gear kereta

The Peugeot RCZ shows the car maker has the designing chops to create a very desirable automobile.

AT THE 2007 Frankfurt Motor Show, French carmaker Peugeot unveiled an eye-catching concept car as a platform to stamp its pedigree in the world of automotive design and engineering.

In recent years Peugeot, the world’s 10th biggest carmaker, had been the target of some rather unfavourable remarks pertaining to its seeming tendency to produce “frumpy” designs for the mass market.

Comparing its offerings, or lack of it, in the same segment with the likes of the VW Scirocco and the Audi TT, those in the higher plane of motoring were wondering if Peugeot had sold its soul to the devil of volume-production!

Fate must have been smiling on Peugeot that day in Frankfurt because that concept car, simply called the 308 RCZ (it was based on the 308 hatchback), created not just a buzz but a whirlwind of interest.

As a result, turning it into a commercial reality as soon as possible became the focus of the stylists and engineers at Peugeot.

At the same time, they also worked at developing a fresher image for the company to complement the new arrival.

In the brief span of three years, they seem to have achieved those ambitions.

The RCZ is out there, a compact 2+2 coupe that looks so elegantly sporty it will surely give its already well-positioned competitors a run for their money.

Posh: Neat and sporty touches add to the allure.

Those following the progress of the RCZ say it looks almost exactly like the concept, right down to the double-bubble roof and rear window that was inspired by the Peugeot Le Mans car.

To commemorate the launch of the new addition in the family, the company thereby adopted a new motto “Motion and Emotion” and a redesigned “Lion” badge.

And to give the new car its own special identity, the RCZ is the first passenger car by Peugeot that doesn’t use the central zero numbering system for identification (as in 407, 307, etc).

So, has the RCZ rekindled Peugeot’s art of style and driving fun? The jury is still out but response so far has been hugely positive, word being that Peugeot has not only returned to its sporting roots but it has done so with a car that is accessible to younger buyers.

Up close and personal, the RCZ is very impressive.

I was among the motoring hacks invited by Nasim Sdn Bhd, the official distributor of Peugeot in Malaysia, to test-drive the RCZ in Spain late last month.

From what I saw, it exudes style from every angle. The double-bubble roof and rear windscreen, its most distinctive features, seem to add a touch of the surreal to the whole work.

Inside, the interior is posh with some nice touches such as double-stitched leather on the seats and dashboard and a neat instrument panel.

The seats, a cosy wrap-around with integral headrests, are fitted very low, as is typical of most sports cars. This lower seating point was a bit of a concern for me initially as I got into the car.

Sitting in the position set by the previous driver, I could not even get a good view of the front! But I had enough time to manoeuvre it to my requirements and pretty soon it was the way I wanted it to be.

As for the two rear seats – well, they are there but the space is so limited they would be suitable only for short journeys or for a couple of very small children.

The rear seats were included for practical purposes, according to Peugeot. Well, one can never tell when the uninvited family or friend will turn up and ask for a lift, right?

The boot is surprisingly large at 384 litres, and for additional space, the rear seats can be folded down for some 760 litres of space.

The seats are fitted very low, as is typical of most sports cars. The ones at the back are unsurprisingly lacking in space

For more aerodynamic efficiency, there is a small automatic rear spoiler in the boot. It pops up automatically at a 19 degree angle at 85kph and fully extends to 34 degrees at speeds over 155kph. It returns to the first position at 145kph and folds back when speed is below 55kph.

Fitted with a manual override, the spoiler can be activated to position 2 at the push of a button located on the centre console if the driver wants it up at low speeds.

Taking the long road

The rugged terrain of Elciego in the Basque country of northern Spain was a perfect setting to put the RCZ through its paces.

The course covered a 240km-route of mainly single carriageway roads winding over the hills past the Rioja vineyards and farmlands of Elciego; tiny village lanes; and small sections of the motorway.

The layout was good as it allowed the drivers to really test the RCZ’s power, handling and ride comfort especially when negotiating up and down the hills and twisty bits.

In between reading the map and giving the directions, this passenger could enjoy the beauty of the Basque countryside.

