Sunday, November 21, 2010

Renault Megane RS 250



Building on the pedigree of the Mégane F1 Team R26 and Mégane R26.R, the new generation Renaultsport has been honed to offer uncompromising hot-hatch performance.

Under the bonnet lies a new 2.0-litre turbocharged petrol engine which boasts maximum power of 184kW – or 250hp, as it namesake suggests – and peak torque of 340Nm from 3000rpm.



Utilising a twin-scroll turbocharger, the new engine is exceptionally responsive – particularly at low revs – with 80 per cent of maximum torque available from just 1900rpm.

Power is sent to the front wheels through a six-speed manual transmission, also inheriting the same proven suspension arrangement as the current model.

The new Mégane RS is available with a choice of two chassis: the ‘Sport’ chassis or the ‘Cup’ chassis – with the latter offering a limited slip differential for even greater traction.



The electric power steering offers a specific performance calibration for maximum precision, while an ESC system has been similarly calibrated while retaining the ability to deactivate the system entirely.

Its appearance is unmistakably Renaultsport, with a new front bumper incorporating LED daytime running lights, a low-slung front splitter resembling the brand’s F1 car, 18-inch aluminium alloy rims, and central exhaust tailpipe and rear diffuser.

The interior has also been inspired by the world of motorsport with extra lateral support for the front seats, an analogue rev-counter with visual and audible gearshift indicator, aluminium pedals and a sports steering wheel complete with thumb rests.

Monday, November 15, 2010

Proton Inspira

Proton Inspira Spec & Test drive





At a glance, there’s almost zero difference between the Inspira and Lancer save for Proton’s unique front end design, which is of a V-shape as opposed to Mitsubishi’s trademark trapezoidal “jet fighter” grille. Besides the obvious fact that the change is needed to differentiate the cars, Proton deliberately wanted to move away from the Lancer “too aggressive” look, according to the engineers.



At the rear, you’ll find 2.0 P or 1.8 E to mark the variants, the latter available in both manual and CVT versions. As mentioned in our preview drive, P stands for Premium and E stands for Executive in Proton’s new naming scheme, P being the higher spec. There’s a chrome strip at the bottom edge of the boot, like on the Lancer EX. The Proton’s bumper is unique as it has a black painted “diffuser style” design, as opposed to the straightforward item on the Lancer. The reflectors sit within the black area.

Like the Lancer EX, the Inspira wears 16-inch wheels with 205/60 rubber. With the Proton, you get unique Continental Comfort Contact CC5 tyres with compounds that were specifically developed for the car. The rim design looks much better without the black disguise tape on the pre-production cars. Suspension tuning also differs from the Lancer.



Inside, the differences are minimal. The three-spoke steering design has a Proton badge of course, and the instruments look the same. However, we just noticed that the “left speedo, right tacho” layout of the Lancer has been reversed for the Inspira, which has its rev meter on the left side. The multi-info screen is the orange one as per the Lancer sedan, not the full colour version on the Lancer Sportback. The wood trim in the P spec Inspiras are dark brown coloured (Lancer EX has greyish wood) while the 1.8 E gets a matte silver trim that’s nice to touch. All else is identical to these eyes, including the grade of plastics.

The 4B10 1.8 litre pot found on the two Executive variants offers 140 hp at 6,000rpm and 177 Nm at 4,250rpm, while the 4B11 2.0 litre block in the Premium has 150 hp and 197 Nm at the same rpm as above. Performance-wise, the 1.8 manual has a claimed top speed of 202 kph and a 0-100 kph sprint time of 10.0 secs, while that of the 1.8 CVT is 191 kph and 11.4 secs. As for the 2.0 Premium, it gets to 198 kph and does the century sprint in 10.5 secs. As for kerb weight, the manual rolls in at 1,300 kg, while the 1.8 CVT and 2.0 P are 1,325 kg and 1,335 kg respectively.



Four colours are available for the Inspira, and these are Plum Red, Solid White, Genetic Silver and Tranquility Black. In terms of specifications and equipment levels, the Inspira gets a fair bit of kit, though the 2.0 Premium version does naturally get more in the way of added gear.

Nonetheless, all three variants come with dual SRS airbags, leather steering wheel, front pre-tensioner seatbelts, ABS with EBD, immobiliser and alarm system, central door locking, Isofix point, reverse sensor, solar and security tinted film and steering wheel-mounted audio controls.

Other items on the features list across the board are trunk lid remote release, front fog lamps, welcome home light system, driver’s side anti-trap/auto up-down power window, height adjustable driver’s seat and a MP3/Bluetooth-enabled CD player audio system with Arkamys 3D DSP.

As befits its Premium suffix, the Inspira 2.0 gets a number of differentiation points and features compared to the two 1.8 Executive models, and these are:

* Cruise control (with steering wheel-mounted switches)
* Column-mounted paddle shift controls
* Automatic climate control
* Auto headlamp and rain sensors.
* Body kit and rear spoiler.
* Leather seats and door trim finishing (the 1.8 versions are in fabric)
* A GPS navigation system.

Peninsular Malaysia Prices

* Proton Inspira 1.8 M/T – RM78,999
* Proton Inspira 1.8 CVT – RM84,999
* Proton Inspira 2.0 CVT – RM91,999

East Malaysia Prices

* Proton Inspira 1.8 M/T – RM80,999
* Proton Inspira 1.8 CVT – RM86,999
* Proton Inspira 2.0 CVT – RM93,999

Langkawi Prices

* Proton Inspira 1.8 M/T – RM71,999
* Proton Inspira 1.8 CVT – RM75,999
* Proton Inspira 2.0 CVT – RM82,999

Sunday, November 14, 2010

ViVa Exclusive!

Walah...

New Perodua Viva exclusive!



The Perodua Viva Elite Exclusive Edition is the latest edition to Perodua’s Viva model line-up. It adds a few new features to the existing Perodua Viva Elite model, which so happens to be the best selling Viva variant so far (41.4% of total Viva sales) since it was launched.

The new Exclusive Edition is available in a new colour – Classy Purple, in addition to two other colours – Midnight Blue and Ivory White.



The leather seats are made out of smooth leather for the main body, while the darker bits you see above are suede velour leather. The Viva Elite Exclusive Edition is priced at RM42,000 on the road.



Other changes include custom colored alloy wheels, new combination leather seats, and Exclusive Edition trim level badging.



Perodua aims to sell 600 units of the Viva Elite Exclusive Edition every month. The car was launched at Perodua’s new Puchong 3S center, which now combines the sales branch and the service center in a single location. The old service center has been moved to the site of the current sales center for better customer convenience and now includes 16 bays with 14 of them having hoists.

Tuesday, November 9, 2010

Good News ! Proton to offer hybrid car below RM100k



good News To Hbyrid Car Lovers

PROTON Holdings Bhd is looking to offer its first hybrid car at a competitive price of below RM100,000, Advisor Tun Dr Mahathir Mohamad said today.

Expected to be commercially launched next year, Proton is said to be developing hybrid as well as electric engines with British company Frazer-Nash Research, South Korea's LG and its Britain-based subsidiary Lotus.

Dr Mahathir, who is former prime minister, said the development of hybrid cars was part of Proton's initiative to move into green technology.

"We have now frozen the design and in the process of improving the performance of the car. We will make an announcement very soon," he told reporters after handing over Proton's 25th Anniversary edition cars to the first nine buyers in Petaling Jaya.




"The price of a hybrid car will be slightly higher than an ordinary car because the batteries are so expensive. In the case of a well-known car maker, the hybrid car will be three times higher than ordinary cars.

"Our cars, I think will be below RM100,000," he said.

He said Proton would be putting its three hybrid cars to participate in a race in Britain on Nov 6.

Meanwhile, Proton Managing Director Datuk Syed Zainal Abidin Syed Mohamed Tahir the company would set a test fleet of about 50 hybrid vehicles for use by the government before the launch of mass production.

