Showing posts with label myvi se. Show all posts
Showing posts with label myvi se. Show all posts
Sunday, October 24, 2010
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
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.
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.
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.
Wednesday, April 21, 2010
Daihatsu Sirion Turbo VS Myvi
Daihatsu sirion Turbo
While in most regions Daihatsu does not have a sporty image -due of course its low profile models, that doesn’t seem to be the case in Japan as Toyota’s subsidiary continues to evolve mini-“bombs” like the Charade Tubo GTi...
Sunday, April 11, 2010
Myvi Custom dashboards
Due to popularity demand, DSS Studio has decided to make this service available to all Perodua MyVi owners. Now you can customize your dashboard, making your ride even prettier. Quote code name NICK-DASHBOARD when making inquiries.
Friday, March 26, 2010
2nd Generation Passo in Japan!
Toyota has launched the 2nd generation Toyota Passo in Japan, and it now comes in two ‘body styles’ called the regular Passo and the Passo + Hana which is supposed to be the more stylish and upmarket model with features such as projector headlamps. They seem to be taking an “Alphard and Vellfire” or “Noah and Voxy” two styling for one model approach to alot of their JDM models now.
The car has alot more curves to it now, compared to the first generation Passo which was cute but had alot of straight lines in its design language such as in the headlamps and the way the front hood met the bumper. But most of us were just never familiar with that as Perodua had softened those lines in the Myvi, for example the Myvi’s headlamps are more rounded and the front hood became more shapely.
In Japan, the new Passo will be available with either a 1.0 liter or a 1.3 liter engine. The 4-speed auto has been phased out – now all models including 4WD versions come with a CVT transmission. The 1.0 liter uses the 1KR-FE that produces 69 PS (51kW) at 6,000rpm and 92Nm of torque at 3,600rpm.
The 1.3 liter engine is the new 1NR-FE which replaces the K3-VE in the previous generation car. The 1NR-FE now has dual variable valve timing on both the intake and exhaust valves. Power output is 95 PS (70kW) at 6,000rpm and 121Nm of torque at 4,000rpm, which is up from the K3-VE’s 86hp (64kW) and 116Nm.
As with the previous Passo, it is a shared model with Daihatsu. A wheelbase of 2,440mm which is the same as the current Passo/Boon/Myvi models hints that most of the platform has been carried over, probably with some refinements here and there.
Will we see this new Passo coming to Malaysia as a new Myvi? The other question is how much of the Japanese model will get transferred over in the process – will we get the new Dual VVT-i engine, the CVT transmission and the column-mounted shifter?
In any case, look after the jump for a full gallery showing you front, rear, side and interior views of the new car.
Will Myvi had a facelift too?Thursday, November 26, 2009
Perodua Myvi in North America
When most motorists hear the name Perodua, they usually run away screaming. Let's just say that Perodua has a reputation for quality which is somewhat equivalent to Chinese cheap toy companies. That's a real shame since the Myvi is an all new design that shows the world that Perodua is taking the criticism seriously. Its 1.3 litre engine provides sporty performance that will satisfy the most demanding fast driver (keeping in mind what class of car we're in) and the fuel mileage is below the class average, but excellent for the size of engine. The price of the Myvi is somewhat unfortunate as if it could be chopped down by 15% it would definitely place it in the Top 5 in the class.
The Perodua Myvi Hatchback 1.3 SXi 5 Door is estimated to carry a North American net sale price of $12,246.00, given the prevailing market pricing of similar automobiles. Its 1298 cc engine powers the car to a top speed of 106 MPH and an acceleration shown by a zero to sixty MPH time of 11.3 seconds. The performance factor of 12.2 is above average for its class. The Perodua Myvi Hatchback 1.3 SXi 5 Door returns 58.8 MPG in highway driving, 37.7 MPG in the city, and a combined loop mileage of 48.7. With a fuel tank capacity of 8.7 gallons, the car can travel 512 miles on a full tank of unleaded regular fuel, but when it's filled right up to the top of the fuel filler neck, the total range should be approximately 616 miles. When all these price, performance and mileage factors are taken into consideration, the Perodua Myvi Hatchback 1.3 SXi 5 Door scores a combined Practicality Index of 72, with 100 representing the best, most practical car available and 1 representing a Hummer H3.