The flag-off point was the Marques De Riscal hotel, an awe-inspiring post-structuralist building designed by world-famous architect Frank Gehry.

Lined up below the hotel’s titanium eaves, it was as if the RCZs were being shown off as a revolutionary advance in style for their maker, just as the buildling was for its creators.

Technical matters

For the test, we got our hands on the 1.6-litre THP petrol model and the 2.0litre HDI FAP turbodiesel, both fitted with six-speed manual gearboxes, for me and my partner.

On paper, the diesel is slated to produce a maximum power of 163bhp at 3,750rpm and a maximum torque of 340Nm, available from 2,000 to 3,000rpm. Fuel consumption is stated as 5.3 litres per 100km in the combined cycle with a CO2 emissions figure of 139g/km.

The diesel engine is equipped with a gear shift indicator that can tell the driver visually the best moment to change gear in order to optimise fuel economy and CO2 emissions.

For the petrol version, the 1,598 cubic centimetre four-cylinder engine combines – in a world first – all of the most recent technologies including the THP and VTi engine. It should push a maximum torque of 275Nm (from 1,700rpm and up to 4,500rpm) and maximum power of 200bhp (from 5,500rpm to 6,800rpm), enjoys good acceleration (0 to 100kph in 7.6 seconds) and fuel economy of 6.9 litres/100km in the combined cycle (with 159g/km of CO2).

Away we go

So does the car drive as good as it looks? Throughout the first leg of the drive in the petrol unit, there was little to complain about, with the car meeting expectations when tackling the hills and bends.

It absorbed the bumps with ease and there was very little body roll when cornering. Steering was responsive with the car going exactly where it was pointed.

The motor had a pleasing sporty chug to it, and even the passenger seat was comfortable with ample leg room.

The diesel variant felt heavier and the exhaust note naturally lacked the sporty crescendo of the petrol’s, but it was a cinch to handle.

Although it was noticeably more nose-heavy, it was equally fun as the petrol model. It has so much torque there was no real danger of being caught out in the wrong gear, not even going uphill.

According to Nasim, the RCZ will be launched in Malaysia either at the end of this year or early 2011.

“At the moment, we are only looking at bringing in the petrol versions of the RCZ,” said Naza Group manager of corporate communications and principal liaison Ashwin Raman.

“As for the transmission, we are still deliberating on whether to bring in the manual or automatic transmission or both.”

At the Peugeot press conference in Elciego, it was pointed out that the RCZ would be marketed as an image/niche model rather than a high volume model, with 17,000 units being the figure for a full year of sales. However, production could be raised up to 20,000 a year if demand was good.

“We expect it to be the same in Malaysia,” Ashwin says.

“As such, we won’t have a high sales target for it. As for the positioning of the RCZ, we will market it to the same consumers interested in the Audi TT.”

FOR most Malaysians out shopping for foreign makes, Renault isn’t exactly a name that springs immediately to mind.

“Oh, isn’t that the maker of the odd-looking, tallish car? What’s the name again – Kandour, Kangroo…..ahh yes, Kangoo!” a friend exclaimed as she was asked what she knew of the French marque.

That was the extent of her limited exposure, and she couldn’t rattle off the Scenic, Clio, Megane and Laguna that formed part of the Renault stable.

The Koleos, Renault’s first 4X4 crossover, has styling that looks attractive without being excessive.

Truth is Renault is a brand that has yet to gain the same visibility and instant recognition as a Honda or Hyundai in this neck of the woods. But its local distributor, TC Euro Cars is working hard to overcome the handicap and is set to have local assembly of a model, after the Kangoo, in the near future.

Poke your head into a TC Euro Cars outlet these days and you will find, wonder of wonders, an SUV doing showroom duty on the floor.

It’s called the Koleos by the way.

Unlike the Kangoo’s quirky shape, the Koleos looks like a regular SUV, but Renault prefers to call it a crossover, thank you.

The Koleos has the honour of being Renault’s first crossover.

Like the Honda CR-V, it bills itself as a vehicle that drives and feels like a car yet have the competency of a softroader.