He had earlier said that the company was producing the Exora hybrid version in Britain for testing and research.

A vehicle with hybrid technology means it has two sources of power -– petrol and electricity.

Today’s hybrids combine a petrol engine with one or more electric motors.

The fully-electric hybrid drivetrain consists of an engine that recharges lithium ion batteries, which, in turn, power an electric motor responsible for driving the car.

Honda Malaysia yesterday announced that customers could purchase its new Civic Hybrid at on-the-road price of RM108,980 in Peninsular and RM109,980 in East Malaysia, which is RM21,000 less than the current Honda Civic.

Last week, UMW Toyota Motor cut the Toyota Prius on-the-road price with insurance in Peninsular Malaysia to RM139,900 from RM175,000. The price in Sabah and Sarawak is about RM141,500 due to higher logistics costs.

This was in line with the government's decision to extend tax incentives for hybrid vehicles until Dec 31, 2011.


sources -- BERNAMA

Saturday, October 23, 2010

Avanza Type S 2011


New Avanza Type S 2010 2011

Best of all: the Avanza has one gem of an engine. The Avanza's 13-second 0-100 time (torque-braked... with a gentle launch, it's 0.5 seconds slower) is much quicker than the 1.6 liter Suzuki APV. Variable valve timing allows the engine to have both good torque and good top end power, something which the less sophisticated APV engine lacks. Another reason for this quickness is the 4-speed gearbox. It's got very short gears for an automatic. First gear tops out at 50 km/h, while 4th gear does 100 km/h at a buzzy 3000 rpm. This makes for spritely acceleration in traffic, though you'll need to cruise at just 60 km/h to keep the engine at 2000 rpm on the highway. Doing so should reward you with 15 km/l or better on the highway. In its time with us, the Avanza hit 11.25 km/l in mixed use. While that included highway time, that figure includes hard driving, acceleration testing, and metro traffic. Reports from owners suggest fuel economy figures closer to 8-10 km/l in daily city use. That's pretty good for an automatic-equipped seven seater

SPECIFICATIONS
Vehicle type 5-door, 7-passenger MPV Vehicle layout Front-engine, rear-wheel drive Price P 813,000Length 4,120 mm (162.2 in)Width 1,630 mm (64.2 in)Height 1,695 mm (66.7 in)Wheelbase 2,655 mm (104.5 in)Curb weight 1,085 kg (2,392 lb)Engine 3SZ-VE; normally aspirated 16-valve DOHC EFI inline-4 gasoline Displacement 1,495 cc Engine features Variable valve timing on intake valves (VVT-i)Max. power 108 hp @ 6,000 rpm Max. torque 141 Nm @ 4,400 rpm Transmission 4-speed automatic

THE GOOD
Peppy engine-transmission combo.Good fuel economy.Spacious cabin.Great third row space.

THE BAD
Tinny construction Jittery ride Darty handling Poor brakes

THE LOWDOWN
If you have enough money for the Avanza 1.5G, you have enough money for the Innova, which is a much better car... with a diesel, to boot.Front suspension Independent: MacPherson strut, lower control arm, stabilizer bar. Rear suspension Non-independent: live axle, multiple links, coil springs .Brakes (front/rear) Ventilated disc / drum; without anti-lock .Tires Dunlop SP10, 185/65R-15 88SMajor standard features Driver airbag, power windows, mirrors and door locks, fog lamps, AM/FM stereo with 4 speakers and in-dash single-CD player with MP3 capability, 50/50-split folding second row seat, one-piece third-row bench seat with two headrests and two three-point seat belts, anti-theft alarm, remote keyless entry, high-mount third brake light on rear spoiler, rear air conditioning, full-size spare tire.

Thursday, October 21, 2010

Corolla Altis : Tested At sepang Circuit

Grand New Toyota Altis performance



The iconic Toyota Corolla Altis is now in its 10th incarnation. Officially introduced on Wednesday at the Sepang International Circuit, we were there to welcome it to the Malaysian market by putting it through the usual phases.



Slalom attacks, acceleration test, brake test as well as overall balance and ride tests were the proving grounds for the new Altis, with the older 2.0 Altis also present to serve as a benchmark. Now it must be made clear that all the Corolla Altis present at the launch were specified for the Thai market, so the Malaysian models are going to be carrying few visual differences, like the colour of the leather and specifications for example. The Malaysian market also never had the 2-liter Altis for sale, so this is the first time it will be sold here.




Made available for the spin were the both the new and old 1.8-liter and 2-liter models. The new Altis highlights its Dual VVT-I and the 7-speed Super CVT-I as features of the cars new powertrain. Besides that it was the usual ho-hum of enhanced performance, an updated and tuned power steering system that gets a software upgrade for better feel and response, and of course increased fuel economy; the new 1.8 is 15 percent better than the outgoing model while the 2-liter and 1.6 is 10 percent more frugal than the models they replace.




So after the usual product briefing it was off to the track to see how the car withstands track punishment. After a bit of a confusion as to where I needed to be and with who (I never do well with instructions) I found myself in a 2-liter Altis at the back of the pack. First impression, I was not really that impressed with the car. Its fine really, comfortable, silent, but it felt aged, the CVT-i didn’t seem to be working because I felt every gear change, in fact everything just didn’t seem befitting of a new car. It was only after the driver change came around was it mentioned that I was actually in the older Corolla Altis. Chest out, stomach in, pride swallowed, I made way to the new car.




Inside the new darker wood trim is the first hint that you’re in the cockpit of the new 2-liter . A thicker 3 spoke wheel with more buttons than the outgoing model that control the display meter, the radio and some other functions is also a feature unique to the 2-liter.

The centre fascia is pleasant to the eye and touch, the silver accents ooze modernism and the quality of the plastic knobs and buttons reassure that your money has been well spent. The arrangement of the controls are within reach and easy to operate as I found out while negotiating a bend at well over 120km/h, easy.

Talking about bends, the new Altis worked pretty well at a circuit that is designed to test the grip and balance of a car aka “a high downforce circuit”. The car doesn’t have huge wings, barge boards, or a blown diffuser to work well, but it does have VSC, EBD and a few other acronyms that don’t really help with circuit fun but work wonders at saving lives and precious metal on the road.

The safety electronics have an annoying tendency of kicking in too early, provoking a barrage of visual and audio reminders that the Altis is a people friendly daily driver, not a track machine. It actually is a good thing that the electronics are so alert, I would rather that than them kicking in at the last possible moment. Again, this is not a track machine.

The new software upgrade for the electronic power steering system provides for a better steering feel. At low speeds it lightens up and helps with maneuvering around tight areas. At higher speeds, the steering tightens up, feels heavier and provides adequate feedback to accurately judge further steering inputs, just don’t expect it to be livewire like with its feedback.

Body roll was also very noticeable further driving home the message that the car is meant for comfort and cruising, and with the suspension doing a great job at keeping the road noise down to a shush, it was obvious that Toyota had successfully retained the DNA of the Corolla, comfort and stability.

At the handling test, the Corolla Altis proved that it is among the best in its segment, but it was at the acceleration test that the Altis came alive. Packing 145hp and 187Nm of torque backed by a Dual VVT-i system that provides maximum power all along the rev band, the system is also aided by ACIS (Acoustic Control Induction Sytem) that optimises power and torque throughout the powerband using a variable intake manifold system.

The shove in the back provided by the convergence of these two systems is reminiscent of that of a decent hot hatch, except that it doesn’t scream all the way to the redline but wafts along to the 100km/h mark in just over 10 seconds without you even noticing the gear shifts, this is made possible by a new Super CVT-i system.

