Review: A Day With Suzuki Jimny

Fancy yourself as a Sunday cruiser or an off-road enthusiast? Then you have hit the jackpot! The Suzuki Jimny ticks both boxes brilliantly to ferry you around in great comfort and when it is off-roading time, proves itself to be a commendable off-road warrior. This 4x4 is thus a highly versatile machine as both a cruiser and an off-roader.

Before we get to the behind the wheel experience, let's get down to the nitty gritty. This third generation JB43 3-door Jimny is powered by a 1.3L M13A 4 cylinder DOHC engine with 16 valves that channel 62.5 kw of horsepower and 110 Nm of torque to the part-time 4WD (with 2WD, 4WD and 4WD-L mode) either through a 5 speed manual transmission or a 4 speed automatic transmission. Fuel distribution to each 4 cylinders will be taken care of by the multipoint injection system. 

Stopping task will be taken care of by front disc brake and rear drum brake. 

Both ends are suspended on Suzuki's 3-link rigid axle with coil spring. The front wheels are steered by the recirculating ball type steering and power assistance is provided by the hydraulic power steering. 

Onto the exterior, the 4x4 sports 3 doors. Exterior colours are available with the options of Silky Silver Metallic, Superior White, Ever Green and Quasar Gray.

Headlamps are halogen multireflector, and fog lamps are standard for both manual and automatic variant.

The Jimny rolls on 205/70R15 with either steel wheels (manual variant) or aluminium-alloy wheels (automatic variant). The spare tyres also share the same dimension and rim material.

Now onto the interior. Open the door and you will be greeted by a rather spartan interior and its comfortable fabric seat, and by the way, the Jimny is a 4 seater only, both on the manual and automatic variants. If you are looking to ferry more than 4 people then this may be a deal breaker.

Power adjustable side mirrors, power windows (front), manual air conditioner and rear window demister are standard on both manual and automatic variants.

Luggage capacity is 816 litres, but you can add an extra 324 litres thanks to the 50:50-split single folding rear seat. Cup holders are available, front and back.

Just below the air conditioning control knobs are the buttons for switching between 2WD, 4WD and 4WD-L. To engage 4WD, make sure it is done with the 4x4 stationary and move the gear selector to neutral. Hold the 4WD button for a good few second until it makes a 'thud' sound signalling that it is engaged.

Onto the safety front, SRS dual front airbags, 3-point ELR (Emergency Locking Retractor) seatbelts (front and back), ISOFIX child seat anchorage, anti-lock braking system and immobiliser will keep you secure behind the wheel.     

This 4x4 retails at (if you live in the Peninsular) RM 83,755.23 for the manual variant and RM 88,893.03 for the automatic variant, both OTR with insurance and inclusive of GST.

So how is it behind the wheel? I would say it is more of a cruiser, so do not expect any sports car performance. If that is what you are looking for, then the Jimny is not for you. 

The 4x4 filters out road bumps superbly, great not to draw complains from your spouse. It's steering is light and precise and offers decent feedback. 

However, overtaking can be a chore no thanks to it's lethargic automatic transmission (no manual variant available on the day of test drive). Floor the throttle, the engine rev spikes up but the extra rev does not translate into smooth, quick overtaking manoeuvre. The pick-up feels like orang makan angin punya style. 

Onto the brakes, the Jimny seems to take ages to stop. Stomp on the brake as hard as you want, the Jimny does not stop with great alacrity. 

So to reiterate about it's cruiser reputation, please do not treat it like a Porsche 991 GT3 RS or whatever sportscar that you can think of. The Jimny is built for on-the-road comfort cruising, not adrenalin pumping spirited driving. 

How is it when off-roading? Well, according to my sister's friend (who tagged along and took the wheel off-roading since he is an experienced off-roader), the Jimny feels a lot lighter in contrast to his Hilux, hence responsive. Extrapolating from his views, this writer feels this 4x4 is a highly capable off-road warrior that will appease any off-roading enthusiasts seeking to find great pleasure in their off-roading experience. 

To sum up, the Suzuki Jimny is perfect for a comfortable long distance cruising and muddy trails plus uneven terrain.     