It has 4WD, Hill Descent Control and Hill Start Assist with fairly decent ground clearance in its claim to offroading ability.

Still, it’s no secret that the petrol Koleos, like all SUVs, will serve mostly street duty in its lifetime, marking SUV owners predictable in that sense. Its calling is predominantly tarmac driving with little of that offroad acrobatics you would expect far battle-hardened offroaders to handle with gusto.

Its styling suggests robustness and it looks attractive without being ostentatious.

Starting from the front, the Renault logo is flanked by air intakes and modern elliptical headlamps.

Seen from a higher vantage point, the “arrow” that flows from the rear lights along the car’s flanks to the front gives the Koleos somewhat an assertive air.

The distinctive lines of its hatch form a movement that spills from the bottom of the rear window to converge on the logo.

The rakish rear screen, moreover, suggests forward movement.

The interior design is based on a series of flowing curves. The bottom of the dashboard forms a wave-like line which gives the impression that the cowling is actually floating on the dashboard.

It comes with a charcoal-colour theme interior with fabric seats, complemented by a leather-wrapped steering wheel and gear knob.

Being French, Renault insists on doing things its own way. Like the location of the speed limiter/cruise control switch next to the engine start/stop button and the fact the stereo controls are installed behind the steering wheel.

The test car was an earlier unit that did not have satnav but the ones Malaysians get will have one integrated into the centre of the dashboard instead of having a plain LCD display.

Renault’s experience in producing MPVs came in handy as the way the cabin is structured evokes a feeling of spaciousness.

At 946mm, the driver and front passenger enjoys record headroom in the SUV/4x4/crossover category, while rear passengers benefit from a balance between vertical and lateral space. Given the 4.5m overall length, a little bigger than the Nissan X-Trail, access to front and rear seats is simple, with ample room for legs and hips.

Speaking of storage spaces, there’s plenty from the Koleos – door pockets all round, underseat stowage, and deep glovebox and centre console compartment.

The split tailgate also makes loading of bulky items easier and seats can be folded forward for extra space if required.

This crossover is truly a product of international teamwork.

Under the so-called Renault-Nissan-Samsung Alliance, Renault came out with the design and the engine, while the Japanese handled the technological and engineering works – particularly the 4WD drivetrain. The Renault-Samsung’s factory in South Korea is responsible for building it.

As milestones go, the Koleos, which started production in 2008, was the first Renault to be produced by the Renault-Samsung partnership.

The all-wheel drive system in the Koleos features automatic torque split between the front and the rear.

In normal driving conditions, torque is delivered to the front wheels. However when required, up to 50% of torque is transferred to the rear wheels via an electronic coupler, controlled by a Nissan-developed intelligent system.

The Koleos, matched to a seamless constantly variable transmission, coped well with some mud tracks on hilly construction sites in Rawang, Selangor.

It felt agile on the road, and the direct steering provides good feel, making it car-like in that respect. Bodyroll is bound to happen in a tall car especially through bends, but it’s well-controlled without nasty surprises.

The Koleos has earned a five-star Euro NCAP rating for safety, so you know much effort has been put into the vehicle to ensure you stay alive in a crash.

The Koleos is coming late into the SUV game but on hindsight, it’s not such a bad thing.

It gives Renault time to learn from those before it. And it has. Its crossover outing is a respectable effort.

Nissan has just the answer for those who don’t really need a pick-up packing a 4X4.

HANDS up all those who own a 4X4 SUV or pick-up truck.

Wow, seems like quite a number of you. Hands up those who actually shift it into four-wheel drive mode for a spot of jungle bashing.

As I suspected, just a few of you. Many people who buy 4X4s never actually take advantage of the 4X4 drive system. Instead, they buy SUVs and 4X4 pick-up trucks for the spaciousness and versatility.

And in the case of most pick-up trucks, they tend to be really good buys too, with their prices comparable to their much smaller entry-level sedan siblings.

Enter the new Nissan Navara Calibre 4X2 twin cab pick-up truck, another variant of the Navara 4X4 Mother Trucker.

And for ease of writing, I’ll refer to the 4X2 variant as the Calibre and the 4X4 as the Mother Trucker.