The new 7 speed Super CVT-i (Continuous Variable Transmission – intelligent) is a lightweight pulley system that replaces the conventional gear system. It cancels out lag in shifts and shift-shock (that thump you get everytime the transmission shifts up or down) and is great in traffic, the shifts are so smooth that power is immediately available when you need to merge. Even when using the paddle shifters, I was surprised at how smooth and quick the shifts came along, effectively giving the car a sportier feel. Great stuf for those who only care about keeping the pedal floored.

The entry level 1.6E is priced at RM105,990 but its specifications vary tremendously. Firstly it has smaller wheels at 195/65/R15 (the other models run on 205/55 R16), its transmission is a 4 speed Super ECT system compared to the 7 speed Super CVT-i of the other models, it's steering wheel is a 4 spoke urethane and does not have any controls, like the 1.8E, it also does not have VSC and TRC.

Proton Inspira Bodykit



For Those Who Has Book Inspira

Maybe this body will spice up your inspira dude!

Wednesday, October 20, 2010

Proton Inspira Price

Proton Inspira complete price list has been exposed.
But is this the real deal?

First thing first I am sorry to tell you (if you are not aware) that Proton will not be giving away 5 years warranty under the EWP (Extended Warranty Program) anymore. However you can still enjoy the EWP if you opt for the special financing package provided by the respecitve banks. Altogether there are 8 banks for you to choose your finacing package. They are Ambank, Maybank, Bank Islam, RHB Bank, Affin Bank, EON Bank, Public Bank and Proton Commerce (this is a bank?).

Hmm...it seems that the smaller engine capacity (1.5 to 1.8L) Proton Inspira will have higher interest rates compared to the 2.0L premium Proton Inspira. Why is that? Moreover you have to understand that if you opt for the special EWP offered by the banks, the interest rates will be marginally higher (a whopping 0.2% difference) too. The choice is yours folks. Hopefully you will find one financing package that suits you.

Tuesday, October 19, 2010

New Proton Inspira


Here it comes, the new Proton Inspira ! The latest news is the price will be ranging from RM 80k-95k depending on the variant chosen. There is 1.8 Manual, 1.8 Auto and 2.0 Auto.

For this rebadge, the news is that Mitsubishi doesn’t allow any changes to be done on the engine(4B series) and ECU. Also seems that Proton have changed the suspension setup with Lotus handling, i wonder how that would feel.

Will be going to showroom when it is available, and there are 4 colors to choose; black, white, red and silver.

Personally i’d go for the 1.8 Manual, turbocharge it, and drop in an evo X bodykit, sweet !

Fuyyohhh...

Saturday, October 16, 2010

Proton inspira

Finally The Inspira has arrived!



Proton has unveiled that Proton Inspira will be the official name for its Proton Waja replacement model, which has until now been only referred to by its internal codename, the Proton P3-90A.

The Proton Inspira is developed from a Mitsubishi Lancer with the choice of a Mitsubishi’s 4B10 1.8 liter engine with a 5-speed manual, a Mitsubishi 4B10 1.8 liter engine with a 6-speed virtual ratio CVT gearbox, or a top of the range 2.0 liter 4B11 engine with the same CVT transmission with added steering column paddle shifters.

At launch, the Inspira will have about 26% local content at launch, with the aim of raising it to 40% within the next few months and straight up to 65% within a year from the launch date once the local vendors have been fully prepped. It is built at Proton’s MVF plant.

Available in red, white, black or silver, the new Proton Inspira is now open for booking at any Proton dealer with a deposit of RM1,000. As an appreciation to early birds, Proton will be offering a 2 year (50,000km) free service package worth RM1,658 including parts and labor to those who take delivery of their brand new Proton Inspira for bookings made by the 15th of November 2010 that are delivered before the 31st of December 2010.



The tentative pricing starts from RM79,888 OTR for the 1.8 manual up to not more than RM95k for the top of the line. The 1.8 CVT will be somewhere in the middle. The official pricing will be unveiled at the official launch by the 10th of November 2010.

The photos above and after the jump provided by Proton is the only thing we can show you for now as there is an embargo that we must respect and official images will only be provided closer to the launch date in early November 2010.

Sunday, October 10, 2010

Used Tyres




When the household budget will not allow the purchase of a new set of tires, looking into purchasing a used set of car tires is a good idea. The good news is that it is possible to buy good quality used tires if you simply know what to look for and what questions to ask. If you are in the market for used tires, focus on the tread, general condition, and cost for each tire in the set.

The tread on any set of auto tires is extremely important. Since new tires tend to have a full and unblemished amount of tread, most people give this aspect little attention other than possibly considering the design of the tread. However, with used tires, you want to focus less on the design and more on the amount of tread that remains on each tire in the set. Many municipalities have guidelines in place for the depth of tread that is considered safe on local roads. Know what that depth is and do not settle for anything less.



Along with making sure there is sufficient tread on the tire, also pay attention to the evenness of wear to the tread on each tire in the set. Avoid used tires where the tread is deeper at some points and noticeably thinner in others. Go for vehicle tires where the wear on the tread is even. You will be much more satisfied with both the performance and the life of tires with even tread than with used tires with uneven tire tread.

While some people will tell you that it is okay to run used tires with different tread patterns, don’t believe it. Your ride will be smoother and the wear on the tires will be more even over time if you go with four tires that have the same tread pattern. Unless money is so tight that you have to go with odd treads, do yourself a favor and make sure they all match in terms of the tread.

Along with the tread, take a look at the sides of the tires. Make sure the sidewalls appear sturdy and there are no signs of puncture marks or other indications that the surface of the tire has been compromised in some manner. While you cannot reasonably expect the sidewalls to look brand new, it is not out of the question to obtain used tires that have obviously been maintained properly. This will mean that you are much more likely to get excellent service from the pre-owned tires.

There is the chance that someone will tell you that going with recapped tires is a better option than used tires. While there are many recapped tires that are of excellent quality, it is important to remember that recaps essentially have a layer that is bound to the surface of a used tire. They will hold up well in many different types of road conditions. However, a set of used tires with plenty of tread left will protect you from the small chance of the recapping coming loose while operating the vehicle. If you rely on your car a great deal, used tires are a better option.

Keep in mind that many garages and tire retailers keep a selection of good quality used tires on hand. Many of these are tires that were traded in when customers purchased new sets of tires. The vendor will often hold on to used tires that have a significant amount of tread on them and offer them for sale at prices that are as much as eighty percent less than new tires. Always ask to see which used tires are available in the size you need. There is a good chance you will see something that is ideal for your needs as well as within your budget to purchas

Saturday, October 9, 2010

Convert your Perodua Myvi to a turbo


The premium model Perodua Myvi comes with a 1.3 DVVT DOHC engine designated the K3-VE. This same engine is used in most 1.3 Daihatsus like the Daihatsu YRV, and of course the Toyota Avanza and the Perodua Kembara DVVT.

To make the Daihatsu YRV go even faster, Daihatsu added a turbocharger with an intercooler to it’s already powerful K3-VE engine. This makes the engine have one of the highest output and torque for an engine of it’s class. The turbocharger kicks in from low-boost RPMs to provide excellent driveability. The DVVT mechanism continuously adjusts the valve timing according to engine speed.

This makes the K3-VET a formidable performance engine. You can enjoy thrilling power at high-end RPMs and hard weight-pulling torque at low RPM.

Engine Specifications
Displacement in cc 1298
Engine Model K3-VET
Max.power (Net), kw(PS)/rpm 140 ps (102.97 kw) / 6400 rpm
Max.torque(Net), N*m(kg*m)/rpm 18.0 kg*m (176.52 N*m) / 3200 rpm
Engine type In-line 4 cylinder DOHC 16-valve Intercooled Turbo
Cooling System Water-cooled
Valve Mechanism Horizontal Ranging DVVT
Fuel System Electronic Fuel Injection (EFI)
Turbocharger Turbocharger with Intercooler
Fuel Type Unleaded Regular Gasoline
Compression Ratio 8.5:1
Bore, mm 72
Stroke, mm 79.7

A K3-VET in a Perodua Myvi will be FAST! The Myvi is only 953kg, and the K3-VET puts out 140ps. That’s some crazy power-to-weight ratio. Put the manual transmissions and enjoy your ride.