Review: Audi Q7 2.0 TFSI quattro and Audi A4 2.0 TFSI S line; talented SUV meets chauffeur-ride sedan

Comfort when you need it and sportiness when you get horny. Okay, not in the strictest sense of the word but you get my drift. Having choices is an indispensable right in order to live life to the fullest. Imagine if your life follows a single route and without any alternative route you can choose from. Such prospects would risk an unfulfilled, routine life that fills with nothing but a monotonous series of banality.

Imagine having a car that restricts your 'driving mode' to just a single, predetermined character trait. Well, a short test drive still managed to reveal so much of a car's personality trait which I just learnt after testing the Audi Q7 2.0 TFSI quattro and Audi A4 2.0 TFSI at the Audi Drive Event taking place at The Mines Resort & Golf Club (mind you, the cars pictured above are not the test cars).

Entrusted with a single-natured car and the experience turns from stadium atmosphere to a desolated barren land. Throw in a dual-natured car and you have the most authentic menage a trois moments of ecstasy. From my brief test drive, I found the Q7 fell in the latter category, with the A4 taking up the former category.

Audi Q7 2.0 TFSI quattro

The test drive begun with the Q7 2.0 TFSI quattro, Audi's answer to the F15 BMW X5 and Volvo XC90. Ahh, that legendary nameplate graces the 7-seater SUV for both this variant and the range topping 3.0 TFSI quattro which wasn't available for test drive at the event. For the review's sake, I'll be focusing on the 2.0 TFSI quattro variant. 

The entry level 2.0 TFSI quattro is motivated by a 2.0 litre turbo 4 pot with direct injection and Audi valvelift system outputting 252 hp at 5000-6000 rpm and 370 Nm of torque at 1600-4500 rpm. The engine is paired to the quattro all wheel drive and mediated by an 8 speed Tiptronic with paddle shifter.

Standard kit includes LED headlights with LED daytime running lights, heated and auto anti-glare side mirrors, powered tailgate and park assist with surround view camera.

Step inside, you'll get MMI navigation plus with MMI touch, 8.3 inch central display and four-spoke steering wheel without electric steering adjustment.

To keep you from killing yourself, Audi has fitted Electronic Stabilisation Control (ESC) with Traction Control, Electronic Brakeforce Distribution (EBD) and 8 airbags.

As for pricing, the second generation Q7 retails at RM525k (OTR without insurance) but according to the Sales Consultant accompanying me on the test drive, the price can be truncated to RM400k after discount.  

For starter, this 7-seater full-size SUV was a pleasant surprise to this writer. Never for even a fleeting moment did I expect this jacked-up luxobarge to be full of character. The first SUV bearing the famous 4 rings to hit the market is a spacious vehicle which rides rather comfortably over the abysmal Malaysian road with plush leather seat to boot. The second-generation 4M Q7, which rides on MLB Evo platform, is on the mark if commuting to work, ferrying your family around and taking them on a long distance field trip in relative comfort is your priority.

However, that doesn't mean you cannot play with it when your favourite road comes up though. The Q7 is quite a versatile SUV in meeting the need to be hospitable to significant others while satisfying the insatiable craving for some spirited backroad jaunt. This is all thanks to Audi Drive Select system. This lets you toggle between allroad, lift/offroad, comfort, auto, dynamic, efficiency and individual mode. I didn't try out the allroad and lift/offroad mode so don't ask me what they do.

In comfort mode, it does what its namesake imply - delivering cossetting ride like a limo, numbs steering feel and softens engine response. Chucking it into dynamic mode stiffens steering feel and uncorks the turbocharge mill, giving you the satisfying, unadulterated performance that keeps you wanting more out of this 7-seater SUV.

The good news is dynamic mode doesn't sacrifice ride comfort. I had a chance to test this 7-seater SUV in heavy traffic and it just glides along without any unpleasant buffeting, the adaptive air suspension doing a terrific job in balancing between pliancy and surefooted, confidence-inspiring handling. Auto mode automatically adapts between comfort and dynamic so you don't have to dick around with the mode selector and help you keep your eyes peeled on the road. If you think you know better than the electronic wizardry, you can tailor the car's behaviour to suit your taste with individual mode which lets you control engine/gearbox, steering and suspension setting.