As its name implies, the Navara Calibre is two-wheel drive, which means only two of the four wheels drive the vehicle along, in this case, the rear wheels.

At first glance, you will not notice any difference between the Calibre and 4X4 Mother Trucker.

In fact, try as hard as you may, you won’t find differences at all. The Calibre 4X2 shares the same classy good looks as the Mother Trucker.

The exterior dimensions are exactly the same.

Likewise the cargo bed, interior layout, the seating arrangement and just about everything else that can be seen with the naked eye are the same.

Short of bringing out the X-ray machine, no external differences are perceivable until you take a peek at the undercarriage.

The Calibre lacks a 4X4 drive system, which makes it some 120kg lighter than the Mother Trucker.

You would think that the Calibre would have a weight advantage when comparing performance but the engine has been slightly detuned.

That is about the only difference you’re going to find.

Both Calibre and Mother Trucker share the same 2,488 cc 4-cylinder turbocharged diesel engine. But as mentioned before, the Calibre’s engine has been detuned to a maximum 144bhp at 4,000rpm as opposed to the Mother Trucker’s 174bhp.

A loss of 30bhp is a significant difference but because of the Calibre’s lighter weight, the detuned engine doesn’t have to work as hard.

I could not perceive any difference in performance between the Calibre 4X2 and the 4X4 Mother Trucker, which I reviewed quite some time back. Maximum torque is also down – 356Nm at 2,000 rpm for the Calibre compared to the Mother Trucker’s 403Nm.

Mated to the diesel engine is the same five-speed auto box as the Mother Trucker’s. You’ll only find five-speed auto transmissions on some higher-end imported vehicles.

I found the gear ratios well spaced to take advantage of the torque without causing much strain on the engine.

This was particularly useful on the highways where the transmission kicked down smoothly for quick spurts of acceleration while overtaking.

And to keep it all nice and safe, the Calibre also comes with anti-lock braking system and electronic brakeforce distribution (EBD), the latter usually found in more expensive vehicles.

Due to inertia and the laws of physics a fully loaded pick-up truck will take a longer distance to stop than an unladen one.

EBD will take into account the weight of the cargo load and apply an optimised brakeforce to help stop the vehicle in a shorter and safer distance.

The actual driveability of the Calibre’s engine on the road is still quite impressive.

The Calibre did exceptionally well on the highway, keeping up with much of the traffic. The Calibre has been configured specifically for asphalt.

In fact, it feels and drives like an oversized sedan except that the Calibre is built rock solid.

But being designed as a two-wheel drive, it lacks the necessary off-road gear like chunky tyres, diffs, rock sliders and a winch.

But because the Calibre shares much of its DNA with bad boy Mother Trucker, you are assured that it’s not going to be perturbed by the numerous potholes and speed bumps that litter our urban streets.

I dare say that it probably will also do well on light gravel or laterite trails that are found in numerous rubber and oil palm estates.

Just make sure you do it in the dry because two-wheel drive isn’t really suited for muddy conditions.

Did I mention that the Calibre is huge?

With an overall length of more than 5.2 metres and an overall width of just over 1.8 metres, the Calibre and the Mother Trucker are not so manoeuvrable in tight spaces like a hypermarket car park.

Thank goodness, the Calibre is equipped with a reverse sensor or I would be backing it into a pillar or someone’s car.

It would also be nice if all the Navara variants could be equipped with a reverse camera as an option.

Designed more for the urban jungle rather than the rainforests, the Navara Calibre 4X2 is a great vehicle if you want a pick-up truck but not the four-wheel drive that comes with it.

The Navara Calibre 4x2 is yours for RM90,278 OTR with insurance.

BMW’s new X1 scored points where it mattered most — the wife-acceptance factor.

THE BMW X1 is an SUV all right, but it hugs the road closer than is typical of its ilk and can almost, but not quite, be mistaken for a station wagon.

You get the sense that the 1 Series DNA runs in it but, in reality, the X1 is based on the all-wheel drive 3 Series Touring platform.

The review unit came in a striking copper-bronze finish and my wife’s reaction was surprising — the sleek and muscular looks, and colour were greeted with instant approval.