The all new Hyundai Sonata

Hyundai Sonata - cool design




Much speculation has been made about the price, with some claiming that the range will start at RM148K. No such thing of course, and the 2.0 Standard is priced closer to RM130K than RM150K. Here you go:

2.0 Standard – RM135,888
2.0 High Spec – RM143,888
2.4 High Spec – RM163,888

The Sonata uses the new Theta II family of engines paired with a self-developed 6-speed auto ‘box. The 2.0 pushes out 164 bhp and 197 Nm of torque while the 2.4 has 175 bhp/227 Nm – figures that match (or better) those of its rivals. Combined fuel economy is rated at 13.2 km/l for the 2.0 and 12.5 km/l for the 2.4.






Spec wise, the High Spec cars get the panoramic roof, ESP with Hill Assist, leather seats and keyless entry with push start. The difference between the 2.4 HS and the 2.0 HS is that the bigger engined car gets a front passenger powered seat (as opposed to driver only), HID headlamps and climate control. Standard equipment across the range include ABS, dual airbags, 17-inch alloys, cruise control, factory stereo with iPod/AUX in and rear air-con vents. Five colours are available, which are white, silver, black, red and blue.

Friday, October 8, 2010

Proton recalls 04-08 Gen2 & Satria Neo

Proton has announced a recall of its Proton Gen2 and Proton Satria Neo cars made between 2004 and 2008 due to a clock spring malfunction. Although the ammount involved is only 2% of the 660,000 cars produced and sold within the past 4 years, Proton want to make sure their car is safe for their customer.

All labour and parts related to the replacement will be provided at no charge at Proton Service Center nationwide. For more information and clarification, Proton owners can call 1-300-880-888 or contact their local dealer.

The All New Toyota Corolla Altis

That's awesome dude!



Toyota Motor introduced the Corolla which facelift now comes with a new name Grand New Corolla Altis because of the large changes that occur. This launch also spelled out in Europe faster because only a few weeks ago.

The biggest changes occurred in the sector that is driving the engine and transmission. Toyota Corolla Altis now apply the dual VVT-i technology on the 1.8-liter engine (2ZR-FE) complement the existing similar technology in the 2.0 liter engine (3ZR-FE). Dual VVT-i set the valve opening and inhaust exhaust are computerized.
Whereas in the present transmission system using Super CVT-i with a seven-speed Sequential Sport Shift. This transmission offers refinement, silently and contribute to improving fuel efficiency. Equipped with Sequential Shift, so the driver can still play the transmission lever to pursue the pleasure of driving. Another option, new gearbox 6 MT.

Combination of these two new technologies that help increase fuel efficiency up to 7% plus extra comfort. Other additional devices in the car is equipped with Toyota’s new entertainment Navigation

In terms of exterior changes visible on the front bumper, headlights, rear combination lamps, alloy wheels, rear bumper, new design optitron meter, 3 spokes steering wheel, driving eco indicator and other changes.


Sunday, October 3, 2010

Suzuki Alto Entering Malaysian Market

The New Suzuki Alto



Suzuki Malaysia Automobile (SMA) has added a new model to its local range – the Alto, which is an A-segment rival to the Perodua Viva and Hyundai i10. This subcompact is imported CBU from Maruti Suzuki in India, which is the global production hub for this model.

Powered by a 996cc three-cylinder engine, the lightweight Alto (880 kg for the manual, 915 kg for the auto) is pushed on by 67 bhp and 90 Nm of torque. For comparison, the Viva EZi weighs 810 kg and has 60 bhp/90 Nm from its 989cc triple. The Alto’s K10B engine is paired to either a 5-speed manual or a 4-speed automatic gearbox. The latter features a gated shifter, just like in big brother Swift.



The Alto’s 3,500 mm length is 75 mm shorter than the Viva, while its 2,360 mm wheelbase is 30 mm shorter than the Perodua. The locally made car also has a 60 mm taller roof. All these are obvious when you see the Alto in the metal – its shape is more rakish and “sportier” (0.30 drag coefficient) than the box-like Viva. The Suzuki is also significantly wider. Under the skin, the Alto sits on MacPherson struts up front and a 3-link rigid axle at the back. The front ventilated discs brakes work with rear drums. It rides on 155/65 R14 Goodyear GT3 tyres.

The super basic RM44,888 (OTR without insurance) GA manual variant has a folding rear bench, dual airbags and a pollen filter, but misses out on the automatic GLX model’s fog lamps, coloured wing mirror caps, tachometer, front power windows, 50:50 split folding rear seats and ABS/EBD. The GLX costs RM49,888. There’s also a RM54,888 GXS spec that adds window tint, leather seats, door visors and a bodykit.

Rear windows are self winding and wing mirrors manual in all variants. The Alto has only 2 sets of seatbelts at the back, making it a four-seater officially, but there are two ISOFIX child seat anchorages.

Another Choice for potential Viva buyers!

Tuesday, September 28, 2010

The New Proton Waja


Long - waited Proton Waja will be arriving soon




Is this the most talked about Proton Waja 2 that the whole Malaysia is waiting for? Is this the elusive so-called second generation of Proton Waja which is based on the well-known Mitsubishi Lancer? I don't know but chances is that we Malaysians will get to see this Proton Waja Lancer very, very soon as it was spotted in Penang earlier last month (August 2010). Moreover TV3 also did some coverage about this new Waja 2 Lancer today (3rd September)!


This Proton Waja Lancer is actually a replacement model to the old, won-out looking boxy Waja. It is about time that Proton come out with a new model for their Waja line up. Before we proceed to the real Waja 2, let's look at the ideal Proton Waja Lancer which was conceived by Theophiluschin. If I am not mistaken this conjured Waja Lancer is actually fusion of the current Mitsubishi Lancer with our Proton Waja and Proton Persona. That's why his creation retains the boxy feel of Waja and the elegant grill of Persona. And of course this Waja Lancer spots the unmistakable fierce front light of the Lancer.

Friday, September 3, 2010

New Perodua Myvi in 2011




Can We expect New Looks For Myvi?

Perodua’s new MD Aminar Rashid Salleh unveiled to Utusan Malaysia that we can expect a new Perodua Myvi somewhere around April 2011, with a Myvi SE to be launched a couple of months later around June 2011. He also revealed that a new 1.5 liter variant of the Myvi is in the works. This makes sense since they are already making the transverse-install front wheel drive 1.5 liter 3SZ-VE engine for the Alza, why not put it in the Myvi?

Apparently the new Myvi will have a new look. It’s actually about time for the Myvi to be refreshed, so Perodua is pretty much on schedule for a typical 5 year lifecycle with a facelift in the middle. The Myvi was launched in May 2005 and after 5 years, time for a replacement in the first half of 2011. If you remember, in mid-February we saw the Myvi’s Japanese cousin refreshed with a new look. Frankly, I don’t expect the Myvi to look 100% like that model as with each new rebadge product, Perodua has been moving away further and further from the JDM model’s exterior and interior.

I feel Toyota/Daihatsu has been slowly moving their JDM models to target specific niche markets with very tailor-made products. They have so many little cars based on the same platform over there in Japan, and from the marketing material of the new Passo/Boon, it’s quite obvious that the car is now targeted towards young ladies. In Malaysia, the Myvi is a unisex mass market car, so I’m expecting both exterior and interior styling to differ significantly in the details, while generally keeping the same shape

Wednesday, September 1, 2010

New Suzuki Swift 2011



Another choice of compact car!