The brake impressed this writer with its instant, direct response in reining in this 1985 kg SUV. It doesn't feel grabby nor mushy. Audi does a great job in striking that delicate balance between numb brake and head-bobbing anchor.       

Being of large size, it is expected to not just being a family hauler but also a cargo hauler. With all 7 seats up, you have 770 litre of boot space. Folding down the 2 third row rear seats increase boot space to a whooping 1955 litre! More than capacious for  balik kampung jaunt or when you're out on Ikea shopping.

As this is a short test drive, I didn't get to try out every features available on the SUV. Overall, this SUV fits the bill for both the sporty camp and comfort-oriented camp. 

Audi A4 2.0 TFSI

Right after handing back the Q7 key, I was ushered to the B9 A4 compact sedan. Launched last September in 3 trim levels - 1.4 TFSI, 2.0 TFSI and 2.0 TFSI quattro, the 5th generation A4 (which also rides on MLB Evo platform) will lock horns with the likes of W205 Mercedes C-Class and F30 BMW 3 Series LCI.

The particular model I tested was the 2.0 TFSI variant (which I'll be focusing on throughout this write-up), meaning it eschews quattro all wheel drive leaving the driveshaft hanging off the front axle only. On top of that, the 2.0 litre turbo 4 pot under the 2.0 TFSI bonnet is toned down in output, churning out 190 hp at 4200-6000 rpm and 320 Nm of torque at 1450-4200 rpm, as opposed to the range topping 2.0 TFSI quattro 252 hp at 5000-6000 rpm and 370 Nm of torque at 1600-4500 rpm. The company's 7 speed S-Tronic Dual Clutch Transmission with paddle shifter governs the 4 pot grunt to the front wheels.

On the exterior front, standard kit mirrors that of the range topping 2.0 TFSI quattro except that the latter will get electrically adjustable and folding side mirrors with heated function, automatic anti-glare and memory function. The mid range 2.0 TFSI makes do with electrically adjustable and folding side mirrors with heated function only. The rest is standard affair with LED headlights with LED daytime running light, automatic headlight adjustment dynamic, headlight washers, LED rear lights with dynamic indicators and parking system plus with selective display.

Inside, MMI radio plus, driver information display and bluetooth interface take centre stage. Also, 3-zone climate control, electrically adjustable front seats and 4-way lumbar support ensure a comfortable experience.

Safety wise, 6 airbags, Electronic Stabilisation Control (ESC) with Traction Control, hill hold assist and ISOFIX child seat mounting meet the safety brief.

On the pricing side of things, the 2.0 TFSI retails at RM249k (OTR without insurance) but you can get it at RM200k after discount as divulged to me by the Sales Consultant. 

Onto the test drive. As illustrated by the above photo, I was handed the key to the S line variant. Features that adorn the S line are shown in the photos below:

                                                                                                                                    

                                                 
                                         

The S line package includes but not limited to alcantara leather front seat upholstery, stainless steel pedals, 3-spoke multifunction leather steering wheel with S line badge embossed at the bottom of the steering and of course, the S line emblem on the front fenders to remind passer-by your A4 is a looker.

The short test drive unveiled the distinctive character that set apart the B9 A4 from the 4M Q7. Right off the bat, I noticed difference in brake feel, which felt softer on the former. 

Unlike the Q7, the A4 seems less receptive on the changes I made to the drive mode. Putting it in dynamic mode didn't do much to change steering feel and engine response - it felt subdued regardless whereas the Q7's steering would feel meatier and the engine more eager to make itself known. On the other hand, the S-Tronic Dual Clutch did a sublime job in juggling between 7 ratios in utter comfort, but this writer wish dynamic mode would give some added kick to the shift intensity to add some sporty flavour. 

The ride, as discerned from the short drive, is incredibly refined over Malaysia's terrible road texture, the adaptive comfort suspension with damping control performing a stellar job in filtering out road bumps before it translates into a joint-killing ride.

Nevertheless, the A4 2.0 TFSI is still an excellent daily driver if comfort is your main priority. Despite its supple nature, do treat it with respect as it can make its displeasure known as learnt by this writer. It was raining during the test drive. As I was driving over a wet cobblestone road, I planted the throttle so hard that the traction control light went bonkers. 