An observation: The bonnet on the X1 just goes on and on and on...

The X1 scored more points when she got in and found the front passenger seat to be electronically controlled.

This can only be good news for married men with an eye on an SUV — the wife-acceptance factor of the X1 is high.

Me, I found the grille somewhat cumbersome looking, while the bonnet just went on and on and on!

During the weekend we had it, the X1 was certainly a head-turner. Other cars were always making way for us; obviously, people wanted to get a better look at the X1 on the move!

The unit I was driving was the xDrive20d, the turbo-diesel version powered by a 1,995cc, four-cylinder engine with 177 horses on tap at 4,000rpm, and an impressive 350Nm of torque between 1,750 and 3,000 rotations.

The interior is functional.

There’s a very slick, six-speed Steptronic automatic transmission coupled to the engine that allows manual shifting for those who want such a level of control.

The X1 has an all-wheel drive system, with a suspension that rides firmly and lends a solid and unshakeable feel to the vehicle over uneven surfaces.

It’s this character that the young and adventurous at heart yearn for.

This is not an SUV that pampers you (certainly, not going by the trim level); instead, it makes you pay attention to its road-holding, cornering and accelerating abilities, all of which are quite unique at this price point.

The engine is captivating once you’re off the blocks and cruising — the vehicle responds to the manual shifts quickly, and the power/torque factor allows the X1 to accelerate and overtake with impunity.

It’s typically BMW — brutal enough for the aggressive driver and, yet, able to settle into a more leisurely mode with ease.

Sure, there are the downsides for some drivers.

I was never really too happy with the driving position throughout the time I had the X1.

If I got myself in the perfect position from waist-up, it was a bit of a stretch for my legs and if I moved forward to rectify this, then I felt somewhat cramped upside.

The electronically-controlled settings for the steering were cool, though.

Creature comforts lean towards the basic rather than the excessive; the dashboard console is functional rather than flashy, and storage cubbyholes are limited.

The smaller “glove” box on top of the centre console, I suspect, is there because the local unit isn’t getting a fancier display or GPS. A shame really...

Automatic climate control is provided, but there are no air-con vents at the back.

The rear storage area is generous enough, and a privacy cover ensures that whatever you’re carrying is shielded from prying eyes.

A sleek roof rack takes care of bigger loads you might want to lug along for those dangerous outdoor activities.

Xenon headlights, a daytime driving light featuring BMW’s signature “Corona Rings”, and two-tone leather seats and sides are on the menu as well.

Technology-wise, there’s a combination of stability, cornering, traction and brake control to ensure the X1 stays firm on slippery surfaces if you’re keeping at reasonable speeds. I felt it to be tighter around the corners than most SUVs I’ve driven and this without a full load.

The muscular treads — 225/50 R17 all around — add to the visceral appeal of the X1.

As I said, the equipment trim inside is nothing to write home about; if you’re paying the princely sum of RM299,800 for an SUV or car, you would rightly expect to be pampered a bit more.

However, if it’s a BMW SUV you yearn, this won’t matter one bit — the X1 just invites you to get in, buckle up and take your pick of highway or pot-holed road.

Thrills ensured either way.

What’s in a name? Well, nothing, and everything, really. It can be a source of great cachet, or it can be somewhat of a millstone around the neck. Perception, of course, has everything to do with it, and usually it’s built through years and years of conditioning.

Now, we all have our little biases, and it’s no different for cars. Mention the term "Korean car" to most folk, and there'd have been a time when most wouldn’t have taken it seriously. Call it snobbery, call it disdain, maybe a mixture of both, but arguably, aside from the question marks of long-term ownership issues, the many offerings plying their wares looked uninspired and felt bare and devoid of character, emotionally and physically.

Granted, your average Japanese low to mid-end offering wasn’t exactly brimming with emotive character either, and some of them weren’t lookers, but at least things hung together that more cohesively. Clever packaging, and of course a reputation from years of offering bomb-proof reliability – well, maybe not just at the moment – plus that ultimate decider, resale value, meant it was always easy to decide for many.