Perodua Myvi Hatchback 1.3 SXi 5 Door •
•
ACTUAL AVERAGE EUROPEAN PRICE • $14,430.00
•
MANUFACTURER'S EUROPEAN PRICE • $22,401.65
•
ESTIMATED NORTH AMERICAN PRICE • $12,246.00
•
SPECIFICATIONS & OUTPUT •
•
Body Style • Hatchback
Doors • Number of • 5
Seats • Number of • 5
Engine Displacement (cc) & Cylinders • 1298 / 4
Valves • Number of • 16
Type of Fuel • Unleaded
Maximum Power (bhp @ rpm) • 86 / 6000
Torque (lb / ft) • 86
Engine Layout • F
Wheel Drive • Front
Overall Length (mm) • 3720
Overall Width (mm) • 1665
Overall Height (mm) • 1550
Trunk Capacity Seats Up (litres) • 225
Trunk Capacity Seats Down (litres) • 630
Turning Radius (m) • 4.7
Curb Weight (kg) • 935
•
PERFORMANCE •
•
0 to 60 MPH (secs) • 11.3
Top speed (MPH) • 106
•
EQUIPMENT AVAILABILITY & PRICING •
•
EXTERIOR •
Alloy Rims / Wheels • Option Not Available
Metallic Exterior Paint • Standard Equipment
SECURITY & SAFETY FEATURES •
Central Locking System • Standard Equipment
Remote Locking System • Standard Equipment
Power Assisted Steering • Standard Equipment
Seat Belt Pre-Tensioners • Standard Equipment
Driver Side Air Bag • Standard Equipment
Passenger Side Air Bag • Standard Equipment
Center Mounted Three Point Seat Belt • Standard Equipment
Anti Lock (ABS) Brakes • Standard Equipment
Vehicle Immobilizer • Standard Equipment
Alarm • Standard Equipment
Lane Departure Alarm • Option Not Available
CONVENIENCE & COMFORT FEATURES •
Adjustable Steering Height • Standard Equipment
Air Conditioning • Standard Equipment
Split Folding Rear Seats • Standard Equipment
Power Front Windows • Standard Equipment
Remote Mirrors • Standard Equipment
Power Sunroof • Option Not Available
Remote Folding Mirrors • Option Not Available
SOUND, NAVIGATION & COMMUNICATION SYSTEMS •
Radio With RDS • Standard Equipment
DVD Player Enabled • Option Not Available
MP3 CD Player Enabled • Option Not Available
Vehicle Hard Drive • Option Not Available
•
OPERATING COSTS •
•
City MPG • 37.7
Highway MPG • 58.8
Combined MPG • 48.7
Fuel Tank Capacity (gallons) • 8.7
Carbon Dioxide Rating (g / km) • 137
Carbon Footprint Offset Cost • $20.00
Eco Rating • C
Insurability Grouping • 6
Estimated Average Insurance • $374.00
Percentage Value Retained (3 Years / 36,000 mi) • 27.00%
Estimated Average Monthly Lease Cost • $231.00
Maintenance Factor • 33
Estimated Maintenance Cost Over 3 Years • $1,146.00
Maintenance Intervals • 6,000 mi
Manufacturer's Warranty Term • 3 Year / 24,000 mi
The Perodua Myvi Hatchback 1.3 SXi 5 Door is estimated to carry a North American net sale price of $12,246.00, given the prevailing market pricing of similar automobiles. Its 1298 cc engine powers the car to a top speed of 106 MPH and an acceleration shown by a zero to sixty MPH time of 11.3 seconds. The performance factor of 12.2 is above average for its class. The Perodua Myvi Hatchback 1.3 SXi 5 Door returns 58.8 MPG in highway driving, 37.7 MPG in the city, and a combined loop mileage of 48.7. With a fuel tank capacity of 8.7 gallons, the car can travel 512 miles on a full tank of unleaded regular fuel, but when it's filled right up to the top of the fuel filler neck, the total range should be approximately 616 miles. When all these price, performance and mileage factors are taken into consideration, the Perodua Myvi Hatchback 1.3 SXi 5 Door scores a combined Practicality Index of 72, with 100 representing the best, most practical car available and 1 representing a Hummer H3.