Cargo space wise, it's not in the same league as the Q7. With the rear seat up, you have 480 litres of boot space to spare. Tumble the rear seat down, you have 965 litres of room to play with. Still, not a big deal for balik kampung but could be problematic if Ikea shopping is part of your itinerary. 

Conclusion

The Q7 has to be the most talented of the bunch, being more receptive to changes in driving mode making it cossetting when you just want to chill out and playful when the mood strikes. The A4 on the other hand, is more of a limo, putting pleasant ride quality over sportiness in its repertoire of skills to meet the needs of those who see cars as a point A to point B tool.

Also, if ample boot space is what you're looking for, the Q7 wins again with its colossal 1955 litres with rear seats down over the A4's 965 litres.

Nevertheless, my impression is based on a short test drive so I might have overlooked some aspects which could have skewed the review a bit. A longer test drive would certainly reveal things that had slipped my conscience during the short test drive.

  

  

   

Review: Volvo S90 T8 Twin Engine Inscription

Back to the TPC test drive review! This time, the car in question is the newly launched Volvo S90 T8 Twin Engine Inscription. Launched last month, the plug-in hybrid (PHEV) sedan is locally assembled at Volvo's Shah Alam plant. Being a hybrid and locally assembled, the car is eligible for the locally assembled hybrid tax incentive, with the Inscription trim retailing at RM368,888 (OTR without insurance) and RM388,888 (OTR without insurance) for the top spec Inscription Plus inclusive of 5 years warranty.

The Swedish brand, renowned for being a champion in road safety, was one of the brand taking part in the Drive Luxury Edition event taking place at TPC Kuala Lumpur golf resort a fortnight ago. With exquisite golf course and 'photogenic' attraction forming the backdrop, it set the stage for a truly luxurious occasion with a number of premium luxury cars available for test drive. Now back to the S90 T8 Twin Engine.

The S90 T8 Twin Engine is a hybrid complement of Volvo Car Malaysia's line of full-size sedan, made up of the non-hybrid S90 T5 and S90 T6 R-Design. Interestingly, the hybrid variant is cheaper than the non-hybrid, with the T5 variant retailing at RM388,888 and the T6 R-Design tacking on a higher price tag of RM453,888. Being cheaper, it won't be surprising if the S90 T8 wins majority of the sales.

Technical Specs

So, what are all these T8 Twin Engine, T6, T5 mumbo-jumbo? Well, its basically what lies under the bonnet. See a Volvo carrying the T5 badge? That signifies the Swedish brand's Drive-E 2.0 litre turbocharged inline 4 petrol dwelling under the recipient car's bonnet. How about T6? Well, you have an even more cooking version of the Swede's Drive-E engine, a 2.0 litre twincharged (turbocharged and supercharged) inline 4 petrol. What about T8 Twin Engine then? It still packs the same 2.0 litre twincharged inline 4 petrol but adds on a hybrid drivetrain for extra boost in fuel efficiency and performance.

So, the S90 T8 Twin Engine is a hybrid sedan equipped with the 2.0 litre twincharged inline 4 petrol paired to an Aisin 8 speed automatic. Both the Inscription and Inscription Plus receive similar powertrain setup. Performance figure? The engine alone delivers 320 hp and 400 Nm of torque solely to the front wheels. Throw in the rear-driven electric motor and you have an extra 87 hp and 240 Nm of torque. Add those up and you have a total net figure of 407 hp and 640 Nm of torque! With this setup, the S90 T8 is essentially an all-wheel drive luxobarge.

If you're a type who likes to control your car's performance characteristics, throw in the Drive Mode Settings. There are 5 different settings you can choose: AWD, Pure, Hybrid, Power and Individual. AWD is simply all-wheel drive mode, but it doesn't mean all four wheels are driven all the time. Depending on your driving style, road condition and tyre traction, the S90 T8 will power either just the front axle or rear axle only. On the other hand, Pure mode is a quiet, all-electric mode which can come in handy for urban setting provided you have spare charges. Hybrid mode brings the twincharged engine into play to assist the electric motor. Power mode augments the performance potential of both the engine and electric motor, giving you a boost in acceleration. Finally, Individual mode allows you to tweak the mode settings to suit your own taste.  