Suzuki have released new pictures of the 2011 Suzuki Swift that was just revealed earlier this month. The new pictures include interior shots and gives you a better idea of the Swift’s design, as it includes rear end shots that were not available before.

The engine options available so far for the European market include a 1.2-litre petrol and the 1.3-litre turbo diesel, which we now know produces 75 horsepower at 4,000 RPM, while 190Nm of torque is produced at 1,750 RPM. A five speed manual gearbox will be offered as standard with both petrol and diesel engines, and there is an optional four speed automatic transmission for the petrol engine.

The diesel powered engine only sips 4.2 litres for every 100 kilometres travelled, while the petrol engine consumes 5.0 litres of fuel for every 100 kilometres travelled. Included with the new pictures is a spec sheet for both the 5-door and the 3-door models.

Why Compact cars benefits Consumers?

For Some Reasons, compact cars are nowadays appealing to many consumers.


For many car owners with a family, who drive mainly in the city, compact cars can be the best choice. For drivers who mostly drive alone, a compact car is a great alternative to the unnecessary extra bulk and fuel consumption of larger cars while offering the versatility of a car that can seat more passengers when necessary. Compact cars provide value and savings to their owners because of their small size.

Compact cars are not as big as the mid-size automobile and are larger than the mini car, which is also known as the subcompact car. Compact cars can be found in two or four door versions with different sizes of trunk space. Compact cars or small family cars are available with with many features to suit different budgets. Since the car is smaller than other cars, the price for compact cars is much less than it is for larger vehicles

.

The size of compact cars offer some advantages over heavier vehicles. A larger car requires more fuel to move its weight along. This means that compact cars are fuel efficient in comparison. The wheelbase for compact cars ranges from between 100 to 105 inches for North American vehicles. The cubic space of the pasenger and trunk space in a compact car is approximately between 100 and 109 cubic feet for US compact cars. Compact and subcompact cars will have a range of being to travel between 20 - 50 miles per gallon of gas, depending on the maker and model.

Many important car manufacturers are producing compact cars as a solution for consumers who want better efficiency from their automobiles. You can find compact cars manufactured by well known companies such as Chevrolet, Citroen, Fiat, Honda, Hyundai, Mazda, Mitsubishi, Puegeot, Sabaru, Saturn, Scion, Saturn, Toyota, Volkswagen and Volvo. The variety of styling of compact cars makes these cars attractive to many car buyers. Consumers can find compact cars that are in sporty, luxury, station wagon and sedan styles. There are compact cars that combine luxury features and finishing touches with compact sensibility for the most discriminating car owner. Compact cars can offer the same reliability as larger automobiles do.

For some consumers, the idea of a accident involving another vehicle with a compact car can deter them from buying a compact car. As a solution, there are safety features for consumers who want greater protection from their compact cars. The frame of a compact car can be designed to withstand impact and made from material that will maximize the strength of the car's frame.

In these days when gas prices are rising and the pollution caused from fuel consumption is worsening, it makes sense to drive a compact car. Not only is it possible to save money and gas, consumers can reduce their impact on the environment by driving a compact car. Compact cars can satisfy the personal taste and budget of drivers who need a vehicle with reliability, different features and more miles per gallon of gas.

Thursday, August 19, 2010

Suzuki Alto

Suzuki Alto The New Rival For Viva!




For a thing that comes from India, you'd expect it to be quirky in design like a Mahindra Scorpio or basic-utilitarian like Tata's pickups. But the Suzuki Alto isn't anything like that.

It's a future-proof car designed by Suzuki, incorporating European styling preferences, money-saving features and environmental considerations.

Slightly smaller than the ever popular Perodua Myvi but lighter, the Alto looks refreshingly stylish and promises to get you from point A to point B in safety and comfort while saving on fuel.

Say what you may about an eco-friendly, fuel saving car, but if looks butt-ugly, no one's going to want to buy it unless he or she really doesn't care about looking silly in a butt-ugly car. So, for a car to sell, it needs to be stylish and eye-catching.

As style preferences go, European style preferences tend to help cars sell better than those that adopt other style preferences. Hence, it is smart of Suzuki to adopt contemporary design elements found in popular European small cars epitomised by the Fiat 500.

More than that, the Alto has a very low drag coefficient of 0.30 and its body is strong enough to earn a 4-star Euro NCAP rating (according to Suzuki). At the same time, the body uses a lot of high-tensile steel, resulting in a good weight-to-power ratio, which makes the Alto feel nippy and sip (instead of guzzle) fuel.

Most important of all, the Alto comes with airbags (including curtain airbags for side-impact) as well as anti-brake lock system (ABS) with electronic brake-force distribution (EBD) and brake assist - these are crucial for you to avoid accidents.

All this and more for about RM51,000+, which is about RM6,000 more than the smaller Viva Elite of comparable specifications and about RM5,000 cheaper than the Myvi of similar specifications.

Personally, if I were in the market for a small new car, the Alto is probably what I'd go for.

So what do you think?

Tuesday, August 3, 2010

Perodua viva spoiler

Install A Rear Car Spoiler..

While not everyone may feel they possess the ability to address their own automotive needs, the ability to install a rear car spoiler is a task that can be accomplished by most people if they follow basic directions closely. When a car owner installs a rear car spoiler it immediately makes an aesthetic impact on the car's appearance for the better, and in many cases affects the car's resale value in a positive fashion. The most important thing to remember when installing a rear car spoiler is to take your time to do a good and proper job and the result will be as good as any done by a professional.

The first step to install a rear car spoiler is to select the style and color that suits personal preference. It is always a wise move regardless of your mechanical skills to purchase a rear car spoiler that comes with all of the necessary hardware for installation. It is also prudent to purchase a complete rear car spoiler kit that contains clear and concise instructions for installation. While most of these are in the form of written instructions, some of the better rear car spoiler kits have how-to-videos that can really simplify the job.

After purchasing a rear car spoiler kit, take a tarp or blanket and cover the inside of the car's trunk and wipe the trunk lid on the exterior with a cloth to present a clean surface. The rear car spoiler kit should come with a set of rubber gaskets that are first installed on the feet of the car spoiler. There are also usually a set of drill guides that are easily attached to the spoiler next by using common masking tape. The next step to install a rear car spoiler is to align the spoiler in the proper position on the car, and then securely tape the drill guides to the car and remove the tape that held the guides to the spoiler. It is now a simple procedure to drill the holes in the car's trunk through the drill guide. Remove and discard the drill guides from the trunk lid.

The final step to install a rear car spoiler is to position the rear car spoiler, lining up the holes that have drilled and inserting the screws through the inside of the trunk lid into the spoiler finger-tight. After all of the screws have been installed in this manner, tighten the screws using a drill or a screwdriver and the job of installing a rear car spoiler is complete.

Monday, July 26, 2010

Lowering Your Viva

Here the bottomline on lowering your car.

Many think that the keys to good handling are super-low profile tires, stiff springs, rock-hard shocks, wrist-thick "sway" bars, and slammed-to-the-ground suspensions. "Many" are mistaken. Done haphazardly, these "improvements" can make a car SLOWER around a racetrack and punishing on the street.

Radical Lowering
Let's start with radical lowering. It's easy to take the suspension out of its optimal operating range, which means the tires aren't level with the road during braking and cornering. Do we need to say that this hurts grip? Also, an over-lowered suspension will likely toe in or out as the wheels move over bumps and during cornering. This is called bump-steer. If bump-steer happens in the rear, it feels like you're driving a hook-and-ladder fire truck with an uncooperative trailer driver. In the front, it feels as if the steering has a mind of its own.




Even worse is when the over-lowered suspension hits the limit of its travel during a hard corner. The suspension literally bangs into its bump stop. The spring rate at that corner goes toward infinity and the grip goes toward zero. If this happens to the rear suspension in a hard corner, the car will snap sideways. If the front hits its bump stop, the car will take off on a tangent as if you were swinging a rock on a string and suddenly let go. Either way, it's totally unpredictable for the driver. One of the worst things for a driver is a suspension that just barely taps the bump-stops every now and then—the car acts like it's demonically possessed and the poor driver can't figure out why.