Perodua Myvi Hatchback 1.3 SXi 5 Door •
•
ACTUAL AVERAGE EUROPEAN PRICE • $14,430.00
•
MANUFACTURER'S EUROPEAN PRICE • $22,401.65
•
ESTIMATED NORTH AMERICAN PRICE • $12,246.00
•
SPECIFICATIONS & OUTPUT •
•
Body Style • Hatchback
Doors • Number of • 5
Seats • Number of • 5
Engine Displacement (cc) & Cylinders • 1298 / 4
Valves • Number of • 16
Type of Fuel • Unleaded
Maximum Power (bhp @ rpm) • 86 / 6000
Torque (lb / ft) • 86
Engine Layout • F
Wheel Drive • Front
Overall Length (mm) • 3720
Overall Width (mm) • 1665
Overall Height (mm) • 1550
Trunk Capacity Seats Up (litres) • 225
Trunk Capacity Seats Down (litres) • 630
Turning Radius (m) • 4.7
Curb Weight (kg) • 935
•
PERFORMANCE •
•
0 to 60 MPH (secs) • 11.3
Top speed (MPH) • 106
•
EQUIPMENT AVAILABILITY & PRICING •
•
EXTERIOR •
Alloy Rims / Wheels • Option Not Available
Metallic Exterior Paint • Standard Equipment
SECURITY & SAFETY FEATURES •
Central Locking System • Standard Equipment
Remote Locking System • Standard Equipment
Power Assisted Steering • Standard Equipment
Seat Belt Pre-Tensioners • Standard Equipment
Driver Side Air Bag • Standard Equipment
Passenger Side Air Bag • Standard Equipment
Center Mounted Three Point Seat Belt • Standard Equipment
Anti Lock (ABS) Brakes • Standard Equipment
Vehicle Immobilizer • Standard Equipment
Alarm • Standard Equipment
Lane Departure Alarm • Option Not Available
CONVENIENCE & COMFORT FEATURES •
Adjustable Steering Height • Standard Equipment
Air Conditioning • Standard Equipment
Split Folding Rear Seats • Standard Equipment
Power Front Windows • Standard Equipment
Remote Mirrors • Standard Equipment
Power Sunroof • Option Not Available
Remote Folding Mirrors • Option Not Available
SOUND, NAVIGATION & COMMUNICATION SYSTEMS •
Radio With RDS • Standard Equipment
DVD Player Enabled • Option Not Available
MP3 CD Player Enabled • Option Not Available
Vehicle Hard Drive • Option Not Available
•
OPERATING COSTS •
•
City MPG • 37.7
Highway MPG • 58.8
Combined MPG • 48.7
Fuel Tank Capacity (gallons) • 8.7
Carbon Dioxide Rating (g / km) • 137
Carbon Footprint Offset Cost • $20.00
Eco Rating • C
Insurability Grouping • 6
Estimated Average Insurance • $374.00
Percentage Value Retained (3 Years / 36,000 mi) • 27.00%
Estimated Average Monthly Lease Cost • $231.00
Maintenance Factor • 33
Estimated Maintenance Cost Over 3 Years • $1,146.00
Maintenance Intervals • 6,000 mi
Manufacturer's Warranty Term • 3 Year / 24,000 mi
Wednesday, November 25, 2009
Perodua Viva Versus Perodua MyVi : Comparison
Confusing To Choose Viva Or MyVi?
Maybe This Would Help..
I know some of you who are thinking of buying the Perodua Myvi are now considering buying the top of the range Perodua Viva 1000cc Premium instead. So I’m going to do a little comparison here. If you have anything to add, please feel free to comment and contribute to the discussion.