The stunning performance figure rewards the S90 T8 with 0-100 kph sprint time of 4.8 seconds and a top speed of 250 kph. Apart from stellar performance, the sedan returns a frugal 2.0 litre/100km fuel consumption and 46 g/km CO2 emission.

This Inscription test car comes equipped with Dynamic Chassis with composite leaf springs and hydraulic shock absorbers, but loses out on the Inscription Plus more sophisticated Active Chassis with 2-Corner rear air suspension which automatically levels out the car regardless of load.

The most interesting bit is the location of the 10.4 kWh lithium-ion battery. Capitalising on having an electric motor directly driving the rear wheels, Volvo has divested the car of a prop shaft and in its place is the aforementioned battery. Yes, the battery is located in the central tunnel where the prop shaft is formerly located.  

The setup arguably makes Volvo's all-wheel drive system simpler comparative to other brand, as apart from dispensing with prop shaft running the length of the car, it negates the need for components such as centre differential, transfer case and sundry others.

Yes, it comes with a tyre repair kit....

If I have any gripe with the setup, it would be clearly illustrated in the photo above. Open the boot and flip the spare compartment cover away, you won't find a space saver spare but rather the tyre repair kit to temporarily patch up the 255/40R19 tyres. 

In order to accommodate the rear electric motor, the space saver is...well, doesn't live up to its name apparently. Can be easily rephrased to space hoarder in this case! So out goes the space saver and in goes the repair kit so the electric motor can have all the space. If you encounter small-sized puncture, you're good. If you have a large-sized puncture, you might as well have a tow truck on standby!

Exterior

This is a display car btw, not test car but the equipment mirrors that of the test car

Customary to Volvo, the brand's signature 'Thor's Hammer' daytime running light with LED Active Bending Lights and Active High Beam dominates the front fascia of the plug-in sedan. Unique to the Inscription trim is the chrome grille, chrome lower bumper insert and chrome lower side moulding giving it a more premium image.

Living up to its plug-in moniker, a charging port is located just aft of the front left wheel. Charging time can take for as long as between 2 to 4 hours depending on power sources. The plug-in hybrid sedan comes standard with a domestic portable hybrid battery charger which is safely stashed away in the boot. Volvo claims the all-electric range lasts for a maximum distance of 50 km.

Round the back, you have a better looking rectangular dual tailpipe unique to the Inscription trim. The C-shaped LED tail light continues to make its presence known on the full-size sedan.

Interior

There's something about the interior that spells premium luxury. To start off, there's a good dose of pure walnut trim festooned, stretching the length of the dashboard to the door trim. Jutting out of the centre console is the unique-to-Inscription Orrefors crystal gear lever with the engine Start/Stop button just aft of the gear lever. You also get leather upholstery for the multi-function steering wheel and seat. 

Flanked by the centre stack's vertical A/C vent is Volvo's Sensus 9-inch touch screen display which let's you access a range of menu and functions including Drive Mode settings and Bluetooth with handsfree system.

For audiophiles, 330W 6 Channel High Performance Audio System with 10 Speakers is all yours, but if you put your money on the top spec Inscription Plus, the 1400W 12 Channel Bowers & Wilkins Premium Audio System with 19 Speakers will rock your in-car orchestra. 

As part of the Driver Control function, you have a 12.3-inch digital instrument cluster with adaptive digital display. Apart from that, a Head-up Display function and Road Sign Information system keep you in touch with your current road speed and designated speed limit for a given road. 

2-zone climate control and B-pillar mounted A/C vent made up the convenience aspect of the interior. There's also power adjustable seat with memory setting. If you find parking a source of annoyance, worry not as Park Assist will take on the chore for you. 

All you have to do is keep your hands off the steering, select either Reverse or Drive, and just prod the gas and brake pedal. The car will steer itself into your chosen parking spot, freeing you from having to frantically yank the steering from lock-to-lock. Moreover, the system is smart enough to detect obstacles such as nearby vehicles and steer clear from them. 

