted at corners, which is where most SUVs would suffer. The steering is uncharacteristically responsive, which in turn enhances the driver’s confidence in a way most SUVs fail to do in hard driving circumstances.
Despite having a high ground clearance, the XV has a low centre of gravity, thanks to Subaru's trademark Boxer engine configuration, which has two pairs of pistons firing away from each other at horizontal points. This allows the engine to be mounted at a lower point, with a lower centre gravity, which results in class-leading handling and stability for the XV.

In terms of features, the XV comes with cruise control, paddle shifters, GPS navigation system, a reverse camera, automatic air conditioning with anti-dust filter, and an audio system with DVD, iPod and USB connectivity.
Despite only having a short stint with the XV, we could quickly conclude that Subaru wasn’t off the mark about the XV offering something very different to the compact SUVs arena.

In most cases, those who purchase a SUV would do so because they want a cabin with space, a raised driving and seating position, and because they generally desire the idea of being in a larger and more impactful machine – and not necessarily because they require off-road capabilities.
The Subaru XV on the other hand will appeal to more active drivers, those who don’t prioritise on space but want an engaging drive, and the ability to get off the tarmac and do some mild off-the-beaten-track driving every now and then.

Specifications
Engine: 2-litre, DOHC 16-valve four-cylinder horizontally opposed
Power: 148hp @ 6,200rpm
Torque: 196Nm @ 4,200rpm
Transmission: All wheel drive, CVT, with paddle shifters
Fuel consumption: 7.9 litres/100 km (manufacturer's figure, combined cycle)
Safety: Dual front airbags, driver's knee airbag, ABS with EBD and BA, ISOFIX

Price: RM145,070 (OTR with insurance)