Power
Interestingly, it seems that the same 1.0 liter DVVT EJ-VE engine in the Perodua Viva makes more torque than the Perodua Myvi’s 1.0 liter DVVT EJ-VE engine. The Viva claims to make 90Nm of torque at 3,600rpm, while the Myvi 1.0 liter only makes 88Nm at 3,600rpm – that’s a minor difference of only 2Nm though.
Since the Perodua Viva 1.0 liter would clearly beat the Myvi 1.0 in terms of power to weight ratio, so let’s compare the Myvi 1.3 to the Viva 1.0 Premium instead. The Myvi 1.3 weighs 955kg and puts out 86 horsepower. That’s a power to weight ratio of 0.09 horsepower per kg. As for the Perodua Viva 1000cc Premium, it weighs 800kg and puts out 60 horsepower – that gives it a power to weight ratio of 0.075 horsepower per kg.
So we can conclude that in a drag race, the Viva won’t be able to smoke it’s larger sibling in stock form. That doesn’t mean the Viva is terribly slow – in a previous supermini shootout done together with folks at NST Life & Times, I found that the Myvi effortlessly smoked other superminis with larger 1.5 liter engines.
Another thing to point out is the Perodua Myvi 1.3 liter uses a 4-cylinder engine, and 4-cylinder engines are alot smoother than 3-cylinder engines like the one found in the Perodua Viva. 3-cylinders have more vibration, which might end up being felt by you in the steering wheel and other points in the chassis.
Fuel Economy
According to Perodua’s own charts, the Perodua Viva 1000cc Premium can travel 17.5km per liter of petrol on a combined cycle which I suspect involves alot of light footed driving and highway cruising. This is for the manual transmission. The Myvi 1.3 manual is rated at 17.1km per liter of petrol. Very similar fuel consumption, however the people on the streets who actually own the Myvi 1.3 manual reports actual mileage of about 13 to 14 km per liter if driven frugally.
As for the auto transmission, Perodua says the Myvi 1.3 Auto can get 13.5 km per liter, however the average man on the street usually gets about 10 to 11 km per liter. Comparing it to the Viva 1.0 liter automatic, Perodua says it can get 15.1km per liter, so expect about 12km per liter in reality.
Thus we can assume the Viva automatic should be a little more frugal than the Perodua Myvi automatic, but for the manual transmission models actual fuel economy should prove to be about the same.
Space
The Perodua Viva is actually longer in the interior than the Perodua Myvi at 1845mm compared to the Perodua Myvis 1835mm, but a great margin narrower. Having a long interior is important, it ensures the rear passenger legroom is at comfortable levels, just like the Perodua Myvi’s. However, being narrower the downside is you can’t really fit 3 people in the rear bench comfortably, making the Perodua Viva more of a 4-seater than a 5-seater. The Viva’s boot is only 149 liters with the rear bench upright compared to the Myvi’s 255 liters, significantly smaller, however you can extend this size by dropping the rear passenger bench to create a 449 liter space.
Ride and Handling
Nothing much can be said about the Perodua Myvi’s handling abilities other than the fact that it’ll probably get you to work and back safely. From what I’ve heard from some journalists who’ve driven the car, I think I shouldn’t expect much of the Viva’s either. Which is a shame as the Kelisa was a somewhat fun drive. Many will miss the Kelisa’s zippy DNA which is reportedly missing in the new Viva. If you want a driver’s small car, go get the Proton Savvy.
Equipment levels
One thing I am concerned about is the lack of an integrated CD player head unit in the Perodua Viva, which means Viva owners will have to be careful about where they park their cars lest their mirrors get smashed and their head units stolen. However, this means the CD player can be easily swapped.
The equipment level of the Perodua Viva 1.0 liter standard is disappointing to be honest, not even proper alloy wheels are supplied, instead you are given steel wheels. This means a difference of roughly RM4k on average gets you airbags, ABS, proper alloy wheels, wing mirrors with signal lamps, roof spoiler, and etc. I’m really not sure if it’s worth it or not – I’ll leave it up to you.