Safety

This being Volvo, it would be fitting to talk about the brand's range of safety features on hand. Under the brand's Intellisafe umbrella is the Adaptive Cruise Control, City Safety with Intersection Support, Pedestrian, Cyclists and Large Animals Detection (this is basically the auto brake function), Run-off Road Mitigation (keeps you from veering off to road shoulder), Pilot Assist with Steering Support (helps you drive between lane marking and maintain a set distance with vehicles in front-functional up to 130 kph), Blind Spot Information System and Cross Traffic Alert.

Other safety features include ISOFIX rear child seat mounting, Anti-lock Brake System (ABS) with Electronic Brakeforce Distribution (EBD), Electronic Stability Control (ESC), Hill Descent Control (HDC), Emergency Brake Assist (EBA), 360 degree Surround View Camera and Indirect Tyre Pressure Monitoring System (iTPMS). 

Driving Experience

Just like the Jaguar test drive, it was pouring down with rain as I set off from TPC main entrance. Yet, it didn't take me long to feel the might of the twincharged engine firing away under the bonnet. Starting off in Hybrid mode, which brings into play both the rear-driven electric motor and front-driven twincharged engine, the interplay between the two power sources became apparent.

The sedan gained momentum without any hint of struggles. It was effortless. It didn't take any more than half throttle to unleash the hybrid powertrain's latent firepower. The operation was nice and smooth, particularly the supercharger; there was no indication of the latter making its presence known from its customary whine. This makes a comfortable, effortless long distance cruising plausible. More importantly with the engine running, you don't have to worry about depleting the battery as the engine will constantly recharge the battery.

Put the S90 T8 in Power mode, however, and all hell break loose. Power mode essentially augments the performance of the twincharged engine and electric motor, transforming the luxury sedan from a cruiser into a no-nonsense-in-your-face brutal turn of speed that makes you wonder if you're driving a Volvo or a Ferrari. I didn't try out the Pure mode, which is an all-electric mode, as the car's hybrid battery was low on juice. 

There's no paddle shifter, but the 8 speed Aisin-sourced automatic is competent enough that you don't really miss the flappy paddles. Shift is decisive, smooth and crisp, ensuring that twincharged engine is ready to flex its muscle at moments notice.

Just below 'D' position on the gear selector is a mode marked 'B', which recharges the battery each time you depress the brake pedal. It doesn't recharge when you lift off the gas or if you forgot to activate the battery recharge function from the Sensus 9-inch touch screen display.

Despite missing out on the Inscription Plus cutting edge Active Chassis with rear air suspension, the hybrid sedan still rides like magic carpet. Cocooned in the leather seat and well-tuned Dynamic Chassis, the S90 T8 still glides over the surface imperfection without sending any jiggles back to the cabin. A perfect vehicle for that balik kampung trip or when you're on a long holiday jaunt with your family or your partner in crime.

Conclusion

The Volvo S90 T8 Twin Engine Inscription, from my initial impression of the short test drive, is a well-balanced car that meets the daily requirement typifying Malaysian road condition without compromising on driving dynamic. 

The synergy between the twincharged engine and electric motor is stellar enough not to disappoint you on the performance aspect. If you want outright power, go on and select Power mode. 

The suspension is well-damped despite lacking the air suspension standard on the Inscription Plus, so this writer believes the less than ideal road condition we have here in Malaysia won't make you feel queasy. 

  

Review: G30 BMW 530i M Sport

                                  

Sheer driving pleasure. The tagline that will make BMW aficionados weak at their knees. My experience with BMW engine has so far been running on smooth waters. Driving the E46 M Sport, and  occasionally the E90 M Sport, had me captivated by the brand's silky smooth, untrammeled power delivery from the roundel's hallmark straight 6 engine.

Since then, this writer has been head over heels in love with straight 6. The manner the engine picks up without any hint of sputtering from low rpm to the higher spectrum of the tachometer is breathtakingly surreal. 

In Malaysian context, having a small displacement straight 6 seems to be a win-win proposition, as you save yourself from punitive road tax that comes with a large displacement V12 (essentially two straight 6 engines tied up to a common crankshaft), and greater power from having higher cylinder count in contrast to a 4 cylinder engine.