Show or Go?
Racers lower their cars to reduce the center of gravity, which can improve cornering. But then they raise suspension-mounting points and install completely redesigned components, so the suspension remains in its designed operating range. For the street, slammed suspensions are strictly for show, not go.

Total Package
If you're determined to lower your suspension, buy a complete kit from an established tuner. Talk to someone who's installed the package. Stiffening suspension springs or anti-roll bars (often incorrectly called sway bars) REDUCE grip on that end of the car. The correct technique is to use as soft a spring/bar package as will do the job.

Saturday, July 24, 2010

Thinking of to install parking sensor to your Viva?
This is maybe useful info to you.


Reversing sensor, also known as parking assist system, or backup computer alert system. Typically, parking sensor from the ultrasonic sensor (commonly known as probes), controller and display (or buzzer) and other components. Principle of ultrasonic distance measurement system, under the control of the controller, the ultrasonic emission sensor signals, when the encounter obstacles, the generated echo signal, the sensor receives the echo signal data processing by the controller to determine the obstacle position, distance and issued by the display of other warning signals, timely warning, so do the hearts of drivers reversing the "numbers" to make reversing easier. Parking sensor before the market several brand as much as 20 in price from 34 to one or two hundred thousand dollars, and many owners do not know what to compare and choose. By the author of parking sensor products on the market analysis, prompts the user to choose the six parking sensor notes.

1. Function

More complete functional should have a distance display parking sensor, audible alarm, regional alerts and orientation instructions, some products also have the Power On Self Test function. There is also currently on the market with voice alarm products, the feature gives the feeling is very direct, but the main problems is the alarm hysteresis, so that drivers brake late, the not practical.In accordance with the display is divided into parking sensor with LED display, also called ultrasonic backup sensor, and rearview monitor parking Sensor.
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2. Performance

Performance mainly from the detection range, accuracy, stability and capture target display rate to consider. Detection range, most of the product range of 0.4 ~ 1.5m, a good product can reach 0.35 ~ 2.5m, shown in Figure 2. Wide range of parking sensor reversing always detected ahead of target, and the excessive pursuit of the minimum detection distance is meaningless, because the actual use must be fully considered when the inertia brake factors. Detection accuracy, mainly depends on two aspects: One, display resolution, the general products of 10 cm, while a good product can reach 1 cm; second is to look at measurement error, which shows the distance between the actual distance Error, 10cm diameter pipe can be placed in position around 1m comparison, the good product of measurement error should be less than 3cm. Show stability, is not a good reflector in the barrier case, the ability to consistently capture and stable showing obstacle distance. Capture the target rate, reflecting the parking sensor on the ability to capture moving objects. This is to prevent similar child or a cyclist suddenly from the rear view through the driver caused crashes less important. In short, reversing radar performance requirements are: measured accurately measured stability, range, capture speed.

3. Appearance Technology

As the car inside and outside decorations, displays and sensors installed to consider whether the appearance, and vehicles are coordinated. From the sensor shape, one can choose a button style and fusion of two, button-type sensor surface is flat, the surface of sensor fusion is a shape change, the pursuit of a natural transition with the rear bumper. Judging from the size, there are ultra-small, medium and large size, relatively large size of the atmosphere, relatively small, hidden, depending on the size of the rear bumper and personal preferences. From the color point of view, should be chosen with the vehicles after the bars the same or similar color. Monitors should be based on the driver's parking habits use front-or rear, and in order to clear, beautiful as the standard, some products can use both monitors.

4. Quality and Reliability

Parking sensor as automotive supplies, due to its higher quality and reliability requirements, the average consumer it is difficult to determine the index. Good quality products to provide better services, commitment to OZ and repairing a longer period, it is recommended you select the period of 2 years for repairing the product.

Monday, July 19, 2010

Pink Myvi - Exclusively For Ladies!

Find out New Myvi Facelift For Ladies!




Perodua has introduced their new limited edition Perodua Myvi Limited Edition (Myvi LE) which has been launched recently. The new LE version will come in three colors, ivory white, ebony black and dazzling red.

This new Perodua Myvi LE is obviously targeted on ladies since it come with pink. Other specification will be as normal as regular one, with automatic transmission, 1.3 liter standard engine with additional trim equipped, including vanity mirrors. Other modification are such new trim color and fabric, door inner and outer handle, “LE” carpet mat, cubic printing on dashboard center cluster, and door trim armrests. You may also find dual airbags for people who sit in front. Audio player has been added with USB and bluetooth connectivity also.

Perodua Myvi LE also fitted with smoked clear rear lamps, which appear equal to the Myvi SE, with side door moldings. This is enough to say additional accessory package fit into standard model since Myvi LE is RM1,700 higher over the standard one. Myvi LE is priced at RM48,600.

Other than that, Perodua also intended to sell another 4 accessories which pushed with LE model separately for those who own the previous model Myvi, which are chrome door handle, tinted film, car seat organizer, and blue lighting set for floor and luggage area.



Friday, May 21, 2010

Wednesday, May 12, 2010

History Of Perodua Myvi

an Information For Those who are Looking For Myvi

To understand what’s so special about the Myvi, you must first understand how product development was undertaken when Perodua started. Back then, designs already completed by Daihatsu were provided and minor changes were made to give them a Perodua identity. In the industry, this is often called ‘badge engineering’, suggesting that the only ‘engineering’ done is to change the badge on the grille or bonnet. All else is the same as the original model apart from some specifications to meet local cost targets or consumer requirements.

The Kancil started off that way and Perodua was never shy to admit that it was a cosmetic job on a Daihatsu model known as the Mira. Its engineers were young and had much to learn from the Japanese and during the 1990s, they would be diligent students. Perodua had the intention to develop in-house capability but it was not overly-ambitious and took measured steps, each one bringing on more confidence and increased capability to do more.

By the late 1990s, Perodua’s R&D had enough confidence and skill to undertake a major facelift to the Kancil. Using the original design as a basis, it was given a fresh new appearance and a major change was in the dashboard which saw the relocation of the instrument panel to the middle section. The result was encouraging and boosted the confidence of the Malaysian engineers.

The restructuring of Perodua which saw Daihatsu taking a majority stake in the manufacturing operations saw the relationship changing to one where Perodua was given a more substantial role. For its next all-new model, scheduled for introduction in 2005, Perodua was invited to be an active participant in the development of the model from day one. This was a brand new model that was to be developed by Daihatsu and Toyota and Perodua would be part of the team. In the past, the two Japanese companies would have proceeded on their own and Perodua would only get the finished design with critical dimensions fixed and the only changes that could be made could be cosmetic.

This time, 80 engineers were sent to Japan to work on the new model and to provide their inputs right from the very start of the project which was in early 2002. What this meant was that the model (coded ‘D73A’) which would come to be known as the Daihatsu Boon/Toyota Passo actually has some Malaysian involvement in it as well – and that is something Malaysians should be proud of. In fact, former Perodua MD Tan Sri Abdul Rahman Omar once told the media that a concept model which Perodua had built itself in 2001 had impressed the Japanese a lot and when you look at that concept car now, you can see that there may have been some styling elements which were picked for the Myvi/Boon/Passo.

Of course, apart from working on the original design, the Malaysian team (who stayed in Japan for such a long period that they started to miss nasi lemak badly, according to a Perodua source!) also worked on customising certain areas for the Perodua version which would become the Myvi. Besides the R&D personnel, there were also Malaysian engineers from the manufacturing side who were sent to Japan to work simultaneously on the production issues related to the new model.