But how far it has all come along, and the intent to get serious and offer products that not only tackle the competition, but even better them in many aspects, has never been more evident than now.

One only has to look at something like Naza Kia's Forte to see the aim, which is very much square and true. In all honesty, it’s probably not all quite there yet, but how close it is all getting indeed. Putting in place an European for a chief designer has done the trick where styling is concerned, but there’s more to the improved psyche than just good looks.

No, this one, well, is different. There’s plenty of thought that has gone into it, not just from a mechanical perspective, but from a psychological one as well. You can engineer things into any car, though you can either choose to do it with consideration and care, or simply place it in because they’re needed to sell the car.

In terms of equipment level, the Forte – which is available in 1.6 and 2.0l forms and in three variant types, namely the Forte 1.6 EX, 1.6 SX and 2.0 SX – has a fair bit in the bag.

The entry-level Forte 1.6 EX, rolling in at RM75,800, has a 1.6l twin-cam CVVT four pot that puts out 122bhp at 6,300rpm and 156Nm of torque at 4,200rpm. It’s the most bare-boned of the lot, with 15-inch steel wheels with 195/65 series tyres and a rather basic interior. You still get front fog lamps and ABS though, as well as dual front airbags and an electro-chromic rear view mirror to help reduce rear-view headlight glare.

The higher specified Forte 1.6 SX comes with all the above, and a whole lot more in the way of features for RM81,800; besides interior trim, where the seat fabric is of a higher quality, there are 17-inch alloys, Smart Key access and push-button ignition, and the air-conditioning system is a full climate control unit.

Additional driver aid enhancements to the basic ABS come in the form of electronic stability control, electronic brake distribution, cornering brake control, brake assist system and traction control system.

The SX also features a Supervision Cluster, which provides better visibility for safe manoeuvring with its red-tone lighting. Also, you get telescopic adjustment for the steering wheel, a Rear Parking Assist System (RPAS) and a windshield that's coated with an ultraviolet protection tint. It also gets an in-dash six CD changer audio system (a single-disc unit on the EX), though USB and iPod connectivity are offered as standard across the entire model range.

As for the Forte 2.0 SX, this one is equipped with a Theta II 2.0l twin-cam CVVT engine offering 154bhp at 6,200rpm and 194Nm of torque at 4,300rpm. Equipped with all features found on the 1.6 SX, the 2.0 SX adds on a premium leather package, six airbags and a Motor Driven Power Steering system (MDPS), which enhances steering stability, for the added price premium, which is RM93,800.

Six colour options are available for the vehicle, these being Clear White, Bright Silver, Metal Bronze, Titanium Silver, Spicy Red and Ebony Black.

All the models feature a four-speed auto transmission, which in use is serviceable and smooth enough, but throwing in a five-speed would have been spot on the dot. As it is, the second gear is rather long (to 110kmh if you floor the pedal), and has to work a fair bit in the overall scheme of things.

At low levels, the Gamma 1.6l block can feel a bit lazy, and with second being what it is, there’s not much in the way of immediacy. It also feels a bit zingy going into the upper rev range, but up the spectrum the engine feels peppy and hauls the car along quite willingly, and at speed it becomes evident that it’s not vague or soft in scope. In this regard, the EX certainly does better in comfort, but trades off handling and outright incision for this.

The SX is certainly the prime cut of the three, given its price (of course, you can never have too much power, which is where the 2.0l comes in, yes) and what it offers for that. Drivability levels with the 17s are actually quite high, though on the very initial test run the tyres were way over-pressured, leading to a skittish, jarring car that was not too comfortable with rough input.

At correct levels, the ride is quite compliant, with traces of being European, almost, and though there’s still a fair amount of body roll present, the Forte tracks well enough pitched hard into corners. The steering is quite fast too, and relatively decent in terms of accuracy levels, even if the response to input isn’t all that informative during turn-in.

Still, the overall appeal of the Forte isn’t just in the way it handles or drives, nor is it the level of kit it comes with. It’s the way it’s all threaded and presented, looks included, and how it all pieces together so organically to offer a car that you can feel good about being in all day, that makes for the allure.