The Perodua Myvi on the other hand has just about everything you need in the baseline 1.3 liter model. It also feels more premium because of an interior design that looks abit more higher grade, as well as Optitron-style meters which are self illuminating, unlike the backlit meter clusters of the Perodua Viva.
Price
Perodua Viva 1000cc MT Solid: RM36,800
Perodua Viva 1000cc MT Metallic: RM37,200
Perodua Viva 1000cc AT Solid: RM39,800
Perodua Viva 1000cc AT Metallic: RM40,200
Perodua Viva 1000cc Premium MT Solid: RM40,800
Perodua Viva 1000cc Premium MT Metallic: RM41,200
Perodua Viva 1000cc Premium AT Solid: RM43,800
Perodua Viva 1000cc Premium AT Metallic: RM44,200
Perodua Myvi 1300cc MT Solid: RM43,007.60
Perodua Myvi 1300cc MT Metallic: RM43,530.80
Perodua Myvi 1300cc AT Solid: RM45,912.60
Perodua Myvi 1300cc AT Metallic: RM46,435.80
Perodua Myvi 1300cc Premium MT Solid: RM45,912.60
Perodua Myvi 1300cc Premium MT Metallic: RM46,435.80
Perodua Myvi 1300cc Premium AT Solid: RM48,792.60
Perodua Myvi 1300cc Premium AT Metallic: RM49,315.80
The differences between the non-Premium and Premium versions of the Perodua Viva is roughly about RM4,000, while in the Myvi it is only about RM2,900 or so.
So yeah, Perodua Viva 1000cc Premium Auto Metallic at RM44,200 or the Perodua Myvi 1300cc Premium AT Metallic at RM49,315.80? That’s a difference of about RM5,000 there for a bigger engine, slightly more performance, a minor decrease in fuel consumption frugalness, a wider interior space, and a bigger boot.
The boot space doesn’t matter to me – both boots are too small for serious usage unless you put the rear bench seats down.
Is that extra RM5,000 to go from A-segment to B-segment worth it, or would you rather save the money?
Maybe This Would Help..
I know some of you who are thinking of buying the Perodua Myvi are now considering buying the top of the range Perodua Viva 1000cc Premium instead. So I’m going to do a little comparison here. If you have anything to add, please feel free to comment and contribute to the discussion.
Power
Interestingly, it seems that the same 1.0 liter DVVT EJ-VE engine in the Perodua Viva makes more torque than the Perodua Myvi’s 1.0 liter DVVT EJ-VE engine. The Viva claims to make 90Nm of torque at 3,600rpm, while the Myvi 1.0 liter only makes 88Nm at 3,600rpm – that’s a minor difference of only 2Nm though.
Since the Perodua Viva 1.0 liter would clearly beat the Myvi 1.0 in terms of power to weight ratio, so let’s compare the Myvi 1.3 to the Viva 1.0 Premium instead. The Myvi 1.3 weighs 955kg and puts out 86 horsepower. That’s a power to weight ratio of 0.09 horsepower per kg. As for the Perodua Viva 1000cc Premium, it weighs 800kg and puts out 60 horsepower – that gives it a power to weight ratio of 0.075 horsepower per kg.
So we can conclude that in a drag race, the Viva won’t be able to smoke it’s larger sibling in stock form. That doesn’t mean the Viva is terribly slow – in a previous supermini shootout done together with folks at NST Life & Times, I found that the Myvi effortlessly smoked other superminis with larger 1.5 liter engines.
Another thing to point out is the Perodua Myvi 1.3 liter uses a 4-cylinder engine, and 4-cylinder engines are alot smoother than 3-cylinder engines like the one found in the Perodua Viva. 3-cylinders have more vibration, which might end up being felt by you in the steering wheel and other points in the chassis.
Fuel Economy
According to Perodua’s own charts, the Perodua Viva 1000cc Premium can travel 17.5km per liter of petrol on a combined cycle which I suspect involves alot of light footed driving and highway cruising. This is for the manual transmission. The Myvi 1.3 manual is rated at 17.1km per liter of petrol. Very similar fuel consumption, however the people on the streets who actually own the Myvi 1.3 manual reports actual mileage of about 13 to 14 km per liter if driven frugally.