The collaboration between Perodua, Daihatsu and Toyota can be compared to that between Ford and Mazda when the two companies developed models such as the Laser/323, Telstar/626, Escape/Tribute and Ranger/Fighter. Such collaboration is necessary nowadays because the cost of developing an all-new model is incredibly expensive and being able to share the cost makes it possible to price the product more competitively. In the case of the Myvi, Perodua says that it spent around RM210 million, a fifth of what it would have cost if it had tried to develop the model alone.

This is just the start of a new section of the learning curve for Perodua and who knows, as its capabilities grow, it could be assigned more substantial responsibilities in new model development. It is not out of the question that sometime in the future, Perodua could even be given the task of developing models for the developing Asian markets while Daihatsu focuses on models for the more developed countries. But that’s a long way off and as some philosopher once said, every journey starts with the first step – and Perodua has taken that step.

The Passo/Boon were launched a year ago in Japan and the question that many may ask is if Perodua collaborated on the project, how come the Myvi could not be launched at that time? After all, if the argument is that it did not have to wait for the new model design to be completed before starting its own customisation, why such a big gap?

One reason given is that last year, Perodua had secured the contract to assemble the Toyota Avanza and it was felt that to also introduce a brand new model – especially one of such significance – would stretch resources too much. The other reason is that Perodua wanted to reach a new and much higher level of quality than before and by delaying its own launch, it could find out which areas of the Passo/Boon had minor issues or needed refinement and sort them out. In other words, just as the first version of a new software is often known to have bugs and wise consumers will wait till later versions when the bugs have been ironed out, the same can be said of the Myvi being a later version with less ‘bugs’,

Another thing was the aim was to have high local content (80% of parts or 976 items come from 147 suppliers in Malaysia or Asean countries) for the car so as to keep costs down. Localisation of parts needs a bit of extra time as additional testing has to be done to ensure that the parts meet the required standards – consistently. This high local content from start is also an achievement because it took almost 9 years to reach that sort of level with the Kancil.

Again, the determination to offer a Perodua product of much higher quality than ever before meant that extra time was needed; Perodua does not believe in making its customers ‘test’ components (and having to pay for the ‘privilege ‘too!) and wants to get everything as perfect as possible before the units go to the showrooms.

The result is that the Myvi is claimed to have a level of quality which is 10 times better than the first model Perodua produced. With its first model, the defect rate was 2.0 – 2.5 defects per car but with the Myvi, it is 0.2 defects per car – that’s 2 defects in every 10 cars. It’s not the best that can be achieved because in Japan, the factory doing Lexus models is down to 0.05 defects per car – 5 defects in every 100 cars! The maintenance of these levels is taken very seriously and constantly monitored. And they are said to have been achieved on units which will be delivered to customers too, not just on factory test runs.

According to Perodua MD, Hafiz Syed Abu Bakar, many strategies were used to ensure these quality targets were met. One approach taken was to recruit operators early so that they could receive more training time and get more familiar. They were constantly tested and only those who achieved certain scores would be entrusted to work on the Myvi line. Thus, by the time mass production began a couple of months ago, these operators already had quite a lot of experience and did not compromise quality by having to become familiar with making the new model.

POWERPLANTS
While it’s not unusual for a model to have a few different engine sizes, what is rather special for the Myvi is that its two engines come from entirely different families. The smaller engine is a 3-cylinder unit whereas the bigger one is a 4-cylinder unit, meaning mounting points are different. However, a Perodua engineer said that this was planned right from the start and such a variation is properly engineered for.

The smaller engine is the 989 cc EJ-VE engine which is a variant of the one found in the Kelisa/Kenari (EJ-DE). However, as the EJ-VE, it has the Dynamic Variable Valve Timing (DVVT) mechanism which allows for constant alteration of the intake valve timing to suit driving conditions and demands, extending the powerband, improving low-end torque, increasing fuel economy and also lowering toxic exhausts emissions. This engine has actually been used in the Kelisa exported to UK to meet the tougher emission control standards there and now it is being offered in the Myvi because Perodua expects Malaysian emission control standards to be upgraded in the near future. Therefore rather than wait till that time to upgrade the engine, they might as well start now – and do the environment a good deed too.

Power output from the twincam EFI 12-valve engine is 43 kW/58.4 bhp at 6000 rpm with 88 Nm of torque at 3600 rpm. It sounds like a modest output but given the body weight of 900 kgs, it should be sufficient to provide brisk performance. This engine option is only available with a 5-speed manual transmission and part of the reason for this limitation is to provide a really low-priced version of the Myvi.

The 1298 cc K3-VE engine is also no stranger to Perodua owners: it powers the Kembara DVVT and Toyota also uses the same engine in the Avanza. However, it would not be right to say that the engine is identical in all three models as the tuning has been customised to suit the different characters of each model (MPV, SUV and hatchback). This engine also has DVVT and can produce 64 kW/87 bhp of power at 6000 rpm with 116 Nm of torque at 3200 rpm. In order to enhance durability, the engine uses a chain drive which has been designed for low noise.

For the 1.3-litre engine, both manual and automatic transmissions are available, the automatic being an electronically controlled type with shift programming to give smoother transitions between gears, even when the accelerator pedal is floored.

Factory test figures show that both engines offer pretty good performance. For 0 – 100 km/h times, even the Myvi 1.0 is quicker than some rivals with bigger engines. And as for fuel consumption, figures achieved have been 15.2 kms/litre for the Myvi 1.0 which is better than the Kelisa and Kenari. The better power-to-weight ratio of the Myvi 1.3 manual achieves 17.1 kms/litre but the automatic does 13.5 kms/litre. Of course, these figures are in factory conditions and would vary depending on how you drive, where you drive and even the condition of the engine.

Sunday, May 9, 2010

GAB Suspension for Perodua cars

Can Match Your perodua Viva

HA series: winding road height adjustable
front & rear height adustable,maximum grip and traction,superb handling,hight quality & performance.AVCS (Auto Valve ControlSystem)

front height adjustable,best handling,comfort.
> special design for PROTON & PERODUA cars. AVCS
(Auto Valve Control System)

Thursday, May 6, 2010

Tyre Care Tips

Save Your Pockets with Tyre care Tips!

Tyres are expensive, and of all the consumables in motoring tyres come second only to fuel in terms of cost. As with fuel consumption, the way you drive can impact on your tyre consumption.

If a tyre does develop a problem, it is useful to be able to identify what that problem is, so that you can prevent it recurring. The main problems are wheel alignment and incorrect tyre pressure. Don't just assume that when you have had your alignment checked that it will be correct; keep an eye on your tyre wear. Similarly, air pressure needs to be checked, even on recently fitted tyres.

However, your driving habits may impact on your tyre wear. It has been said that high speed driving can overheat tyres and result in the degradation of the rubber, resulting in the breakdown of the tyre. This is true, but generally your car should be fitted with tyres with speed ratings above the maximum speed of the car itself. Also, that heat build-up usually only occurs when the tyre is under-inflated. So high speed driving alone is not usually the sole reason for tyre failure - or else our motorways would be littered with cars needing tyres replaced.

Tyre wear is accelerated under hard driving, so the heavy footed driver, both on the accelerator and brake is likely to see higher tyre wear. If he adds high speed cornering he can expect to increase tyre wear even more.

Harsh braking wears down tread quicker, and it can lead to flat spots, especially on older cars with oval brake drums or uneven discs.

Inflation is key to keeping tyres in good safe condition. The air in the tyres warms up very quickly, even on a cold day, and when the tyre starts rolling it generates some heat, which heats up the air in the tyre, which expands thus creating a higher air pressure. So, when you drive a mile to the garage to set your tyre pressures, and they are at 32lbs instead of 30lbs, and you drop them by 2lbs you have actually reduced the pressure from the correct 30lbs.