My experience with BMW vehicles (specifically the E46 and E90 that I am currently driving) on the aspect of ride and handling has been on the positive note as despite riding on a lowered and stiffer M Sport suspension and rolling on low profile tyres, it exceptionally filters out any jiggles introduced by the atrociously pockmarked Malaysian road making it a comfortable vehicle for a balik kampung trip. The exception would be when driving over speed bumps as if you're not careful, the lowered M Sport suspension will make its displeasure known from an unpleasant thump from bottoming out.

At the recent Malaysia Autoshow 2017 taking place at MAEPS, I had the opportunity to get my hands on this handsome looking mid-size sedan launched by BMW Malaysia since this March - the all new 7th generation G30 530i M Sport. Despite having just 4 cylinders banging away under the bonnet, it doesn't detract from BMW engine's customary seamless, on demand pick up which I  learnt from the short test drive and more importantly, rides over bumpy surface deftly.

Technical Specs

Worldwide, the G30 comes in various iteration, including but not limited to the 520i, 530i and 540i. Folks in Malaysia will only be getting the 530i iteration, solely with M Sport trim. The engine powering the rear-driven 530i M Sport is a 2.0 litre B48 turbo straight 4 petrol with 252 hp and 350 Nm of torque paired up to a ZF 8 speed Steptronic Sport transmission with paddle shifters. This translates to a 6.2 seconds 0-100 kph acceleration time, 250 kph top speed, 5.8 litre/100 km of fuel consumption and 132 g/km CO2 emissions.

As a straight 6 fan, I was a bit wishful for the 540i variant to reach the Malaysian shore, its B58 3.0 litre turbo straight 6 pumping out 340 hp and 450 Nm of torque to the rear wheels. On the flip side, it's a compromise worth taking as given the Malaysian road tax is charged based on engine displacement, the smaller 2.0 litre turbo 4 can cut down on the total road tax Malaysian motorists have to fork out. In spite of being smaller, it doesn't detract performance even an iota as I discovered during the test drive. 

Hiding beneath the skin is a lowered M Sport suspension with Dynamic Damper Control. The front suspension is sprung by double wishbone, while the rear makes do with a sophisticated five-link suspension.  

To adapt to your preferred driving style, there's Driving Experience Control that provides choices of different driving modes, namely Eco Pro, Comfort and Sport. Apart from that, an Adaptive mode further complements the system by automatically adapting the car's behaviour based on driving style, road topography and sundry other factors.

To the business of tyres, expect run-flat tyres with 245/40 front and 275/35 rear wrap around a 19-inch M light-alloy 10 double spoke rim. 

Exterior

                           

                                                                                 

What are the visual differences between the G30 and outgoing F10? Starting from the front, the adaptive LED headlights extend all the way to the kidney grille in an F30 fashion. Speaking of kidney grille, it is now wrapped around thicker chrome surround to accentuate the sedan's purposeful look. The lower side air intakes feature a restyled LED fog light, featuring a horizontal slat over the outgoing F10 round fog lights. Over to the side, just aft of the front wheels is an air vent, previously absent from the F10. 

Over to the back, the new G30 sports dual trapezoidal chrome tailpipes over a pair of round tailpipes found on the previous generation F10. Also, the rear fog lights had been relocated to the lower apron as opposed on the bumper directly beneath the taillights as on the F10. Speaking of taillights, it now seems to look much slimmer, wider and elegant compared to the F10's bulkier looking taillights.

 

This being an M Sport, the famous M badge graces the fender just aft of the front wheels and the door sill. 

Interior   

                                           

                                                       

Inside, M steering wheel and sports pedals make up the interior M finishing.

The G30 features revision to the interior technology from the outgoing F10. Chief of all is the iDrive 12.3-inch central display which is now freestanding over the flushed design as found in the F10. On top of that, the new generation iDrive introduces touch and gesture control much like on its bigger sibling, the G12 7 Series, enabling you to adjust certain parameters such as audio volume or toggling between different menus by simply touching the screen or twirling your finger in the screen's direction. 

Furthermore, the dashboard had been given a makeover, giving it a more futuristic and digital tactility over the F10's analog switchgear. If you have a love affair with conventional handbrake lever, look away as Electromechanical Parking Brake takes its place.

Leather upholstery keeps you cozy and secured during a long trip. There's also a sunblind on the rear side windows which you can pull if sun tan is not your thing.