As for the auto transmission, Perodua says the Myvi 1.3 Auto can get 13.5 km per liter, however the average man on the street usually gets about 10 to 11 km per liter. Comparing it to the Viva 1.0 liter automatic, Perodua says it can get 15.1km per liter, so expect about 12km per liter in reality.
Thus we can assume the Viva automatic should be a little more frugal than the Perodua Myvi automatic, but for the manual transmission models actual fuel economy should prove to be about the same.
Space
The Perodua Viva is actually longer in the interior than the Perodua Myvi at 1845mm compared to the Perodua Myvis 1835mm, but a great margin narrower. Having a long interior is important, it ensures the rear passenger legroom is at comfortable levels, just like the Perodua Myvi’s. However, being narrower the downside is you can’t really fit 3 people in the rear bench comfortably, making the Perodua Viva more of a 4-seater than a 5-seater. The Viva’s boot is only 149 liters with the rear bench upright compared to the Myvi’s 255 liters, significantly smaller, however you can extend this size by dropping the rear passenger bench to create a 449 liter space.
Ride and Handling
Nothing much can be said about the Perodua Myvi’s handling abilities other than the fact that it’ll probably get you to work and back safely. From what I’ve heard from some journalists who’ve driven the car, I think I shouldn’t expect much of the Viva’s either. Which is a shame as the Kelisa was a somewhat fun drive. Many will miss the Kelisa’s zippy DNA which is reportedly missing in the new Viva. If you want a driver’s small car, go get the Proton Savvy.
Equipment levels
One thing I am concerned about is the lack of an integrated CD player head unit in the Perodua Viva, which means Viva owners will have to be careful about where they park their cars lest their mirrors get smashed and their head units stolen. However, this means the CD player can be easily swapped.
The equipment level of the Perodua Viva 1.0 liter standard is disappointing to be honest, not even proper alloy wheels are supplied, instead you are given steel wheels. This means a difference of roughly RM4k on average gets you airbags, ABS, proper alloy wheels, wing mirrors with signal lamps, roof spoiler, and etc. I’m really not sure if it’s worth it or not – I’ll leave it up to you.
The Perodua Myvi on the other hand has just about everything you need in the baseline 1.3 liter model. It also feels more premium because of an interior design that looks abit more higher grade, as well as Optitron-style meters which are self illuminating, unlike the backlit meter clusters of the Perodua Viva.
Price
Perodua Viva 1000cc MT Solid: RM36,800
Perodua Viva 1000cc MT Metallic: RM37,200
Perodua Viva 1000cc AT Solid: RM39,800
Perodua Viva 1000cc AT Metallic: RM40,200
Perodua Viva 1000cc Premium MT Solid: RM40,800
Perodua Viva 1000cc Premium MT Metallic: RM41,200
Perodua Viva 1000cc Premium AT Solid: RM43,800
Perodua Viva 1000cc Premium AT Metallic: RM44,200
Perodua Myvi 1300cc MT Solid: RM43,007.60
Perodua Myvi 1300cc MT Metallic: RM43,530.80
Perodua Myvi 1300cc AT Solid: RM45,912.60
Perodua Myvi 1300cc AT Metallic: RM46,435.80
Perodua Myvi 1300cc Premium MT Solid: RM45,912.60
Perodua Myvi 1300cc Premium MT Metallic: RM46,435.80
Perodua Myvi 1300cc Premium AT Solid: RM48,792.60
Perodua Myvi 1300cc Premium AT Metallic: RM49,315.80
The differences between the non-Premium and Premium versions of the Perodua Viva is roughly about RM4,000, while in the Myvi it is only about RM2,900 or so.
So yeah, Perodua Viva 1000cc Premium Auto Metallic at RM44,200 or the Perodua Myvi 1300cc Premium AT Metallic at RM49,315.80? That’s a difference of about RM5,000 there for a bigger engine, slightly more performance, a minor decrease in fuel consumption frugalness, a wider interior space, and a bigger boot.