Tyre pressures should always be checked at cold before you move the car - which is why tyre pressure monitoring systems that function as soon as you put the key in the ignition are better than ABS fed systems. (Most cars sold in Europe with TPMS have electronic sensors in the wheels that check tyre pressure automatically).

Incorrect tyre pressures have various outcomes. Firstly too low a pressure can result in uneven wear on the shoulder of the tyre. It can lead to overheating and tyre breakdown. It makes the suspension feel softer, and can make the car's handling sluggish and slow to react to steering input.

Too high a pressure results in uneven wear around the centre of the tread. With less contact on the road it makes wheelspin and skidding more likely, accelerating wear in the high pressure contact area. The car will have very light steering and in some situations it will be over-responsive to steering input and have a propensity to skid.

There are very few circumstances where reducing tyre pressure on the road can be recommended. Not even in snow and ice. However, if towing, or running a heavily laden vehicle it may be a requirement that the tyres are inflated to a higher pressure - see your vehicle owners' handbook for details.

Balancing your wheels is important for several reasons. Firstly, an imbalance in the wheels, especially front, will be felt as a vibration through the steering at some or all speeds. It can increase noise levels and make the car uncomfortable to drive. On the short to long term it can increase mechanical component wear in the track rod ends, ball joints, steering rack and even the wheel bearings can fail. If you have your wheels balanced after a new tyre fit or a puncture repair, be wary of any detrimental changes to your car's "feel", it may need the wheels rebalancing.

Another area that causes increased tyre wear is that of road surfaces. There isn't a great deal that the driver can do, other than be aware that on some road surfaces - even those that appear smooth, there may be a multiplying factor on tyre wear. A worst case example would be that tyres that might do 30,000 miles in the UK, might, under similar driving conditions in some areas of Norway or Sweden only do 20,000 miles or less. This is because the Scandinavian road surfaces are built to offer better surface drainage and grip due to their adverse weather conditions.

Spotting the Faults

Tyre pressure is best checked with the tyres cold, in the morning. Tyres should be inflated to the vehicle manufacturer's recommendations. However, when you buy replacement tyres you should check that they need to be inflated to the same level - some tyres operate batter at slightly different pressures.

Balancing. Any feel of vibration should be investigated, and the first stop is wheel balancing. If you are not happy with the response from one tyre fitter, use another.

Alignment is one of the bugbears. Every tyre depot claims to do wheel alignment but many just don't get it right, and that includes some very big names. So watch for uneven tyre wear and at the first sign of poor alignment or you can feel your steering pulling to one side under normal driving on a flat road get your car in and have it checked. You will be told that you may have kerbed the car, hit a pothole or similar, but have it checked by someone you can trust and who lets you see quite clearly what they are doing. If your tyre fitter doesn't use laser alignment then take it somewhere that does, and ask to see the figures.

Accounting for general wear requires tyre rotation. Most owner's manuals show the proper cycle for rotation.

Punctures can sometimes be avoided by removing objects just stuck in the tyre. Beware however, or removing penetrations from inflated tyres. You may be able to drive to a tyre depot with a nail in the tyre. This is because radial tyres have a soft butyl liner that seals around small penetrations to prevent sudden air loss. This minimises the risk of high speed sudden loss of pressure, and it allows a get to safety option. If you remove a screw or nail, the tyre will deflate quickly and you will need a roadside tyre change - not always the best place to do the job.

Tread Depth Law and The Effect of Tread Depth on Tyre Performance

Current tread depth legislation requires that car tyres must have a minimum of 1.6mm of tread in a continuous band throughout the central ¾ of the tread width and over the whole circumference of the tyre.

However, despite the law, it is generally recognised in the tyre industry that the legal limit is an extreme. Many tyre manufacturers state that they design tyres to function as well at 1.6mm as they do at 9mm (the accepted normal tread depth when new). That is a surprising statement for any tyre company to make, but some have said just that.

So, if a tyre performs as well at 1.6mm as it does at 9mm, what happens at 1.5mm? Is there a sudden drop in performance? Actually there isn't, because industry testing has shown that when a tyre reaches around 3.5mm in tread depth, the level of performance in the wet, in particular, starts to deteriorate, as does its dry handling characteristics.

The recommended point for change is accepted Europe-wide as being 3mm. So much so that ministerial cars in the UK have their tyres changed at, you guessed it, 3mm.

Why then the current legal limit of 1.6mm? There are several arguments against the change, some of which you may question. One is that the sudden change from 1.6mm to 3mm would have a serious impact on the pockets of hundreds of thousands of motorists who are already struggling to keep their cars on the road. Another is that it would require changing all the tyre moulds in use to increase the tyre wear indicator depth to 3mm. And of course Europe plays a part, as there would not be universal implementation of 3mm tread depth, requiring double standards in production and possibly in policing.

The reality is that since tyres are now a global commodity it would almost require a global adoption of 3mm as a minimum. It doesn't take an Einstein to counter the arguments against 3mm, but until the legislation is in place you can make up your own mind, scrape by on 1.6mm, or be safe on 3mm. Your choice.

But before you make that choice, it might be worth your while having a look at the video indicated at the bottom of this article. It might make you change your mind.

Truck tyres currently have a 1mm legal minimum tread depth - which many are trying to drive up to 1.6mm - for exactly the same reasons as they want to see 3mm for car tyres.

Incidentally - you may wonder why the normal new tread depth is generally around 9mm. This is to do with the slip, ie distortion in a tyre block, and its level of hysteresis. If you take an eraser and holding it vertically, draw it across a desk, you will see that it distorts before it loses grip - that is what we call "slip". If you increase or decrease the length of rubber you are flexing, the slip increases or decreases. It becomes obvious that too much slip would make a vehicle unstable. Remember that the compound is a compromise too and the ratio of slip to tread block and the compound used is all finely tuned. The industry norm is for car, van and SUV treads, 9mm.

The Impact of Tread Depth on Tyre Safety

The braking and grip performance of tyres in wet weather deteriorates considerably once the tread depth reduces below 3mm. This is because the main function of the tread pattern of a tyre is to evacuate water. As the tread depth decreases it gradually loses the ability to evacuate all water from the road surface under the tyre and the car will eventually aquaplane.

Many tyre tests have shown that the wet braking distances of a new tyre compared with a tyre with only 1.6mm of tread left on it are huge and can be the difference between life and death.

Tyre Rotation

Tyre RotationTyre wear rates differ depending on the axle on which the tyres are fitted and whether the vehicle is front or rear wheel drive. To extend the life of your tyres it is advisable to change tyre positions on a regular basis. Different tyre manufacturers may recommend different rotation periods, ranging from 2-6,000 miles. It is advisable to switch tyres from left to right periodically as well as from the back to the front of the vehicle.Certain high performance tyres are position specific and should not be rotated. If in doubt, contact a specialist tyre dealer.

There is some dispute over the fitting of a pair of new tyres to a car. Simple logic suggests that the car needs most traction at the drive axle. In some cases that would be true, for instance if you were constantly driving in muddy conditions and needed the grip to keep you moving. However, irrespective of the vehicle, front or rear wheel drive, or even 4x4, the typical vehicle is designed to understeer in skid conditions. That is, it ploughs forwards.Generally, backing off the power and the brakes will recover the vehicle from the skid, though not always.

By putting the grippier tyres on a front wheel drive car, it increases grip at the front, but equally increases the difference in traction/grip between the front and the rear tyres, so the rear tyres lose grip early and as a consequence the car is at risk of going into oversteer. For the average motorist oversteer usually means ending up rear end first into the field (if they are lucky). That argument can also apply to rear wheel drive vehicles, it is not about getting the power down on the tarmac, it is about keeping the rear end of the car in contact with the road.

With four wheel drive vehicles, rotation of tyres is much more important and all four tyres, ideally, should be replaced at the same time. So, location should not be an issue. If it is, the same rule applies, newer tyres to the rear.

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