This is a strong product, with arguably the wrong badge slapped on it, at least for now. Call this a Toyota or a Honda, and the waiting list would probably be years long. Still, Rome wasn’t built in a day, and neither are reputations, but this is surely a great way to start signalling a fresh intent to get there.

Having had my Kancil for almost a decade now, I had been thinking of replacing it (albeit with a heavy heart as it has served me so well with no major problems), so when the offer to test-drive a Kia Picanto EX landed on my desk, I didn’t think twice.

Every time this adorable looking compact car – available in two variants, the LS and higher specification EX - with its endearing doe-eyed headlights whizzed past on the road, I would give it a good, long stare, admiring its great looking body and mentally making a note to list it as a possible contender.

Looking at the external frame of this curvy 1.1l vehicle, and from the print advertisements hawking its compact cuteness directly at the female audience, it was obviously a car that was designed with the woman in mind – but I found out otherwise.

For a 1.1l vehicle I found the acceleration surprisingly sluggish as even my current Kancil EZ850 offers a stronger pick up. The engine offers 63bhp at 5,500rpm and 96Nm of torque at 2,800rpm, and the car is equipped with a four-speed automatic transmission.

When I slipped into the driver’s seat I immediately felt that the seat seemed measly. The height was awkwardly low and this has to be its biggest downside. At 160cm I measure up as an average Asian woman in height, and when I sat down and gripped the steering wheel I immediately didn’t feel comfortable as it was much lower than I would have preferred.

Reaching down for a seat height adjustor, I didn’t find one. At the end of the first day driving the Picanto, I had a backache as I was constantly pulling my body upwards so that I would have a clearer and better view of what was ahead of me.

Since I had the car for three days I solved the problem by sitting on top of a high cushion - which made the height perfect! Not exactly conventional, yes; for a car that is presumably targeted at women, the height of the seat seems like it was designed for a man or probably a tall Caucasian woman.

Next, I adjusted the distance of the chair so that my legs were comfortable enough to reach the pedals and my arms held the steering wheels at ease. After doing this, I found that as I reached for the handbrake with my left hand, the handbrake appeared to be positioned further behind.

My left arm had to battle with the protruding portion of the sides of the chair before I could grip the handbrake. Again, this is about the proportion of the features in this car that seems to be designed for a taller person.

The anti-glare flap above the driver’s seat was unusually large, and I thought it would be great to cut out the sun’s glare.

When I folded it down, it covered one third of the right side of the rearview mirror. That crucial one third of the mirror would help you detect a vehicle coming up on the right behind you. So, if the flap was put down to cut the glare, you would easily miss a car or motorbike whizzing by at top speed.

Like the Kancil, the Picanto should have had a curved cut out on the left edge of the anti-glare flap to avoid blocking the rear-view mirror.

Not having the instruction manual didn’t help, but the car sure felt like it didn’t come with an alarm, which I feel should be included as a standard feature to help you find your vehicle and as a safety alarm.

Also, another feature that left me quite baffled was the antenna. The angle of its protrusion was such that the tip of the antenna kept hitting the ceiling of at least three different car parks that I ventured into!

With a large outer body I expected this compact car to offer a larger boot space, but it wasn’t the case. The Picanto’s boot space is 95.25cm wide, 45.72cm deep and 38.1cm tall, compared to the Kancil’s 104.14cm width, 53.34cm depth and 45.72cm height, making it slightly less spacious - which is crucial as space is a precious commodity when it comes to compact cars.

The backseat for passengers offered a roomy space with reasonable legroom, and it has attempted to provide sufficient storage space on the door and in front of the front seats.

What I liked though about driving the Picanto was the smoothness and ease negotiating parking lots and tight turns, and having a power steering (a luxury that never came with the Kancil) made manoeuvring the Picanto a breeze. It drives well enough too, getting the job done without fuss or fanfare.

Priced at RM46,800 (the LS version goes for RM44,500), the Picanto is on the whole a decent offering, and in its segment should do well enough, though addressing some of the shortcomings wouldn’t be too difficult and would I think make the car a much stronger proposition for many.