The boot space doesn’t matter to me – both boots are too small for serious usage unless you put the rear bench seats down.
Is that extra RM5,000 to go from A-segment to B-segment worth it, or would you rather save the money?
Monday, November 23, 2009
Myvi 3 Doors
Here’s piece of work by Theophilus Chin, this time a Perodua Myvi has had it’s rear doors chopped off for a 3-door tall hatchback look, lok like the Getz 3-door.
Here’s what he did to the Myvi:
1. Lowered roof
2. Reshape side window
3. Wider front door
4. Reposition rear lights
5. Black piece between front and rear wheels
6. Black B-pillar
7. Reshape rear hatch (less upright)
8. Bigger and wider wheels
Nice work!
Wednesday, November 11, 2009
Choosing Satria Neo Or Myvi SE
The New Proton Satria Neo maybe one of your choice of car to buy. Before you decide to buy it, it is better to read some info and reviews about this hatcback sports car from Proton. Maybe now you are comparing between Satria Neo VS Perodua Myvi VS GEN2 VS SAGA BLM etc. Bear in mind, stick to what you choose, the design, performance or comfort. But clearly this car fits all of the above characteristic. Except that it is actually small inside but look big outside due to the “wide body kit” styling at the wheel arc and bumpers. Many of the user of Satria Neo are complaining about the fuel comsumption because it uses the first generation of campro engine. But then, it also has a very attractive factors which is the sporty design.
The Proton Satria Neo was introduced in June 2006 as a replacement for the first generation Satria. Based on a new platform developed in-house by Proton (with some parts borrowed from the bigger Gen-2 and Waja), the car is currently only available in a three-door hatchback guise. The car was developed at a cost of RM500 million and four years, and was expected by Proton to generate a monthly sales volume of 2,000 to 2,500 units. The car was also intended to target those who are “youthful and sporty”. The Satria Neo was launched by Malaysian Prime Minister Abdullah Ahmad Badawi.
The entry-level Satria Neo, the 1.3 L-line, is powered by a 1.3 litre, inline-4 twin-cam Campro engine, producing 94 bhp (70 kW) at 6000 rpm and 120 N m of torque at 4000 rpm. The 1.6 M-line and top-of-the-range H-line models have 1.6 litre versions of the same engine, with an output of 110 hp (82 kW) at 6000 rpm and 148 N m of torque at 4000 rpm. Both the M-line and H-line models have active system antennae which actively search for signals in areas with poor reception. All cars have the option of either 5-speed manual or 4-speed automatic gearboxes supplied by Mitsubishi that are carried over from the previous Satria, with the H-line benefitting from safety features such as twin airbags, ABS with EBD and seatbelt pre-tensioners. All versions of the car come with an integrated Blaupunkt CD player.
With a 0-62mph time of 11.5 seconds and a top speed of 200kph, the 1.6-engined test car is not fast but it is quick. Besides, with traffic conditions and legal limitations in Malaysia, the performance figures are more than adequate.
The Proton Satria Neo comes with just two engine choices; 1.3- and 1.6-litre, petrol units. Only the latter is available with a 4-speed automatic transmission but there is a penalty to making that choice - poorer fuel consumption about 10-14km/l, a slower sprint time and greater CO2 emissions than with the 5-speed manual box.
If emissions and frugality are important to you, it is better to go for the 1.6 manual. Official figures are posted as; 27.9mpg (urban), 61.4mpg (extra-urban) and 42.8mpg for the combined cycle. In this format, the Satria Neo exhausts 157g/km CO2, which puts it in VED Band D and the insurance is Group 7.
The 1.6 engine produces 112PS (111bhp) at 6,000rpm and 148Nm (109 lb ft) at 4,000rpm The same collaborative engines and transmission can also be found in the GEN-2 but for the Satria, they have been tweaked for better low to medium acceleration and flexibility.
Criticisms of the car include the lack of headroom and legroom for rear passengers (even compared to the previous generation Satria), and lacklustre performance in comparison with the Satria GTi. The infamous torque dip of Proton’s Campro engine is also present.
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