Customary on newer BMWs, the conventional oil dipstick is a thing in the past. Taking over its reign is an oil level sensor residing in the oil sump. The sensor measures and relay the reading to the iDrive central display, showing you a bar indicating the current oil level as seen in the picture above.

Safety

Safety first. Making up the suite of safety features are 8 airbags, disc brakes all-round, Dynamic Stability Control (DSC) with Dynamic Traction Control (DTC), Anti-lock Braking System (ABS) with Brake Assist, Cornering Brake Control (CBC) and ISOFIX rear child seat mounting. 

Further complementing the safety features are a suite of driver assistance technology that includes Lane Departure Warning, Lane Change Warning, Park Assist and reverse camera.

There's also a head-up display function that projects your current road speed directly in your line of sight to keep you informed of how fast you're going without having to take a glance at the instrument cluster.

Pricing

How much is the asking price? Starting with CKD G30, the car retails at RM389k (OTR without insurance). Add another RM10k to the CBU model, which finalised at RM399k (OTR without insurance). Note that pricing is inclusive of 5 years unlimited mileage warranty + free service and 2 years tyre warranty.

Review

Nitty gritty out of the way, here's my initial impression on the new G30 530i M Sport from the short test drive. Despite having a smaller 2.0 litre engine, the acceleration is still BMW-esque - smooth, rapid, lag-free. There was no noticeable turbo lag. Just lightly prod the throttle pedal the car picked itself up immediately without delay. It feels like having a straight 6, but with 2 cylinders lopped off and a turbo to add urgency to the acceleration. The engine is so powerful that I effortlessly reached 80 kph without being assertive with the throttle, much like on my E46 and E90. 

BMW has superbly tuned the 4 cylinder engines to still deliver that creamy, buttery feel of a straight 6 so much that I had briefly forgotten banging away under the bonnet of the G30 530i M Sport is a 4 cylinder engine.  

The superb ZF 8 speed transmission shifts through the gears with a sharp, decisive instinct knowing exactly when to shift to keep the turbo 4 within its effective powerband. The shift was chauffeur smooth and fast. Not even for one second the engine felt like it ran out of steam thanks to the competent transmission.

Shifting with the flappy paddles in my opinion doesn't really make much difference to the car's performance characteristics. Sure, it brings some added sportiness to an already sporty car, but the transmission's software is very well-calibrated that the computer can make the decision more efficiently. I suggest you just keep the transmission in 'D' the entire time.   

Comfort

Eco Pro

Sport

I had the opportunity trying out the Driving Experience Control which lets you choose between different driving modes - Eco Pro, Comfort and Sport. Moving from one mode to another gives you a visually interactive face-time with the digital instrument cluster; the graphic changes to different tone in different mode, from subdued tone in Eco Pro to lurid red in Sport. 

I drove in all 3 modes and honestly, I didn't feel any substantial difference in the car's behaviour. Though I noticed slightly mild temperament in Eco Pro, it nevertheless felt like the car was perpetually in Sport mode. Eco Pro, Comfort, Sport, you name it. The car pulled hard in all modes and took corners in a confident and poised gait regardless of driving mode. I jokingly told the Sales Advisor BMW should rename all modes to Sport.

The G30's ride quality is second to none. The terrible road surface didn't unsettle the car even the slightest. The Dynamic Damper Control did a great job in filtering out the road shock from the run-flat tyres before it reached the cabin, delivering that all important ride comfort given the poor road condition we have here in Malaysia. It does this by proactively monitoring road conditions and primes the dampers to either soften or stiffen the damping rate depending on the severity of the bumps and speed you're travelling. The result is a magic carpet, fuss-free driving experience. 

Conclusion

To conclude the short test drive, the G30 530i M Sport is a stonking piece of machinery even without the company's iconic straight 6. The pick up of the 2.0 litre turbocharged 4 pot is potent enough regardless of driving mode to facilitate smooth, trouble-free overtaking manoeuvre. 

Despite being equipped with a lowered M Sport suspension, engineers had tuned it perfectly to deal with the pockmarked Malaysian road. During and after the test drive, I didn't feel sore nor jarred as the chassis brilliantly soaked up the surface imperfection. 

In my humble opinion, the new G30 530i M Sport is a livable car that fulfills your daily driving needs.